Dissertation ‘11
The Road To Development Page i
...THE ROAD TO DEVELOPMENT... A DISSERTATION Submitted by S. Rukmani in partial fulfilment of the requirements for the award of the degree of BACHELOR OF ARCHITECTURE under FACULTY OF ARCHITECTURE AND PLANNING In DEPARTMENT OF ARCHITECTURE SCHOOL OF ARCHITECTURE AND PLANNING
ANNA UNIVERSITY CHENNAI 600 025 NOVEMBER 2011
Dissertation ‘11
The Road To Development Page ii
DECLARATION I declare that this dissertation entitled “THE ROAD TO DEVELOPMENT” is the result of my work and prepared by me under the guidance of Ms. R.H. Rukkumany
Asst.Professor in Architecture and that it has not formed the basis for the award of any degree, diploma, associate ship or fellowship of any other University or Institution previously. Due acknowledgement have been made wherever anything has been borrowed from other sources.
Date:
Signature of the Candidate (Name and roll number)
Dissertation ‘11
The Road To Development Page iii
BONAFIDE CERTIFICATE
Certified that this Dissertation forming part of Course work AD903 Dissertation, IX Semester, B. Arch, entitled “The Road to Development” submitted by Ms S Rukmani Roll no 20072934, to the Department of Architecture, School of Architecture and Planning, Anna University ,Chennai 25 for the award of Bachelor Degree in Architecture is a bonafide record of work carried by her under my supervision. Certified further that to the best of my knowledge the work reported herein does not form a part of any other thesis or dissertation on the basis of which a degree or award was conferred on an earlier occasion on this or any other candidate.
1.
2.
External Jury Date:
Head of the Department Date:
Supervisor Date:
DEAN Date:
Dissertation ‘11
The Road To Development Page iv
THE ROAD TO DEVELOPMENT - IN ABSTRACT The dramatic sweep of a modern highway across urban and rural landscapes is becoming a commonplace feature of the Indian scene. Both prompting and prompted by these modern facilities, the tempo of life is changing; we are travelling further, more frequently, for more varied purposes than ever before. This is the highway part of the transportation revolution, a revolution with genetic roots in antiquity but one whose effects have snowballed since the 1900s and the development of the automobile! This leads us to believe that the highways maybe the future spines of urban development. Planners overtime have noticed urban and suburban change concomitant with highway developments and even designed certain highways with these developments in mind. Despite set criteria, the chosen route is often contrary to development goals of cities and wider areas - regions which the highway affect.
The highways planned to alleviate traffic within the city ends up affecting the
growth of the existing city and surrounding areas. It is interesting to note that similar to rivers, new developments have sprung up alongside many highways. It would presumptuous to predict the sort of development that would be likely to come, but if we were to take educated guesses as to the path of future growth we can say that petrol bunks and service stations would be the first to come up, followed immediately by retail. Emergency and trauma facilities would follow with a few residences for the people working in the above places. Then suddenly real estate agents are putting up banners proclaiming a new community housing with easy commute to the nearest city! These sort of developments are bound to happen and pretty soon, the highway seems to be in the middle of a burgeoning city, and the so called easy commute is lost in the middle of a huge traffic jam. Hence the main aim of this dissertation is to understand the various factors that affect the development along a highway and what sort of effect these factors and the highway together have on the urban and rural fabric. This has been done by studying numerous examples some of which has been detailed out here and comparatively analysing the growth. A relative study of this might help any future study of a highway and help understand the possible growth patterns of that highway.
Dissertation ‘11
The Road To Development Page v
...Thank you Mom and Dad for telling me to get the hell on with it and finish it... ...Thank you Ms. Rukkumany for helping me finish it... ...Thank you everyone else for just being there for me... ..Thank you Google, for without you this wouldn’t have been possible...
Dissertation ‘11
The Road To Development Page vi
Dissertation ‘11
The Road To Development Page vii
CONTENTS
1.
2.
Title Abstract
iv
List of Tables
viii
Abbreviations and acronyms
ix
Introduction
10
1.1.
What are highways?
11
1.2.
Why are there highways?
11
1.3.
What do highways do?
12
1.4.
Case studies 1.4.1. International
13
1.4.2. Indian
17
A two way consideration of highways
19
2.1.
Effect
19
2.1.1. Social
20
2.1.2. Economic
20
2.1.3. Environmental
21
2.1.4. Urban sprawl
22
2.1.5. Ribbon development
24
2.1.6. Transportation modes shape culture
25
Cause
25
2.2.1. Factors affecting development along highways
26
2.2.
3.
Page no
The road to understanding development
35
3.1.
35
The general model
3.2. The north-south corridor from Madurai to Kanyakumari
38
Dissertation ‘11
The Road To Development Page viii
TABLES
Table No.
Description
Page No.
1.1
Status of NHDP as on 31 August 2005
18
1.2
Theories for the economic effect of highways
20
1.3
1.4
1.5
Responsibilities of the Government or a public agency in the development along highways Model 1: Interactive matrix to analyse development along highways Model 2: Matrix to understand the changes caused by Highways
32
36
37
1.6
Social Infrastructure in the concerned districts
39
1.7
Existing resources, industries and clusters
40
1.8
Investments for developing the corridor
44
1.9
Roles of various parties in the development along highways
45,46
Dissertation ‘11
The Road To Development Page ix
ABBREVIATIONS AND ACRONYMS BOT
Build, Operate and Transfer
CBD
Central Business District
CBO
Community Based Organization
CDP
City Development Plan
CRF
Central Road Fund
CRRI
Central Road Research Institute
CSS
Centrally Sponsered Scheme
DoRTH
Department of Road Transport and Highways
FAR
Floor Area Ratio
GOI
Government of India
GQ
Golden Quadrilateral
IHS
Interstate Highway System
IPDF
India Project Development Fund
IRP
Integrated Resource Planning
ITES
Information Technology Enabled Services
JV
Joint Venture
LPA
Local Planning Area
MOUD
Ministry of Urban Development
MoRTH
Ministry of Road Transport and Highways
NHAI
National Highway Authority of India
NHDP
National Highway Development Programme
NRTP
National Road Transport Policy
NSEW
North South-East West corridors
PPP
Public Private Partnership
SEZ
Special Economic Zone
UDPFI
Urban Development Plan Formulation and Implementation
VAS
Value Added Services
Dissertation ‘11
The Road To Development Page 10
INTRODUCTION
Fig. 1
They say the world is developing, that the future is here. Every day we
see new innovations in technology - from quick response codes to wrist-mobiles. But the single element that seem to dominate any landscape, urban or rural, is cars. As long as cars were few in number, he who had one was a king: he could go where he pleased and halt where he pleased; and this machine itself appeared as a compensatory device for enlarging an ego which had been shrunken by our very success in mechanization. That sense of freedom and power is rare today even in low-density areas, in the open country. The popularity of this method of escape has ruined the promise it once held forth. In using the car to flee from the metropolis the motorist finds that he has merely transferred congestion to the highway and thereby doubled it. When he reaches his destination, in a distant land, he finds that the countryside he sought has disappeared: beyond him, thanks to the highway, lies only another suburb, just as dull as his own!
Dissertation ‘11
The Road To Development Page 11
“Speed Annihilates Space and Compresses time�
-Virilio
Is this good? Is this bad? It is without argument that we need highways.
But at what cost? Now that cars are becoming universal, many people take for granted that pedestrian movement will disappear; in fact, many of the proponents of highway building talk as if that day were already here, or if not, they have every intention of making it dawn quickly. The result is that we have actually crippled the car, by placing on it the burden for every kind of travel. Neither our cars nor our highways can take such a load. This over concentration, moreover, is rapidly destroying our cities, without leaving anything half as good in their place. Can we call this development?
1 . 1 . W H A T A R E H I G H W AY S ?
Fig. 2
Generally highways are termed as public roads, especially major roads
connecting two or more destinations. A more practical definition of a highway is that it is a major and significant, well constructed road, that is capable of carrying reasonably heavy to extremely heavy traffic. Our major highway systems are conceived, in the interests of speed, as linear organizations, that is to say as arteries. That conception would be a sound one, provided the major arteries are not overdeveloped to the exclusion of all the minor elements of transportation.
1 . 2 . W H Y A R E T H E R E H I G H W AY S ?
To motivate this discussion further consider the retrospective question:
why have transportation improvements been made? Naturally, transportation improvements have come about because persons have felt that they were worthwhile. Improvements have unified large territories into politically cohesive units. Running through all of these various purposes is the obvious feature, specialization. Individuals or groups of individuals specialized at places to serve larger areas. Certainly, the continued transportation revolution means more specialization. And since this specialization takes place at locations, one key to the study and recognition of significant problems in the study of transportation impact is the observation of transportation induced changes at these locations.
Dissertation ‘11
1.2.
The Road To Development
W H A T D O H I G H W AY S D O ?
Page 12
Change, good or bad
is always brought on by the intrusion of human into a space. The world has seen many a change brought on by the human hand not the least of which is the development of the transit system. The many highway splines crisscrossing across the globe create a complex system altering the visual and perceptional scale of the world itself.
Fig. 3
This Urban Sprawl has helped lead to a disintegration of the country’s core cities, while integrating a larger metropolitan framework.
Advocates of the highway system have some well-grounded evidence
to support the assertion that the system has resulted in greater overall economic growth than had it not been constructed. The real estate and automobile market rank among the largest of consumer spending categories. The construction of the highways also create a metropolitan economy that is extremely mobile.
While the above statements are all represented with factual evidence,
they can be a bit misleading, especially when considering what the alternatives to this system are, and taking into account the fact that the autonomously-based transit system based on the highways, in its current design, is not scaleable and has a paradoxical effect as more growth occurs beyond its optimal point of accommodation.
In this system transportation corridor pathway-freedom is more fixed
and based on a model that requires a high level of urban density, highly connected and interdependent spatial economies, and, it follows, a dramatic de-emphasis on the utilization of private modes of vehicular transportation such as the automobile. Mobility would suffer insofar as there would be spatial limitations according to the predetermined transportation network and the mobility of the human foot. However, this would be offset due to the increased spatial density.
Dissertation ‘11
1.2.
The Road To Development
CASE STUDIES
Page 13
1 . 2 . 1 I N T E R N AT I O N A L America's Interstates
Fig. 4
At the beginning of the interstate highway era, highway planning
was largely done by engineers seeking low cost, gentle curving routes. Interstate highways were built to rural standards so high speeds could be safely maintained at all times.
This required more land than other types of highway design. Urban
interstate highways were often planned by state highway agencies with little consideration for broader metropolitan area plans.
The construction of the Interstate Highway System beginning in the
1950’s and ending in the 1970’s increased the dominance of the automobile, which contributed to ‘urban sprawl’, caused the spatial structure of United States metropolitan areas to become horizontally structured, and contributed to the economic, spatial and cultural decline of American urban centers.
Dissertation ‘11
The Road To Development Page 14
How and why has the Interstate Highway System shaped the contemporary US Metropolitan landscape?
This system was herald to a massive transformation of the myriad
metropolitan areas of the US. Major shifts occurred in the relationship between the traditionally dominant core cities and the surrounding suburban areas that they originally bore: economies began to shift out from the core cities, and population patterns gravitated towards suburban areas. This was accompanied by dramatic changes in the physical landscapes of urban and suburban areas and their relationship to the overall metropolitan economic/physical landscape.
The Interstate Highway System’s design generally dictated a ‘carving
out’ of primary arteries in a ‘circum-linear concentration’ into the heart of the various urban generally
cores.
This
divided
once
cohesive neighbourhoods into segregated districts, separated impassible
by
the highway
arteries. Highway arteries were directed towards foci of economic energy and in accordance with existing population density. The result was a core city that was fragmented into pieces, with the highway network
concentrating
itself as it is directed into the downtown areas and expanding as it is directed outward
Fig. 5 The circumlinear concentration of the Detroit
toward the city limits and beyond.
Metropolitan Highway system
The initial reasoning for this type of spatial structure was based on
security. Therefore routes were decided upon that could evacuate people from the densest population clusters and most active economic centers to the outlying areas. This had the subsequent effect, of course, of corresponding to a design that would facilitate non-emergency movement of people and freight between population clusters, economic centers, and the outlying areas.
Dissertation ‘11
The Road To Development Page 15
There were very little zoning and land-use restrictions on developments
occurring outside of the urbanized area, and prices were low. Once the potential for profit and growth were realized, the use of the IHS made the transition from an emergency evacuation corridor to that of an automobile-based commuter and freight shipment corridor. Impacts of the Interstate highway system
The implementation of the Interstate Highway System can be argued to
have had an enormously beneficial effect on the overall metropolitan economies of the United States. It can also be argued to have caused more harm than good, facilitating the economic and social decline of the country’s core cities. Benefits
Advocates of the Interstate
Highway System have some wellgrounded the
evidence
assertion
that
to
support
the
system
has resulted in greater overall economic growth than had it not been constructed. The real estate and automobile market rank among the largest of consumer spending categories. The construction of the Interstate Highway System also created a metropolitan economy that is extremely mobile. Harm
While
statements
are
the all
above
represented
with factual evidence, they can be Fig. 6
a bit misleading, especially when considering what the
alternatives to this system are, and taking into account the fact that the autonomouslybased transit system based on the IHS, in its current design, is not scaleable and has a paradoxical effect as more growth occurs beyond its optimal point of accommodation.
Dissertation ‘11
The Road To Development Page 16
In this system transportation corridor pathway-freedom is more fixed
and based on a model that requires a high level of urban density, highly connected and interdependent spatial economies, and, it follows, a dramatic de-emphasis on the utilization of private modes of vehicular transportation such as the automobile. Mobility would suffer insofar as there would be spatial limitations according to the predetermined transportation network and the mobility of the human foot. However, this would be offset due to the increased spatial density. Inference
The IHS has proved both a blessing and, frankly, a disaster to the
United States. When managed properly and efficiently a regional metropolitan network built around interstate highways creates a highly mobile economy and provides the freedom and convenience of personal transportation and the capacity necessary for freight transportation. However, it is almost never managed properly and produces such pejorative effects as congestion due to much too many private automobiles operating within a specific ‘trip area’.
In short the Interstate Highway System is not in-and-of-itself the
progenitor of urban sprawl; but rather urban sprawl was created when we began to exploit the system in order to satisfy mass consumption and various methods of obtaining profit, and because of lax zoning standards and regional control.
Fig. 6
Dissertation ‘11
The Road To Development Page 17
1.2.1
INDIAN H I G H W AY S A N D I N D I A
Fig. 7 North South - East West corridor
Dissertation ‘11
The Road To Development Page 18
India is rapidly urbanizing in every way. A part of this development is the
construction of new highways...
The North South - East West Corridor (NS-EW) is the largest ongoing
highway project in India. It is the second phase of the National Highways Development Project (NHDP), and consists of building 7300 kilometers of four/six lane expressways connecting Srinagar, Kanyakumari, Porbandar and Silchar, at a cost of US$ 12.317 billion (at 1999 prices). As of September 2010, 5258 of 7300 km project has been completed. GQ
NS-EW
P o r t
Others
Connec-
NHDP
Total
Phase III
tivity Total length (km)
5,846
7,300
356
811
4,015
18,328
Already
4,976
777
99
287
-
6139
870
2,925
251
156
886
3,016
50
45
7
6
2
110
-
3,522
7
358
3,129
7,016
4-laned
(km) Under implementation (km) Contracts
under
implementation (No.) Balance length for award (km) Table. 1.1
Having already seen what highways could do to the rural-urban fabric
begs the question, 'do we really want that in India?'. Already vigorous development can be seen along these corridors. For now, the travel time from Kashmir to Kanyakumari is just around 3 days. But is that going to last. Are these highways going to be congested too? What can we do, that would help in a reasonable growth and urbanization of land while still maintaining the integrity of the highway?
The key players here are studied in detail in the forthcoming pages.
Dissertation ‘11
The Road To Development Page 19
A TWO WAY CONSIDERATION OF HIGHWAYS
“It is an enduring truth, which can never be
altered, that every infraction of the Law of nature must carry its punitive consequences with it."
-Thomas Troward.
Change, good or bad is always brought on by the intrusion of human
into a space. The world has seen many a change brought on by the human hand not the least of which is the development of the transit system. The many highway splines crisscrossing across the globe create a complex system altering the visual and perceptional scale of the world itself. This Urban Sprawl has helped lead to a disintegration of the country's core cities, while integrating a larger metropolitan framework.
In India, it can be said that this change is as yet only starting. Though
the highway is the catalyst in bringing about this change, to say that it is the sole reason would be highly untrue. There are various factors and agents that help determine the character of the highway and that of the areas around it. A study of these factors could help determine the possible growth or decay of the 'ribbon development' around highways and even to the extent of nearby metropolitan cities.
Keeping to the theme of cause and effect, it can be noted that these
changes are either good or bad for the overall urban scenario only based on other factors that facilitate them.
2.1. EFFECTS
The highways have not only altered how people travel and how much,
but also have changed the structure of communities and regions and the choices that the residents are able to make on where to live, work, shop and play. There are various effects caused by highways, mainly
Social
Economic and
Environmental effects
Dissertation ‘11
The Road To Development Page 20
2.1.1
SOCIAL EFFECTS
Reducing travel times relative to city or town streets, modern highways
with limited access and grade separation create increased opportunities for people to travel for business, trade or pleasure and also provide trade routes for goods. Modern highways reduce commute and other travel time but additional road capacity can also create new induced traffic demand. If not accurately predicted at the planning stage, this extra traffic may lead to the new road becoming congested sooner than anticipated. Cities form and cities die.
2.1.2
ECONOMIC EFFECTS
Highways have significant impacts on local economic growth and
development, as well as associated population growth. The effects have been studied in several fields, ranging from planning to economics to geography to sociology. Regional economic theories are especially strong in explaining the effects of infrastructure investment on economic growth and development. Neoclassical growth theory, growth pole theory, and location theories are the principal regional economic theories that relate highway investment to economic growth and development and, consequently, to population growth. Regional
Economic
theories Neoclassical Theory
Effect of Highways An input into the production process via a neoclassical production function (Boarnet 1997b; Eberts 1990) An enhancer to increase the productivity of other inputs, such as labor (Dalenbberg 1997; Ebergs 1994) A household amenity factor to attract workers (Dalenberg and Patridge 1997; Eberts 1994)
Growth pole theory Location theory
A catalyst of change (Thiel 1962) A facilitator of the flows of raw materials, capital, finished goods, consumers and ideas among central places and their neighbourhoods, and a limitation on these flows (Thompson and Bawden 1992) A means of importing inputs and exporting outputs out of a location. As such highway infrastructure is seen as a factor of production itself (Vickerman 1991) Necessary not sufficient for local economic growth and development (Halstead and Deller 1997) Table. 1.2
Dissertation ‘11
The Road To Development
Page 21 Although scholars define the role of highway infrastructure differently
on the basis of these theories , all recognize that highways play an important role in regional economic growth and development.
2.1.3
E N V I R O N M E N TA L E F F E C T S
The construction of highways can have a substantial impact on the
degradation and loss of natural ecosystems, especially in less developed areas. Although the actual areas converted by highways, railways, and power line rightof-ways may cover only a small proportion of a region, these areas total 27 million ac nationwide. Perhaps more importantly, the fragmentation of habitats caused by highway development is often severe (Frey and Hexem 1985).
Transportation routes can be described as “disturbance corridors”
that disrupt the natural, more homogeneous landscape(Barrett and Bohlen 1991). In forested environments, these disturbances can cause(1) dramatic physical disruption to the continuous vegetative community; (2) disruption to the structure and function of habitat; and (3) impacts to resident wildlife, which must negotiate, tolerate, and cope with the habitat barriers. In addition, disturbance corridors created by forest fragmentation alter the natural mix of habitats and species by providing conditions suitable for early successional plants and animals. They replace forest trees with grasses and shrubs, eliminating nesting habitat for forest-interior species. While they provide dispersal routes for certain small mammals, they present barriers to many species
Though economic effects1 and environmental effects2 are of great
importance, they are not within the scope of this study. Hence we can concentrate on social effects such as •
Urban development
•
Sub-urbanization
•
Rural-urban fringe
1 The studies reviewed here are diverse - they span a range from the measurement of the most direct economic impacts of individual highway investments, such as the travel time and operating cost savings for highway users, to the most broad economic impacts, such as those studies which analyse the economic impacts of aggregate highway investment on the overall economy and its productivity. 2 Highways are extended linear sources of pollution. New highways can also cause habitat fragmentation, encourage urban sprawl and allow human intrusion into previously untouched areas, as well as (counter intuitively) increasing congestion, by increasing the number of intersections. They can also reduce the use of public transport, indirectly leading to greater pollution.
Dissertation ‘11
The Road To Development Page 22
The literature on highways and urban development has focused largely
on the question of whether highways contribute to the decentralization of metropolitan areas. The study also focuses on how highways influence the relative growth of central cities and suburban rings. The metropolitan areas are said to decentralize into ruralurban fringes. In recent years the highway and the automobile have been chief among the transportation influences aligning the arrangement of metropolitan centres.
Many authors have stressed the many problems attendant upon this
sprawl of metropolitan areas into the rural-urban fringe. In regard to processes, Martin(1953) wrote:
"Under the impact of the private automobile, the pattern of small dependent communities strung along interurban lines has given way to a mass residential decentralization independent of railroads, out to areas of settlement which were virtually non-existent prior to the great "explosion" of cities which accompanied the development of rapid transportation and mass communication systems and related urban conveniences beyond the city's political boundaries. "
2.1.3
PHYSICAL LANDSCAPE ‘ T H E U R B A N S P R AW L’
The concept of the urban sprawl can be understood better with the
earlier example of the Interstate highway system. This Interstate Highway System and its corresponding spatial structure have contributed to land-use patterns that need to accommodate the private automobile. Many have argued that this accommodation progressively and inevitably leads to congestion, pollution, economic and physical decentralization and a physical design of the urban environment that lacks character and supports architectural anonymity. These characteristics together compose the term ‘Urban Sprawl’. Urban Sprawl has had an enormous effect on the US metropolitan structure.
Dissertation ‘11
The Road To Development Page 23
Urban sprawl, in the US, catalysed by the Interstate Highway System,
has helped lead to a disintegration of the country’s core cities, while integrating a larger metropolitan framework. There are several reasons why this has occurred. After the highway networks were built people and later jobs followed them out from the core areas to the lesser-developed lands surrounding them. During the 1950’s and early 1960’s, assisted by the IHS, there was a shifting of the residential population to newly formed suburban developments. This is because the IHS now made transportation much quicker and more efficient for the private automobile. The residential population would then use the highway system to ‘commute’ (a relatively new term at the time) from the suburb to the urban core where the largest concentration of jobs still existed.
However, in time, with loose land-use restrictions and friendly tax
incentives in the suburban areas, developers began to see the profit to-be-gained by developing primary commercial economies in these outlying areas. These developments could not be of the same spatial structure as those in traditional urban areas, however, because the nature of the transportation structure was altogether different. The transportation structure of the outlying areas was defined by the arterial highway and the automobiles that use them. Thus an entirely new form of urban development was composed that fit perfectly the needs of this hybrid spatial structure. This is exemplified by the suburban shopping center, or ‘mall’, which was built along the basis of spatial inversion and represents the epitome of the term ‘urban sprawl’.
The commercial growth that took place occurred almost completely
along the corridors of the Interstate Highway System, where private automobile use was most facilitated. The spatial linear economies that developed were completely decentralized and in stark contrast with the traditional ‘downtowns’ of the core urban centers that they were beginning to replace. They also fit the characteristics of urban sprawl because their design dictated a need to support the automobile. No longer restricted (and supported) by the dense urban fabric of the central city, it became necessary for each establishment to provide their own destinations for automobiles. This was because private automobile transportation was the dominant medium of transportation supported by this new urban design. Also, due to the spatially generous areas that each building occupied, there could be no central transportation destination node.
This meant much more space would be used per capita than ever
before. As the commercial/residential shift grew in proportion, the suburban areas flourished and the urban cores suffered.
Dissertation ‘11
The Road To Development Page 24
By the mid-to-late 1960’s the total suburban populations of the
metropolitan areas of the United States began to outsize the core cities which first gave them life. This led to a significant strain on the interface between the core city and the suburban area surrounding it. Because the political structure of US localities makes it very difficult to implement a central, regional commission to plan and develop a balanced metropolitan area, local political entities battle fiercely for economic superiority. There is almost no coordination in development patterns. While this was (and is) certainly the case between the various suburban political units, it was (and is) most keenly observed in the relationship between the central city and the suburban area. The more that residents and commerce leave the central city, in general, the more the suburban areas grow. After all, where are most that flee, fleeing to?
Without the Interstate Highway System to enormously facilitate the
utilization of the private automobile and facilitate the efficient transportation of large amounts of freight over regional distances, it would not be possible for the outlying areas surrounding the core city to develop urban space in a manner that minimized mass transportation and maximized the automobile.
2.1.3
RIBBON DEVELOPMENT Ribbon development means building houses along the routes of
communications radiating from a human settlement. Increasing motor car ownership meant that houses could be sold even if remote from shops and other services. It was attractive to developers because they did not have to waste money or plot space constructing roads. They are the reason that the highways / freeways that are supposed to connect cities become inner city roads. Ribbon development can also be compared with a linear village which is a village that grew along a transportation route, not as part of a city’s expansion.
Figs. 8,9 &10
Dissertation ‘11
The Road To Development Page 25
2.1.4
Tr a n s p o r t a t i o n M o d e s S h a p e Culture
A moment should be taken to examine an effect of the highways that
transcends spatial/economic concerns and touches upon something that produces affects more intangible: the effect on the culture. Many argue that the highways have reshaped the way people interact with each other and perceive on their world.
Mass transportation brought people together, and the pedestrian-
oriented transportation infrastructure ‘forced’ people to develop the social skills necessary for living in an urban environment.
Today, this has largely disappeared. Automobiles replace people as
objects of interaction. In many ‘communities’ our external environment allows for human interaction insofar as we walk from the vast suburban parking lots to the ‘bigbox’ stores that they support. In many ways we as a society have forgotten how to feel comfortable in an environment with anonymous human life. Insofar as the depth of this section will allow, the chief cause of this social decline is the automobile and its disintegration of the Country's spatial-architectural-transportation landscape.
2.1. CAUSE
The development around and due to highways differ radically from India
to America to China. To properly understand and predict the type of growth in the future it is necessary to analyse what makes it grow. And as the factors are so different, it is necessary to form a basic model that would help compare, contrast and study the development, thus ultimately resulting in a better understanding of the splines of the country so as to facilitate proper planning needed in the future.
Analysis is nothing more or less than applying a point of view and
analytical tools to a problem. In this report, the problem of efficient highway system is viewed as one embedded within larger problems of a society spatially ordered by specialization and variations in resources. It can be emphasized that developments of transportation may stem from opportunities either for the more efficient operation of activities served by that transportation or for opportunities for more efficiently carrying on the transportation process.
Dissertation ‘11
The Road To Development Page 26
In practice it is felt that combinations of both should enter development
decisions, and the meaning of this on a policy level is that both vehicular and nonvehicular benefits of highway improvements should be considered. Other pints of view might emphasize other benefit questions. Pricing the highway service to achieve an efficient division of traffic among rail, water, air and other highway transport is an example of a problem that might be stressed by other analysts.
There could be several points of view which in a large measure are
complementary. Supporting one does not mean that it is correct to the exclusion of others. Existence of several legitimate points of view emphasizes the need for a general point of view which encompasses these legitimate sub parts.
Also a specific factor or point of view might manifest differently in different
kinds of development. Hence it becomes necessary to develop a model that lists out not only ways that a development due to a highway could be affected but how much they are affected and how they could be studied and used later.
The purpose of this study is to identify and understand these factors
based on various case studies earlier discussed and arrive at a model that could help in any future studies.
2.2.1 FA C TO R S A F F E C T I N G D E V E L O P M E N T A L O N G H I G H W AY S The Main Players in the development along highways: A c c e s s To C B D s :
Economic theory suggests that highway improvements will have effects on
urban growth by changing both intra and inter-metropolitan accessibility. Much of the theoretical apparatus for examining the intrametropolitan effect of transportation investments is rooted in “monocentric� models of urban land use.
In these models, jobs are assumed to be concentrated in a single central
business district (CBD), and persons live in residential communities that surround the CBD.
Land values drop with distance from the CBD to reflect the increased cost of
commuting from distant locations into the jobs in the city center. New highways that link the outlying residential areas to the CBD lower the cost of commuting into the employment concentration in the center of the city. This increases land values in the
Dissertation ‘11
The Road To Development
suburban fringe while reducing the “accessibility premium� that central locations
Page 27
had previously enjoyed.
The urban area will grow geographically as commuters can live farther
from work without increasing their travel budgets. Densities will fall as the premium for the densely developed locations near the CBD is reduced.
In short, in monocentric models, transportation improvements are
associated with decentralization and deconcentration of the population of the urban area.
"The maturing freeway system was the primary force that turned the metropolis inside out after 1970, because it eliminated the regionwide centrality advantage of the central city's CBD. Now any location on that expressway network could easily be reached by motor vehicle, and intraurban accessibility swiftly became an allbut-ubiquitous spatial good"
- Muller (1995)
Comparing results of study by Boarnet and Chalermpong(2001) and
Voith(1993) show consistently significant positive impact of the highways based on access to CBDs. In Atlanta, presence of a freeway is associated with employment growth, but not with population growth. In Toronto however, presence of a highway nearby (within 2 kilometers) is negatively associated with residential property values although access to CBD is in part a function of the highway network. Thus we understand that highway impacts are place-specific. Movement of people: impact of origin and destination points:
Highway improvements that reduce the time of travel enhance the ease
of movement between the places they connect. Some activities clustered in areas adjacent to the new highways because the nodes and corridors of the system have high visibility and accessibility. Locating at these nodes and corridors can reduce the cost of inputs to production, expand the available pool of labor, or extend the range of customers who can access the location. Thus, highway corridors and intersections give businesses a competitive advantage.
Other activities with less need to agglomerate have spread out as
accessibility has become ubiquitous. Households used the accessibility advantage of highways to move away from central locations to larger homes and lots in the suburbs.
Dissertation ‘11
The Road To Development
Page 28 If other factors supported development in the areas with improved accessibility, development may have occurred sooner or been of a different character than would have otherwise occurred.
Like households, firms that value the use of a particular transportation
mode will have incentives to cluster near access points to that system. For example, the Highway System offers low transportation cost for moving goods and passengers over long distances (so- called “line haul” benefits) and interchanges in that system are thus valuable locations that will command high land prices and foster dense job development (Hoover 1975).
This is consistent with the evolution of urban employment locations,
which were originally concentrated near points of access to waterway transportation, then increasingly at rail junctions near the fringes of central cities and finally have clustered around highway interchanges on the edges of metropolitan areas (Jackson 1985; Cronon 1991; Garreau 1991). F r e i g h t Tr a n s p o r t :
It is just not people that benefit from the development due to a highway,
but industries enjoy an advantage too. Complicating the relationship between highway investments and metropolitan development patterns is the fact that transportation costs may play an important role in determining the overall level of regional growth, as well as its intra-metropolitan distribution. Often, those in favour of transportation improvements argue that they will improve the productivity of an entire region. A new highway system can theoretically provide a large enough boost to a region’s economic development that the central city will grow in spite of increased pressure for decentralization created by the same highway.
If a highway bear the load of freight then all the necessary ancillary
facilities spring up along the highways thus paving a way for a different kind of growth. However the extent to which the freight affect the development is arguable.
Transportation infrastructure can provide a region with a potentially
important advantage in the inter-regional competition for firms and economic development. Regions that are far from sources of raw materials can nonetheless attract development if their transportation systems allow delivery of these inputs at low cost. Examples from American history underline this point. In the nineteenth century, the development of canals and railroads provided significant advantages to the locations they served, allowing city businesses to simultaneously locate near their
Dissertation ‘11
The Road To Development
markets while keeping raw material transportation costs acceptably low.
Page 29
The rapid growth of New York in the first half of the nineteenth century
and Chicago in the second half would not have been possible without the development of canals (for New York) and railroads (for both cities) -and the benefits of these transportation systems may be quite widespread. The completion of the Erie Canal, for example, contributed powerfully to the growth ofAlbany, Buffalo and Rochester - all located at junctions along its
Fig. 11
length. At the same time, the development of this transportation network helped New York to rise relative to its primary competitor, Philadelphia,
which
tried unsuccessfully to construct a series of canals connecting the Schuylkill to the Ohio River basin during the early part of the nineteenth century. Similarly, the interstate highway system allows produce to be rapidly transported from fertile regions to markets. Thus a key benefit of an interregional transportation network is its ability to foster the relative growth of those places that are accessible to the relative growth of those places that are accessible to the network. Economy:
Advocates of the Highway System have some well-grounded evidence
to support the assertion that the system has resulted in greater overall economic growth than had it not been constructed. The real estate and automobile market rank among the largest of consumer spending categories. In many ways these two markets have been prominent fuel for overall economic growth. The construction of the Highway System also created a metropolitan economy that is extremely mobile. Freight and people can access with ease every part of the metropolitan fabric at their own convenience and under their own jurisdiction.
While the above statements are all represented with factual evidence,
they can be a bit misleading, especially when considering what the alternatives to this system are, and taking into account the fact that the autonomously-based transit system based on the highways in its current design, is not scaleable and has a
Dissertation ‘11
The Road To Development
Page 30 paradoxical effect as more growth occurs beyond its optimal point of accommodation.
Where demand increases/decreases, transit frequency to that area
increases/decreases. Therefore congestion would be defeated. Pollution would also
be
largely
defeated
because the chief precursor to
transportation-based
pollution is the automobile. U r b a n development is closely linked to the overall functioning of the market economy and land markets, dictated by supply and demand, of land, its
accessibility
transport, of
the
through availability
infrastructure(water,
electricity,
etc.).
Fig. 12
Planning
needs to support the required intensity of development in line with overall urban areas functioning and the real estate demand. Land prices are good indicators of the trends and the use of Floor Area Ratio on graduated scale terms can support the formation of centres. Many organized cities indicate a decrease of FAR from the centre towards the
periphery.
But
with the advent the advent of highways, the periphery or the areas closer to the highways gain much more importance
Fig. 13 House Price Indices
Dissertation ‘11 Needs/ Requirements:
The Road To Development Page 31
Highways bring spatial externalities. Spatial externalities exist when the
geographic pattern of activities affects households or firms in ways that are not fully mediated even by well functioning, otherwise competitive markets. Suburban highway projects might weaken agglomeration benefits in central cities, isolate poor residents in ways that are socially undesirable, and possibly worsen air quality or (although the evidence here is weaker) traffic congestion problems. Because all of these are external to any one local jurisdiction, a policy of matching local benefits and local costs would still not incorporate the external costs of highway building. Whatever the funding if the need arises there is some amount of development that follows, whether sustainable or not however is a moot point. To u r i s m :
Highways encourage growth of tourist industry as it results in less travel
time. Highways that connect tourist places register a high volume of traffic irrespective of whether the highways are in India or America. The highways that lead to or near tourist development also show a significant increase in commercial development. Small scale and large businesses develop which might even result in a full blown development. Connectivity:
Better connectivity generates growth, attracts investment, creates
employment, and reduces poverty. It infuses new dynamism in regional production network. Stronger production network would help deepen global (or regional) integration process.
It also reduces trade costs. The catalyst to regional production network
is lower trade costs. Agro-Based:
Apart from the fact that highways can be used effectively to transport
raw materials and finished products, the fact that any highways generate a lot off pollution discourages the development of agricultural land near highways. Although there are numerous instances where cattle farms and other such activities are locate near highways, this is rapidly declining. The extent of the agricultural land stops a way off the highway though the margin of the highway might boast of agro-based industries and related cottage industries.
Dissertation ‘11
The Road To Development Page 32
Government involvement:
Government involvement is a term that can only be loosely used in
any talk of development along highways especially when it comes to India. Though American government has been quite involved in the development of interstate highway systems, the same cannot be said for the Indian government. Policies are not as forthcoming, though they did propose interesting projects such as the Golden Quadrilateral and the NRTP(National Road Transport Policy).
The Government of India(GOQ)[Allocation of business] rules, 1961 as
approved by the President of India, has entrusted the responsibilty of for planning and coordination of urban transport systems to the Ministry of urban Development. The entire gamut of activities required to manage and regulate the highway system can be divided into 3 levels. Level 1
Level 2
Table. 1.3 Strategic and policy functions •
Regulation issues
of
•
Policy formation
•
Capital financing
commercial • •
Health and safety regulations •
Monitoring service
quality
of
Setting standards Ensuring adherence to safety standards
•
Ensuring adherence to environmental standards
• Supply of common • infrastructure and other • services
Operation of services
Fixation of fares/tariffs
•
Procurement and provision of • public transport •
Level 3
Strategic planning
Network and route design Identification of demand Planning and provision of services Intermodal coordination Management of common infrastructure
•
public relations
•
Security services
•
Management of revenue sharing arrangement between operations
•
Operation of publicly run bus services
•
Operation of privately run bus services
•
Operation of the Rail based services
Dissertation ‘11
The Road To Development
Public-Private Partnership:
Page 33
It is heartwarming to note that what the government fails to bring about
is actually being done by efficient PPP. In India, in recent days, private companies have taken up projects and working with the government only on a policy level have completed many an innovative project along highways while the government still stubbornly insists on sitting on a high chair and 'overseeing'. Numerous future projects can be done with the help of PPP.
Traditionally, the road projects were financed only out of the budgetary
grants and were controlled/supervised by the Government. The road sector has attracted little private sector participation in the past. The traditional system of financing road projects through budgetary allocation has proved to be inadequate to meet the growing requirements of this sector. To encourage private sector participation, several initiatives have been taken by the Union Government; which include: ╧╧ Provision of capital subsidy up to 40% of the project cost to make projects commercially viable. ╧╧ 100% tax exemption in any consecutive 10 years out of the first 20 years of a project. ╧╧ Provision of encumbrance free site for work, i.e. the Government shall meet all expenses relating to land and other pre-construction activities. ╧╧ Foreign Direct Investment up to 100% in road sector. ╧╧ Higher concession period, (up to 30 years). ╧╧ Right to collect and retain toll.
India’s agenda to promote PPPs for infrastructure development aims
at enhancing the quality and quantum of infrastructure services, releasing the full potential of public sector assets and ensuring that stakeholders receive a fair share of benefits from the PPP. In general, wherever private sector is participating to finance, build and operate a wide array of infrastructure projects, either on its own or within the framework of PPP, the sector is recording growth. The GOI is keenly aware that it has to facilitate PPP actively.
The implementation of NHDP–III and NHDP–IV phases is to be mainly
undertaken under PPP mode. The PPP projects are being implemented for the National Highways on Build Operate Transfer (BOT) (Toll) and BOT (Annuity) basis.
Dissertation ‘11
The Road To Development Page 34
Logistics:
Logistics is an integral part of highway development, and with logistics,
there are more opportunities for development. With improved transport systems and increase of cargo traffic, there is a huge potential for local and foreign investments. With improved transport systems and increase of cargo traffic, there is a huge potential for local and foreign investments. Pollution and other ecological disturbances:
The construction of highways can have a substantial impact on the
degradation and loss of natural ecosystems, especially in less developed areas. Although the actual areas converted by highways, railways, and power line right-of-ways may cover only a small proportion of a region, these areas total 27 million ac nationwide. Perhaps more importantly, the fragmentation of habitats caused by highway development is often severe (Frey and Hexem 1985). Transportation routes can be described as “disturbance corridors� that disrupt the natural, more homogeneous landscape(Barrett
and
Bohlen
1991). In forested environments, these disturbances can cause(1) dramatic physical disruption to the continuous vegetative community; (2) disruption to the structure and function of habitat; and (3) impacts to resident wildlife, which must negotiate, tolerate, and cope with the habitat barriers. In addition, disturbance corridors created by
Fig. 14
forest fragmentation alter the natural mix of habitats and species by providing conditions suitable for early succession plants and animals. They replace forest trees with grasses and shrubs, eliminating nesting habitat for forest-interior species.
Also a great amount of pollutant gases are released into the atmosphere
from the automobiles in the highway. This causes any development alongside a highway to loose some of its appeal.
Dissertation ‘11
The Road To Development Page 35
THE ROAD TO UNDERSTANDING DEVELOPMENT
Based on the factors illustrated in the previous chapter a model can be
drawn that help for the better understanding and comparisons of different highways. A model that could be used extensively to predict future growth and development along that highway and help prevent any lasting ill effects.
3.1.
Fig. 15
THE GENERAL MODEL To better understand and grasp how each of the factors mentioned
earlier could affect the development along the highway, a comparative model depicting different highways and the extent each of the factors influence development is plotted out. This model is in the form of a matrix similar to Leopold matrix and thus a value within 1 to 10 is assigned to the level of influence of each factor. This model will can henceforth be used to moderately predict the future development along any highways by comparing them with existing case scenarios. The first model depicts the various factors defined already that affect the development along the highway. The second model shows how the development is affected. These models show that the highways have both positive and negative impacts.
Priority value
along
destination Freight transport Economics Needs/requirements Tourism Culture Agro-Based Govt. Involvement PPP Regional interaction Strategic location Logistics Pollution Volume of traffic
highways Access to CBDs Movement of people Connectivity-origin and
development
Factors that affect
Name of the Highway example 1
example 2
example 3
example 1
example 2
Table. 1.4
example 3
USA INDIA Highway Highway Highway Highway Highway Highway
Magnitude and significance of impact on a scale of 1 to 10
I N T E R A C T I V E M AT R I X T O A N A LY S E D E V E L O P M E N T A L O N G H I G H W AY S
Dissertation ‘11 The Road To Development Page 36
decline
change
decline
increase
change
change
decline
decline
decline
decline
decline
change
Edinburg
Fort Stockton
La Grange
Livingston
Smithville
Stamford
Anston
Dayton
Giddings
Haskell
Gatesville
slow
n/a
n/a
n/a
n/a
slow
no change
decline
increase
decline
decline
decline
decline
increase
increase
increase
-
+
-
-
-
+
+
+
-
-
-
-
-
-
-
+
+
+
-
-
+
-
+
+
-
-
-
-
-
-
-
-
Visibility
slow
lots
slow
slow
decline no change
Stopping point
slow
slow
Near other towns -
Alignment
+
+
-
+
-
-
-
Annexation/Utilities
decline
+
+
+
+
Local Programs
slow
increase
-
-
-
Land Owners
Cleveland
Change
Bowie
lots
Near metro areas
Change
Changes in D e v e l - Net Change in D o w n t o w n o p m e n t Highway Related business a l o n g Businesses highways Traffic Levels
Bastrop
Case study
prisons
Dry country
Lake
Table. 1.5
Main street program
uncontrolled access
Unique Factor
E F F E C T O F H I G H W AY S W I T H E X A M P L E S F O R B E T T E R C O M P R E H E N S I O N
Dissertation ‘11 The Road To Development Page 37
Dissertation ‘11
The Road To Development
3.2. The North-south corridor- Madurai to Kanyakumari
Page 38
The southern part of the North-south corridor connects or rather bypasses important cities of the south like Madurai, Tirunelveli and Nagercoil and ends in Kanyakumari. As a result of this highway connectivity to the Tuticorin port has also increased. The characteristics of this stretch are listed out below. Infrastructure Roads and Railways The districts are served by many important national highways, state highways and district roads. The important highways are Thiruvananthapuram - Kanniyakumari National highway (NH47), Kanniyakumari - Madurai National Highway (NH7) that passes via Tirunelveli and Virudhunagar, Tuticorin - Tirunelveli National Highway (NH7A) that proceeds further to Kollam in Kerala, Ramanathapuram - Madurai National Highway (NH 49) that passes through Sivagangai district, Madurai - Kollam highway (208) that passes near Thenkasi and Senkottai in Tirunelveli district and the East Coast Road that connects Nagapattinam, Ramanathapuram, Tuticorin and Kanniyakumari (to be upgraded). These roads do provide a reasonably good network among the districts. A comparative analysis of road infrastructure available in the districts reveals that apart from Kanniyakumari, the road length per square kilometer in other districts is about the average/ less than average of the State (1.4 km). Tuticorin, Virudhunagar and Tirunelveli have significantly less road length per square kilometer. Further, the number of vehicles per 1,000 persons is only 72.7% of that of the State. These may indicate that the road and transport infrastructure in these districts is below average when compared with the rest of the State. Railways The districts are served by broad gauge as well as meter gauge railway. Most district headquarters are connected with Madurai by railway services and express trains run to Chennai on a daily basis. Madurai is especially well connected to most of the southern cities - Chennai, Trichirappalli, Coimbatore, Bangalore, Rameswaram, Quilon, Thiruvananthapuram, etc. – as well as to other major Indian cities such as Delhi, Mumbai and Kolkata. Over 35 express and other trains serve Madurai.
Dissertation ‘11
The Road To Development Page 39
Ports Tuticorin port is one of the 10 major ports in India. The port has an artificial deep-sea harbour with breakwaters of about 4 km long and about 1.3 km wide. The harbour basin area is about 400 hectares with approach channels of about 2.4 km length and 183 meters width. The traffic handled by the port in 2003-04 was 14.7 million tonnes (1,500 ships). It has great potential to become a major hub port, with the deepening of inner (increasing the draught from 10.7 to 12.8 metres) and outer harbours. In addition to Tuticorin port, there are several other minor ports and fishing harbours at Kolachel, Kanniyakumari, Rameswaram, etc. The Kolachel port also has potential to grow as it has a natural harbour. Key take-away: •
Airports - scope for improving air-connectivity, need for an international airport(Madurai) & reactivating Tuticorin airport
•
Ports - scope for enhancing Tuticorin port (eg. deepening of outer harbour, widening the port’s prime service roads)
•
Connectivity is adequate but would require strengthening as requirements from newer activities such as IT/ITeS emerge
Social Infrastructure The social infrastructure, especially educational infrastructure, in these districts is significant. The details are given below:
Table. 1.6
Dissertation ‘11
The Road To Development Page 40
Existing Resources, Industries & Clusters The industry base is very diverse and there are several industrial clusters in most of the study districts. However, there are some key industries such as textiles, rubber, auto, printing and port based services
Table. 1.7
Past, present and Potential Development
From the bustling trade and commercial centres of Madurai to the
harmonious hills of the Western ghats and the awesome ocean in the East and South, the Southern Districts of Tamil Nadu, present large and diverse opportunities for the development of the industrial and services sectors. With the right focus, the development process can be spread evenly across the region.
Madurai district has the potential to become a Manufacturing Hub and
can be promoted as a Gateway to the Knowledge and Tourism corridors of Southern Tamil Nadu. The temple town of Madurai, which is already perceived as the gateway to southern districts, is eminently suited to fulfil this role and act as the engine driving the industrialisation and economic advancement of the region. Strategically situated to serve the entire region, including adjoining states, Madurai needs but limited investment
Dissertation ‘11
The Road To Development Page 41
from the State Government to catalyse this development process. International air connectivity would be a major priority in this context of Madurai being promoted as the manufacturing hub of the corridor.
The benefit of the initial push at Madurai will strongly be felt in the
neighbouring districts, especially Virudhunagar and Sivagangai. The strategy for industrialisation of Virudhunagar district focuses on the existing core industries such as fireworks, printing and textiles, and scaling them up to global standards with world class manufacturing facilities. Other growing sectors such as food processing, herbal medicines and bio-diesel, need to be incubated and nurtured and be provided with appropriate infrastructure.
Apart from encouraging the large, medium and small industries that
are already well established in the Tuticorin district, the establishment of a Special Economic Zone in Nanguneri will ensure that Tuticorin becomes a thriving Export Hub. Strategically situated to serve the East and the West, Tuticorin needs sizeable initial investments from the Government to attract domestic and foreign investors. With a bustling port and rapidly growing import and export trade, a Services Hub can then develop encompassing logistics, warehousing, shipping, ship repair, cruise tourism, ferry services and so on. The Export cum Services hub at Tuticorin will have spin off benefits in Ramanathapuram and Kanniyakumari, with satellite industrial clusters developing based on leveraging their respective resources. For example, while Ramanathapuram can leverage the availability of natural gas and its coastline, Kanniyakumari has abundance of rubber wood apart from marine resources.
The strong base of education at the University level combined with ever
expanding computer literacy, point to the potential to develop the ITES & BPO sectors, in some of the southern districts, viz. Madurai, Virudhunagar and Tirunelveli. Thus, Madurai can trigger off the knowledge corridor which can wind through Virudhunagar and get anchored in Tirunelveli where the raw material for the ITES / BPO sector is found in abundance. There are some success stories already, like Honeywell that has set up shop in Madurai and now expanding its scope of business & operations. This can trigger other major companies to replicate similar initiatives in the corridor.
Tourism in southern districts has been fragmented with the districts
competing with each other to get a greater share of the pie. Madurai, with its historic Meenakshi Temple and proximity to other heritage and leisure centres, can become the gateway to the Southern Tourism corridor.
Dissertation ‘11
The Road To Development Page 42
With Madurai as the gateway, the another corner of the corridor would be Kanniyakumari. The corridor will have several satellites with heritage tourism potential in Sivagangai and leisure tourism opportunities in Virudhunagar and Tirunelveli.
Thus, in my vision, the following major avenues of growth is imminent.
It might or might not lead to rapid economic development that is sustainable and one that meets the aspirations of the stakeholders in the region. ╧╧ Manufacturing (textiles, auto, rubber), and employment generating sectors like food processing (agro and marine), ╧╧ Services (IT and knowledge based ITeS / BPO, port based services like Bulk storage in Tuticorin etc), ╧╧ New export markets (e.g. scaling up printing base in Virudhunagar to tap global markets, engineering design, mechatronics and biotechnology,), and ╧╧ Tourism - internationally oriented Cultural & Heritage and Eco Tourism Fig. 16
Dissertation ‘11
The Road To Development
Fig. 17 Cause and Effect on the NS-EW corridor (Madurai-Kanyakumari stretch)
Page 43
Dissertation ‘11
The Road To Development Page 44
Also, the industrialization process in general would benefit from a 6-lane
connectivity between the manufacturing & export hubs with state capital – Madurai, Tuticorin & Chennai. Improvements in connectivity (especially 6 lanes between Madurai & State capital and international air connectivity) would particularly serve the proposed tourism corridor well.
For the proposed knowledge corridor, TIDEL replica in Madurai will
help in encouraging IT/ITeS sector. Apart from stressing on scaling up capabilities in employment generating sectors like food processing, Printing etc, there are private firms working on strategies that focus on developing key satellite industries (e.g. Pulses, Printing in Virudhunagar, Tourism in Sivagangai)
The following investment, to the tune of Rs.33735, is already in the
pipeline, if one were to consider the various public and private sector projects that are planned, proposed or are under implementation (as given below). However, the state and central governments need to speed up these ongoing projects so that this is realized at the earliest.
Table. 1.8
Roles to be played
The key stakeholders in the development of the southern districts
include the state & central governments, existing industries, CII & other association bodies and NGOs. The state & central governments would have to play an active role in speeding up development projects that are already in pipeline. The state government would need to play a pivotal role in marketing the southern districts in order to attract more investments from within the country & abroad.
Amongst others, CII’s priority would be to encourage its members and
private sector to invest in the southern districts, by enabling a mindset / attitudinal change through curtain raiser seminars and conferences highlighting the advantages of such a move.
Dissertation ‘11
The Road To Development Page 45
Existing industries can do their bit by scaling up and exploring new avenues of growth, while the NGOs community, with its grassroots level machinery, can help in identifying local opportunities and suitable mechanisms for delivery that takes the local environment into consideration. Summing up, these are some of the key roles that need to be played by the various stakeholders: Table. 1.9
Dissertation ‘11
The Road To Development Page 46
Table. 9 (cotd.)
Conclusion
There exists immense hidden potential down south(resources, talent
pool and basic infrastructure) and the southern districts are economical solutions when compared to other cities that are turning into high cost centres. The study findings have clearly established a strong case favouring Southern districts as having immense potential for industrialization and development. Helping understand the rate of development caused mainly as a result of the highway system might also help us understand the problems that might rise and make these places end up as other congested over abused cities. This project would be helpful to understand not only for this particular highway but for any highway anyone might choose to study.
Dissertation ‘11
The Road To Development Page 47
BIBLIOGRAPHY “A system of Major Streets”, Harland Barthomew &Associates. Bartholomew, Harland(1955), “Land uses in American cities”, Cambridge, Harvard University press. Boarnet, M. G. and A. F. Haughwout(2000), “Do Highways Matter? Evidence and Policy
Implications of Highways’ Influence on Metropolitan Development.” ,Washington, DC: Brookings Institution Center on Urban and Metropolitan Policy. Briggs, Ronald(1981), “The Interstate Highway System and Development in
Nonmetropolitan Areas.” , Transportation Research Record 812:9-12. Burgess, E.W(1923), “The Growth of the city”, American Sociological society, Proceedings 18:85-89 Gallion, A.B.(1950), “The Urban Pattern”, New York, Van Nostrand & co. Gallion, A.B. and Brian J.L. Berry(1957), “A source of theory for Highway Impact
studies”, Washington Highway Research board, Special Report 28. Indian Infrastructure report, 2006, Urban infrastructure. Kevin Lynch, Donald Appleyard and John R. Myer(1965), “The View From the Road”, The MIT Press. Lewis Mumford, Seeker & Warburg(1964), “The Highway and the City”, Greenwood Press Reprint Martin, Walter T(1953), “The rural-urban fringe: A study of adjustment of residence
location”, University of Oregon Press. “The Interstate Highway System; It’s Development, and It’s Effects on the American Spatial, Economic and Cultural Landscape”, Andrew Armbruster(2005). “Transit Cooperative Research program”, Research Results Digest, August 1997number 21, Sponsored by Federal Transit Administration. W.L. Garrison, 1959, “Studies of Highway Development and Geographic Change” , University of Washington press, Seattle.
Dissertation ‘11
The Road To Development Page 48
REFERENCES Annual Report, 2009-2010, Ministry of Road Transport and Highways, GOQ, New Delhi. “Economic Development in India, The role of the Individual Enterprise”, Anil K. Lal and Ronald W. Clement, Asia-Pacific Development Journal, Vol. 12, No. 2, December 2005. EIA Guidance manual:Highways, Ministry of Environment and Forests, GOQ, New Delhi.
Fourteenth Report, Committee on public undertakings(2006-2007), Fourteenth Lok Sabha, National Highway Authority of India, National Highway Development project(NHDP) - Phase 1. Induatrialization of the Madurai-Tutucorin corridor, The unexplored oppurtunity, Executive summary for Confederation of Indian Industry by Scope e-Knowledge Center Pvt Ltd “Ten Principles of Successful development around Transits”, Robert Dunphy, Deborah Myerson, Michael Pawlukiewicz, Urban Land Institute. www.nhai.org