Corridor Development in India

This book discusses the nuances of corridor development in India and its
implications for land acquisition and displacement. It explores the complexities
of land-related conflicts and their socio-economic impacts on people’s lives.
Examining the evolution of a few corridors of national importance such
as Mumbai–Nagpur Expressway, Yamuna Expressway, Delhi–Mumbai
Industrial Corridor, and Pune–Mumbai Expressway, the volume provides a
comprehensive understanding of the dynamics of corridor development and
regional growth. The book discusses how policies relating to land acquisition
result in political, economic, legal, and psychological hardships. The authors,
using primary and secondary data, assess the socio-economic implications of
land acquisition for agriculture, employment, environment, demography, and
land utilization in the areas around these corridors. The work further discusses
sustainable interventions in land acquisition practices to ensure equity of land
and resources for vulnerable communities.
The book will be useful for students and researchers of public policy,
development studies, economics, regional planning, development studies, and
sociology. It will also be of interest to academicians, regional planners, and those
working in the field of land development, resettlement, and rehabilitation.

Vinita Yadav is Professor and Head of Department of the Department of

Regional Planning at the School of Planning and Architecture, New Delhi.
Her recent books include Sustainable Regional Development, Model Village:
Perspectives for Rural Development, and Metropolitan Governance: Cases of
Ahmedabad and Hyderabad. She has over 21 years of experience of working
with the government, private consultancy organizations, non-governmental
organizations (NGOs), and academic institutions and has handled projects
funded by WHO, the International Land Coalition, the Bill and Melinda Gates
Foundation, the Leprosy Mission, Goal India, development authorities, and
municipal governments.

Rohini Neelkanthrao Kalambe works as a Creative Manager with Capcount

Solution Pvt. Ltd. where she is responsible for handling design graduate
professionals involved in the branding and design of products. Previously, she
worked as a Fellow with Brihanmumbai Municipal Corporation and handled
the revamping and transformation of Maharashtra State board school to ICSE
and CBSE affiliated school in Mumbai. She was part of the Maharashtra’s Chief
Minister’s Fellowship Programme and was posted at Kolhapur Municipal
Corporation where she handled disaster management, education, health, and
sanitation programs.
Corridor Development in
India
Impact on Land Acquisition

Vinita Yadav and Rohini Neelkanthrao

Kalambe
First published 2022
by Routledge
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© 2022 Vinita Yadav and Rohini Neelkanthrao Kalambe
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A catalogue record for this book is available from the British Library
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ISBN: 978-0-367-48071-4 (hbk)
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DOI: 10.4324/9781003044437
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Contents

List of figures vi
List of tables viii
Preface ix
Acknowledgments xi
List of abbreviations xii

1 Transport corridor and its sustainable impact 1

2 Land acquisition: Legal and regulatory context 47

3 Dynamic cohesion of corridor development

and land acquisition 85

4 Economic and social development 123

5 Sustainable intervention in land acquisition for corridor

development 163

Annexures 189
Index 191
Figures

1.1 Process of Corridor Development 10

1.2 Land Acquisition Conflicts (in %), 2016 12
1.3 Land and Land Acquisition Conflicts in Maharashtra, 2016 13
1.4 Persons Affected by Development Projects, 2016 14
1.5 Transport Corridors and Regional Development 20
1.6 Alignment of Delhi–Mumbai Industrial Corridor 28
1.7 Alignment of Yamuna Expressway 33
1.8 Alignment of Mumbai–Pune Expressway 35
2.1 Social Behavior and Kinship Relationships 50
2.2 Timeline of Agriculture and Industrial Age 52
2.3 Cause of Land Acquisition Conflicts 63
2.4 Timeline of Land Acquisition Act 67
2.5 Survey Questions Asked of Affected Families 68
2.6 Framework Showing the Land Acquisition and Corridor
Development 73
2.7 Narmada Bachoo Andolan and its Land Acquisition 76
3.1 Factors Affecting and Influencing Culture and Displacement 90
3.2 Methodology 101
3.3 Samruddhi Mahamarg Passing Districts in Maharashtra 103
3.4 Population of the Corridor Passing Districts 104
3.5 Farmers’ Suicides in Vidarbha Region of Maharashtra, 2011 105
3.6 Vidarbha Region and its Backwardness through HDI 107
3.7 Land Procurement Process and Responsible Authorities 111
3.8 Land Utilization, 2016 115
3.9 Net Sown Area (in Hectares) 2011 116
3.10 Irrigated Area (in Hectares) 2011 116
3.11 Net Sown and Irrigated Area 2011 118
4.1 Matrix of Ecosystem Service and Cascade Model 133
4.2 Workforce Composition, 2011 135
4.3 Main and Marginal Workers, 2011 135
 Figures vii
4.4 Workforce Composition, 2011 136
4.5 Agricultural Production of Commodities, 2017 137
4.6 Workforce Participation Rate and Primary Workers 138
4.7 Production Loss (Kilogram per Hectare) after Land
Acquisition, 2017 139
4.8 Utilization of Awarded Compensation of Less than
10,000,000 Rupees 139
4.9 Utilization of Awarded Compensation of More Than
10,000,000 Rupees 140
4.10 Income Losses Due to Acquisition 145
4.11 Function-Based Settlement Hierarchy, 2011 146
4.12 Poverty Mapping, 2011 149
4.13 The Compensation Awarded to Vulnerable Families 150
4.14 Parameters Influencing Economic and Social Development 150
5.1 Issues Related to Land from the 1970s to the 1990s 164
5.2 Recommended Process of Land Acquisition 178
5.3 Recommendation to Reduce the Conflicts in Land Acquisition 182
5.4 Sustainable Investment Policy 183
5.5 Key Conceptual Model 187
Tables

1.1 Type and Definition of Corridor 8

1.2 Theoretical Approaches to Regional Development 19
1.3 Comparative Analysis of Selected Case Studies 37
2.1 Details of Land Utilization (Area in Million Hectares)
in India 48
2.2 Comparison Between the Land Acquisition Act, 1894–2015 69
2.3 Land Acquired from Unwilling Farmers 78
3.1 Demographic Profile of Vidarbha Region 108
3.2 Land Acquisition Detail and Total Affected Families 112
3.3 Comparison between the Compensation by Direct Purchase
and LARR, 2013 113
4.1 Tehsils and Villages in Disctircts Passed by the Corridor 141
4.2 Demographic Profile of Tehsils 142
4.3 Selected Functions for Analyzing the Settlement Hierarchy 144
4.4 Scalogram for Poverty Mapping in Villages 147
5.1 Flaws in the Process for Affected Families and Institution 174
5.2 Parameters Not Considered for Land Acquisition by
Samruddhi Corridor Authorities 175
5.3 Implications of Samruddhi Corridor 177
Preface

Corridor development is a buzzword in the planning domain. The contribu-

tion of a corridor to a country’s economic development is enormous. Corridor
development necessitates the acquisition of land. Land acquisition leads to con-
flicts between communities, government, and private players. In total, India
has faced 1,269 conflicts related to land acquisition which impacted 56 percent
of families. Forty-eight percent of these acquisitions were for infrastructural
development-related projects.
Samruddhi Corridor connects the economic capital (Mumbai) of the
country to the politically significant center (Nagpur) of Maharashtra state.
In Maharashtra, there are five regions, i.e. Vidarbha (Nagpur and Amravati),
Marathwada (Aurangabad), Konkan (Konkan), Khandesh (Nashik), and
Paschim Maharashtra (Pune). According to the Human Development Index
of 2012, Vidarbha region has the lowest level of development as its contribu-
tion to GDP is only 23 percent as compared to Konkan region (28 percent).
Vidarbha region’s backwardness is attributed to social (lower rate of urbaniza-
tion) and economic (lack of employment generation) reasons as well as spatial
negligence.
Samruddhi Corridor passes through 5 drought-prone districts (Amravati,
Buldhana, Nagpur, Wardha, Washim) out of a total of 11 districts of Vidarbha
region. Land has been acquired through direct purchase and not by implement-
ing the Right to Fair Compensation and Transparency for Land Acquisition,
Rehabilitation and Resettlement Act, 2013. Though affected families received
compensation five times their farm valuation yet it is still less than the new
law recommends. Hence, 70 percent of the land acquisition is fraught with
conflicts.
The acquisition affected livelihoods and income generation as the corridor
passes through 70 percent of productive agricultural farm land. The loss of
agricultural produce is more than Rs. 70,000 per hectare. The villages through
which the corridor is passing are deprived of facilities and observe higher con-
centrations of poverty. Ninety percent of the villages have a population of less
than 5,000 whereas 30 percent of the villages are 6 order settlements. Urban
settlements located in Nagpur and Wardha districts and their shadow regions
have observed a smaller poverty rate. The vulnerable population has utilized
x Preface
the compensation for the construction of houses while people of other income
groups utilized the compensation for either purchasing new vehicles or open-
ing up fixed deposit accounts to be later used for education or marriage pur-
poses. The unproductive usage of money has brought them into the grip of
poverty. Affected families do not have the capacity to utilize rehabilitation and
resettlement (R&R) packages. With new economic projects, families have not
been provided employment opportunities. Monitoring how compensation is
used reveals its unproductive usage and issues and flaws in the law’s implemen-
tation. Thus, recommendations are based on the utilization of compensation
and aimed at enhancing the process of land acquisition.
The issues observed are the mixing of different laws and the non-adop-
tion of a uniform law for land acquisition. The compensation awarded to the
affected families was five times less than the compensation to be received as per
LARR, 2013. People’s livelihoods were affected. The unproductive utilization
of the awarded amount emphasizes the need to organize skill-related capacity
building and awareness programs for investment policies. The process of land
acquisition should follow good governance practices. To compensate for the
loss of livelihood, the government should provide employment to one family
member of working age from each affected family. The bank shall mobilize
resources related to hypothecation policies and incentivize the farmers that
produce more agricultural products. This will help to sustain agriculture, and
people will be able to cope with the loss of resources by generating money out
of money.
Vinita Yadav and Rohini Neelkanthrao Kalambe
Acknowledgments

The authors are greatly indebted to the creator, redeemer, and sustainer who
has guided us in our careers. The research was possible due to his guidance
and help. We would like to express gratitude towards our parents, sisters, and
brother whose belief in our hard work and dedication to us is limitless.
Our sincere thanks to Shri Devendra Fadnavis, former Chief Minister of
Maharashtra State, and Shri Nitin ji Gadkari, Highway Minister, who initiated
the project to foster growth in the backward region of Maharashtra. The pro-
ject will impact the entire Vidarbha region. Our heartfelt appreciation also goes
to the officers and co-officers associated with the project. They shared their
stories and lessons regarding the process of land acquisition, affected families,
and political enforcement.
We would also like to thank our survey mates without whose support the
datasheets and authenticity of records would not have been established. We
would also like to thank our extended families who increased our level of con-
fidence and provided moral support.
The authors would like to extend special thanks to Mr. Sanjeev Saxsena,
Sherin and Zeeshan for proof reading a section of the work. Akanksha, Apurv,
Pallavi, Sidhhesh, Dipu, and Sidhwin also provided immense support during
the writing of the book.
The authors would also like to acknowledge Lubna Irfan, Associate
Commissioning Editor, and Shloka Chauhan, Editorial Assistant, from
Routledge India, Taylor & Francis Group, for their constant follow ups from
the beginning till the end of the project.
Last but not the least, we are grateful to the affected families of the villages
where in-depth interviews were conducted.
Vinita Yadav
and
Rohini Neelkanthrao Kalambe
Abbreviations

AF Affected families
ASHA Accredited social health activist
CAGR Compound annual growth rate
CCC Central control center
CFI Compound functional index
DMIC Delhi–Mumbai Industrial Corridor
ETC Electronic toll collection
HA Hectares
HTMS Highway traffic management system
ITS Intelligent transportation systems
JMS Joint measurement survey
KG Kilogram
KM Kilometers
LAA Land Acquisition Act
LARR Land Acquisition, Rehabilitation and Resettlement
MDR Major district road
MGNREGA Mahatma Gandhi National Rural Employment
Guarantee Act
MHAA Maharashtra Highway Amendment Act
MSRDC Maharashtra State Road Development Corporation
MSW Master in Social Work
NAPM National Alliance of People’s Movements
NCR National Capital Region
NGO Non-governmental organization
NHAI National Highway Authority of India
NH National highway
NOC Non-objection certificate
PMAY Pradhan Mantra Aawas Yojana
PPP Public-private partnership
RFI Radio frequency identification
R&R Rehabilitation and resettlement
SDG Sustainable Development Goals
SH State highway
 Abbreviations xiii
SIP Sustainable investment policy
TPA Transfer of Property Act
TRFACTLARR The Right to Fair Compensation and Transparency in
Land Acquisition, Rehabilitation and Resettlement Act
WFPR Workforce participation rate
YEIDA Yamuna Expressway Industrial Development Authority
1 Transport corridor and
its sustainable impact

Background
India has struggled for food, clothing, and shelter from the historic era. From
the Paleolithic (500000 to 10000 BC) to Neolithic (7500 to 3500 BC) era, men
were not engaged in trading and economic contribution. In the mid-Neolithic
era, man became engaged in agriculture. In the bronze and iron eras, mar-
kets and trade had started. In the 21st century, the production of goods and
services along with their export and import through means of transport has
gained importance worldwide. In India, around 10 million people are directly
employed, and about 5 percent of the increase in gross domestic product
(GDP) is due to the transport sector (Querol, 2014).
Trade routes have arisen in the places where production activities and com-
mercial practices take place since ancient history. Occasional commodities such
as salt or spices were only available in certain locations and were the biggest
drivers of trade networks. Spices are mentioned because the need for transpor-
tation has arisen from their export and import. This helped to transform and
promote cultural exchange, religion, and knowledge. For example the Silk
Road, a very ancient route linking the majority of the civilization of Rome
and China. The route has been used to exchange wool, silver, and gold. It also
became a path of knowledge and technology and religion and art. The trading
centers in Uzbekistan, along the route, also became important centers of intel-
lectual exchange.
The marine paths linking east to west were the spice routes. On this route,
goods such as cloves, cinnamon, and nutmeg were shipped to Europe. In the
late 15th century, North Africa and Arabic-speaking countries gained access
to the middle East’s market. The reason was the extreme cost of spices. In
the 15th to 17th centuries, due to new navigation technology and the age
of exploration, the long distance was reduced. To create trade relationships
with Indonesia, China, and Japan, Europeans took to the sea. The trade of
spices from modern-day Indonesia became a source of profit to the Dutch
and English. At that time nutmeg and cloves were only found in areas known
as Moluccas and Spice Island. A new route was identified for incense sticks,
frankincense, and myrrh, which are found only in Yemen and Oman. The raw

DOI: 10.4324/9781003044437-1
2 Transport corridor and sustainable impact
material needed for the production of incense is myrrh which is obtained from
trees with sap and dried in the sun to be used for various religious rites. Camels
were used in 1000 BCE to export and import incense from Arab countries to
the Mediterranean along with all the important trade hubs. Frankincense and
myrrh became important commodities for the Romans, Greeks, and Egyptians.
About 3000 BCE, amber was traded to Egypt, Rome, the Baltics, etc., with
archaeological evidence of amber beads from the Baltics found in Egypt.
Romans are believed to have valued the stones and used them for decorative
and medicinal purposes. They created the amber road linked to the Baltics
and Europe. The Tea Horse Road was the ancient route of 6,000 miles from
India’s Hengduan Mountain, China, and Tibet. The road crosses a number of
rivers which make the route more dangerous. The commodities that passed
through this route were tea from China and horses from Tibet. Traders were
interested in this route for the direct trade of tea and horses.
These routes and commodities have created the significance of that particu-
lar area, and the route became prominent for those commodities. There are
again several routes such as the salt route, trans-Saharan trade route, etc., which
are also ancient routes to carry goods such as preserved foods, antiseptics, min-
erals, gold, clothes, etc. In ancient times, the trade routes became more effec-
tive for the export and import of material as per the purpose and demand of
the region. The delays, cost, and other hurdles to transport the commodities to
destinations were not calculated during the delivery of material. The evolution
from animals to cart to vehicle became important evolutionary factors in trade
history. The new routes and technology are way beyond the imagination and
time plays a significant role to fast track the deliverables. Earlier the commodi-
ties were fewer but in today’s world each and every commodity is taken to
different parts of the world. Efficient, cost-effective roads requiring less travel
time are being constructed in order to help the commodities to reach their
destinations on time.
The earth has significant resources. America is known for coal, timber, cop-
per, gold, etc., and Brazil is the eighth largest oil producer. Russia exports rare
earth minerals, whereas the coal reserves of India are the fourth largest in the
world. Coal based industries contribute 11 percent to India’s GDP (Anthony,
2019). The question arises: Why are we discussing the above characteristics of
other countries? The resources on earth are exported to different parts of the
world through means of travel. It is pertinent to understand how industrial
production and the contribution of resources help to boost the world’s and
nations’ economic development. Trade happens through different modes such
as airways, roadways, railways, and waterways. All the natural and administra-
tive barriers are to be crossed by one specific mode to cross the boundary of
a nation. To achieve an efficient transport system, every nation has its own
collection units, factories, hubs, logistic parks, and ports engaged in export and
import. This helps to maintain the inventory and distribution of material from
all types of travel modes. There are different types of corridors, which serve dif-
ferent purposes, and an economic corridor leads to the prosperity of the region.
 Transport corridor and sustainable impact 3
Characteristics of corridors
Economic corridors connect economic growth rates, along with a specific
geography. They are a connection point in the economic network of nodes or
hubs for the concentration of economic resources and items. They are related
to the awareness of supply and demand in the market. Corridors are not all the
same; they have different properties. These economic corridors are not only
for the transport connections but also for people and goods to move along the
corridor. The integrity is maintained by the economic fabric and actors sur-
rounding it. The analysis of economic benefit is not simply in isolation but also
takes into account the integration of economic networks such as regional and
global value chains and the production by networks. There are key challenges
to designing and implementing the corridor. The corridor helps to bridge the
divided geography, develop regional markets, build flexibility in the face of
interruptions of movement of economic resources, balance the growth and
income distribution, etc. This helps to create inclusive development in the
region. There are three major characteristics, i.e. structural characteristics, net-
work and geographical cohesion characteristics, and accessibility characteristics
of regional corridors (Brunner, 2013).
Structural characteristics include the industrial structure, trade, and export
composition.
Any type of trade requires expert knowledge of export and investment in
fixed cost. Many exporters and traders have knowledge and skills of the new
markets and their features. It is important to understand the essential viable
structure and ecology for successful economic development. It increases the
competition and innovation in the field of study and enhances the rapid growth
of the region. High income group exporters have better experience in tackling
the complexities along the corridor because they have experience in invest-
ing in complex products among exporters. Corridor development will help to
increase the capital and grow the economy.
For example we can take the agricultural production movements. Moving
agricultural produce from one place to another along the global value chain
is different than moving non-perishable goods. The movement of goods is
determined from the labor productivity; however, the ratio of the unit cost of
labor is calculated on a purchasing power parity (PPP) basis. The cost of labor
is defined simply as the output per worker. But in trading, the cost of labor is
dependent upon the quality of the workers’ output and also includes techni-
cal capacity, the product being produced, and exchange rate. Disadvantages of
low capabilities can be income distribution in the region, trade network, and
agglomeration effect. To improve the capacities, monitoring, and evolution of
transport corridors, these aspects have to be examined for inclusive develop-
ment. To enhance the competitiveness in the lagging areas, it is important to
induce structural change by providing or building a physical corridor in the
region.
4 Transport corridor and sustainable impact
Geography and trade networks are two major cohesive aspects that improve
the specific geography of the region. Demand and supply of the market
depend upon and majorly influence the population and its density, occupa-
tion pattern, and in and out migration for economic activities. Hausmann
and Klinger (2006) developed the region according to population and trade
diversification considering the value chain. Pula and Peltonen (2009) identi-
fied the 21 future diversification complexities through technology and input
output relation. The projection of trade and transformation has been ana-
lyzed by inter- and intra-regional trade compositions and economic models
of that region. It is essential for regional economic and trade integration.
Intramodular connectivity established the network and linkage of trade routes
to the outside world. This links the local to the global; hence the transit link
is important to enhance the regional connectivity worldwide.
Trade expansion can be achieved by diversification in export, the expansion
of trade, investment in attractive companies with productive capacities, eco-
nomic growth, and most importantly the eradication of poverty. Land-based
economic corridors need transit agreements between two or more countries,
i.e. countries should export more products in more sectors. If the exported
product is more complex than the global product, we shall have to acquire
production capabilities and increase the capacity by coordinating more input
and service providers. These input or service-based companies shall be required
to gain and maintain the market accessibilities for their growth. The accessibil-
ity also required the market to invest in export capabilities and ecology. This
methodology will also be beneficial to small and medium-sized enterprises to
grow for exports.
In 2020, $300 billion of capital and consumer goods were imported by
India. If the goods are produced in India itself then massive job opportunities
would be created and investments could be made. Here, corridors are play-
ing the role of catalyst because the allocation of resources and infrastructural
spending to get products to specific geographical areas can be achieved by
creating manufacturing clusters and ancillary industries along the industrial
corridor. These corridors are well connected by all means of transport, i.e. air,
water, road, and rail. Industrial corridors can also attract more talent from the
societies and create 100 million targeted jobs (Naval and Kaushik, 2016). In
India, industrial corridors and national investment and manufacturing zones
(NIMZs) are planning to install mega projects and futuristic vehicles of eco-
nomic growth. The installation of these kinds of projects needs a policy frame-
work, visualization, planning, and execution for its success. Lessons should be
learnt from the already installed projects and best reviewed designs to avoid
future losses. While designing competitive strategies or spending programmes,
mind mapping techniques shall be diverted towards structural reforms.
Structural reforms may include the modernization of administrative and pub-
lic policy, business atmosphere, the importance of companies, and innovating
and enhancing energy efficiency. An effective policy framework at all levels
will definitely enhance the functioning of a regional corridor (Kumar, 2014).
 Transport corridor and sustainable impact 5
Corridor development and land acquisition
Initially, industrial corridors were established in Japan and China for the
improvement of supply chains, easy access to markets, lower logistics costs,
etc. (Kumar, 2014). The transport corridors are heavily dependent upon oil
resources, which represent an important source of CO2 emissions. The strate-
gies and roadmap are in the process of aiming at efficiency in the transport
system, economic competitiveness, long-term perspective, and decarbonizing
and greening the transport system (Querol, 2014).
The corridor means facilitating the movement of people and goods between
the regions to accelerate economic development. It helps to sustain the popu-
lation through new opportunities and development along the way. In 2017,
the government established the National Fund for the Development and
Implementation of Industrial Corridors (NICDIT), the highest body under
the administrative supervision of the Department of Industrial Policy and
Promotion (DIPP) for monitoring and coordination, strategic direction of
development, increasing industrialization, and planned urbanization. Corridors
have economic, socio-economic, and environmental significance. Economic
significance is in terms of an avenue for exports, job opportunities, and oppor-
tunities for private-sector investments. The environmental significance is due
to the establishment of economic activities in a scattered manner along the
corridor. It also helps to take advantage of the environment’s additional load-
bearing capacity, which leads to environmental degradation. The socio-eco-
nomic importance is in terms of creating a city, college, or hospital; this will
lead to an increase in human development. The job availability near one’s
residence helps in conserving the family as an institution. While constructing
any type of roadway corridor, there are several key challenges associated with
it. Firstly, land acquisition is required in the area through which it will pass,
cutting across the boundaries of the state. With agricultural land, this process
is slow due to legal obstacles, and the amount of the claim. Secondly, there is
no initiative to increase foreign direct investment (FDI) in order to allow for-
eign players to bring technology to the project. Thirdly, there is the economic
and financial feasibility of attracting investors to create the group’s production
units. Fourthly, there is a massive displacement of people, and the destruction
of fertile agricultural land. Finally, there is fear of widening the gap between
rural and urban areas which can affect human development, economic well-
being, and living standards (Dristias, 2019a,b).
The corridor is closely linked with the land and its components for socio-
economic development. Land is the most important aspect for living beings to
survive and develop. The effect of the purchase of public land for public pro-
ject purposes can lead not only to the movement of people and their land, but
also to traumatic psychological and socio-cultural consequences (Government
of India, 2003). Large-scale economic development and industrialization have
been conceived as vital for the rapid development of any region. This is fol-
lowed by the land acquisition process, a mandatory process for development.
6 Transport corridor and sustainable impact
The term land acquisition refers to the entitlement and transfer of land use or
ownership rights. This transfer of land rights can be achieved by the expro-
priation, dispossession, or displacement of the erstwhile occupying and affected
population (Khan, 2015). India is shifting from limited agricultural production
towards tertiary activities. However, the creation of special economic zones
(SEZs) and other economic incentives were regularly linked to this end result,
increased employment and opportunities for overall development. The consti-
tution of India has given us the right to possess and operate the lands for the
purpose of cultivation, housing, business, etc. (Ghosh, 2016). The situation is
difficult for marginal workers or farmers working on agricultural land as large
numbers of them are associated with the land. They are not the actual owners
of the land. Hence, they do not benefit from negotiation and compensation
in the process of land acquisition. Some of the land acquisition processes have
been omitted for the rapid implementation of the project. Mostly in rural areas,
farmers are not aware of their constitutional rights and the law made for them.
Most of the projects are also linked with political inclinations. Many farmers
protest at not being paid the fair compensation amount that also leads to pro-
tests in India. Later in the book, the process of compensation and how farmers
are using the compensation is explained (Ghosh, 2016). Land is of great social,
economic, environmental, and symbolic significance. At times, buying the land
cause people to fight each other for the same rights (Wehrmann, 2008), and
this is mainly due to the need, and the greed of the people, along with increas-
ing scarcity and rising land values. The Law on Land Acquisition in 1894 was
later amended with the implementation of the Law on Fair Compensation and
Transparency, Land Acquisition, Restoration and Resettlement in 2013. The
acquisition and allocation of the land for leading companies resulted in change
to design in and around the neighborhood and labor productivity. There is a
need to understand the driving forces behind this change, as well as procure-
ment, land disputes, and damage to bridge the gap between land purchase, peo-
ple’s quality of life, and conflict resolution. Social and economic division result
in sustainability. Sustainable wages are a form of development that meet needs,
without compromising the ability of future generations to meet their own
needs (Shah, 2008). Following this definition allows us to achieve economic
advancement, progressive protection of environment policies, and develop-
ment strategies to meet the sustainability goals. This book is focused on land
acquisition for corridor development and answers the question of what are the
factors associated with land acquisition and corridor development?

Corridor development
A ‘corridor’ is defined as products, services, and information moving through
communities to promote economic transformation in the higher productivity
sector (Pelt, 2003). Government, private, and other development institutions
carry out corridor development projects. The aim of developing the corri-
dor is regional integration. This integration increases the growth prospects of
 Transport corridor and sustainable impact 7
middle- and low-income regions. Corridor understanding is characterized by
the presence of economic potential in the area, usually in the form of natu-
ral resources like timber, minerals, agriculture, etc. The corridor can lead to
changes in transport, trade, and commerce, and can impact society and institu-
tions within or between countries. It evolves over time as a result of chang-
ing technology, planning, design, infrastructure, and policy initiatives (Ghani,
Goswami, and Kerr, 2016). Corridor development is linked both with physical
and functional dimensions which are interrelated with infrastructure, services,
and institutions. The corridor includes one or more routes to connect eco-
nomic activities. These activities are connected with the nodes to provide the
services. There are different types of corridors that carry out different activities
such as economic corridors, industrial corridors, domestic trade corridors, etc.
All such corridors have carried out different activities to boost the regional
economy (Kriz, 2003). The competitiveness of sectors with higher productiv-
ity has lead to a decline in agricultural productivity.
Industrial corridor development potentially takes advantage of existing,
inherent, and underutilized economic activities within the region. This helps
to build the relation between sustainable inclusive development and the inter-
dependency of various sectors. According to that effective integration of dif-
ferent sectors, industries and infrastructure can be placed which will result in
overall economic and social development in the region (Kesar, 2009). For
industrial development in the region, world-class competitive infrastructure,
attractive investment, market for export, and export-oriented manufacturing
industries can be the strategies for development. High-speed transport net-
works, ports with cargo handling equipment, modern airports, logistics parks,
real estate, and agro industries are examples of quality infrastructure attached
to an industrial region.

Types and definitions of corridor

Corridors aim to link the productive sector with the unproductive areas for
balanced development. The term corridor is subdivided in many ways, which
get translated into the various types. It is important to understand how different
authors have defined the corridor differently and further use these definitions
in the study. A corridor is defined in terms of development and based on the
stage of evolution. The agricultural growth corridor boosts agrarian develop-
ment and the green corridor supports ease of transportation along existing
domestic trade routes (Table 1.1).

Evolution of corridors
The historic evolution of roads started in India from Chandragupta’s period.
Road development started in the Mughal period. Jayakar committee held
the first road conference to discuss the questions related to road construction
and development in 1930. To promote and encourage the practices of road
8 Transport corridor and sustainable impact

Table 1.1 Type and Definition of Corridor

Type of Corridor Definitions Authors

Corridor The power of any product or service in Pelt 2003, page 6
both the information society and the
society in this institution structure
The multimodal transport network is Michaelson, Toth,
excellent for connectivity to roads and Espiau, 2008, New
railways York
Sectoral policies aimed at promoting CGIAR, 2016
economic transformation towards more
productive economic activities
More jobs and opportunities in the market
of low-income regions
Development All corridors, everything, at any stage of Hope and Cox,
corridor development, which is, from the base December 2015
to the transport path, which is ideally an
economic corridor
Agriculture growth Agricultural development and, in particular, World Economic
corridor the use of infrastructure and market Forum, 2008
relations
Green corridor The focus is not only on the different Kyster, 2011
actors in the corridor, but also on the
relationship between the corridor and
the community
Domestic trade In particular, a route in the national World Bank, 2014
corridor transport network, which is used to
distribute goods across the country and
links to nodes connecting various places
and service areas
Source: Van, 2003, Juliette, Gary, and Renee, 2008, CGIAR, 2016, Hope and John, 2015, Kyster,
2011, World Bank, 2014.

maintenance, the Indian Road Congress was established in 1934. After the
Second World War, rapid growth in road traffic resulted in the deterioration
of roads. Post-Independence, the Chief Engineer and provinces organized a
conference in 1943 known as the Nagpur Plan 1943–1953. The main high-
light of the plan was to give guidance regarding the distance of agricultural and
non-agricultural land from the national highways (NH), national trails, state
highways (SH), and major district roads (MDR). After the Nagpur conference,
the 20-year road development plan (1961–1981) was initiated to increase the
total road length from 656,000 km to 1,000,000 km. The objective of the plan
was to connect the developed, semi-developed, and un-developed areas. To
fulfill this objective, the Bombay Plan and Lucknow Plan were prepared. In
1988, the National Highway Authority of India (NHAI) was established. This
 Transport corridor and sustainable impact 9
resulted in dividing the road projects into different hierarchies in a phase-wise
manner. The upgradation of roads was initiated by the NHAI. In the sixth
phase of this project, NHAI started developing the corridors and expressways
(Chaterjee, 2013).
The concept of expressways and corridors emerged after the 1980s. The
Golden Quadrilateral, ring roads, bypasses, and service roads are the concepts
used for different road projects. These concepts connect backward regions to
developed regions for the faster movement of goods and passengers from one
place to another (Sequiera, 2013).
Planning and implementing corridor development is a complex issue but
it’s necessary for socio-econnomic development so as to facilitate trade, reduce
transportation cost, or force the republic to share the global market (Taylor,
Jane, Man, 2013). Difficulties of mutual understanding arise due to the pres-
ence of different types of development corridors, and no one knows exactly
the difference between each type. Over the centuries, separate routes emerged
from development corridors to connect people to financial centers. All cor-
ridors are designed are designed to increase economic development, however
the Mediterranean corridors (Ministry of Trade, Goods, as well as Industry,
Agriculture, etc.) also contribute to the growth of economic activity.

Process of corridor development

Any project at the initial stages needs legal proceedings to support regional,
national, and international supply (Brunner, 2013). The objectives of the pro-
ject are the safe and secure transfer of material, reliable commuting, and efficient
service that can support the economy. Corridor development is initialized with
the key factors, firstly the identification of stakeholders, secondly, the formula-
tion of visionary goals, thirdly, identification of the purpose of and need for the
corridor, fourthly, cost and comparative analysis, and lastly, the best problem-
solving and technologically sound designs. All of the above parameters are the
best solutions for users, traders, taxpayers, and all associated elements and help to
create the hallmark corridor development in the region. Corridor development
enhances mobility and economic development, reduces congestion, improves
reliability, safety, and security, and minimizes negative impacts on the environ-
ment, communities, and public health to facilitate multimodal integration.
The second stage is planning development and environment. In this stage,
a comparison of alternatives is carried out in order to finalize preferred alter-
natives. The third stage is right of way acquisition, a process carried out with
the help of the Land Acquisition, Rehabilitation and Resettlement Act, 2013
(LARR) and its amendment of 2015. The land acquisition process and conflicts
are further detailed in the second chapter. The fourth stage is construction,
where appropriate design standards are incorporated with the construction plan
of preferred alternatives (Figure 1.1).
Corridors are major routes, which help in reducing the trade and transport
costs of a product during export and import. The implementation of future
10 Transport corridor and sustainable impact

Process of Land Acquisition in Corridor Development

• Identify Stakeholders and Users
Corridor • Goal and Vision of the Corridor
Planning • Purpose and Need with Initial
Cost Analysis
• Criteria to Evaluate and
Compare the Alternatives
Planning
Development • Analysis and Evolution of
and Alternatives
Environment • Comparison between the
Alternatives
• Preferred Alternative

Project for Infrastructure, Housing,

Public Purpose
and Industry

Social Impact Mandatory after every Acquisition

Assessment as per LARR (Second Amendment)
Bill 2015

• Private Projects: 80% Families

Consent from • PPP Projects: 70% Families
Affected • No Consent Required for
Family Government’s Infrastructure Work
Right of Way

Market Value (MV)

Acquisition

Compensation Urban Rural

Metropolitan 1
Areas Market
2
Regional Plan Value 1.5
Urban Areas 2
100% Solatium
• Compensation for livelihood
losses in term of employment
Rehabilitation • Rehabilitation and Resettlement
and Schemes
Resettlement • Annuity not less than 25,000 per
Packages month
• Land Not Used in 5 Years from the
Return of Land Date of Acquisition
to Land owner • Land is Unused for Specified
Purpose: 20% Sharing of Profit to
Landowners
• Apply Appropriate Design
Construction Standards to Develop
Construction Plans for the
Preferred Alternative

Figure 1.1 Process of Corridor Development. Source: Authors Based on Taylor et al., 2013;
Ministry of Law and Justice, 2013.
 Transport corridor and sustainable impact 11
corridor projects need land and this land needs to be acquired under the Land
Acquisition, Rehabilitation and Resettlement Act, 2013. Land is an important
asset for society. Millions of people in India depend on land and its resources.
Land acquisition is a complicated matter for the rural areas as the people’s
socio-economic development is dependent upon the land. People may be dis-
placed due to land acquisition. Compensation in terms of liquidity in exchange
for land changes the quality of life of affected people. The compensation paid
to the farmers is dependent upon many factors such as area, production from
land, assets, etc. Many development projects are incomplete and delayed due
to the lengthy process of land acquisition, associated risks, and uncertainty.
Land acquisition is also a major cause of land conflicts; 60 percent of reported
conflict cases are caused by land acquisition (TISS, 2016).
Agriculture is the mainstay of the state of Maharashtra. Eighty-two percent of
the rural population depends upon agriculture for their livelihood (Government
of Maharashtra, 2017). For the execution of corridor projects, land plays a vital
role. Out of India’s total population, 68 percent of people reside in rural areas
(Census of India, 2011). The rural productive land is used for agriculture and
many lives are dependent on such rural land for their livelihood. Land acquisi-
tion and resource allocation for development purposes majorly affect the well-
being of a part of this rural population. Hence, the rapid growth and demand
for the land make the farmers and landholders unwilling to relinquish their
means of production to capitals (Levien, 2011). It is very difficult to convert
agricultural land into liquidity (Mukhopadhyay, Danda, and Awadhesh, 2015).

Land and its conflicts for development projects

The scarcity of land is increasing with the increase in the population. To cater
to the population and development of the nation, new infrastructure and tech-
nologies are required for implementing the new projects. The land is a pre-
cious and most important element. The land belongs to the people and has
a legal status. As earlier explained in the literature, land can be utilized in
many ways. Land holds social, economic, ecological, and symbolic relevance.
In India, the major conflicts are due to land acquisition for infrastructure devel-
opment projects (Figure 1.2). Infrastructure projects account for almost half of
all land-related conflicts.
The government of India has identified 106 districts affected by land acqui-
sition conflicts. These districts fall in ten affected states of Andhra Pradesh,
Telangana, Bihar, Chhattisgarh, Jharkhand, Madhya Pradesh, Uttar Pradesh,
Maharashtra, Odisha, and West Bengal. Out of all total land conflicts, 74
percent occurred in these states, affecting more than 1,000,000 people and
490,000 hectares of land (Figure 1.3). The western region of India constitutes
the Rajasthan, Gujarat, Maharashtra, and Goa. This region has 70 percent of
land acquisition conflicts due to infrastructure and road projects. These con-
flicts directly impacted society due to increases in poverty, and lack of aware-
ness and facilities.
12 Transport corridor and sustainable impact

Land Acquisi°on Conficts in India

10%

15%
48%
8%

19%
n = 1269 Conficts

Land use Power

Protected area Mining/ industries
Infrastructure

Land Acquisition Conflicts in Maharashtra

3%
7%
10%

10%

70%
n = 24 Conficts

Land use Power

Protected area Mining/ industries
Infrastructure

Figure 1.2 Land Acquisition Conflicts (in %), 2016. Source: Authors Based on the Data in
Tata Institute of Social Science, 2016.

These conflicts are nowadays increasing with the increase in technology and
complications in the process of land development and management. People are
not aware of their rights and legal laws for their rights. Government institutions
should make landowners and people who work the land aware about the pro-
cess of land development and their rights when giving their land for public use.
Since Vinoba Bhave’s historic movement of Bhoodan on the redistribu-
tion of land in 1951, the fight for land continues. Authors such as Hanstand
(2005), Wehrmann (2008), Singh and Nair (2015), Mahalingam (2011),
Mukhopadhyay, Danda and Awadhesh (2015), Tyagi (2016), etc., and insti-
tutes such as the UN’s research, World Development Bank (2007), German
Agency for Technical Cooperation (GTZ), and Centre for Policy Research
(CPR) (2016) have written about different lacunas of land management and
land acquisition conflicts internationally as well as in India. India is facing
Figure 1.3 Land and Land Acquisition Conflicts in Maharashtra, 2016. Source: Authors Based on Data in the Report by Tata Institute of Social Science,
Transport corridor and sustainable impact

2016.
13
14 Transport corridor and sustainable impact
major conflicts over land due to infrastructure-related projects, which it is
developing to facilitate faster growth and economic development. A total of
3.3 million of the population is affected by major conflicts of land acquisition.
Out of 3.3 million, 56 percent of the people are facing conflict due to land
acquisition as per a CPR report in Maharashtra (Figure 1.4). The percentage of
the affected families is increasing with the increase in conflicts related to land
acquisition. Recently, more than 50,000 farmers protested in Maharashtra for
their compensation rights. They marched from Nashik to Mumbai to give rep-
resentation regarding their compensation rights for land to the chief minister
of Maharashtra (ToI, 2018). There was Zameen Samadhi Satyagarh in Rajasthan
(Hindu 10 October 2017), corridor development projects such as the Delhi–
Mumbai Industrial Corridor (DMIC), Golden Quadrilateral, and Delhi–Jaipur
etc. The farmers have protested for the awarded compensation related to land.
There are farmers who have committed suicide as people are frustrated with
the legal process of land procurement and compensation awarded for land
acquisition. For example, Dharma Patil in Maharashtra who committed sui-
cide in secretariat Mumbai for compensation (ToI, 30 January 2018). The
institution is not addressing the questions from the people and such cases are
increasing.
In this scenario, the Ministry of Road Transport and Highways initiated
the Bharatmala project in 2015. The project aims at bringing the optimum
efficiency of goods and people’s movement across the country. They decided
to construct 50 new national corridors connecting 550 districts with the devel-
opment of 24,800 km in phase I through national highway linkage. This will
generate a large amount of direct and indirect employment in the sector of
infrastructure and construction. This will enhance economic activity resulting
in better quality roads for connectivity. Efficiencies are improved through the
development of multimodal infrastructure and parks. The north east region
lacks good connectivity, so the focus is more on the region so that it can
improve and leverage the benefits from other inland countries by means of

14%
9%
2%
56% 19%

n = 3.2 million popula˜on

Land use Power
Protected area Mining/ industries
Infrastructure

Figure 1.4 Persons Affected by Development Projects, 2016. Source: Authors Based on the
Report by Tata Institute of Social Science, 2016.
 Transport corridor and sustainable impact 15
waterways. A dedicated team has been deployed to expedite project delivery
of the first phase by 2022.
Such big projects are incomplete without a public hearing and land acqui-
sition. The understanding is lacking about the pros and cons of the land
acquisition process. This will reduce land conflicts due to good governance,
application, and digitization. The people in rural areas are attached to the land,
as their livelihood is dependent upon the land. They are emotionally and men-
tally attached to the land. There are so many questions related to the land
acquisition process and awarded compensation to farmers, which need to be
addressed. The lives of the landless and poor are completely changed through
land acquisition and compensation. Is the liquidity in terms of land justified if it
uplifts the social life of people? Is the government giving them a bribe to make
them feel relaxed for a while?
Studies related to the utilization of compensation and how the compensa-
tion helps people to overcome their losses have been carried out. Social impact
assessment happens in the project but utilization and monitoring of the com-
pensation require an intensive study. This is to help the people to plan and
utilize their compensation in an appropriate manner to uplift their life and
livelihood.

Need and necessity of corridors: Economic and social fragmentation

After the Second World War, regional development became a serious problem,
and economic and social aspects are important aspects for solving the problem
of regional development (Keser, 2015). In both developed and developing
countries, each of us utilizes our resources and means in the most efficient and
effective way to exercise our economic and socio-cultural potential. This lead
to the emergence of inter-regional development and, consequently, an imbal-
ance between regions. The transport corridor in the region creates a major
impact as it improves efficiency in the logistic process and generates economic
development in the region. A transport corridor is a tool to balance sustainable
economic development and in turn, human well-being. The impact of a cor-
ridor on social and economic aspects has been linked with the national output,
employment, and income. Micro- and macro-level development is evaluated
using various parameters, according to progressive steps. The macro level is
related to national production, employment, and income, and the micro level
is related to producers, consumers, and human well-being, including poverty
reduction, job creation, and lower access points, as well as the higher price of
materials (Quium, 2019).
To increase industrial production through the corridor, industrial com-
petitiveness needs to be raised. The government plays an important role by
implementing suitable policies. In India, a model is adopted where export
and import facilities with privileges of industrial units are provided. It helped
to set up the new special export processing zones (EPZs) after the Special
Economic Zone (SEZ) Act, 2005, was passed by the Indian parliament in
16 Transport corridor and sustainable impact
May 2005. Such SEZs were not well connected to roads, corridors, or rail-
ways. In India, the consistently low growth rate of the manufacturing sector
is attributed to the sluggish growth in investment, low margins in corpo-
rate sectors, fragile global economy, inadequate infrastructure, slow project
implementation, and less skilled manpower. Considering these aspects, the
government of India has launched three key initiatives, i.e. the setting up of
the DMIC, foreign direct investment (FDI) policy initiatives, and the setting
up of an e-biz project to increase the ease of doing business. The aim is to
increase the GDP contribution of the manufacturing sector from 16 percent
to 25 percent within the decade (Drishti IAS, 2019a & b). When it comes to
intra-regional development and disparities, the uneven distribution of trans-
port infrastructure plays a major role. The mode of transport helps to provide
raw materials and intermediate goods to the place of production and the final
product to the market (Keser, 2015).

Economic and social fragmentation

Economic development is uneven across countries. Location remains impor-
tant in all stages of development for the people and the production of com-
modities. A territory with fertile agricultural land and water might work as
an agricultural growth pole. These economic potential regions have higher
profitability and attract a market, which is known as the home market effect
(Nogales, 2014). Competitiveness in the product space is impacted to a sig-
nificant extent by labor productivity. Trade network and agglomeration
effects could be disadvantages for low-capability areas leading to regional dis-
parities. Interconnectivity in transport networks and technologies increases
inter-modal connectivity (ADB, 2013). The economic impact of corridor
development is grouped into three major effects, i.e. direct, indirect, and
relative effect. Direct effect can be achieved through the creation of employ-
ment, easy access to larger markets, increase in market share, and time and
cost savings. Indirect effect can be achieved by the multiplier effect of trans-
port activities (Keser, 2015).
Economic reforms are linked with the infrastructure boost. Over the last
two decades, India has had ample avenues for investment and growth. This
helps to increase the opportunities and determine the quality of life of indi-
viduals and societies. A distinct growth model has seen the economy of the ser-
vice sector transformed. From the 1990s, liberalization and reforms have been
observed in the Indian economy due to which moderation and major devel-
opment occurred in infrastructure. A significant shift was seen in the service
sector as its contribution to India’s GDP rose from 42.5 percent in 1990–1991
to 60 percent in 2013–2014. During this era, the service sector grew at a com-
pound annual growth rate of 8.1 percent as compared to 6.5 percent of overall
growth. The economic growth has increased due to two factors, i.e. exponen-
tial technological advances and rise in per capita income. This resulted into
higher demand for services in the country. If we compare India with China
 Transport corridor and sustainable impact 17
considering similar demographic profiles, China contributes 34 percent to the
global GDP and accounts for almost 13.7 percent of the world’s manufacturing
sector. If we compare India to the world, we contributed 14 percent in man-
ufacturing exports in 2000–2009 whereas China has tripled its contribution
from 3.2 percent (Singla, 2015). This is the reason for the launch of the Make
in India 2014 campaign for providing a conducive business environment. The
aim is the ease of doing business, facilitating investment, fostering innovation,
strengthening of the Indian Intellectual Property Right (IPR) regime, labor,
land, and taxation reforms.
Investment in transport infrastructure tends to have both a temporary and
permanent impact on the economy. During the construction phase, a major
temporary effect is employment and income depending upon the demand.
This is majorly affected by input and output. The point is, how can you tell
what the financial infrastructure is? Higher taxes or higher interest rates caused
by government borrowing in the capital market have a negative impact on
consumer spending. The latter goes against the demands and impact of gov-
ernment spending. Infrastructure is a very small part of the national economy.
Other operations and services are ongoing. Investment in transport infrastruc-
ture is a change in the generalized cost of transport over short distances and at
high speed, which leads to a reduction in fuel, capital, and labor costs. Travel
expenses are reduced together with changing transport flows of companies,
which leads to productivity and an increase in the market, which will lead to
GDP growth. The infrastructure investment affects employment as it has a
relation with labor, private capital, and infrastructure (Rienstra et al., 1998).
Many transport corridors require land acquisition for infrastructure and eco-
nomic development leading to the displacement of people. There are two types
of bias: Direct and indirect. A direct consequence is the actual displacement of
people from their jobs, and indirect, as a result of the loss of financial support.
Social behaviours and changes to a person’s nature can be caused by poverty
and refugees. This shift has placed a burden on the socially and economically
disadvantaged rural segments of Indian society. While the shift is technical and
political, it also reflects economic, social and political power and its impact on
weaker sections of society (Panigrahi, 2018). The displacement leads to the
geographical shifting of households, and preserved or increased economic and
racial segregation throughout an area.
All types of corridors specifically take a broad role in shaping the urban and
rural areas by creating nodes. These nodes are the bodies which create the
economic functionalities of the region. A node has education, industries, and
townships to generate employment and produce a global market for the local
products. As economic parameters were extended, regional growth nodes were
created. These regional growth centers lead to an increase in social life. In rural
areas, adaptability along with good facilities for education and health and other
infrastructure help people to increase their social status. The effectiveness of
economic and social change makes the person more confident and educated
about the facts and realities of the world especially in backward areas. There
18 Transport corridor and sustainable impact
are positive aspects of developing the corridor in rural areas, for example the
land acquired becomes more productive and generates income for the local
authorities. The construction of transport corridors from urban to rural areas
has increased the GDP, but in return farmers and marginal farmers are not get-
ting their full rights through the law. Many issues exist for land acquisition, as
farmers are not getting full compensation for their productive land. There are
too many political causes surrounding the concept of corridor development
due to which farmers and the poor of that region need to pay. This unnatural
and unavoidable truth of the country makes the deprived poorer.
Many of the villages do not have in-depth awareness and knowledge
about the project. They are also not aware of the amount of compensation
received or where and in which bank it has been deposited or how much
of the amount is meant for liquidity, asset or land. Good governance and
technologies have enhanced the transparent and responsive process of land
acquisition during all projects. The Acts have changed over a period of time,
and digitalization of the process is making the system much more efficient
and effective.

Regional development and theories related to corridors

Regional development, as well as certain economic, social, and demographic
indicators, are necessary in order to reach a fairly advanced stage for improving
the quality of life in the region (Keser, 2015). The process of regional devel-
opment shows that the region in which products are produced can develop
independently, and the EU is involved in this process. Corridors pass through
multiple jurisdictions, which leads to difficulties in planning and developing
them. However, corridor development in the region helps to improve the
integration challenges. Regions consist of both urban and rural areas. Providing
logistics, production, and manufacturing hubs develops such regions. The
development of regional markets for promoting balanced growth and income
distribution is the regional development parameter used for corridor develop-
ment (Campbell, Hauptfleisch, and Marx, 2009).
Economic development is the main goal of the country. It is the eco-
nomic and socio-cultural structural changes that demand higher production
and increase in per capita income in developing countries. Countries using 53
locally available resources are the most efficient in achieving economic devel-
opment objectives. To reduce inter-regional disparities, policies shall be framed
to bring developing regions closer to developed regions. A transport corridor is
defined as a route where transport activities are carried out and said activities are
transport oriented. To strengthen the transport corridor policy elements such
as transport infrastructure, investment in foreign companies, and employment
generation by providing logistics are important for today. Regional develop-
ment can also be achieved by inclusive development in terms of demography,
sociological aspects, and economic development along with the quality of life
of the people living in the region. It can be said that the increase in income
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