• 0 Vote(s) - 0 Average
  • 1
  • 2
  • 3
  • 4
  • 5
Cities - Developments, Projects & Construction
Boss I have got an internet connection in ahmedabad (64 kbps unlimited cable, static IP). Cost is 1300 rupees per month. How does that compare to other cities ?

Construction activity around the city is just unbelievable. abad is a boom town.. <!--emo&Smile--><img src='style_emoticons/<#EMO_DIR#>/smile.gif' border='0' style='vertical-align:middle' alt='smile.gif' /><!--endemo--> The only bad thing that i can think of right now is that they force all paan wallas and other eateries to close at midnight. That sucks, that activity was abad's identity.. <!--emo&Sad--><img src='style_emoticons/<#EMO_DIR#>/sad.gif' border='0' style='vertical-align:middle' alt='sad.gif' /><!--endemo-->

Calm, Cool, Composed...above all - DISCIPLINE! Mumbaites, I salute you!
<!--QuoteBegin-->QUOTE<!--QuoteEBegin--><b>Ford plans Himalayan ski village </b> <!--emo&:cool--><img src='style_emoticons/<#EMO_DIR#>/specool.gif' border='0' style='vertical-align:middle' alt='specool.gif' /><!--endemo-->
Bhagyashree Pande/ New Delhi
The Himalayan Ski Village Pvt Ltd, the ski resort venture promoted by Alfred Ford, Chairman,of the Ford Motor company fund, has signed <b>an memorandum of understanding with Government of Himachal Pradesh to develop a ski village</b>.

The company is building a ski village to promote international tourism and also develop commerce of local village produce. <b>This ski resort which will be located 10,000 sq feet above the main Kullu valley, will be a new hill station with modern recreation facilities like ski sports, trekking, ropeways etc. With an investment of around $500 mn over a period of ten years the company plans to develop a pedestrian ski resort and invest in developing 6-7 villages around the resort</b>.

"Our company is planning to build and develop local community and protect environment for which it is setting up a department of sustainable practices. The ski resort is going to offer a venue that respects the environment in which it is situated so that the tourist can connect with the environment with reverence. This is the spirit with which we touch re-creation" says John Robert Simms, Managing Director, Himalayan Ski Village Pvt Ltd.

The company at present plans to develop around 100 acres of area in Himachal Pradesh for the ski resort. " We are also planning to set up ski villages in Uttaranchal and Kashmir, the talks for which are in preliminary stage with the respective state governments", adds Simms.

The company plans to develop the ski pedestrian resort along with the surrounding villages so that the tourist can get the experience of nature and the local habitat. "We feel that of the tourist that come to the ski village roughly around 15 per cent will be skiers and be interested in adventure sports the rest will want to experience the environment and the surroundings" adds Simms .

"We are planning to create more than 600 five star hotel rooms with the aim of making this as a venue to host Winter Olympics Games" says Simms.

The company also plans to use basic Himalayan architecture and culture as the basis of all designs. It also plans to build handicrafts market on the lines of "Dilli Haat" offering direct business opportunities to local villagers. The company also aims to create awareness of Himachal's architecture and culture to the foreign tourists so as to bring it at par with Rajasthan and Kerela.

"There is a large unsatiated appetite in India for tourism and we feel that tourism is on top of the feeding chain. We are excited to be in India as the country is a renassiance for tourism , especially when most of the US and European destinations are nowless in demand", says John Simms.

<b>"Alfred and I believe that Indian village is a microcosm of the entire universe and that it will want the tourists to experience this microcosm",</b> says Simms.

The company plans to develop village based small scale industries and will promote produce like quality cheeses, apple products, local wines, weaves and other local made items that can be developed by guidance and support that it will provide. "The idea is to eventually label, catalogue products so that they can be exported" says Simms .

The company while luring tourist to the Himalayan abode will also support development of 6-8 villages by forming a trust and donating money for faster development of health, economic development and education of local village. 
Hey I am new here and this is my first post. I am from Surat and cares about city alot. I take cues from others - in and around Surat, Gujarat and then India to guide my thinking.

At present, <b>Surat is badly in need of a a full-fledged International Airport</b>. Despite representations from local Chambers of Commerce, Productivity Councils, trade & business Associations epecially IT Associaon - did not bore any fruit. It is almost 10 years noiw an dwe are yet to take any postisitive step in this direction.


My thoughts are a bit haywire in writing but I hope I am clear in passing my message about a badly needed Airport.

<!--emo&:blow--><img src='style_emoticons/<#EMO_DIR#>/blow.gif' border='0' style='vertical-align:middle' alt='blow.gif' /><!--endemo-->
<b>Bangalore is a national calamity: Azim Premji</b><!--QuoteBegin-->QUOTE<!--QuoteEBegin-->New Delhi, August 31: <b>Bangalore is a “national calamity” in terms of infrastructure</b>, said Wipro chairman Azim Premji on Tuesday. “When a client is in India, Bangalore, Delhi and Mumbai are the three key cities he visits. It gives a very bad impression to the client. I urge the media to please write about it,” he told reporters here.

Wipro BPO chairman T Kurien told FE,<b> “From bad roads and irregular power to mismanaged transport, the infrastructure of Bagalore is crumbling. Ten years ago, if it took twenty minutes to reach a place, now it takes at least an hour. It is putting huge pressure on costs.”</b>
<!--QuoteBegin-->QUOTE<!--QuoteEBegin--><b>Golden Quadrilateral gets bogged in Bihar </b>
Pramod Kumar Singh / New Delhi
Road To Nowhere-------- There is an unprecedented jam at National Highway (NH)-2. All road-building projects under the National Highways Development Programmes (NHDP) have come to a grinding halt, <b>thaks to the number of "rangdari chungis" set up by Bihar Mafiosi.</b>

Five sections of NH-2, including Mohania-Sasaram, Dehri-Sone-Aurangabad, Sasaram-Dehri, Aurangabad-Barachatti and Rajganj-Barakata, under the NHDP to be constructed at a cost of Rs 1,570 crore have become the Achilles heel for the National Highways Authority of India (NHAI). The ten other connecting projects of NH-2, passing through Uttar Pradesh, too, have hit the roadblock owing to tardy progress in land acquisition, security problems and the shifting of utilities.

Golden Quadrilateral (GQ) project - <b>the ambitious project envisaged by former Prime Minister Atal Bihari Vajpayee to link the four metros - is almost 85 per cent complete, but the 452-m stretch that passes through Bihar is yet to take off. This has affected the construction work on Delhi-Kolkata GQ project</b>. The completion of this part of the GQ, that will connect the national Capital to Kolkata, will take ages if the security problems are not addressed. The pathetic law and order situation in Bihar has turned the ambitious highway projects into "roads to nowhere".

<b>Uttar Pradesh is also emulating Bihar and 10 NHDP projects, having investment of Rs 3425 crore, have hit the dead-end owing to many factors. The most important Varanasi-Mohania project is behind schedule owing to initial delay in land acquisition, tree cutting and the law and order problem. Here too, various gangs call the shots. Fearing extortion, nobody wants to bid. Kanpur-Fatehpur to be built at a cost of Rs 350 crore is also delayed due to problem in implementation of retaining wall.</b>

According to the statistics available with the Ministry of Road Transport and Highways, there are 447 projects on National Highways, which are running behind schedule. This has also resulted in the steep hike in the cost of construction. State governments have appointed nodal officers for resolving pressing issues and a Committee of Secretaries has been constituted to address inter-ministerial and Central-states issues such as land acquisition, utility shifting, environment approvals and clearance of railway bridges.

Insurgency affected North-Eastern states and the Naxal-infested states have also faired poorly in this regard. <b>Border Roads Oganisation (BRO) entrusted to build with 40 NHDP projects in Andhra Pradesh, Assam, Chhattisgarh, Jammu and Kashmir, Maharashtra, Manipur, Meghalaya, Mizoram, Tripura and Uttaranchal is unable to complete the projects due to the frequent law and order problems</b> and funds constraints. There are other projects also which are giving sleepless nights to mandarins of NHAI as many other projects related to the construction and development of National Highways are hanging fire.

Coupled with this is the obstinate attitude of the Union Environment and Forest Ministry, which has been taking ages to clear projects. Highly placed sources said there appears to be a tug of war between the Ministry of Shipping, Road Transport and Highways and ministry of Environment and Forests. Though the ministers of these ministries belong to the same party, Dravida Munnetra Kazhagam (DMK), and it should have helped the NHDP cause, but the communication gap between the two is affecting the implementation.

Apart from the game of oneupmanship between the two union ministers, land acquisition and removal of utilities are major issues affecting the implementation of NHDP. <b>The 483-km-long Lucknow-Muzaffarpur stretch of the project is the worst hit. </b>Funded up to the tune of Rs 3000 by the World Bank, the project has virtually become a non-starter as the Uttar Pradesh government wants NHAI to first provide a 10-meter wide strip for tree plantations alongside NH-28. Highway plantations have been put in the category of the "protected forests" by the respective state governments. "Till the issues of trees is settled NHAI can not proceed with the job. On the same hand Uttar Pradesh government is also not providing land for such an important project," a senior NHAI officer said.

Similarly Kota bypass which passes through the Chambal ravines is stuck owing to the large presence of crocodiles in the Chambal River. <b>The wildlife department wants NHAI to ensure that drilling in the riverbed does not disturb the crocodiles</b>. Now NHAI is mulling to build a cable stayed bridge an estimated cost of Rs 250 crore to avoid discomfort to the crocodiles.

This malaise is all pervasive as many other projects are in a limbo owing to several other factors.

The NHDP project, which was launched in 1999 at a cost of Rs 54,000 crore, has now escalated to a whopping Rs 72000 crores, a senior NHAI officer added. Imporant Siliguri project in Assam is also hanging fire due to the Wildlife Department. The road passes through wildlife protected area. The Assam government is unable to take any decisions despite presentations made by the NHAI that the wildlife habitat would not be disturbed. There are other projects, too, which have yet to start due to one reason or another, the officer further added.<!--QuoteEnd--><!--QuoteEEnd-->
<!--QuoteBegin-->QUOTE<!--QuoteEBegin--><b>On the day when Budhha seeks Chinese FDI, CPM wants pvt parties out of airports upgrade </b>
Pioneer News Service / New Delhi
In a startling contrast, the day West Bengal Chief Ministers Buddhadev Bhattacharjee meets Chinese officials in his continuing effort to woo foreign capital for West Bengal, the CPI(M) asks Centre to halt modernisation of Mumbai and Delhi airports with the help of private investors.

After aggressively wooing Singapore and Indonesian investors, Mr Buddhadeb Bhattacharjee on Thursday met Chinese officials in the Capital and assured them that their investments in the Left-ruled State would be a profitable venture.

During discussions with top officials, Mr Bhattacharjee briefed them about the positive investment environment in West Bengal, which was attracting large quantum of Foreign Direct Investment (FDI) and had been in the eyes of major foreigninvestors.

The Chief Minister, however, made it clear to the potential investors that their investment should meet certain conditions like FDI leading to employment generation, capacity augmentation and technology upgradation.

<b>The Chinese officials informed Mr Bhattacharjee that several Chinese firms were interested in investing in the Left-ruled State</b>. To this, Mr Bhattacharjee said they were "most welcome". Sources said at least eight Chinese firms were ready to invest in West Bengal.

The CPI (M) politburo, however, issued a statement asking the Centre to halt the bidding process for modernisation of Delhi and Mumbai airports, pending resolution of some "critical" issues like sustainability of other airports that were dependent on these two profit-making ones. <!--emo&Wink--><img src='style_emoticons/<#EMO_DIR#>/wink.gif' border='0' style='vertical-align:middle' alt='wink.gif' /><!--endemo-->

"The government has overlooked several key concerns like sustainability of the other airports, which were till now being largely financed by the major profit earned by these two airports," said the statement.

The CPI (M) also asked the government to take note of the observations of the Parliamentary Standing Committee on the matter,<b> saying the modernisation programme at Mumbai airport could "only enhance its technical capability by ten to 15 per cent and in any case will become redundant in addressing growth projections beyond 2012".</b>

The party also said the assurance given earlier by the government to examine the alternative proposal of the Airports Authority of India Employees Joint Forum had also been ignored.

"In these circumstances, the politburo urges the government to halt the present bidding process pending the resolution of these critical issues," the CPI (M) said.

The CPI (M) has been maintaining that there was no difference between the approaches of the West Bengal Chief Minister and the party on FDI. The top party leadership has been saying that the conditions, put forth on Thursday by the Chief Minister, were consistent with the party line and all FDI in West Bengal adhered to these conditions.<!--QuoteEnd--><!--QuoteEEnd-->
The Aviation infrastructure in India is very small.
In the U.S. many average towns have dual runway international airports with ILS approaches, about the same as in Delhi or mumbai.

I hear that Bangalore will have 9 million people by 2015, but the airport they are building is what a city of 500,000 to 1 million in the U.S would have.

They should build a O'hare or Dallas fort worth sized airport now, or atleast acquire the land, it might be much more difficult later on.

<!--QuoteBegin-mrvesta+Aug 14 2005, 01:16 PM-->QUOTE(mrvesta @ Aug 14 2005, 01:16 PM)<!--QuoteEBegin-->Hey I am new here and this is my first post. I am from Surat and cares about city alot. I take cues from others - in and around Surat, Gujarat and then India to guide my thinking.

At present, <b>Surat is badly in need of a a full-fledged International Airport</b>. Despite representations from local Chambers of Commerce, Productivity Councils, trade & business Associations epecially IT Associaon - did not bore any fruit. It is almost 10 years noiw an dwe are yet to take any postisitive step in this direction.


My thoughts are a bit haywire in writing but I hope I am clear in passing my message about a badly needed Airport.

<!--emo&:blow--><img src='style_emoticons/<#EMO_DIR#>/blow.gif' border='0' style='vertical-align:middle' alt='blow.gif' /><!--endemo-->
The strides made by ex-CM Krishna have been squandered by Gowda and his cronies for over a year now.
Vijay Mallya is 'ashamed of Bangalore'
<b>India to have 358 shopping malls by 2007: Study</b><!--QuoteBegin-->QUOTE<!--QuoteEBegin-->The retail sector will see over 34 million sq ft of shopping centre space by the yearend, said the report on shopping centre development in India.

"Performance beyond expectation is all the more significant in the backdrop of adverse reports and predictions on this sector," said Amitabh Taneja, director (India) of International Council of Shopping Centres.

"Based on a complete list of shopping centre developments taking place across the country, the projection for listed developments by 2007 is 358, with a total built up area of 87.8 million sq ft," he added.
Narayana Murthy trashes Gowda
Intersting to watch battle between overrated Murthy and rustic Gowda.
Please shed some light on this issue.
<b>Record flights stretch airport</b>
<!--QuoteBegin-->QUOTE<!--QuoteEBegin-->On Wednesday, Delhi airport's infrastructure got thoroughly exposed for what it is -<b> geared for year 1985 instead of 2005</b>. The situation has worsened ever since the winter schedule came into effect on October 28 with more flights coming into Delhi. Traffic has increased 25 per cent since last winter. Several new domestic and international flights have been added.
The promised second runway is a year away. "Sadly, all these international airlines have been given permission to land between the peak 10 pm to 2 am slab.

“Take Wednesday, for instance. <b>There were 6000 passengers fighting for 2000 trolleys</b>. We are grossly under-prepared," said an airport official.
Good job Indian commies
<!--QuoteBegin-->QUOTE<!--QuoteEBegin--><b>Slouching tiger, leaping dragon </b>
India lags behind China not just in its vision of urban planning but also in clarity of thought, says Chitvan Gill

The nagging question, today, is how will we do it? India's future urban scenario speaks of the most extraordinary growth of populations: <b>On conservative estimates based on past growth, India will add at least 255 million people to its 2001 urban population of 285 million by year 2020, and there are now wide apprehensions that this will prove to be a gross underestimate</b>.

Married to these demographic trends and projections is a growing crescendo of voices speaking of 'urban renewal', voices that reflect an unnerving optimism in the wake of such daunting statistics and the national track record of urban management.

Indeed, it is very hard to see any ordered development in the country, as we fail to cover the cumulative gap of a widening infrastructure deficit even in our 'best' cities. It is useful to note that the urban population increased by 68 million between 1991 and 2001, and the consequences are visible in enveloping urban chaos and a near collapse of infrastructure across the country.

Today, owing to a coincidence of various circumstances, India and China are being spoken of in the same breath, and rapid urbanisation and its impact are thought of as one of the 'shared' factors in their development. Unfortunately, the experience of urbanisation - and, crucially, of urban management - in the two countries is anything but shared, and is, indeed, a study in contrasts. India lags far behind China in terms, not just of vision, but in simple clarity of thought, planning, funding and execution.

<b>There are segments within the political leadership in India that still speak of development in derogatory terms as 'a middle class concept', while some planners describe urban development as 'anti-rural', and still others reject the very possibility of planned urban development</b>. Even as millions pour into the cities, looking for a better life, an utter confusion of perspectives prevails.

There is no such confusion for China. Its leadership is entirely clear on the way forward. Seventy-five million farmers will move from rural China to its cities over just the next five years, and this is being described as the biggest migration ever witnessed on the planet. But there is no sense of disorder, no loss of control.

How will China do it? More than 15 million people move into cities in China every year, and by 2010, the combined urban population will cross 600 million - about 45 per cent of the total population. By 2050, according to UN estimates, <b>seven out of 10 Chinese will be living in cities.</b>

Accommodating all this growth is a difficult task that will test the creativity and capacity of China's leaders and urban administrators.<b> For every per cent increase in urbanisation, according to one estimate, China must add some 300 to 400 square kilometres of housing, consume 1,800 kilometres of land, pump 140 million cubic metres of potable water, generate 640 kilowatts of energy, dispose of 1.14 billion cubic metres of waste water each year, and expend some 270 billion Yuan ($35 billion) - and these are just the bare essentials.</b>

But there are no signs of panic, disorder or confusion. <b>Over the next five years, China is planning to build 300 new cities and this is to be done from scratch, in sharp contrast to the haphazard emergence of urban conglomerations from the disorders of burgeoning villages and mofussil towns in India.</b> By 2010, China will have nearly 200 cities with a population of over a million residents and more than a thousand cities with over 200,000 residents. By comparison, the number of metropolitan (million plus) cities in India is expected to grow to just 51 by 2011, and to 75 by 2021.

This year alone, China has created a world record of 4.7 billion square feet of construction, and is setting the fastest pace of development at a scale that has never been witnessed in history. Entire ghost towns are being constructed, not to meet a backlog, but to fulfil projected needs. And the rampage doesn't stop with a housing and construction boom financed by huge Foreign Direct Investments (FDI). Backing this up is investment in infrastructure, provisions for power and transportation, to match the scale of urbanisation.

According to one estimate, China is expected to spend as much as 3.5 per cent of its GDP on the development and expansion of the national transportation system over the coming five to 10 years. The railways alone are to increase from the current 73,000 kilometres to 100,000 kilometres by 2020. Recent growth has, however, left China currently gasping for power, and acute shortages are experienced in both rural and urban areas.

But the Government has plans for 30 nuclear reactors for power generation by 2020, and as many as 200 by 2050. China has already created the 'world class' infrastructure of cities, roads, ports and airports that is still just a slogan in India, and this is certainly one of the reasons why China attracted $61 billion FDI in 2004, as against India's meagre $5 billion.

Gigantic targets and projects do not, however, exhaust the Chinese vision, and plans are also afoot to build 'eco cities' - "self-sustaining urban centres the size of a large Western capital" - which would create prototypes for urban living to counter the effects of the over-populated and polluted environment, and that would act as magnets for investment funds into the rapidly growing economy.

And these are not pipe dreams; these plans are fully provided for financially and are ongoing. A steely determination helps make this possible. Today, the Chinese Government places enormous emphasis on urban planning and development, and China stands alone as the only country in the world to have placed its urban planning regulations, promulgated in 1989, as national law. These regulations enjoy a legal status second only to the Chinese Constitution. In India, every municipality invents, abrogates and violates its own by-laws on a routine basis, and every effort to introduce some measure of uniformity in legislation or practice, or even to impose a modicum of accountability, has been drowned out in a cacophony of protests.

It would be easy to simply ascribe all this to the difference between an authoritarian and a democratic form of governance, and to attribute India's failures to the greater freedoms and guarantees provided to each citizen, as well as to the natural infirmities of democratic institutions. Certainly, the sweeping powers that local officials enjoy in China would directly impact on the capacities for successful implementation. But the plans, the visions, the capacity to assess emerging trends and future demands, and to think strategically, are not the product of authoritarian politics - and are not unique to China or characteristic of authoritarian systems. They are products of a systematic and scientific approach to urbanisation and urban management.

<span style='font-size:14pt;line-height:100%'>It is not democracy, but extraordinarily incompetent leadership, chronic administrative myopia, indiscipline, the tolerance and 'regularisation' of large-scale violations of regulations and laws, and lack of professionalism, that have triggered and sustain India's urban crisis.</span> Our urban laws and administration are so lax that even where our intent and desire are admirable, the execution will remain impossible unless we build certain simple key words, such as competence and accountability, into our vocabulary - the buck must stop somewhere.

Nathaniel Baum-Snow of Brown University wrote an excellent PHD thesis at the University of Chicago. Using data from the United States, he documents that highways have played an important role in contributing to U.S suburbanization. Given that developing countries such as India (see below) are making large investments in new urban roads, Nate's core hypothesis will be testable in such nations by the year 2035!

Here is Nate's abstract:

The Effects of Changes in the Transportation Infrastructure on Suburbanization: Evidence from the Construction of the Interstate Highway System

Abstract: Between 1950 and 1990, the aggregate population of center cities in the U.S. declined by 16 percent despite national population growth of 64 percent. This paper assesses the extent to which the construction of new limited access highways has contributed to center city population decline. Using planned portions of the interstate highway system as a source of exogenous variation, empirical estimates indicate that the population living in center cities would have grown by 6 percent had the interstate highway system not been built. Calibrations of a land use and commuting model imply that one new highway passing through a center city reduces the center city population by about 18 percent, a magnitude that is consistent with estimates from the data. Further, observed changes in the spatial distribution of the population in metropolitan areas following new highway construction are consistent with theoretical predictions from the model.

For a copy of this paper go to: http://www.econ.brown.edu/fac/Nathaniel_Baum-Snow/

NATE's paper is relevant today given the New York Times' investigation of India's on going investment in roads.

<!--QuoteBegin-->QUOTE<!--QuoteEBegin-->December 4, 2005
India Accelerating
Mile by Mile, India Paves a Smoother Road to Its Future

NEW DELHI, India - In the middle of the old Grand Trunk Road a temple sits under a peepul tree. The surrounding highway is being widened to four lanes, and vehicles barrel along either side. But the temple and tree thwart even greater speed, and a passing contractor says they soon will be removed.

Kali, Hindu goddess of destruction, thinks otherwise. She is angry, say the colorfully garbed women massing in the holy tree's dappled shade. As evidence, they point to one woman's newly pockmarked face and other mysterious ailments recently visited on their nearby village, Jagdishrai. They have tried to convince Kali that the tree and temple devoted to her must go, but they have failed. Now they have no choice but to oppose the removal, too, even if they must block the road to do it.

Goddess versus man, superstition versus progress, the people versus the state - mile by mile, India is struggling to modernize its national highway system, and in the process, itself.

The Indian government has begun a 15-year project to widen and pave some 40,000 miles of narrow, decrepit national highways, with the first leg, budgeted at $6.25 billion, to be largely complete by next year. It amounts to the most ambitious infrastructure project since independence in 1947 and the British building of the subcontinent's railway network the century before.

The effort echoes the United States' construction of its national highway system in the 1920's and 1950's. The arteries paved across America fueled commerce and development, fed a nation's auto obsession and created suburbs. They also displaced communities and helped sap mass transit and deplete inner cities.

For India, already one of the world's fastest-growing economies and most rapidly evolving societies, the results may be as radical. At its heart, the redone highway is about grafting Western notions of speed and efficiency onto a civilization that has always taken the long view.

Aryan migration, Mogul conquest, British colonialism - all shaped India's civilization over centuries. Now, in a span of less than 15 years, capitalism and globalization have convulsed India at an unprecedented rate of change.

The real start came in 1991, when India began dismantling its state-run economy and opening its markets to foreign imports and investment. While that reform process has been fitful, leaving the country trailing its neighbor and rival, China, India has turned a corner. Its economy grew 6.9 percent in the fiscal year ending in March. India has a new identity, thanks to outsourcing, as back office to the world.

The new highway is certain to jump-start India's competitiveness, given that its dismal infrastructure helped keep it behind the economic success stories of the Asian Tigers.

"The perception of India earlier was that it cannot be in the rank of other fast-growing nations," said Sudheendra Kulkarni, who was an aide to Atal Bihari Vajpayee, the former prime minister who championed the project. With the highway, Mr. Kulkarni said, "People began to see that India is transforming."

To grasp that transformation, and India's transition, a New York Times reporter and photographer spent a month this year driving the first stage of the highway project, which has been dubbed, in awkward but bullish coinage, the Golden Quadrilateral.

More jagged than geometric, the four- and six-lane quadrilateral's 3,625 miles run through 13 states and India's four largest cities: New Delhi, Calcutta, Chennai, formerly Madras, and Mumbai, formerly Bombay. The journey along the highway offered a before-and-after snapshot of India, of the challenges of developing the world's largest democracy, and of how westernization is reshaping Indian society.

To drive east from New Delhi to Calcutta is to travel through flat fields, almost primeval forests, lush rice paddies - and some of India's poorest, roughest states, where contractors have battled violence and corruption to get the road built.

To move south from Calcutta, alongside the Bay of Bengal, through palm-covered hills, then up the west into Rajasthan's desert, is to see the highway as a conduit for the forces molding the new India. Ever-flashier cars, evidence of a frenzied new consumerism, leave bullock carts in the dust. Truckers slow at night for roadside sex workers, each of them potential carriers of H.I.V. Farmers' sons make a beeline for swelling cities that are challenging the village as the center of Indian life.

The highway itself brings change. For a nation inured to inefficiency, the improved interstate saves time - for Kailash Pandey, a milk-seller, one-third off a 90-minute commute to market; for Imtiaz Ali, 15, half off the bike ride to school; and half off the travel time for Sarjeet Singh, a trucker.

These micro gains make for macro benefit: some $1.5 billion a year in savings, by one World Bank estimate, on everything from fuel costs to faster freight delivery. More intangibly, the highway may turn India into a society in a hurry, enslaving it to the Western notion that time equals money.

Nationalists also hope the highway will further unite a country that is home to 22 official languages, the world's major religions, a host of separatist movements, and 35 union territories and states, many more populous than European nations.

But coherence may bring collision. Since 1991, India's population of poor has dropped to 26 percent from 36 percent, yet the poor seem poorer than ever. India now juxtaposes pre- and postindustrial societies: citizens who live on dirt floors without electricity and others who live like 21st-century Americans, only with more servants. The highway throws these two Indias into jarring proximity.

Outside Jaipur, young men virtually bonded into labor hack with primitive tools at old tires. They work in an archaic assembly line beside the highway, chopping the tires into pieces and loading them onto trucks so they can be burned as toxic fuel at a brick kiln. The tent camp they call home splays out in dirty disarray behind them. A brutish overseer verbally whips them to work faster.

"Please take me out of here," Rafiq Ahmed, 21, whispered as he bent in the darkness to lift another load. "My back hurts."

On the revamped road next to him, the darkness has been banished by electric lights overhead. Auto-borne commuters race along six silky lanes toward the Golden Heritage Apartments, the Vishal Mini-Mart, the Bajaj Showroom featuring the New Pulsar 2005 with Alloy Wheels, all the while burning rubber that will eventually fall to the young men, hidden by night, obscured by speed, forgotten by progress, to dispose.

Empires and Engines

On the highway from New Delhi to Agra, where the Taj Mahal floats over a grimy city, homelier but no less enduring relics line the route. Kos minars - massive pillars that once served as markers - invoke India's last great road-building effort.

It was five centuries ago.

The Moguls, whose empire stretched into central Asia, understood the importance of transport links for solidifying empire. Most famously, Sher Shah Suri, who ruled in the 16th century, commissioned the Grand Trunk Road along ancient trade routes.

The British who began colonizing India a century later also understood that imperial rule required physical connection, not least for moving the raw materials, like cotton, that made empire profitable. But they cemented their rule in the age of the steam engine, laying railways rather than roads across the subcontinent.

For decades afterward, India's roads remained better suited to bullock carts than motor cars. In the 50 years after independence, the government built just 334 miles of four-lane roads.

The romance of India's railroad, meanwhile, could not obscure the reality of a badly aging system, with state funds bolstering patronage more than service or safety.

Over time, more and more traffic shifted to the roads, despite their choked, potholed state. Driving in India has meant more stops than starts, necessitating braking for sacred cows, camel carts, conversational knots, tractors and women balancing bundles of wood on their heads.

The new highway, then, is nothing short of radical, which becomes clear after Agra, where large stretches are already complete. An American-style interstate unfurls through villages where mud-brick buildings rarely rise above two stories and women still cook with buffalo dung. The highway is smooth, wide, flat and incongruous: an ambitious road amid still-humble architecture, a thoroughfare from this century amid scenery from a previous one.

To drive it is to gain momentum, to not want to stop, and not have to. Drivers no longer pass through towns, but by them, or where the highway soars into the air, over them. The rural landscape, formerly painted in pointillist detail, becomes a blur, an abstraction - a vanishing trick that may portend things to come.

Bridging Distances

The highway's nerve center sits on the outskirts of the Delhi metropolis, a sleek, six-story building with automatic doors and functioning elevators that radiates immaculacy and efficiency. Most Indian government buildings sit in the British-built heart of the city. They wear a decrepit air, reflecting a fusty bureaucracy hidebound by red tape.

The distance, in geography and mien, between the highway headquarters and the rest of India's government is no accident.

The highway was conceived in 1998, soon after a Hindu nationalist-led government took power. The prime minister at the time, Mr. Vajpayee, quickly ordered a series of nuclear tests, and later that year announced the highway project.

Former aides say that both moves were essential to Mr. Vajpayee's nationalist vision of a secure, competitive India. To circumvent India's entrenched bureaucracy, Mr. Vajpayee empowered an autonomous authority to oversee the highways, streamline the contracting process and privilege the private sector.

He allowed foreign companies in to do much of the work, ending four decades of postcolonial self-sufficiency, and imposed taxes and tolls, challenging a political culture engorged with government subsidies.

The man responsible for executing these shifts was Maj. Gen. B. C. Khanduri, who had been India's minister of roads. A year after he left the post, he still kept a map of the Golden Quadrilateral on his wall.

Political pressures, rushed planning and mixed performance by contractors have led to uneven results along the route. But Mr. Khanduri, a retired army engineer who cites Rudolph W. Giuliani as a role model, did imbue the project with both military discipline and a patriotic ethos. He told contractors, "You are not only making money, you are building a nation."

But that nation's people had their own opinions, plenty of them. India's democracy may have been imposed by a nationalist elite, but the idea had taken root and was bubbling up from below.

Truckers went on strike against the taxes and tolls. Citizens blocked the highway, stopped construction and staged hunger strikes to demand underpasses, overpasses and cattle crossings. Sometimes they won, sometimes they lost, but their point was made. Highway officials say future projects are being designed with far more local input - an accountability that may give India a long-term edge over authoritarian China.

Still, Mr. Khanduri is wistful about China, where officials can literally pave over objections. On every infrastructure front, India has fallen well behind China, although debate over whether the blame for that lies with democracy or just with India's short practice of it is an enduring Indian pastime. Having invested more than 10 times as much as India since the mid-1990's, China now has 15 times the expressway length.

Mr. Khanduri conceded that China's system has its own price, but concluded of India's experience, "So many constraints are there in a democratic society."

Clearing a Path

The air in Rashidpur village, in the state of Uttar Pradesh, smelled of betel juice and excrement, and festered with raw feelings. The authorities had come and "done the needful," to use a favorite Indian saying, smashing houses into piles of bricks to clear a path for the highway. Dust from the demolitions still seemed to hover in the village.

Resentment certainly did.

Building a highway is by nature a violent act, since everything in its path must yield. So the project has cut a swath of destruction, swallowing thousands of acres of farmland, shearing off the fronts of thousands of homes. Smashed walls and piles of bricks line the route like broken teeth.

The process of acquiring the land along the highway - 20,574 acres - has delayed the project more than anything else. Once scheduled to be finished in December 2003, the highway is some three years behind.

The government has the power of eminent domain, but it must compensate for land taken, relying on cumbersome regulations and a revolving door of local officials.

Land prices recorded on paper routinely bear no relation to actual market value. Often, people have refused to vacate until they received satisfactory payment. Even where the price was right, the emotional toll was heavy. Land and home here are primal possessions - a tie to ancestral roots that extend back centuries, a legacy to children, a link to rural life in an urbanizing society.

The process has left bruised feelings, reflecting the distance between impoverished, often illiterate citizens and an administration whose structure and attitude can seem frozen in colonial amber.

"They spoke what you call police language, I can say it was indecent," an indignant 68-year-old named R. S. Dubey said of the officials who had come to oversee the destruction of his family home.

Navigating Religion

Neem. Mango. Sisam. Most delicate of all, holy peepul, the Indian fig, which could not be cut without prime ministerial dispensation. In work contracts several phone books thick, every tree that would be felled for the highway's construction was documented before its demise.

This reflected not only the bureaucracy that had slowed the project, despite the efforts of Mr. Khanduri, the former roads minister. For Hindus, trees are sacred; one highway official said Muslims were sometimes hired to cut them down at night.

Then there were the hundreds, or thousands, of religious institutions that lined the highway. Contractors were required to move or rebuild every one. On some stretches, contractors said they suspected that new religious structures had been hastily nailed together to extract compensation for their moving. Hindu contractors and officials whispered about the "sensitivities" of moving mosques for fear of offending India's Muslim minority.

The process was careful, but imperfect. In the south the earth movers preparing the way for the highway churned up the bones of the dead next to a Shiite Muslim shrine. Muhammad Shah, 74, tender of the shrine, gathered and reburied them.

"They could have been anyone's ancestors," he said in the purpling dusk, a long beard lengthening an already sorrowful face. "They could have been mine."

Roadside Attractions

In October 2003, Yogendra Singh, a hotel manager, bought a plot of land from a farmer in the village of Raipur. Mr. Singh, from the nearby city of Kanpur, had no interest in agriculture, but every interest in what he saw supplanting it.

The land was next to the highway, on which construction was well under way. Mr. Singh foresaw that a steady increase in traffic would follow its completion. He imagined, among other things, tourists driving from the Taj Mahal to Varanasi, an unthinkable passage on the extant roads. He opened Shiv Restaurant, where the chickens are killed in the basement and served on the ground floor, and he planted a garden out back and planned a hotel.

America's early interstate years had their own such visionaries, like the men who built an empire of Holiday Inns. Mr. Singh's dreams may not be on that scale, but these are early days, and he is not alone. Land prices along the highway have shot up, as farmers who see little future in farming have cashed out, and entrepreneurs who see gold in asphalt have bought in.

"The entire stretch has been sold off," Mr. Singh, 40, said of the land along the highway.

With construction nearly done in Raipur, Mr. Singh's place was already a popular way station, and his land had almost doubled in value. It was not hard to imagine how different life along the highway could look in a few years. The newly rich farmer who sold his land to Mr. Singh, meanwhile, had moved to the city of Kanpur.

Picking Up Speed

In the village of Kaushambi, in Uttar Pradesh, Anil Kumar, a 34-year-old shopkeeper, watched truck traffic speed by on the widened highway and explained how the artery's revamping had reconfigured long-held local geography.

Because vehicles rarely traveled at more than 25 miles an hour, village life had always happened on both sides of the road. The two-lane highway inhabited space, but did not define it. The railway station and village hand pump were on one side, the school and fields on the other. Women roamed across the land, indifferent to whether soil or asphalt was beneath their feet, gathering wood, water, the harvest.

In India roads have been public spaces, home to the logical chaos that governs so much of life. They have been commas, not periods, pauses, not breaks.

The redone highway has challenged that, trying to impose borders and linearity, sometimes controlling pedestrian (and bovine) access to ensure drivers' speed. In Kaushambi, the highway planners put concrete walls on both sides to ensure that neither crossing pedestrians nor trucks stopping to shop would slow traffic. There were cuts every 380 yards or so, requiring detours for crossing. Cars and trucks sped along at 70 or 80 miles an hour.

The women with bundles atop their heads now had to walk to a cut in the wall, and then sprint across. Even that had not saved Parwathi Devi, 70, from a cut lip and head from a speeding car as she ran across with dried plant stalks on her head. For many rural Indians, insulated from the westernizing of urban India, the highway is the most dramatic change in their lifetimes. All along the route, the disorientation showed in the faces of uncomprehending pedestrians who darted out in front of cars coming fast enough to kill.

The highway was bifurcating Kaushambi, too. Villagers had begun pressing district officials for a second hand-pump so women wouldn't have to keep crossing for water.

"It is almost like two villages now," Mr. Kumar said.

Service With a Smile

In a perky blue uniform, 34-year-old Pradeep Kumar stepped forward to pump gas with a smile. He had reason to: he had been coached on American-style, customer-comes-first service, and in an area of north India with rampant unemployment, he was thrilled just to have a job. That it made little use of his bachelor's degree in political science was of secondary concern.

Where crops once grew along the Golden Quadrilateral, gas stations are sprouting. Mr. Kumar's employer near Allahabad - Reliance Industries Ltd., one of India's largest private conglomerates and a petroleum giant - is planning 5,000 stations. Perhaps more than any company, it has grasped the highway's commercial potential.

Commerce along the American interstate system began with quirky roadside establishments. Over time it evolved toward deliberately homogenized chains - McDonald's, Motel 6 - whose signs meant familiarity in unfamiliar terrain.

Reliance has leapfrogged that process, making itself the Golden Arches of the Golden Quadrilateral. Its British-designed gas stations are identically bright and streamlined, with computerized billing and clean, airy dhabas, or restaurants.

That the stations feel American is not accidental: Reliance had hired as a consultant the Flying J Company of Ogden, Utah, which runs diesel stations and travel plazas across the United States.

The growth of gas stations suggested the way India's agricultural society is yielding not to an industrial economy, but a service one. Fifty percent of India's gross domestic product is now in the service sector, compared with 25 percent apiece for manufacturing and agriculture.

In 21st-century India, the $50 a month that Mr. Kumar, the attendant, was earning was still more than farming would pay.

An Easier Journey

Nathu Yadav was burning, his body morphing into a plume of smoke and ash that moved out over the sacred water of the Ganges. His soul, Hindus believe, was being liberated in the process.

Mr. Yadav was 95 when he died, the oldest man in his village. His family rode 14 hours in a bus - the body stored on top - to reach Varanasi, Hinduism's holiest city.

The river was, in essence, India's first highway, and the bodies were once brought down it. Now they come by train, or the Grand Trunk Road, which had brought Mr. Yadav's body and family from Bihar state.

"God bless Sher Shah Suri for making this road!" his son, Adya Prasad, exclaimed.

The road's condition has long been less of a blessing, a state the new highway project is changing. That is welcome news to the family that runs the Harishchandra ghat, where Mr. Prasad's father was burning. Members of the Dom caste have manned this ghat, named for a legendary king, since ancient times. The ritual is essential, but the act of touching the dead is reviled by upper castes. It is a job of smoke-in-the-face indignities consigned to untouchables.

The new highway will ease one unpleasant aspect. "In summer, the bodies start to smell," said Matru Choudhary, a 47-year-old Dom with a morose mien. "The faster they can come, the better."

Bureaucracy and Bandits

In the shade of a makeshift shelter at the border crossing between Uttar Pradesh and Bihar, two truckers were killing time on string cots. They wanted to move from one state to another, but given India's cumbersome, often corrupt interstate bureaucracy, they might as well have been trying to pass to Pakistan.

It was noon, and they had been waiting five hours, their trucks among hundreds parked in endless lines. They figured they would pass by nightfall, after paying a bribe on top of the interstate tax.

The improved highway was already easing their passage and saving them time, the truckers said, cutting their drive from New Delhi to Calcutta to three days from five. They relished the new ease of the ride.

But the improvements had not addressed other obstacles. Petty extortion by officials was common at many border posts. In the north, bandits, or dacoits, robbed truckers on the highway.

"In Bihar, they'll cut off your neck and leave you six inches shorter," said Rajesh Sham Singh, 30.

Kamludeen Khan, 38, said, "The police don't do anything," except join in the extortion, stopping trucks at night to demand bribes. At least with the bandits, there was a chance of escape.

Feats of Engineering

At night on a floodlit bridge in Bihar, a chain of women moved in graceful tandem, hoisting buckets of cement onto their head and hurrying to pour before it hardened. Imported from southern India, they were living in a meager shanty camp next to the highway, earning less than $40 a month.

Such mingling of primitive methods with the mechanization mostly being used to construct the Quadrilateral fascinated the Korean engineers ensconced 12 miles down the road, in a camp near the town of Aurangabad. Employed by Ssangyong, a construction giant in South Korea, they came to the state of Bihar to work on the highway with an Indian company, Oriental Structural Engineers Pvt. Ltd. "We in Korea have never seen people putting cement on their heads," said M. S. Won, a planning engineer. "We only use machines."

His boss, Noh Sung Hwan, was a cheery man who spoke a smattering of Hindi and had taught his Indian cook to make kimchi. Having arrived with an appreciation of India's rich engineering history, he was soon well versed in its current challenges.

They had far less to do with building the highway than with the forces circling it. This stretch of Bihar was home to often violent local mafias, some tied to a Maoist insurgency that has spread through at least 11 states.

Some three years ago the Maoists attacked a construction plant for the highway, and fractured the bones of a project manager with rifle butts and sticks. The Maoists occupied the plant for months while negotiations dragged on over how much it would cost to buy their cooperation.

"India is very fantastic," Mr. Noh said. "Just a little bit risky."

A Study in Limits

For four years, the Indian project managers and engineers of Oriental Structural had been living in enclosed camps next to the highway, serenaded nonstop by truck horns.

In the camp near Aurangabad, Bihar, 18 families and some 30 single men found their entertainment in a volleyball and badminton court, television and cold beer. Most of them were from Punjab or southern India. Bihar was as much of a foreign country to them as it was to their Korean counterparts, a country they could not wait to leave.

The sociologist Yogendra Yadav calls Bihar a metaphor: for the rest of India, it represents being poor. Bihar offers a reflection at which ascendant India recoils.

Bihar is home to more than 82 million people and some of India's most storied history. Bodhgaya, where Buddha achieved enlightenment, is only a few miles off the highway. The area was once a center of democracy and learning, and of India's freedom struggle against the British.

Today, Bihar is a study in democracy's limits. Villagers depend on doctors who are quacks, schoolteachers who siphon government grain meant for children, policemen who charge businesses to provide security.

Bihar, by most measures, is India's poorest state. Migration to other states for work is epidemic. Only 5 percent of rural households have electricity.

J. P. Gupta, the jovial Punjabi project manager at the Aurangabad camp, spent his mornings appeasing the gods, praying first in his car, then in his office, then much of the rest of his days appeasing local politicians. Politics was a business here, he said.

Biharis did not want the road, one engineer asserted, because they preferred a potholed one that would make it easier to rob passing trucks.

Farther east along the highway, near the town of Mahapur, dozens of armed guards patrolled another camp where more Oriental Structural employees had bunkered down. Its chief project manager, P. Nageswara Rao, gray-haired, and on this project, usually grim-faced, never left camp without an armed escort.

Buddha preached ahimsa, or nonviolence, in the area, "but the most crime is here," he said. "For nothing they will kill the people."

His camp, to the east of Mr. Gupta's, operated under an even greater threat of violence. What appeared to be an armed robbery nearby took the life of a government engineer working on the project; it took seven months to fill his shoes.

Mr. Rao had no pesky politicians to deal with, but only because even they feared the Maoists. Government had all but melted away here. From the highway, the Maoists extorted money and, for followers, jobs.

The Maoist movement had begun with a 1968 agrarian peasant uprising in West Bengal. In the years since, Naxalites, as the rebels are known, have flourished, penetrating, with arms and ideology, the many corners where prosperity has yet to reach.

Mahapur, Bihar, is one such corner.

Poverty and Promise

In a gilding morning light on the margins of the Grand Trunk Road, a fight broke out over wet concrete.

A hailstorm the night before soaked the ground before the concrete could finish drying. So scarecrow-like scavengers had come out to scrounge the wet muck. An emaciated Bishnuji Bagwan, at least 90 and wearing little more than rags, had brought his wife, children and grandchildren to collect enough of it to shore up his dilapidated house. Malti Devi, mother of four, married to a man she called useless, wanted to smooth her floor.

One family accused another of greed, and the fight began. Ms. Devi shrugged off the finger-pointing, hoisted a load atop her head, and headed across the highway.

"It's my share of concrete," she said. "If someone takes it, won't I fight?"

She called the highway a "blessing," and said she had never seen anything like it. And it holds promise for Indians like her, with data showing that proximity to a real highway could alleviate poverty.

For now, the villagers living along the route rarely had bus fare to reach nearby Mahapur. For them, the highway was more spectacle than utility.

An American Dream

As Ms. Devi was lugging wet concrete into her mud house, Mr. Rao, the project manager, was counting the days until he could take highway, train and plane, and escape for a holiday in America.

He had three daughters living there, one a computer engineer, the other two married to computer engineers. Most of his engineers - almost all, like him, from the southern state of Andhra Pradesh - had relatives in America, too.

If Bihar was enemy territory for the professionals roosting in rugged camps to build India's dream highway, America was the promised land. India's traffic with America has never been higher; sending a child there had become a middle-class "craze," in one engineer's word.

The founding elites of India were British-educated. Today, the ambitious young pursue degrees from Wharton and Stanford, with some 80,000 Indian students in the United States. Two million Indians live there, working as doctors, software engineers, and motel owners along America's highways.

No surprise, then, that America has shaped the ideas of what India's highway can be. Mr. Rao's deputy, B. K. Rami Reddy, also with a daughter in America, was nearly breathless as he described one stretch of finished roadway in southern India: "You really feel like you are in the U.S., it is so nice. When you go on that road, you feel you are somewhere else."

The implicit effort to make India "somewhere else," more like America, more of the first world and less of the third, girds this entire project. With the highway and India's accompanying rise, Mr. Rao predicted that by 2010 or 2020, "Indians may not feel the need to go abroad."

"This highway will really change the face of India," he said.

Time Travel

The face of West Bengal, home to 28 years of Communist rule and acres of green rice paddies, was already changing. Three satellite townships were being built near the town of Bardwan, which would be only an hour from Calcutta when the new highway was complete. Residents would commute, as they did from suburbs across America.

If the highway was enabling the middle class to migrate out of cities, it was also encouraging the poor to migrate in. Beneath a crosshatch of elevated highways on the edge of Calcutta, thousands of rural Indians had burrowed in, constructing homes, creating businesses. Dung patties dried on the highway's underpinnings. Yellow taxis sat in rows. A whole civilization within, or beneath, a civilization, had hatched.

Dal bubbled over a wood fire in the single room, constructed from wood and jute bags, that eight men shared. Bal Dev Rai, a 40-year-old from the state of Jharkhand, had called the room home for five years. He drove a bicycle handcart, sending money to his wife and daughters, returning to his village at harvest time. For him and his fellow bottom-dwellers, the improved highway meant a nicer roof over their heads.

Each year the permanent residents were joined by temporary migrants, idol-makers who came from their villages to work their craft for Calcutta's festival for the 10-armed goddess, Durga, the invincible killer of demons. Statues of Saraswati, the goddess of knowledge, lay cast off under the highway overpass, waiting to be resurrected. From above came the sound of speeding cars.<!--QuoteEnd--><!--QuoteEEnd-->
<b>India May Spend More on Roads, Ports in Budget to Spur Growth </b>
<b>Delhi CM announces hike in MCD sanitation grant</b><!--QuoteBegin-->QUOTE<!--QuoteEBegin-->The grant-hike was announced at the inauguration of the Clean Delhi campaign, which marks the beginning of a sanitation exercise in 488 unauthorised colonies of Delhi, a release said in New Delhi on Sunday.

The campaign is part of a time-bound action plan of the state government to develop Delhi into a world-class city before the next edition of the Commonwealth Games in 2010.

During Emergency days Sanjay Gandhi did pretty good job cleaning Delhi and Agra. Continuous efforts are required to clean every city. Fines etc failed in Delhi, regular commercial on TV and Singapore style punishment can change people attitude.
<b>B’lore, H’bad, Mumbai go the Delhi way</b>
<!--QuoteBegin-->QUOTE<!--QuoteEBegin--><b>Such few lanes on these highways</b>
<i>B.C. KHANDURI on where the new roads could have led, and how the upgradation of National Highways has got bogged down by inactivity</i>
The UPA government appears to be deliberately neglected the ongoing projects. The present government has announced a number of grand programmes. Unfortuantely resolve to implement them seems to be lacking. From May 2004 to November 2005 less than 632 hectares of land acquisition was made. Award of NHDP Phase II is already behind schedule by almost two years. We do not object to the renaming of Bharat Jodo Pariyojana to NHDP Phase III. What is unfortuante is the delay in seven projects where bids were invited by the NDA government and contracts actually awarded.

The NDA government has not made a political issue out of these delays. Creating world-class infrastructure requires continuation of policies, sustained commitment and a degree of national consensus.
<i>B.C. Khanduri was surface transport minister in the NDA government</i> <!--QuoteEnd--><!--QuoteEEnd-->
Is there any succinct precis of the top 10 cities in India in terms of business and natural population demographics. That is to say if there was a way of looking at a city and determining if it's a population of the future or the past?

India is so huge that digesting the information available on the net is a very long meal and I'm looking for a few road signs. Many thanks for any succour lent.

I'm not sure if this is the specifically appropriate forum to post these questions if so do direct me in case of any erroneous arrival in digital destination. I'm also a little baffled as most of the topics in this forum seem to have a post that ends a little while ago. Has everyone migrated to somewhere new and if so any feedback is greatly appreciated.

These are my questions and while I appreciate that often a subscription service can answer these, the funds simply aren't there so any help much appreciated:

I'm looking for market data for the automotive industry:
<i>Distribution of existing passenger cars in India:
- Geographically: by city, by state.
- By age
- By cc
- % insured (comprehnsive)
- by brand, by model

Distribution of new car sales in India:
- Geographically: by city, by state.
- by brand, by model
- By cc

Comprehensive motor insurance penetration:
- Geographically: by city, by state.
- By age
- By cc
- % insured (comprehnsive)
- by brand, by model

Consumer profiles
It would be of interest to have some statistics on consumers.
Of interest:
- income profile of Comprehensive Insurance policyholders
- income profile of new vehicle manufacturer (ideally by brand)</i>

So as you see. I ask a lot! One can only ask.

Many thanks


Forum Jump:

Users browsing this thread: 1 Guest(s)