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TABLE OF CONTENTS
1
Perspective Plan – contents and preparation process ……………………………………………………………….1
1.1 Introduction……………………………………………………………………………………………………………………………. 1
1.2 Provision of APMR&UDA Act…………………………………………………………………………………………………….. 1
1.3 Role and purpose of Perspective Plan ………………………………………………………………………………………… 1
1.4 Plan preparation process………………………………………………………………………………………………………….. 1
1.5 Structure of Perspective Plan…………………………………………………………………………………………………….. 2
2
VMR – Regional Context ……………………………………………………………………………………………………….4
2.1 Position of VMR in the State……………………………………………………………………………………………………… 4
2.2 Transport connectivity……………………………………………………………………………………………………………… 4
2.3 Role of VMR in State’s Vision on Decentralised Development ……………………………………………………….. 5
2.4 Key national projects (VCIC, Sagarmala, VKPCPIR, Bharamala)……………………………………………………… 6
2.5 Key challenges and opportunities…………………………………………………………………………………………….. 17
3
Economy ………………………………………………………………………………………………………………………….19
3.1 Economic development trends (GDP, GVA etc) ………………………………………………………………………….. 19
3.2 District level variations (GDP, GVA etc)…………………………………………………………………………………….. 19
3.3 Key economic base in VMR……………………………………………………………………………………………………… 20
3.4 Conclusion ……………………………………………………………………………………………………………………………. 26
4
Demography and Settlement Pattern……………………………………………………………………………………27
4.1 Population growth trends……………………………………………………………………………………………………….. 27
4.2 Population distribution and density …………………………………………………………………………………………. 27
4.3 Migration……………………………………………………………………………………………………………………………… 27
4.4 Literacy levels……………………………………………………………………………………………………………………….. 28
4.5 Occupational structure…………………………………………………………………………………………………………… 28
4.6 Key challenges………………………………………………………………………………………………………………………. 28
4.7 Conclusion ……………………………………………………………………………………………………………………………. 28
5
Housing and land market ……………………………………………………………………………………………………29
5.1 Housing trends and demand …………………………………………………………………………………………………… 29
5.2 Growth directions………………………………………………………………………………………………………………….. 30
5.3 Key challenges………………………………………………………………………………………………………………………. 32
5.4 Conclusion ……………………………………………………………………………………………………………………………. 33
6
Environment and climate change …………………………………………………………………………………………34
6.1 Physiography ………………………………………………………………………………………………………………………… 34
6.2 Water resources ……………………………………………………………………………………………………………………. 35
6.3 Coastal environment ……………………………………………………………………………………………………………… 36
6.4 Natural disasters …………………………………………………………………………………………………………………… 41
6.5 Key environmental designations ……………………………………………………………………………………………… 41Page | iii
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6.6 Key challenges………………………………………………………………………………………………………………..
…….. 41
6.7 Conclusion ……………………………………………………………………………………………………………………………. 42
7
Heritage and Tourism…………………………………………………………………………………………………………43
7.1 Heritage……………………………………………………………………………………………………………………………….. 43
7.2 Tourism assets………………………………………………………………………………………………………………………. 44
7.3 Key challenges………………………………………………………………………………………………………………………. 48
7.4 Conclusion ……………………………………………………………………………………………………………………………. 48
8
Transportation ………………………………………………………………………………………………………………….49
8.1 Strategic location and transport connectivity ……………………………………………………………………………. 49
8.2 Regional road transport network …………………………………………………………………………………………….. 49
8.3 Public transportation system…………………………………………………………………………………………………… 51
8.4 Rail Transportation System …………………………………………………………………………………………………….. 52
8.5 Ports ……………………………………………………………………………………………………………………………………. 53
8.6 Airports………………………………………………………………………………………………………………………………… 56
8.7 Logistic Hubs…………………………………………………………………………………………………………………………. 57
8.8 Key challenges………………………………………………………………………………………………………………………. 60
8.9 Conclusion ……………………………………………………………………………………………………………………………. 61
9
Key Utilities and Social Infrastructure …………………………………………………………………………………..62
9.1 Water supply ………………………………………………………………………………………………………………………… 62
9.2 Waste water…………………………………………………………………………………………………………………………. 69
9.3 Solid Waste…………………………………………………………………………………………………………………………… 72
9.4 Power supply ………………………………………………………………………………………………………………………… 74
9.5 Educational facilities ……………………………………………………………………………………………………………… 76
9.6 Health facilities……………………………………………………………………………………………………………………… 77
9.7 Others………………………………………………………………………………………………………………………………….. 78
Socio Cultural Facilities……………………………………………………………………………………………………………… 78
Distribution Services…………………………………………………………………………………………………………………. 78
9.8 Conclusion ……………………………………………………………………………………………………………………………. 79
10
Key Strategic Spatial Development Challenges and Opportunities…………………………………………….80
10.1 Key Challenges:……………………………………………………………………………………………………………………… 80
10.2 Key Opportunities………………………………………………………………………………………………………………….. 82
10.2.1 Connectivity and Logistics……………………………………………………………………………………………………. 82
10.2.2 Land Availability …………………………………………………………………………………………………………………. 82
10.2.3 Tourism……………………………………………………………………………………………………………………………… 82
11
Benchmarking of similar Metropolis …………………………………………………………………………………….83
11.1 Mumbai ……………………………………………………………………………………………………………………………….. 83
11.2 Chennai………………………………………………………………………………………………………………………………… 84
11.3 Barcelona……………………………………………………………………………………………………………………………… 85
11.4 Brasilia…………………………………………………………………………………………………………………………………. 87Page | iv
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11.5 Rotterdam maritime cluster…………………………………………………………………………………………………….
89
12
Stakeholders Engagement and Outcome……………………………………………………………………………….92
12.1 Consultation Methodology……………………………………………………………………………………………………… 92
12.2 Outcomes of consultation ………………………………………………………………………………………………………. 92
12.2.1 Strategic Spatial Development……………………………………………………………………………………………… 92
12.2.2 Strategic Economic Development………………………………………………………………………………………….. 94
12.2.3 Managing Environment and Heritage……………………………………………………………………………………. 95
12.2.4 Transportation System ………………………………………………………………………………………………………… 97
12.2.5 Infrastructure System………………………………………………………………………………………………………….. 98
13
Vision and Sustainability framework, 2051 ……………………………………………………………………………99
13.1 Regional Vision ……………………………………………………………………………………………………………………… 99
13.1.1 Key Issues ………………………………………………………………………………………………………………………….. 99
13.1.2 Key Aspiration of Stakeholders……………………………………………………………………………………………. 100
13.1.3 Vision for 2051 …………………………………………………………………………………………………………………. 100
13.2 Strategic sustainability goals…………………………………………………………………………………………………. 100
13.2.1 Connected and a Global City ………………………………………………………………………………………………. 102
13.3 Protecting natural footprint of the region……………………………………………………………………………….. 103
13.4 Resilient city region ……………………………………………………………………………………………………………… 103
13.5 Integrated urban and regional structure…………………………………………………………………………………. 103
13.6 Population, 2051 …………………………………………………………………………………………………………………. 103
13.7 Employment, 2051 ………………………………………………………………………………………………………………. 104
14
Alternative Spatial Strategies, 2051 ……………………………………………………………………………………105
14.1 Key assumptions………………………………………………………………………………………………………………….. 105
14.2 Alternative 1: Compact Metropolis ………………………………………………………………………………………… 112
14.3 Alternative 2: Cohesive Metropolis…………………………………………………………………………………………. 119
14.4 Alternative 3: Decentralised Metropolis………………………………………………………………………………….. 125
14.5 Evaluation of Alternative spatial strategies …………………………………………………………………………….. 131
14.6 Preferred Strategy: VMRDA region ………………………………………………………………………………………… 134
15
Strategic Economic Development, 2051 ………………………………………………………………………………144
15.1 Strategic economic development/diversification objectives………………………………………………………. 144
15.2 Key drivers of economy…………………………………………………………………………………………………………. 144
15.3 Focus of economic sub-sectors………………………………………………………………………………………………. 145
15.4 Key employment areas…………………………………………………………………………………………………………. 146
16
Strategic Spatial Development, 2051…………………………………………………………………………………..147
16.1 Strategic urban and rural development objectives …………………………………………………………………… 147
16.2 Overall focus of development………………………………………………………………………………………………… 147
16.3 Settlement Hierarchy and role of key settlements ……………………………………………………………………. 147
16.4 Employment areas……………………………………………………………………………………………………………….. 149
16.5 Density of development………………………………………………………………………………………………………… 149Page | v
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16.6 Urban form and New urban expansion areas …………………………………………………………………………..
149
16.7 Transit oriented development (TOD)………………………………………………………………………………………. 150
16.8 Developing smart, liveable, inclusive and sustainable communities……………………………………………. 151
16.9 Rural development ………………………………………………………………………………………………………………. 151
17
Managing Environment and Response to Climate change, 2051 ……………………………………………..154
17.1 Strategic objectives ……………………………………………………………………………………………………………… 154
17.2 Framework for environmental management of key sensitive designations………………………………….. 154
17.3 Coastal zone management strategies…………………………………………………………………………………….. 156
17.4 Strategies for agriculture protection ………………………………………………………………………………………. 157
17.5 Strategies for management of heritage conservation areas………………………………………………………. 158
17.6 Strategies of protection of water resources…………………………………………………………………………….. 160
17.7 Disaster management strategy ……………………………………………………………………………………………… 161
17.8 Strategies to Protect Ecologically Sensitive Areas…………………………………………………………………….. 162
18
Strategic Transportation system, 2051 ………………………………………………………………………………..165
18.1 Strategic Transportation and Mobility objectives …………………………………………………………………….. 165
18.2 Strategic Regional Road network …………………………………………………………………………………………… 165
18.3 Enhanced Public transportation system ………………………………………………………………………………….. 167
18.4 transit oriented DEVELOMENT CORRIDOR ………………………………………………………………………………. 175
18.5 Inter-city rail network with major railway stations…………………………………………………………………… 175
18.6 Major truck terminals/ logistic parks ……………………………………………………………………………………… 176
18.7 Inter City Bus Terminals/ Inter State Bus Terminals………………………………………………………………….. 177
18.8 . Passenger Railway Stations…………………………………………………………………………………………………. 180
18.9 Road Connectivity between major settlements………………………………………………………………………… 180
19
Strategic Infrastructure system, 2051………………………………………………………………………………….181
19.1 Water supply ………………………………………………………………………………………………………………………. 181
19.2 Waste water……………………………………………………………………………………………………………………….. 184
19.3 SWM………………………………………………………………………………………………………………………………….. 186
19.3.1 Waste to Energy Potential in VMR………………………………………………………………………………………. 188
19.4 Power ………………………………………………………………………………………………………………………………… 189
20
Way forward …………………………………………………………………………………………………………………..192
20.1 Action plans………………………………………………………………………………………………………………………… 192
20.2 Way forward……………………………………………………………………………………………………………………….. 195Page | vi
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List of Tables
Table 2-1: Industrial Projects at VCIC Nodes (as per various industrial / sectorial policies) influencing VMRDA
region………………………………………………………………………………………………………………………………………………..11
Table 2-2: Projects identified by various departments for industrial development ……………………………………..11
Table 2-3: Target industries and estimated employment (average output) in Vizag Node ……………………………12
Table 3-1: Visakhapatnam Port Trust facilities………………………………………………………………………………………..22
Table 3-2: Principal commodity wise cargo Traffic handled at Visakhapatnam Port (in lakh tonnes) ……………..22
Table 3-3: Exports and Imports Cargo traffic handled by Gangavaram Port………………………………………………..24
Table 6-1: Outfall locations in the CRZ of the VMRDA region ……………………………………………………………………38
Table 7-1: Tourist footfall in VMR district……………………………………………………………………………………………….48
Table 8-1: Existing Sidings in Waltair Division …………………………………………………………………………………………53
Table 8-2: Visakhapatnam Port Trust facilities………………………………………………………………………………………..54
Table 8-3: Principal commodity wise cargo Traffic handled at Visakhapatnam Port (in lakh tonnes) ……………..54
Table 8-4: Exports and Imports Cargo traffic handled by Gangavaram Port………………………………………………..55
Table 8-5: Broad Land Use Break-Up of Truck Terminal – URDPFI Guidelines……………………………………………..58
Table 8-6: Integrated Freight Complex – Space Norms – URDPFI Guidelines……………………………………………….60
Table 8-7: Integrated Freight Complex – Space Norms – URDPFI Guidelines……………………………………………….60
Table 9-1: Rainfall Data for VMRDA Region for last 13 years…………………………………………………………………….62
Table 9-2: District wise list of Water Bodies……………………………………………………………………………………………62
Table 9-3: Concentration of Chemical Parameter ……………………………………………………………………………………64
Table 9-4: Mandals in each district falling in safe and other categories ……………………………………………………..64
Table 9-5: Water sources of Urban Local Bodies of VMRDA ……………………………………………………………………..65
Table 9-6: Summary of water supply in Urban Local Bodies……………………………………………………………………..66
Table 9-7: Coverage of villages in VMRDA region under different type of Water Supply Schemes…………………68
Table 9-8: Present Status summary for Sewerage & Sanitation System in VMRDA………………………………………71
Table 9-9: Existing scenario of Solid Waste Management in urban areas……………………………………………………72
Table 9-10: Present agencies for Treatment of Bio Medical Waste ……………………………………………………………73
Table 9-11: Existing Power net-work in VMR ………………………………………………………………………………………….74
Table 9-12: No. of Sub-stations in APEPDCL Network ………………………………………………………………………………74
Table 9-13 Need Assessment for school facilities in Urban VMRDA …………………………………………………………..76
Table 9-14 Higher order Educational Facilities………………………………………………………………………………………..77
Table 9-15 Health Facilities in ULBs……………………………………………………………………………………………………….77
Table 11-1: Brasilia – Key Facts……………………………………………………………………………………………………………..87
Table 14-1: Multi-Criteria Assessment Framework ………………………………………………………………………………..131
Table 14-2: Summary of Comparative Ranking for Three Alternative Spatial Strategies……………………………..133
Table 17-1: Vegetation cover in the forest of VMRDA region by circles ……………………………………………………163
Table 18-1: Phase-wise development plan of Visakhapatnam Metro Alignments………………………………………168
Table 18-2: Proposed Major Truck Terminals and Land requirements for 2050…………………………………………176
Table 18-3: Proposed Minor Truck Terminals ……………………………………………………………………………………….176
Table 18-4: Route wise projected Bus trips for 2051 ……………………………………………………………………………..177
Table 18-5: Route wise projected Passenger trips for 2051…………………………………………………………………….178
Table 19-1: Norms for Domestic Water Supply (Urban Population) …………………………………………………………181
Table 19-2: Gross Water Demand for VMR area, 2051 …………………………………………………………………………..183
Table19-3: Required capacity of STPs/ CETPs and TTPs ………………………………………………………………………….185
Table 19-4: Solid Waste Generated and its Physical Composition in VMR area………………………………………….186
Table 19-5: Energy potential from Waste to Energy Plant in VMR……………………………………………………………188
Table 19-6: Energy demand forecast for VMR, 2051………………………………………………………………………………189
Table 19-7: Transmission and Distribution Losses………………………………………………………………………………….190Page | vii
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List of Figures
Figure 1-1: Detailed tasks of Perspective Plan…………………………………………………………………………………………..2
Figure 1-2: Structure for outputs of Perspective Plan ………………………………………………………………………………..2
Figure 2-1: Urban Development Authorities of Andhra Pradesh …………………………………………………………………4
Figure 2-2: Transport connectivity to VMRDA region…………………………………………………………………………………5
Figure 2-3: Delineation of the VCIC region ……………………………………………………………………………………………….6
Figure 2-4: Industrial output in Business as usual and Business induced scenarios………………………………………..7
Figure 2-5: Investment in priority sectors in the corridor (2005-15)…………………………………………………………….8
Figure 2-6: Contribution to Corridor’s manufacturing Gross Value Addition…………………………………………………8
Figure 2-7 VCIC Nodes with priority industries (2045 projection)………………………………………………………………..9
Figure 2-8 Present spread of industries in the Visakhapatnam Node …………………………………………………………..9
Figure 2-9: Manufacturing sector’s contribution to GSDP by District. ………………………………………………………..10
Figure 2-10: Contribution to State’s manufacturing output and employment by district ……………………………..10
Figure 2-11: Sagar Mala Project Network Map ……………………………………………………………………………………….14
Figure 2-12: Proposed coastal economic zones under Sagar Mala Proposed ………………………………………………15
Figure 2-13: Framework for identification of potential industry mix for the area ………………………………………..18
Figure 3-1: VMRDA Region by districts…………………………………………………………………………………………………..20
Figure 3-2: Local markets and facilities provided to fishermen community ………………………………………………..21
Figure 3-3: Commodity wise cargo Traffic handled at Visakhapatnam Port ………………………………………………..23
Figure 4-1: Population growth in VMRDA ………………………………………………………………………………………………27
Figure 5-1: Growth trend of layouts in VMR …………………………………………………………………………………………..32
Figure 6-1: Altitude map of VMRDA region w.r.t Mean Sea Level (MSL) …………………………………………………….34
Figure 6-2: Rivers and water bodies in VMRDA region……………………………………………………………………………..35
Figure 6-3: Erosion & Accretion along the coastal region of VMRDA region ……………………………………………….38
Figure 6-4: Storm surge inundation in VMRDA region in case of super cyclone of 235 kmph speed ………………39
Figure 6-5: Probable flood inundation area for river at peak discharges in VMRDA region …………………………..40
Figure 7-1: Location of major heritage towns in the Region ……………………………………………………………………..43
Figure 7-2: Listing of Heritage sites ………………………………………………………………………………………………………44
Figure 8-1: Transport Connectivity of the VMRDA Region ………………………………………………………………………..49
Figure 8-2: National highway traversing through VMRDA Region ……………………………………………………………..50
Figure 8-3: State highway traversing through VMRDA Region…………………………………………………………………..50
Figure 8-4: Existing Bus Rapid Transport System in VMRDA region ……………………………………………………………51
Figure 8-5: Proposed Visakhapatnam Metro Alignments………………………………………………………………………….52
Figure 8-6:Railway Network in VMRDA region………………………………………………………………………………………..53
Figure 8-7: Principal commodity wise cargo traffic handled at Visakhapatnam Port ……………………………………55
Figure 8-8: Visakhapatnam Airport and Proposed Bhogapuram Airport in VMRDA Region …………………………..57
Figure 9-1: Major Rivers / Water bodies in VMRDA Region ………………………………………………………………………63
Figure 9-2: Percentage of villages covered under different water schemes in VMRDA region ………………………68
Figure 9-3: Coverage of water supply in rural areas of VMRDA …………………………………………………………………69
Figure 9-4: Locations of Sewage Treatment Plants in GVMC …………………………………………………………………….70
Figure 9-5: Pictures of STPs in GVMC …………………………………………………………………………………………………….71
Figure 9-6:Grid Map of VMR districts…………………………………………………………………………………………………….75
Figure 9-7: Location Map of APGENCO generating stations………………………………………………………………………75
Figure 9-8: Health facilities in VMR ……………………………………………………………………………………………………….77
Figure 9-9: Fuel Distribution Services in VMR …………………………………………………………………………………………79
Figure 9-10: Miscellaneous Facilities in VMR …………………………………………………………………………………………79
Figure 10-1: Settlement spread of Visakhapatnam………………………………………………………………………………….81
Figure 10-2: Potential agriculture land, 2018 ………………………………………………………………………………………….81Page | viii
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Figure -11-1 Mumbai Metropolitan region map ……………………………………………………………………………………
..83
Figure -11-2Chennai Metropolitan region map……………………………………………………………………………………….84
Figure 11-3: Barcelona Metropolitan Region ………………………………………………………………………………………….85
Figure 11-4: General Plan for Barcelona Metropolitan Area……………………………………………………………………..86
Figure 11-5: Location map of Brasilia …………………………………………………………………………………………………….87
Figure 11-6: Brasilia City Urban Structure ………………………………………………………………………………………………87
Figure 11-7: Brasilia Plan ……………………………………………………………………………………………………………………..88
Figure 11-8: Rotterdam location map ……………………………………………………………………………………………………90
Figure 12-1 Preferred Growth Directions for Vizianagaram and Visakhapatnam …………………………………………93
Figure 12-2: Requirements of rural community ………………………………………………………………………………………94
Figure 12-3: Preferred transportation system…………………………………………………………………………………………97
Figure 13-1: Strategic Goals to Strategic Focus Areas…………………………………………………………………………….101
Figure 14-1: A comprehensive economic development agenda and protecting natural areas and agriculture
lands emerged as key aspects from the state vision and stakeholders’ consultations. ……………………………….106
Figure 14-2: Urban transport improvement agenda largely focused on improving roads and transport
connectivity and was unifying aspect across the consultations at all levels. Representation from smaller
cities/towns from VMR put emphasis on balanced VMR development with economic themes based existing
and new satellite cities/towns development. ……………………………………………………………………………………….107
Figure 14-3: Potential urban growth directions as suggesting by the stakeholders and idea of clean, green, and
smart city appeared common across the region in the consultations. ……………………………………………………..107
Figure 14-4: Andhra having 50% urban population by 2031, and making Andhra as the best state in India by
2029 requires major contribution from VMR in terms of economic development in manufacturing, tourism,
ports and logistics facilities development, value addition to agriculture…………………………………………………..108
Figure 14-5: To achieve Connected and Global City status Visakhapatnam need to promote world class ports,
international airport, business and financial centre, industrial clusters, knowledge centres and tourism
infrastructure. Protecting natural areas and integrated them economically are essential. …………………………109
Figure 14-6: Benchmark studies carried out towards preparation of the Perspective Plan for VMR on Miami
Dade Metropolitan Area has vibrant economy through advance planning inspite of high cyclones threats. High
speed rail connection between Beijing and Tianjin Port led to greater economic success in Greater Beijing
metropolitan region. Linking Visakhapatnam-Kakinada-Rajamahendravaram-Vijayawada through high speed
rail on a medium to long run can lead to greater economic success to achieve state’s aspiration of becoming
global investment destination…………………………………………………………………………………………………………….109
Figure 14-7: Proposed Draft Master Plan for VK-PCPIR by SDA which is to be reviewed and integrated in the
Master Plan for VMR with necessary modifications……………………………………………………………………………….110
Figure 14-8: Modernizing the existing city cores in Visakhapatnam through public transit, NMT Infrastructure,
selective redevelopment of under used lands/sites including lands owned by state and national authorities,
and improving basic infrastructure is way forward. In this context integrating proposed and committed
projects by various authorities is integral to preparing the Perspective Plan for VMR………………………………..110
Figure 14-9: GVMC’s Integrated Smart City Framework Plan for VMR with three Alternative Scenarios and
projected population of 7.5 million by 2030. Alternative 1 is recommended with compact city idea. ………….111
Figure 14-10: Visakhapatnam due to its location on the coast and having hills in proximity of the city gives it a
romantic and city beautiful characteristics, which needs continuing protection and integration for tourism and
leisure activities………………………………………………………………………………………………………………………………..112
Figure 14-11: Alternative 1 is a mother city and TOD led urban development along the Metro Corridor to
create a compact and public transit led mother city and satellite towns in VMR……………………………………….113
Figure 14-12: Metro corridor and theme based nodes through TOD development in the influence corridor and
BRTS and or Bus based last mile and satellite towns connectivity will be key urban and image structure of
Visakhapatnam city and rest of VMR. ………………………………………………………………………………………………….114
Figure 14-13: Alternative 1 is a public transit led and hinges on metro network development that will bind the
linear TOD Corridor between Aerocity at Bhogapuram, Visakhapatnam city, and proposed Mega Cluster of Page | ix
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VCIC. The radial corridors to satellite towns are proposed for improvement with BRT or Bus based connectivity.
……………………………………………………………………………………………………………………………………………………….114
Figure 14-14: Metro transit corridor planning and development, NMT infrastructure, and quality bypass for
through traffic will help modernize transit and urban transport in VMR…………………………………………………..115
Figure 14-15: Hierarchical road network of RoWs of 60m, 45m, 30m, and 24m will be planned in VMR to
streamline the mobility and safety aspects…………………………………………………………………………………………..115
Figure 14-16: Tourism infrastructure along the coast, near beaches, and Araku Valley can help create VMR as a
global tourism destination………………………………………………………………………………………………………………….116
Figure 14-17: Alternative Spatial Strategic Plan -1: Compact Metropolis – Mother City and Public Transit Led
Development Scenario in VMR……………………………………………………………………………………………………………118
Figure 14-18: Alternative 2 focuses urban growth on city peripheries by developing greenfield sites hence
leaving existing city for retrofitting and improvement through select urban renewal and redevelopment
projects……………………………………………………………………………………………………………………………………………119
Figure 14-19: Theme based economic nodes and BRTS corridor will form central structure for new urban axis
on perimeter of the mother city and a new bypass for through goods traffic……………………………………………120
Figure 14-20:Alternative 2 focuses on connecting the satellite cities/towns through BRT and Bus Based Public
Transit on urban periphery of Visakhapatnam city. The mother city will connect to Aerocity and VCIC Mega
Industrial Cluster through metro network and through Radial Corridors to New Urban Axis and satellite towns.
……………………………………………………………………………………………………………………………………………………….121
Figure 14-21: Connecting new urban axis between Vizianagaram, Anandapuram, Pendurthi-Anakapalle,
Atchutapuram through 7 Radial Corridors to the mother city and metro network. ……………………………………121
Figure 14-22: Incorporating BRTS committed and other proposed projects and along with redevelopment of
select sites will help achieve modernization of mother city. …………………………………………………………………..123
Figure 14-23: Alternative Spatial Strategic Plan -2: Cohesive Metropolis – Greenfield led Urban Development
on Periphery of Mother City and other Satellite towns in VMR……………………………………………………………….124
Figure 14-24: Alternative 3 is based on decentralized and balanced urban development in VMR by focusing on
theme based development of satellite cities/towns of Vizianagaram, Aerocity at Bhogapuram, Pendurthi
Kothavalasa, and Anakapalle-Atchutapuram. Existing city of Visakhatpatnam will undergo retrofitting and
select sites based redevelopment. ………………………………………………………………………………………………………125
Figure 14-25:Theme based economic nodes development near the satellite towns along VCIC mega industrial
cluster and leveraging new connectivity based on International Airport at Bhogapuram and Seaport and
Bhavanapadu in Srikakulam will support the idea of decentralized and balanced VMR development. …………126
Figure 14-26: The key aspects of urban transport network for Alternative 3 comprises a bypass to VMR, Metro
link between Aerocity-Visakhapatnam-VCIC Mega Cluster, and BRT or Bus based public transit on radial
corridors connecting to the Satellite city and towns………………………………………………………………………………127
Figure 14-27: Metro and Bus based quality connectivity between economic nodes, international airport at
Bhogapuram, and satellite cities are important for success of this alternative. …………………………………………128
Figure 14-28: Combinations of greenfield development near satellite towns and existing city renewal through
projects such as RTC Complex and beachfront development will form image of VMR under this alternative..128
Figure 14-29: Alternative Spatial Strategic Plan -3: Decentralised Metropolis with decentralized and balanced
urban development in VMR ……………………………………………………………………………………………………………….130
Figure 14-30: Image of a city with a robust connectivity at a Global as well as regional level………………………135
Figure 14-31: Preferred Strategy focuses on mother city and TOD led urban development along the Metro
Corridor, NH-16, and carrying out increased public transit connectivity to the satellite cities to have balanced
development in VMR…………………………………………………………………………………………………………………………136
Figure 14-32: Sustainable urbanisation of the region with a balance between natural resource conservation
and their utilisation …………………………………………………………………………………………………………………………..137
Figure 14-33: Sustainable urbanisation of the region with a balance between natural resource conservation
and their utilisation …………………………………………………………………………………………………………………………..139Page | x
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Figure 14-34: Hierarchical road network of RoWs of 60m, 45m, 30m, and 24m will be planned in VMR to
streamline the mobility and safety aspects…………………………………………………………………………………………..139
Figure 14-35:The key aspects of urban transport network for the Preferred Strategy comprises a bypass to
VMR, Metro link between Aerocity-Visakhapatnam-VCIC Mega Cluster, and BRT or Bus based public transit on
radial corridors connecting to the Satellite cities/towns. ……………………………………………………………………….140
Figure 14-36: Preferred Strategic Plan to focus on compact cities and balanced regional development……….143
Figure 15-1: Key economic activities……………………………………………………………………………………………………144
Figure 16-1: Urban expansion areas in VMR …………………………………………………………………………………………150
Figure 16-2: Growth Areas along transit corridors…………………………………………………………………………………151
Figure 16-3: Rural Development structure……………………………………………………………………………………………152
Figure 16-4: Settlement hierarchy in VMR, 2051 …………………………………………………………………………………..153
Figure 17-1: Environmental Management Framework …………………………………………………………………………..156
Figure 17-2: Percentage share of Total Agriculture Area of VMRDA region by mandals……………………………..158
Figure 17-3: Location of major heritage assets in the region …………………………………………………………………..160
Figure 17-4: Disaster management framework……………………………………………………………………………………..162
Figure 17-5: Ecologically Sensitive Areas in VMR …………………………………………………………………………………..163
Figure 18-1: Strategic Regional Road Network………………………………………………………………………………………166
Figure 18-2: Strategic Regional Road Network………………………………………………………………………………………167
Figure 18-3: Public Transport Hierarchy ……………………………………………………………………………………………….168
Figure 18-4: Rail Transport System………………………………………………………………………………………………………168
Figure 18-5: Visakhapatnam Proposed Metro Alignments………………………………………………………………………169
Figure 18-6: Suburban Rail Network…………………………………………………………………………………………………….170
Figure 18-7: Bus Rapid Transport System Infrastructure…………………………………………………………………………170
Figure 18-8: Proposed Bus Rapid Transport System……………………………………………………………………………….171
Figure 18-9: Intermodal Hubs……………………………………………………………………………………………………………..173
Figure 18-10: Stations in Sub Urban Areas……………………………………………………………………………………………173
Figure 18-11: Concept of Station Plazas……………………………………………………………………………………………….174
Figure 18-12: Proposed Major and Mini Truck Terminals for the horizon period upto 2051 ……………………….177
Figure 19-1: Proposed process for SWM in VMR area ……………………………………………………………………………188Page | 1
Draft Perspective Plan Report
June, 2021
1 PERSPECTIVE PLAN – CONTENTS AND PREPARATION
PROCESS
1.1 INTRODUCTION
Formulation of a Perspective plan objects and targets of long term time frame of 30 years, growth
produced as a written document supported by necessary maps and diagrams proving the state
government / VMRDA the goals, policies, strategies and general programmes of the local body
regarding spatial and socio-economic development and settlement under its governance.
1.2 PROVISIONS OF APMR&UDA ACT
The Government of AP has constituted VMRDA under the provisions of Section 4(1) of APMR &
UDA Act, 2016. , As per Section 11, a Perspective Plan (PP) has to be prepared for the
Visakhapatnam Metropolitan Region with a long term time frame preferably not less than thirty
years, for the comprehensive physical, economic and social development of the Development
Area, having due regard to,- a) Vision for the development area and provide policy framework and
directions of growth and identification of thrust areas for development,
- b) Target population, employment pattern and GDP,
- c) Strategic land use plans, including Greenfield developments and regeneration,
- d) Strategic transportation and mobility requirements; and
- e) Environmental sustainability.
1.3 ROLE AND PURPOSE OF PERSPECTIVE PLAN
The basic purpose of a Perspective Plan is to provide policy framework for further detailing and it
serves as a guide for development authority and urban local authorities in preparation of the Master
Plan & ZDP. The scope of this plan covers social, economic and spatial development goals, policies and
priorities relating to all those activities that have spatial implications or, in other words, that requires
land for their location and desired functioning. It also covers long-term policies regarding development
of infrastructure and resource mobilization that are necessary to promote these activities. Great care
is always taken in this plan to minimize the conflict between the environmental protection and urban
development
1.4 PLAN PREPARATION PROCESS
The Perspective Plan aims at:
► Vision for the development area and provide policy framework and directions of growth and
identification of thrust areas for development;
► Target population, employment pattern and GDP;
► Strategic land use, including greenfield developments and regeneration;
► Strategic transportation and mobility requirements; and
► Environmental sustainability.Page | 2
Draft Perspective Plan Report
June, 2021
The perspective plan preparation process involves a series of tasks. Detailed study of the region
dynamics has to be taken into consideration including the aspirations of the stakeholders to formulate
strategies and goals. The detailed tasks are carried out as given in Figure 1-1.
Figure 1-1: Detailed tasks of Perspective Plan
1.5 STRUCTURE OF PERSPECTIVE PLAN
The Perspective plan gives the outputs in the structure as shown in Figure 1-2. The plan assesses
status of each sector of development, analyses the opportunities and challenges in the region and
provides strategies for improvement of each sector so that it can achieve the goals and vision of the
region.
Figure 1-2: Structure for outputs of Perspective Plan
The report is divided into two parts. Part one presents the analysis of the present situation and the
regional context of VMRDA. Part two comprises of the outcomes of the stakeholders consultation and
proposed strategies regarding each sector.Page | 3
Draft Perspective Plan Report
June, 2021
PART 1: REGIONAL ASSESSMENT Page | 4
Draft Perspective Plan Report
June, 2021
2 VMR – REGIONAL CONTEXT
2.1 POSITION OF VMR IN THE STATE
Visakhapatnam Metropolitan Region is a significant urban development region in the newly
formed Andhra Pradesh. It is connected by National Highway-16 (Golden Quadrilateral), East Coast
railway and airport with other States and major cities. Its advantageous location coupled with export
import facilitation by the ports played key role in attracting major investments in industrial, real estate
and tourism sectors. Visakhapatnam is a major urban node for all level of facilities in the region and this
city serves as a nodal center for Visakhapatnam-Kakinada Petroleum, Chemicals and Petrochemicals
Investment Region (VK-PCPIR) as well as Vizag Chennai Industrial Corridor (VCIC).
Recent dynamics in the state reveals the significance of the region at state level, while the
international connectivity through major port, airport and proposed airport makes it a gateway to
global market. Post bifurcation, Visakhapatnam has been the focus of development and has been in top
priority as per the state investment agenda. Located in the north coastal region of the state,
Visakhapatnam serves as the administrative headquarter for the zone comprising of Srikakulam,
Vizianagaram and Visakhapatnam districts.
Figure 2-1: Urban Development Authorities of Andhra Pradesh
2.2 TRANSPORT CONNECTIVITY
VMRDA region is well connected with road, rail, air and waterways to hinterland and global market.
It is located on the National Highway-16, a part of the ‘Golden Quadrilateral’, leading to Kolkata and
Chennai. Vizianagaram is also connected by National Highway-26 connecting VMR with Chhattisgarh.
Other State Highways (SH) and Major District Roads (MDR) act as linkages to the major transport nodes.
Part of Waltair division in East Coast Railway (ECoR) and Vijayawada Division in South Coast
Railway(SCR) passes along the region, giving major connectivity to the hinterland from the port and also
contribute to a major passenger traffic plying for work or tourism. Though presently air connectivity is
limited due to operational restrictions in the navy facilities, the proposed airport in pipeline will cater
to huge capacity of air traffic.
The city of Visakhapatnam has developed as a port city, with economies based on port related
activities and port-based industries. Visakhapatnam port being a major port has the second highest
capacity in the East Coast. Gangavaram port is another port operating under private authority, having
separate railway sidings and port connectivity to National Highway.
Figure 2-2: Transport connectivity to VMRDA region
2.3 ROLE OF VMR IN STATE’S VISION ON DECENTRALISED
DEVELOPMENT
Visakhapatnam has already been acting as a major development center for Andhra Pradesh.,
Visakhapatnam enjoyed a fair amount of lime light for investment and development. With the new
vision of state on decentralized development, the region of Uttarandhra will be having further focus on
balanced development to the Vizag city as well as the north coastal districts of Visakhapatnam and
Vizianagaram. There shall be emphasis on rural development striking a balance with the urban
development. VMRDA will be playing a major role at this juncture. Visakhapatnam Metropolitan Region
has 69% of its population living in urban areas and 31% living in rural areas. Apart from these, the extent
stretching across the two Uttarandhra districts will make VMR the most vibrant area.Page | 6
Draft Perspective Plan Report
June, 2021
2.4 KEY NATIONAL PROJECTS (VCIC, SAGARMALA, VKPCPIR,
BHARATMALA)
2.4.1 Vizag – Chennai Industrial Corridor
Vizag Chennai Industrial Corridor (VCIC), part of ECEC (East Coast Economic Corridor) promoted by
Government of India in partnership with Asian Development Bank’s (ADB), is the first coastal economic
corridor in the country. It is aligned with the golden quadrilateral and covers more than 800 kilometres
of the state of Andhra Pradesh’s coastline. VCIC is poised to play a critical role in driving India’s economy
and to further integrate the Indian economy with the dynamic global production network of East and
Southeast Asia. Greater connectivity and economic integration between South and Southeast Asia are
likely to contribute to significant benefits for both sub-regions and foster regional cooperation. As a
coastal corridor, VCIC can provide multiple access points to international gateways to these
geographies. Figure 2-3 shows the delineated area of VCIC.
Figure 2-3: Delineation of the VCIC region
The expected impact of VCIC will be an increased contribution of the manufacturing sector to the
state’s GDP, trade, and employment. VCIC has the advantage of a long coastline, the presence of key
ports and urban agglomerations, and a workforce that will help it achieve the following industrial
transformation objectives:
Achieve accelerated industrial output
► Expand employment opportunities
► Increase labour productivity & wages
► Diversify the range of manufacturing products
► Expand exports over the next two decadesPage | 7
Draft Perspective Plan Report
June, 2021
► Link the corridor with Global Production Networks
These objectives are aimed to be achieved by stimulating economic activities, increased
connectivity with global production network and improved transport connectivity.
The current industrial output of the corridor of ~14 USD billion supported through the envisaged
interventions under VCIC program is expected to rise to ~USD 295 billion over a period of 30 years in
comparison to ~USD 117 billion expected in the business as usual scenario.
Figure 2-4: Industrial output in Business as usual and Business induced scenarios
VCIC has identified its projected targets as follows:
► Increase the share of manufacturing GDP to 16% by 2020
► Increase the manufacturing GVA (Gross Value Addition) by 30% by the end of projection period
► Generate additional 15 lakh jobs by 2025 in manufacturing sector
► Support the firms to achieve structural scaling up.
As a part of industrial development, the corridor focuses on seven industries that have attracted
an investment of more than ₹ 30,000 crore over the past decade with recent shift to high value added
industries. The corridor thus emerges as one of the strategic programs to achieve the long term state
objectives of industrial development. The focus sectors are:
► Chemical and Petro-chemical
► Metallurgy
► Textiles
► Food processing
► Pharmaceutical
► Automobiles
► Electronics
Based on these priority sectors, VCIC envisages high contribution to the manufacturing GVA of the
corridor. Page | 8
Draft Perspective Plan Report
June, 2021
Figure 2-5: Investment in priority sectors in the corridor (2005-15)
Figure 2-6: Contribution to Corridor’s manufacturing Gross Value Addition
In terms of key locations that will drive this output, Visakhapatnam is currently the largest hub for
manufacturing sector in the corridor contributing almost 49% of the total industrial output. Though the
development of the corridor shall provide the opportunity for dispersing this output, there are nodes
identified in VCIC for focused development of industries. Figure 2-7 shows the identified nodes in the
corridor out of which the Visakhapatnam node and the Kakinada node are juxtaposing with the VMRDA
region.
Visakhapatnam Node: Strategically located with key access points to the eastern and central
hinterlands of India, it is located close to Visakhapatnam and Gangavaram ports. Coal, iron ore, and
petroleum are the major types of cargo handled by the node. These ports’ cluster is expected to reach
its capacity threshold by 2025 itself, despite the assumed commencement of the Bhavanapadu port.
The existing plans for augmenting the cargo handling capacity of ports in the cluster may thus need to
be advanced to handle the forecast increase in throughputs. From the aspect of airport infrastructure,
Vizag airport is also the largest airport in VCIC. An airport in Vizag is likely to have the least competition
from regional airports (i.e. Hyderabad, Bangalore and Chennai) as they are located more than 400 km
away. The proposed airport at Bhogapuram is thus well positioned to cater to the increased air Page | 9
Draft Perspective Plan Report
June, 2021
passenger traffic in the future and become a regional aviation hub for the state. The major concern for
the road network is the hinterland gateway connectivity, indicative of poor connectivity to Chhattisgarh
and Telangana. The development of the industries in the node has taken place due to the port and
national highway connectivity. The present spread of industries is depicted in map.
Figure 2-7 VCIC Nodes with priority industries (2045 projection)
Figure 2-8 Present spread of industries in the Visakhapatnam NodePage | 10
Draft Perspective Plan Report
June, 2021
The airport is foreseen to see steep growth in traffic, with the passenger share among VCIC. As per
VCIC report the share of international traffic will increase from current 3% to 10% in overall air
passenger traffic by 2045.. The current airport capacity is however expected to be sufficient in the
medium term. Immediate intervention is recommended in improving the intra-node road network and
connectivity to Telangana in the short-term. The railway sections in the node are among the most
congested sections of Vijayawada division, with utilization levels ~140% of charted capacity. The
proposed implementation of anti-lock braking system (ABS) for enhancing the track capacities should
be prioritized on these sections. In the scenario of increased industrialization and implementation of
PCPIR, freight handled by the railways is expected to increase. But the high utilization of existing railway
infrastructure will impact the logistic transport system in the node. The benefits of both rail and
roadways are present in the node as seen in Figure 2-8.
Visakhapatnam node houses more than 2,700 industries (under the shortlisted sectors) providing
employment of more than 190,000 direct jobs. This is the most industrialized node of the corridor
presently generating a manufacturing output of nearly 49% of the entire corridor. The district of
Visakhapatnam presently contributes maximum to the GSDP in manufacturing sector and also the
maximum output of State’s manufacturing.
Figure 2-9: Manufacturing sector’s contribution to GSDP by District.
Figure 2-10: Contribution to State’s manufacturing output and employment by district
For the targeted growth in the manufacturing sector, the estimation of investment of majorly
depending on the incremental demand of industrial land for the manufacturing projects followed by Page | 11
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June, 2021
the investment on infrastructure projects like logistics hubs, transportation projects and water supply
projects.
Table 2-1: Industrial Projects at VCIC Nodes (as per various industrial / sectorial policies) influencing
VMRDA region
Project Description
Relevant
Sector
Mandal
District
Proposed Aerotropolis at
Bhogapuram spread over
7500 acres
Aerospace &
Defense
Bhogapuram
Vizianagaram
Plan to Develop food testing labs
in Sri Venkateswara
University in Tirupati, Andhra
University in Visakhapatnam and
upgradationof testing lab in
JNTU, Kakinada
Food Processing
Chittoor,
Visakhapatnam,
East Godavari
GoAP envisages
developing an Information
Technology and Investment
Region (ITIR) in
Visakhapatnam with two
clusters to be developed as
Electronic Hubs
(Visakhapatnam to be
developed as electronic
Mega Hub of the state)
IT & Electronics
Visakhapatnam
Growth of APSEZ at
Atchutapuram spread over
5595 Acres
Multi Sector
Atchutapuram
Visakhapatnam
Development of AP-PCPIR
along VCIC covering an
area of 250 sq.km. planned
for manufacturing facilities
Petroleum,
Chemicals and
Petro-chemicals
Visakhapatnam
and East
Godavari
(between
Visakhapatnam
and Kakinada)
Development of Eco
Industrial Parks – within
existing 4 industrial parks
(based on study done by
GIZ under the International
Climate Initiative)
Multi Sector
(MSME)
Across Corridor
Development of MMPL by
VPT on an area of 500
Acres with an estimated
investment of INR 600 Crore
Logistics and
Supply Chain
Anakapalle
Visakhapatnam
Source: VCIC Development Plan
Beyond the projects stated above, other projects identified by various departments for industrial
development proposed under the corridor program have been shown in the list below with their
estimated capital cost. These projects have been identified and shortlisted by various agencies like
APIIC, GVMC, Department of Industries etc.
Table 2-2: Projects identified by various departments for industrial development
Name of the Project
Description of the Project
Project Cost
(INR Crores)
AP SEZ-Water supply
distribution
95 MLD Bulk Water Supply and 5 MLD Water Treatment Plant
240.9
AP SEZ-Water supply
Balance Internal Water Supply
7.61Page | 12
Draft Perspective Plan Report
June, 2021
Name of the Project
Description of the Project
Project Cost
(INR Crores)
distribution
Distribution System (12.35km)
AP SEZ-Storm water
drains
Balance Storm Water Drainage System (17.5 km)
36.1
AP SEZ-Utility corridor
Utility Corridor/Cable Duct (45km)
134.5
AP SEZ-CETP
Common Effluent Treatment Plant (CETP) – 3 MLD
133.6
Source: VCIC Development Plan
Several industrial clusters have been studied in the node to analyze the potential of development
in the sectors. These clusters were Bheemunipatnam Cluster, Pydibheemavaram Cluster,
Atchutapuram Cluster and Nakkapalli Cluster among others. Emphasis has been given on the Anakapalle
cluster due to its potentials for the factors like connectivity, availability of workforce, surrounding
industrial scenario like presence of JNPC and other manufacturing units outside the industrial park.
Priority sectors in Visakhapatnam node include the following with their estimated output and
employment potential over the projection period (Table 2-3). Anakapalle shall be one of the major
destinations going forward given the limitations that Vizag city may experience that include scarcity of
land; limited capacity of trunk infrastructure; shortage of housing for skilled work force; growth in
urbanization leading industries to relocate etc.
Table 2-3: Target industries and estimated employment (average output) in Vizag Node
Priority Sectors
Estimated Output
(2046) (USD Million)
Estimated
Employment (2046)
(Nos)
Average Output /
Employee (₹
Lakh)
Iron & Steel Industry
16,151
142,102
68
Refined Petroleum
Products
13,143
25,289
311
Motor Vehicles
4,600
53,509
52
Marine Processing
3,690
218,790
10
Electronic
Components
2,972
139,409
12
TOTAL
40,556
579,099
Source: VCIC Development Plan
The challenge faced by the industrial clusters which may be similar in case of the clusters in the
node has been identified under the heads of Business operation, Industrial infrastructure and supply
chain. For these issues, a list of projects has been recommended.
Projects recommended at Anakapalle cluster for industrial development are:
► Saturating capacity of Vizag port coupled with inadequate land calls for augmenting capacity
through high capacity evacuation PEM with least turnaround time
► Minimizing dirty cargo operations by shifting them to Gangavaram port and expanding container
cargo capacity at Vizag port
► Augmentation of rail capacity supported by rake availability between Vizag and Gangavaram serving
primarily the local region
► Present civil aviation at Vizag airport may be augmented to introduce support facilities for cargo
services
► Development of a Common Facilities Center dedicated to sectors like Pharmaceuticals, Iron & Steel,
Food Processing, Electronics that provides common facilities like testing centers, R&D labs,
common processing areas (pay per use based), incubation center for micro and start-up enterprises
with IT facilities (location may be situated between Pedagantyada and Anakapalle
► Prioritize and develop the Raiwada and Yeleru water supply / canal project on fast track to bridge
the water demand gap creating a surplus to service future demandPage | 13
Draft Perspective Plan Report
June, 2021
► Industrial water being supplied by VIWSCO to ensure reliability quality and a 100 MLD desalination
plant planned at Pudimadaka should be realized faster
► Airport may introduce testing labs and approval facilities to service pharma sector cargo demand
► Restoration and De-silting of the source reservoirs and lakes (Yeleru reservoir, Atchutapuram)
Augmenting the last mile connectivity through following road projects
► 4-lane to 6 lane conversion of entire stretch on NH16 from Vizag to Rajamahendravaram.
► Four / Six Lane conversion of the Anakapalle-Pendurti- Anandapuram bypassing Vizag
► Four / Six lane conversion of existing 48 km stretch bypassing Vizag and providing direct
connectivity between NH16 and Vizag Port.
► Improving the linkage between – Bheemunipatnam – Sabbavaram – Narsipatnam – Koyyuru –
Addateegala – Rampachovaram – Maredumili – Chinturu – Joining NH 326 connecting to
Chhattisgarh
► Improving the linkage between Visakhapatnam – Tallapalem – Narsipatnam –Chintapalli – Sileru –
Uppersileru – Donkarai – Mothigudem – Lakkavaram -Chinturu
These projects are aimed at developing the industrial scenario in VCIC and which will in-turn
influence the growth in the VMRDA Region in the coming years attracting more investment and
enriching the economy of the region. The recommendations can be considered into the perspective
plan to turn into implementable projects to achieve the goals envisaged. VMRDA being the authority
for development projects through the master plan will lead to an overall development of the entire
region including the disjointed projects which comes as government initiatives. The perspective plan
will assess the potentials of the entire region than focusing on target clusters and aim for a balanced
development throughout the metropolitan region.
2.4.2 Sagar Mala Project
The Government of India with the Ministry of Shipping has rightly identified Sagarmala as a crucial
infrastructure initiative whose development has the potential to boost India’s GDP by 2%.
With the long coastline of 7,516.6 km, the Indian ports handle 90% of the export-import trade
volume. Inspite of this, railways contribute 9% to the GDP, the road sector contributes 6%, whereas the
ports’ share of GDP is only 1%. This contradiction reflects the vast potential for development of coastal
cities and ports.
India has 12 major ports and about 200 non-major ports with the cargo traffic expected to grow
from 976 MMT in 2012 to 1,758MMT by 2017. But India suffers from poor port linkages, under
performance of existing port infrastructure and lack of developed infrastructure near ports, for value
addition of inbound or outbound merchandise. Along with this, an inefficient inter-modal transport Page | 14
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June, 2021
connectivity results in high cost of logistics and exports. The share of merchandise trade in GDP for
India is only 42%, quite low as compared to European countries where it is above 70%. The Sagarmala
project aims to improve this.
Figure 2-11: Sagar Mala Project Network Map
Source: Sagarmala National Perspective Plan
The Sagarmala Project has three clear objectives:
► Supporting port-led development with pro-active policy initiatives and providing institutional
framework to assist all stakeholders.
► Modernizing port infrastructure.
► Developing integrated transport infrastructure for connecting the coast to the hinterland.Page | 15
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June, 2021
Under the project, 12 smart cities will be developed near ports with an investment of ₹ 50,000
crore. These will be integrated townships that will have affordable housing and implement green
initiatives for sustainable living.
Giving boost to economic activity near coastal locations, Coastal Economic Zones (CEZs) will be
established. These CEZs will be planned with modern support infrastructure and adequate fiscal
incentives to attract investment.
Figure 2-12: Proposed coastal economic zones under Sagar Mala Proposed
Source: Sagarmala National Perspective Plan
The potential benefits that the coastal states will receive from the project are:
Development of Coastal Economy
► Integrating the coastal economy with the ports through development of Coastal Economic Regions
& projects with synergies to Coastal Industrial Corridors
► Development of port-based smart cities and other urban infrastructure to improve standards of
living
► Implementation of skill development/livelihood generation projects for coastal community
development, E.g. − Coastal Tourism Development projects (Lighthouses & Mainland Islands) −
Fisheries sector development
Maritime Sector & Infrastructure Development
► Modernization/capacity expansion of existing ports and creation of greenfield ports to reduce
bottlenecks for future growth
► Development of port evacuation (road/ rail/inland waterways) and logistics infrastructure to reduce
overall logistics cost and to increase cargo movement to-and-from the hinterlandPage | 16
Draft Perspective Plan Report
June, 2021
► Development of maritime sector leading to new economic activity in the region – e.g. Ship Building
and Repair Cluster
Easing the Project Development Process
► Integrated approach to project identification and implementation through coordination between
Line Ministries, State / UT Governments and Private Agencies
► Easing of policy and institutional bottlenecks for − Obtaining project approvals − Accessing project
funding and implementation partners − Project implementation and monitoring
Union Minister for Shipping, Road Transport, and Highways announced allocation of ₹ 8,400 crore
to Andhra Pradesh under the Sagarmala project. Of the ₹ 8,400 crore, a sum of ₹ 3,000 crore would be
spent on LNG terminal at Kakinada, Coastal Food Export berththere at the cost of ₹ 150 crore, ₹100
crore for additional oil jetty at the Visakhapatnam Port. The Union Minister also announced the
development of a stacking yard at Visakhapatnam, and facilities at Vadarevu.
Under Sagarmala, the Central Government would spend ₹12 lakh crore in phases – ₹ 4 lakh crore
on roads and railway connectivity and ₹ 8 lakh crore on developing 27 industrial clusters.
Andhra Pradesh, with India’s second longest coastline of 974 km comprising 1 major and 4 operational
non-major ports, has the opportunity to create international gateways with the rest of the world.
Major part of the economy of VMRDA region is dependent on the ports and the supporting
logistics. Moreover, the region has a 170.8 km long coastline which will be largely affected by the Sagar
Mala project. Making provision for the new proposed ports and the rejuvenation of the existing ports
will increase the throughput. This has to be supported with the infrastructure through master plan
proposals to make the projects successful as well as to take the maximum benefits of the upliftments.
The provision for the increase in flow of traffic will be taken into consideration and the impact of these
projects on the urban life to be regulated.
2.4.3 Bharatmala Project
Bharatmala Pariyojana is a project for the roads and highways sector that focuses on optimizing
efficiency of freight and passenger movement across the country by bridging critical infrastructure gaps
through effective interventions like development of Economic Corridors, Inter Corridors and Feeder
Routes, National Corridor Efficiency Improvement, Border and International connectivity roads, Coastal
and Port connectivity roads and Green-field expressways.
The highlights of the project are:
► Improvement in efficiency of existing corridors through development of Multimodal Logistics Parks
and elimination of choke point
► Enhance focus on improving connectivity in North East and leveraging synergies with Inland
Waterways
► Emphasis on use of technology & scientific planning for Project Preparation and Asset Monitoring
► Delegation of powers to expedite project delivery – Phase I to complete by 2022
► Improving connectivity in the North East
Sections in VMR that are to be taken up in the first phase of Bharatmala project are:
► Raipur-Visakhapatnam Economic Corridor development
► Lane expansions and flyover in Visakhapatnam under Chennai Kolkata corridor
► Four lane Beach Road of 30.00 Km connecting Gangavaram Port to the SEZ proposed at
Atchuthapuram in Visakhapatnam DistrictPage | 17
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June, 2021
► Development of greenfield bypass road for better connectivity of Gangavaram port in
Visakhapatnam District.
2.4.4 Special Development Area around Bhogapuram to Kailasagiri
Bhogapuram international Airport is proposed in the Bhogapuram mandal of Vizianagaram district
under VMRDA jurisdiction. This area is envisioned to be developed as an Aerocity with high potential
for coastal tourism, significant natural features, proposed Mass Transit Systems, IT related
developments and other economic opportunities. This area has very high development potential
considering the mentioned factors. Hence, this area needs to be planned separately with special
sensitive development.
2.5 KEY CHALLENGES AND OPPORTUNITIES
The area has been developing on its economic base, but in more of an uncontrolled manner.
Though there were several attempts in planned development in the city, but they were implemented
in relatively smaller areas, forming islands. To keep a balance between urban and rural areas, there are
is a requirement of upgrading to best infrastructure and connectivity of rural and urban area. Protection
of natural water resources and landwill be more crucial keeping in mind the additional population the
region needs to cater for due to the thrust in the development which again needs to be accommodated
in a planned urban sprawl and re-densification.
Augmentation of port logistics is required to compete with other ports and logistic hubs. Response
to natural calamities is important being a cyclone prone area. Measures to tackle environmental
pollution and coastal erosion are also significant concerns.
Lack of Physical Infrastructure
There is a deficit of physical infrastructure supply to the entire demand. The inadequacy and
improper distribution of physical and social infrastructure facilities in periurban and rural areas.
✓ 53% deficit of Drinking Water
✓ 97% deficit of Household Sewerage Connection
✓ Zero waste segregation
✓ 65% deficit of storm water drainage
Inadequate connectivity to rural area
✓ Transport infrastructure and connectivity to the rural areas need further augmentation.
Unplanned Urban Sprawl
✓ Unplanned Regional Growth affecting the quality of life and framework/form of the region.
✓ Encroachment of water bodies leading to the loss of natural drainage features.
Poor Air Quality
✓ Air quality depletion due to open bulk cargo handling at ports and high concentration of
industrial activities.
Natural Environment and Resources
✓ Depletion of Natural resources and pollution of natural courses due to unscientific mining,
deforestation, hillock encroachments.
Natural Disaster
✓ Region is prone to various environmental factors like floods, storm surges, cyclones and coastal
erosions due to various man-made and natural interventions.Page | 18
Draft Perspective Plan Report
June, 2021
Inadequate Port Logistics
✓ Inadequate support logistic infrastructure towards ports expansion
Occupational Shift
✓ Occupational shift from primary sectors of economy such as fishing and allied activities due to
the decreased yield and lack of proper infrastructure facilities.
Industrial Opportunity Assessment Framework
Based on quantitative and qualitative analysis of the existing industrial strengths of the subject
region and mapping of potentially attractive sub-segments for key industrial sectors regionally, key sub
segments conducive for attraction to the subject region have been shortlisted.
Figure 2-13: Framework for identification of potential industry mix for the area
Potential Future Industrial Growth
Keeping into perspective the existing market dynamics, government thrust and technological
advancements expected going forward, the following industries are envisaged to enjoy regional
synergies and witness optimal growth going forward.
► High Value add manufacturing
► Substantial employment generation & investment attraction
► Potential to develop self – sustained eco system ~ opportunities across value chain
► Support growth across MSME as well as large scale segments
The specific sectors that will have receive the thrust and have better possibilities to grow in the
investment and resource environment of the region are:
- Food & Beverages
- Non-metallic Mineral Products
- Aerospace &Defence
- Shipbuilding and Ship Repair
- Basic & Fabricated Metal Products
- Auto and Auto Components
- Machinery & Equipment
- Electrical and Consumer Electronics
- Chemicals and Pharmaceuticals
- Textiles and Wearing Apparel
- Leather and Leather ProductsPage | 19
Draft Perspective Plan Report
June, 2021
3 ECONOMY
3.1 ECONOMIC DEVELOPMENT TRENDS
India is presently the third largest economy of the world having a Gross Domestic Product of ₹ 794.47
lakh crores ($10.57 trillion) based on purchasing power parity as per International Monetary Fund estimates
for 2018. Since economic liberation of India in 1991, it has achieved an average growth rate of 6-7% in GDP.
It has grown at an impressive rate of 8.2 in the first quarter of FY 2018-2019.
Service sector contributes to the major portion of the Indian economy in 2016-2017 as per constant
prices of 2011-12. Total GDP being ₹121.65 lakh crores, the tertiary sector contribution amounts to about ₹60
lakh crores with a share of 53.77% whereas the secondary sector has a share of 31.12% contributing around
₹34.75 lakh crores and primary sector having the lowest contribution of 15.11% and with a gross value addition
of ₹16.84 lakh crores. This shows the flourishing of the service sector in India with major economic activities
of real-estate and financial services.
According to the current prices, the Gross Value Added by the State of AP is ₹6.75 lakh crores for FY 2016-
17 and ₹5.32 lakh crores as per constant price of 2011-2012. This constitutes 5% of the National GVA. The
sector-wise contribution shows a similar trend as of India as a whole. Service sector has a leading contribution
of 46%. But primary sector is the second largest contributor in the state economy with a share of 28% very
close to the secondary sector contribution of 27%. This composition of the state economy will be subject to
change due to the influence of rapid urbanisation, the effects of bifurcation of Andhra Pradesh and policy
boost from State Government.
Visakhapatnam has taken momentum as a port city and due to the locational advantage; it has gradually
evolved as an industrial hub. A rapid growth in the manufacturing sector has been evident in the last four
decades starting from major anchor industries like Hindustan Shipyard, Hindustan Petroleum Corporation Ltd.,
Bharat Heavy Plates and Vessels (now under BHEL), Visakhapatnam Steel Plant, NTPC, etc.With influence from
key projects like Vizag Chennai Industrial Corridor, Petroleum Chemical and Petrochemical Investment Region
and Sagarmala, there will be a boom in employment generation in manufacturing sector.
Visakhapatnam being a port city and having a good global and hinterland connectivity has evolved as an
industrial town with manufacturing sector flourishing around the city. The city by virtue of its urbanization
due to the economic activities has also developed the tertiary sector. Manufacturing activity forms the
stronghold for the regional economy along with the transportation and logistics. Real-estate sector also comes
up as a major contributor to the economy in VMRDA region.
3.2 DISTRICT LEVEL VARIATIONS
Two districts of VMR have been contributing significantly to the domestic product.
Vizianagaram District: Agriculture is the major producer of district income, contributing 11.7% to the
district income after Trade and Hotels. The district contributes 3.7% to the Gross State Domestic Product.
Because of the new airport which is going to be established in Bhogapuram, the economy is likely to get a
boost, especially in areas of industries and tertiary sector. Page | 20
Draft Perspective Plan Report
June, 2021
Figure 3-1: VMRDA Region by districts
Visakhapatnam district: This district has better connectivity in this entire region by land, sea and air. Due to
the city’s ideal location between major road and rail corridors, especially the Chennai – Kolkata corridor, the
industrial sector has been showing major development. Further earmarking land for various industries,
establishment of various SEZ and IC also contributed to the increase in industries. The district has two major
ports of which one has been established recently to reduce the load on the existing port of Visakhapatnam.
Agriculture has least share and contributes least to the district income, when compared with the other
districts in the region. Overall contribution of the district to the state income was almost 14% in 2012-13,
which would have gone up now.
3.3 KEY ECONOMIC BASE IN VMR
3.3.1 Agriculture
The primary sector contributes 23.1% to the GSDP of Andhra Pradesh, of which the project region alone
constitutes 8.1% (which includes the entire districts of Vizianagaram and Visakhapatnam). As per Census
2011, nearly 41% of the working persons of these 35 mandals of VMRDA region are engaged in agriculture
sector. About 55% of the VMRDA region is under agriculture majorly contributed by Vizianagaram district.
A detailed analysis has been done at mandal level taking the parameters of total Agricultural Area, total
Cropping Area, Cropping Intensity, total Irrigated Area, Irrigation Intensity and Land Holdings per farmer.
Visakhapatnam (urban) mandal has zero agricultural activities since it is fully urbanized. Urban farming
on roof gardens can be encouraged, which has more potential to increase agricultural activities.
Gajuwaka, Pendurthi and Sabbavaram mandals of Visakhapatnam and Vizianagaram mandal of
Vizianagaram district are the least agricultural potential areas in VMRDA region. This can be increased by
effective use of resources and utilizing various schemes of state and central government for the seeds and
soil fertility.Page | 21
Draft Perspective Plan Report
June, 2021
3.3.2 Fisheries
Fisheries are one of the traditional occupation and major source of economy for coastal population in
India. This sector provides 4.93% to GSDP, of which, 6.5% alone is from the project region. The economic
contribution of VMRDA region to the State Agriculture sector has increased from 5.8% in 2010-11 to 6.5% in
2012-13.
In VMR, sea food industry is growing over years and is one of the growth engines in Agriculture sector
identified by Government of Andhra Pradesh (GoAP). There has been a shift from traditional crafts used for
fishing to motorized and mechanized crafts which boosted the economy of the fisheries sector and the
livelihood of the fishermen.
VMR has a coastline of 170.8 kms, which is about 20-25% of total state coast length. There are 80 fishing
villages depending on fishing as their livelihood. (Marine Fishing Census-2010).
Figure 3-2: Local markets and facilities provided to fishermen community
3.3.3 Industry
Transformation of Visakhapatnam into a large manufacturing hub has taken place over the last four
decades along with supporting infrastructure and ancillary base. Major industries such as Hindustan Shipyard,
Hindustan Petroleum Corporation Ltd., Bharat Heavy Plates and Vessels (now under BHEL), Visakhapatnam
Steel Plant, NTPC, etc., with large base of supporting ancillary industries have been setup in the decades of
’81 and ‘91. This transformation continued with advent of Special Economic Zones (for instance, AP SEZ, in
Visakhapatnam district) which has boosted the investment in industries in recent years. Presently, the
industrial sector of VMRDA region contributes 22% to the GVA by the industrial sector of state and 5.9% to
the total GVA.
The VMRDA Region has a strong industrial base with distinct typology of industries which has been
influenced by the factors like the presence of port like the Visakhapatnam port, Gangavaram port and
Kakinada deep water port, the availability of resources of agricultural produce like jute, rice, sugar, cashew
and even fisheries, minerals in the Eastern Ghats and petroleum in the Krishna-Godavari basin, availability of
labor and the exposure to the global market. These have induced the development of industries like metal Page | 22
Draft Perspective Plan Report
June, 2021
and metal fabrication and machinery manufacturing, food processing units, textile industry, petroleum and
petrochemical units, and pharmaceutical and allied chemical manufacturing units.
The region has 7,316 manufacturing units, 23 industrial parks, 15 SEZs with total investment of ₹ 71
thousand crores and 2.3 lakhs employment. APIIC has about 25,000 acres of land in the region out of which
38% is not yet allotted and can be used for future developments.
With the help of the initiatives of Andhra Pradesh Government through agencies like APIIC and facilities
like single window clearances for setting up manufacturing units, the state is at a leading position at ease of
doing business (EoDB) and is attracting large investments even from the global market.
3.3.4 Ports and logistics
There are two sea ports falling within the VMRDA region, Visakhapatnam port and Gangavaram port and
Kakinada deep sea port is about 10 km from the region. Hence, within the influence of the project area, three
major ports, a container terminal and two fishing harbours are present.
Visakhapatnam Port is located at 17041’ N and 83018’ E, is almost equidistant from Kolkata and Chennai
ports. The port is a premier port in the country, in terms of annual traffic (cargo throughput). There is also a
fishing harbour, spread over in 38 ha of area, which is presently being used by local fishermen for fishing
related activities and as shelter for their launches/crafts. Visakhapatnam port facilities in inner and outer
harbours are presented inTable 3-1.
Table 3-1: Visakhapatnam Port Trust facilities
Sl. No.
Port facilities
Inner Harbor
Outer Harbor
1
Water Spread (Hectares)
100
200
2
Maximum Draft (in meters)
14.50
18.10
3
Length (in meters)
230 LOA
320 LOA
4
Beam (in meters)
32.5
50
5
Vessel Class
PANAMAX
Super Cape (up to 2 lakh
DWT)
6
Number of Berths
18
6
Source: Visakhapatnam Port Trust Annual Report, 2018
Visakhapatnam port majorly handles POL, iron ore, Fertilizer, Thermal Coal and Coking Coal. Table
3-2shows the principal commodity wise cargo traffic handled at Visakhapatnam Port for the years 2011-16
(Figure 3-3).
Table 3-2: Principal commodity wise cargo Traffic handled at Visakhapatnam Port (in lakh tonnes)
Sl.
No
Period
POL
Iron Ore & Pellets
(Export)
Fertilizer
Coal
Container
Others
Finished
Raw
Thermal
(Export)
Coking Tonnage TEUs
1
2011 –
12
184.4
161.54
37.17
8.32
31.89
67.8
42.14
234
100.5
2
2012 –
13
150.4
123.09
20.23
5.65
29.51
68.35
45.54
247
104.56
3
2013 –
14
10.09
129.99
17.71
7.95
27.44
69.28
49.16
262
109.37
4
2014 –
15
146.4
83.01
18.38
7.2
27.79
60.74
43.73
248
99.12Page | 23
Draft Perspective Plan Report
June, 2021
Sl.
No
Period
POL
Iron Ore & Pellets
(Export)
Fertilizer
Coal
Container
Others
Finished
Raw
Thermal
(Export)
Coking Tonnage TEUs
5
2015 –
16
169.4
59.79
19.96
7.99
33.93
50.81
51.45
293
96.78
6
2016-17
166.04
114.20
18.86
7.76
34.71
42.82
64.28
120.50
7
2017-18
160.50
106.46
19.53
9.20
29.48
57.64
68.35
125.86
Source: Visakhapatnam Port Trust Annual Report, 2018
Figure 3-3: Commodity wise cargo Traffic handled at Visakhapatnam Port
Source: Visakhapatnam Port Trust Annual Report, 2018
Major development projects planned/ initiated are as given below:
- Development of East Quay – 1A berth in inner harbour for handling thermal / steam coal with a
capacity of 7.36 MTPA;
- Upgradation of Ore Handling Complex (OHC) and creation of new facility (West Quay 1) for
handling iron ore with a capacity of 23 MTPA;
- Extension of Visakhapatnam Container Terminal in the outer harbour with a capacity of 0.54
MTEUs and thus, enhancing the capacity to 2 MTEUs;
- Installation of mechanized fertilizer handling facility at East Quay – 7 berth in inner harbour with
a capacity of 5.21MTPA;
- Development of West Quay North berth (WQ – 7&8) in inner harbour with a capacity of 6.29
MTPA;
- Replacement of existing East Quay berths to cater to 14.5 meters draft vessels i.e., (E.Q. 2,3,4,5)
with a capacity of 6.00 MTPA;
- Installation of Harbour Mobile cranes at East Quay and West Quay berths;
- Development of Grade separation at Convent Junction through a flyover;
- Development of multi model logistic hub as Joint Venture with M/s Balmier Lawrie & Co. in 100
acres of Visakhapatnam Port Trust land;
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
2011 – 12
2012 – 13
2013 – 14
2014 – 15
2015 – 16
2016-17
2017-18
POL
Iron Ore & Pellets (Export)
Fertilizer
Coal
Container (Tonnage)
OthersPage | 24
Draft Perspective Plan Report
June, 2021
- Development of multi modal logistic hub by M/s CONCOR in 100 acres of Visakhapatnam Port
Trust land;
- Establishment of Container Freight station (CFS) on Visakhapatnam Port Trust land by
Visakhapatnam Container Terminal Pvt Ltd.;
- Revamping of R&D yard to Railway standards; and
- Electrification of Railway tracks of coal terminals.
Gangavaram Port is located within 15 km south of Visakhapatnam Port. It is a newly developed greenfield
port which started operation in August 2008. It is a Joint Venture (JV) between the State Government of
Andhra Pradesh and a consortium led by Mr.D.V.S. Raju. Exports and Imports Cargo traffic handled by
Gangavaram Port from 2009-10 to 2015-16 is given in Table 3-3.
Table 3-3: Exports and Imports Cargo traffic handled by Gangavaram Port
Sl. No.
Year
Imports & Exports in MMT
2009-10
12.58
2010-11
13.91
2011-12
13.99
2012-13
13.10
2013-14
15.81
2014-15
20.74
2015-16
19.33
Source: Gangavaram Port Limited Office
To improve connectivity to port, following proposals were submitted to Government of Andhra Pradesh
and Director of Ports.
► Widening of existing 4 lanes road to 6 lane road connecting NH-16.
► From NH-16 to Port entry gate existing 2 lanes to 4 lanes.
► 4 lane beach road of 30 km connecting Port to Atchutapuram SEZ.
Coastal Railway line around 35 km from Gangavaram Port to AtchutapuramSEZ connecting NTPC
Simhadri, Hinduja Power Plant, Brandix, Pharma Park and other upcoming industries along the sea coast.
Besides the two functional ports, which are large and medium, two minor ports are proposed within the
VMRDA Area.
► Bheemunipatnam about 29 km north east of the port of Visakhapatnam and is proposed to be developed
as minor port on the southern bank near the mouth of river Gosthani. It is proposed to develop
Bheemunipatnam as a satellite terminal for the Visakhapatnam Port.
► Kalingapatnam is about 83 km north east of the port of Visakhapatnam. The port is proposed on the
southern bank of the estuary of river Vamsadhara near its confluence with the sea. It is proposed to be
developed as lighterage port which is stated to be suitable for development of good deep water, all
weather port by Department of Port, GoAP.
► Nakkapalli is proposed to be commissioned as a minor port situated in Nakkapalli village of Visakhapatnam
district within VK-PCPIR region. M/s. ANRAK Aluminum Limited has been permitted for the construction
of a captive jetty.
Meanwhile, high-level committee appointed by the Union Shipping Ministry for setting up a second major
sea port in the state of Andhra Pradesh. Apart from Nakkapalli, Duggarajapatnam of Nellore District and
Ramayyapatnam in Prakasam district are selected as the probable sites for the second major port in the state.
If Nakkapalli gets selected as the site for a second major sea port in the state, it could impact the region in a
large way.
Visakhapatnam is the only place where logistic hub is located in the region. It has both Container Freight
Station and Inland Container depot. Visakhapatnam ICD is a Combined (Both Exim & domestic) container Page | 25
Draft Perspective Plan Report
June, 2021
terminal. Container Freight Station, Visakhapatnam has started functioning in Dec ‘02. The new depot has
started functioning April ‘05 for both Exim and Domestic Traffic. The Clearing and Forwarding Service (CFS)
area is adjacent to VPT and hardly 3 km away from Visakhapatnam Railway Station. It has got a natural
advantage in terms of connectivity to both Port and Hinterland.
M/S. Balmer Lawrie & Co Ltd (BL), in joint venture with Visakhapatnam Port Trust, have proposed to
develop a Multi-Modal Logistics Hub (MMLH) at Visakhapatnam in an area of 60 acres which is located near
NH-16, adjacent to the port connectivity road. As per the officials of Visakhapatnam Port the project is under
active consideration of the Govt. of India and is expected to take off soon.
3.3.5 Tourism
The VMRDA region covers a long coast line and a large region comprising various scenic spots, culturally
rich religious destinations and several master pieces of great architectural heritage. Along with the urban
attractions in tourist destinations, there are untouched rural scenic spots and relatively less exploited heritage
structures located in rural hinterland that offer great potential to generate economic and employment
opportunities. The city of Visakhapatnam can be considered as the nucleus for tourist activity in this region.
Visakhapatnam experiences a major percentage of foreign tourists’ foot fall every year. The city presently
has international air connectivity from Dubai, Singapore and Kuala Lampur apart from important metros of
India i.e., Delhi, Mumbai, Hyderabad, Bengaluru, Chennai and Kolkata. Visakhapatnam is a major junction on
commercially important Chennai – Kolkata Rail line. The city is well connected by rail with New Delhi, Chennai,
Kolkata and Hyderabad. Regular bus services are available from Hyderabad, Vijayawada, Bhubaneswar,
Chennai, Tirupati and other major cities.
The VMRDA Region offers naturally, ecologically, culturally and religiously diverse variety of tourist
destinations that present scope to explore continuously. The tourist destinations that are present in the region
can be mainly classified into the following:
► Resorts / Beach front
► Religious Tourism
► Cultural Tourism
► Hill Stations
► Nature / Eco-Tourism
► Adventure Tourism
Andhra Pradesh has devised a special tourism mission and policy for the state which is aimed at increasing
the investments, economy and employment in tourism sector. The government plans to increase its revenue
from current 14% to approx. 18% from tourism industry. The objective if the Andhra Pradesh Tourism Policy,
2015 is to position the state as a globally recognized tourism destination & preferred choice of tourism
investments while preserving the cultural heritage of the state. The policy expects to facilitate investments
upto INR 10,000 Crore and 7% increase in GSDP contribution by 2020. The policy aims at creation of 5 lakh
additional jobs in tourism industry.
The Tourism policy states the various incentives offered for eligible tourism infrastructure projects (such
as Hotels, Resorts, Heritage hotels, Amusement parks, MICE Centres, Golf Courses, etc.,) and eligible tourist
services (such as Beachside shores, Water sports, Water ride/sailing facilities, Cruises, Adventure services,
etc.). Further, the tourism policy has also defined a set of themes which are Beach and Water Tourism,
Heritage Tourism, Eco tourism, MICE tourism, Buddhist Tourism, recreation and adventure based Tourism,
Religious Tourism, Spiritual and Wellness Tourism, Medical Tourism.
► Certain fiscal incentives for Private Sector investments in Tourism have also been formulated and these
are as indicated below:
► Complementary / Linkage Infrastructure Development Assistance
► Facilitation of transport infrastructure, communication network, health services, security services, etc.
► If conversion of land is permitted by the relevant government authority, GoAP will waive the Non
Agriculture Land Assessment (NALA) tax or Land Use Conversion charge, as applicable Page | 26
Draft Perspective Plan Report
June, 2021
► GoAP will provide 100% reimbursement on Registration and Stamp duty for all Tourism Infrastructure
Projects
► 100% exemption on luxury & entertainment taxes
► Marketing support for tourism projects
► Creation of dedicated land bank for undertaking tourism projects on PPP basis
The policy provides incentives for taxation in tourism projects to be taken up in PPP mode. Government
of Andhra Pradesh is keen in ushering investments from quality tourism operators. The following Tourism
Services have been identified based on the priorities and alignment with the State’s aspirations. Beachside
shacks, Water sports, Water ride/sailing facilities, Sea/ River/Canal Cruises, Adventure services, Ropeways,
Heli-tourism, Farm Tourism Services, Rural Tourism Services, Heritage walks. Investment subsidies are given
to the operators for operating the above services. Formation of SPV to be explored for implementation of
Mega Tourism projects
The institutional arrangements are made in the policy to enable a conducive environment for the tourism
sector. The state tourism promotion board, state tourism promotion committees are formulated to
periodically monitor the implementation of Tourism Infrastructure projects and Tourism Services and
extension of incentives and concessions. The policy underlies the ways to attract tourists and investors to
tourism sector in Andhra Pradesh through marketing and promotions.
3.3.6 Others
Apart from the major economic activities which largely contribute to the development of the region there
are certain sectors which have a parallel impact to the economy of the region. Transportation sector generates
a lot employment in the region, be it in the road transportation, or the railways department. The Waltair
division in the East Coast Railway having its headquarters in Vizag do have a significant impact to the economy.
Real estate sector has experienced a boom in the region with rapid conversion of land in rural area into plotted
layouts providing basic infrastructure. Land rates and property rates have also increased in urban as well as
rural areas. Though there has been ample amount of boost given by the state government to the IT sector,
there has not been major development in IT/ITeS. Only a handful of investments have materialised till now
devoid of any major players coming in the scenario. There are many other unorganised and household
industries which were indigenous to the region like,
► Mango jelly production in Jami of Vizianagaram
► Textile wholesale market in Vizianagaram
► Jaggery wholesale market in Anakapalle
► Lacquer toys in Etikoppaka in Yelamanchili mandal
► Multiple sugar cooperation factories which are operational at specific seasons in the year based on
harvest.
► Shrimp hatcheries, producing export quality shrimps have come up in a scatter manner along the coast
line.
3.4 CONCLUSION
Visakhapatnam as a region has been developed from a fishing settlement to a major economy based on
port and port related activities. The focus on port and industries will continue to be of major significance, but
apart from that there should be parallel thinking about the diversification of the economy to make the region
more resilient and have a better living quality with diverse livelihood for citizen to choose from.Page | 27
Draft Perspective Plan Report
June, 2021
4 DEMOGRAPHY AND SETTLEMENT PATTERN
4.1 POPULATION GROWTH TRENDS
VMRDA area has witnessed an increase in population from 36.2 lakhs in 2001 to 40.7 lakhs in 2011
according to Census of India. Urban area has an increase in population from 14.8 lakhs in 2001 to 19.41 lakhs
in 2011 while rural area has decrease in population from 18.7 lakhs in 2001 to 18 lakhs in 2011
VMRDA experiences annual average growth rate of 1.2% which is same that of the state. Urban area has
an average annual growth rate of 2.7%.In the last two decades VMRDA area has experienced a decline in
growth rate from 16.4 %(census 2001) to 11.2% (census 2011) which is slightly higher than that of the state’s
growth rate (9.2%) and significantly lower than that of country’s growth rate (17.64%) according to census
Dynamic increase in growth rate is witnessed in mandals of,
Garividi and Yellamanchili is evident in growth trends of last two
decades. By virtue of high number of metallurgical industries in
Garividi which also has major connectivity of state highway junction
and railways. Yellamanchalli, on the other hand being an urban
centre has attracted population by virtue of its connectivity with
national highways and presence of urban
infrastructure.Visakhapatnam district have higher growth rate due
to more concentration of industries which form the main source of employment
opportunity and economic activities in this region.
4.2 POPULATION DISTRIBUTION AND DENSITY
VMRDA area has an urban population of 55.8% and rural population of 44.2%. Visakhapatnam district
has 70% of VMRDA’s population followed by Vizianagaram with 30% Greater Visakhapatnam Municipal
Corporation has greater share of Urban population. Visakhapatnam district has highest share of Rural
population 51% followed by Vizianagaram 49%
Population density of VMRDA area is 819 persons per sq.km which is much higher than the nation’s (382
persons per sq.km) and state’s density (308 persons per sq.km) according to census 2011.Visakhapatnam
district has higher density of 1058 persons per sq.km owing to its rapid development and highest share of
urban area. Vizianagaram has a density of about 536 persons per sq.km followed by Vizianagaram.
Visakhapatnam rural mandal has greater increase in density from 2001 to 2011 which is due to the
upcoming projects and two IT hills and non-SEZ located in this region. Pedagantayada mandal experiences
burgeoning density while Munagapaka mandal also has significant increase in density due to the
establishment of three large scale (chemical, automobile and power) industries near Munagapaka.
4.3 MIGRATION
Visakhapatnam being a port city attracted more industries in the region. In late 80’s steel plant was
established. Many other industrial giants like HPCL, Andhra petrochemicals, Essars steel, etc., came up in the
region. This led to migration in search of employment opportunity during 1991 to 2001 which ultimately
resulted in higher population growth rate. During 2001 to 2011 it is observed that not much of big players
came into picture, providing bulk employment and the existing industries had already employed the required
number of people and did not provide with much additional employment. Hence the growth rate was lower
compared to that of the previous decade. IT/ITES which was expected to generate higher employment did
not meet the expectation and is still getting delayed to take off. The inadequate infrastructure and current
government policies are the greater drawbacks weighing down the venture of IT sector.
Figure 4-1: Population growth in VMRDA Page | 28
Draft Perspective Plan Report
June, 2021
4.4 LITERACY LEVELS
According to census, VMRDA has 63% literacy rate which is lesser than the state and national literacy rate
of 67.41% and 64.8% respectively. Among the districts Visakhapatnam has higher literates.Significant increase
in decennial literacy rate is observed in mandals adjoining the urban areas like Garividi and Cheepurupalli in
the north of VMRDA area and Payakaraopeta,Rambilli, Atchutapuram and Munagapaka.
Male and Female literacy rate is higher Visakhapatnam district. Male literates are less in mandals of
Nakkapalli (24%) and Pusapatirega (25%) while female Literacy rate is less in Gurla mandal (17.6%) and
Pusapatirega (17.9%) in Vizianagaram district.
4.5 OCCUPATIONAL STRUCTURE
Work force participation rate of VMRDA is 41% (Census 2011). Vizianagaram has higher work force
participation rate of 46.6% followed by 45.8%.Visakhapatnam district has major work force in secondary and
tertiary sector. Other than House hold industries has 72.3% of the workforce in Visakhapatnam district.
Visakhapatnam houses more secondary sector industries which is responsible for the huge share of
employment. Port, railways and logistics also contributes to considerable employment in tertiary sector.
Primary workers (24.3%) constitute of major agriculture and substantial workforce is involved in fishing
activities. Vizianagaram(56.6%) has highest share of primary workers. The North of the region is more fertile
and majorly an agrarian economy.The secondary sector employment in Vizianagaram has 43.4% of the total
workforce.
4.6 KEY CHALLENGES
Visakhapatnam being the biggest urban area in the region acts as a pull factor and attracts more migrants
in search of employment and better services. The rural area is experiencing a very low growth rate because
of the shift to urban areas for better quality of life and lesser per capita income in the rural areas. Majority of
the rural shift will end up in slums by virtue of low cost housing facilities and affordability. Growing population
will create load on the current infrastructure facilities and will result in unorganized growth if not planed and
organized in prior. The huge availability of human resource is an asset that is not well channelized for the
development of the region as a whole.
4.7 CONCLUSION
Urbanisation is skewed in Visakhapatnam in the region. High population growth rates are observed in
specific mandals showing increased urbanization induced by the industrial growth.Larger share of Population
in the age group of 10 – 25 years is foreseen as potential work force.ULBs are concentrated in Vizianagaram
(2) whereas it is dispersed in Visakhapatnam (2).Channelization of available human resource and
accommodating the increasing population without compromising on the quality of life is possible only through
a planned development considering the future growth of the region.Page | 29
Draft Perspective Plan Report
June, 2021
5 HOUSING AND LAND MARKET
A certain minimum standard of housing is essential for a healthy and civilized existence. Starting from
informal settlements to the high end villas, the fundamental function of housing remains the same, i.e. to
shelter. Government of Andhra Pradesh has given prime importance for building houses from the past few
decades. The Housing sector in VMRDA Region will be discussed in detail with focus on major urban areas like
Visakhapatnam, and Vizianagaram.
Real estate sector has a crucial role in any economy. It also impacts various other allied sectors. The
expenditure in the real estate sector impacts the expenditure and returns in other sectors atleast upto five
times. The patterns of urbanisation in India have an effect on the real estate sector across all its segments of
residential, commercial, and hospitality. The region with its bestowed natural beauty and existence of various
topographical features along with excellent connectivity, offers opportunities for economic development
under various kinds of projects in sectors of tourism, real estate, industries and others.
The increase in work opportunities in many urban areas has attracted the migrant working population.
The increase in population has demanded a rise in the available housing stock. The situation is the same in
every other region and VMRDA is no exception. The vast potential in this sector is in the waiting for
exploitation. The increased need has created demand for housing along with commercial activity. After the
bifurcation of the state into Andhra Pradesh and Telangana, the state of Andhra Pradesh has created mandate
to attract the investments in the region. The complete assessment of current scenario of real estate industry
of VMRDA region is presented in the following sections.
5.1 HOUSING TRENDS AND DEMAND
Housing
The real estate development in housing sector can be segmented into private housing, rehabilitation
resettlement housing colonies and public housing. The accelerated growth of IT/ITeS sector witnessed during
the last decade across major cities (viz. Mumbai, Bangalore, Chennai, Hyderabad, etc.) has triggered the
initialization of IT/ITeS activity in majority of the tier II cities (viz. Coimbatore, Visakhapatnam, Mysore, Pune,
etc.) in India. IT/ ITeS development in Visakhapatnam is primarily attributable to factors such as availability of
relevant manpower, lower manpower cost, availability of large land parcels at relatively cheaper rates,
Government thrust to prioritize the sector, etc.
Over the last 5 – 6 years, the residential activity has witnessed spill over activity to suburban and
peripheral locations in the city. This has been triggered with spurt in IT/ITeS led demand. With increasing
population, escalating land values in established residential hubs, growth of IT/ITeS segment in Madhurawada
– Pendurthi – Gajuwaka region, the real estate development activity in the residential segment is witnessing
a gradual transition from the central areas to the suburban areas, and subsequently to the peripheral areas
of the city.
Real Estate
VMRDA area is one of the biggest industrial investment regions in Andhra Pradesh having potential for
many new ports like Kalingapatnam and Bheemunipatnam in addition to existing Visakhapatnam and
Gangavaram ports. Along with the development of IT industries in Class II towns, the presence of industrial
giants like Visakhapatnam Port Trust, Gangavaram Port, Vizag Steel Plant, NTPC, Pharma SEZ, Pharma City,
APIIC industrial estates, APSEZ, Hetero SEZ, NFCL, GFCL, industrial hubs along with intermittent tourist
attractions are main reasons for rapid and significant growth of real estate sector in the project area.
In VMRDA region, the real estate development is being regulated / controlled by various Government
Agencies. As per the AP Urban Areas (Development) Act 1975, the Visakhapatnam Urban Development
Authority (VUDA) is empowered to regulate the development as per the Perspective Plan and Master Plan.
However, VUDA delegated certain development control powers to the Municipal Corporation (GVMC) and
municipality of Vizianagaram. Further, the Panchayats are empowered to approve the building plans to 10m Page | 30
Draft Perspective Plan Report
June, 2021
height within the approved layouts and for all other categories VUDA reserves the rights for granting
permission.
Real estate is also zooming in the wake of new developments with skyrocketing land prices in
Visakhapatnam. Property developers, apart, group of Non-Resident Indians (NRIs) promising handsome
investments have now turned their heads towards the port city. With the result, land prices have spiralled by
50 to 75%. What further boosted the rising land prices was the allotment by the State Government of vast
stretches of valuable land to industries, software companies and development of Special economic zones
(SEZs). Visakhapatnam has grown by leaps and bounds in recent years and improvements can be seen in every
sector in the city. Here, the land prices range in between Rs.8,000 to Rs.10,000 per square yard. In the major
locations like Dwarkanagar, it is as high as Rs. 30,000 to 40,000 per sq. yard, with the development of several
IT units and also the sanction of several new industrial parks such as Brandix Apparel City. The rates are
according to the circle rates of AP Revenue department.
Wherever the APIIC industrial estates / industrial areas are declared as Industrial Area Local Authority
(IALA) by the Government, are empowered by the VUDA to approve the plans subject to reimbursement of
charges/fees to VUDA. Areas outside VUDA boundary and GVMC are being regulated by the Director of Town
and Country Planning or Joint Director/Deputy Director as the case may be.
5.2 GROWTH DIRECTIONS
Housing
The public agencies such as VMRDA, APIIC, GVMC, KMC, APSHC, APHB along with private developers play
an important role in the real estate development in all the three districts in VMRDA area. The key public
players and their role in development of real estate sector are as follows.
VMRDAregulates the development according to the plans and guides the private developers in
developing layouts, housing schemes, integrated townships, apartments, commercial buildings/complexes
and accords approval. VUDA takes up urban housing schemes, apartments, individual houses and row housing,
etc., and developed land pooling schemes and joint venture projects of integrated township over 437
hectares. Out of the 52 layouts developed, few of them are integrated townships such as MVP Colony,
Kappulappada, Madhavdhara, Madhurawada, Rushikonda, Kurmannapalem, Babametta and K.A.Petta at
Vizianagaram etc. VUDA has developed many tourism projects and these are properties which are maintained
and are a source of income to VUDA.VUDA has constructed many commercial complexes at many locations in
Visakhapatnam, Vizianagaram, and Anakapalle.
Under housing activity 10, 841 housing units have been constructed and allotted in an extent of Ac.479
to a tune of Rs.68.50 Cr. Under sites services VUDA has developed and allotted 10, 519 plots in an extent of
Ac.1718 to a tune of Rs.27.20 Cr.
APIIC is a completely owned undertaking of Government of Andhra Pradesh. APIIC has assumed the role
of facilitator and developed / constructed IT Tower (HSBC) at Visakhapatnam. The APIIC is the principle
facilitator in mega projects like IT SEZ / APSEZ, VSEZ, VIWSCO, Gangavaram Port, convention centre, mega
industrial parks and hardware parks etc.
The A.P Housing Board has constructed houses to provide shelter to the needy people with no loss no
profit basis. Since beginning this division has constructed 7,221 houses of different types and allotted to
general public. Of the total constructed houses, 4,580 in Visakhapatnam and 993 in Vizianagaram. The housing
is mostly MIG in Visakhapatnam while Vizianagaram has mostly LIG category housing.
Andhra Pradesh Township and Infrastructure Development Corporation Limited (APTIDCO) was
established as a government syndicate to take up the task of integrated township and Infrastructure
development across the state of Andhra Pradesh. It is the state level nodal agency for Pradhan Mantri Awas
Yojana (PMAY) with capabilities of holistic planning, development, financing and implementation of affordable
housing in the state. At present, APTIDCO is involved in PMAY Housing for All Urban in the state. A total
number of 27,806 houses were built in Visakhapatnam and 31,701 houses have been constructed in
Vizianagaram under AMRUT, PMAY and PMGAY.Page | 31
Draft Perspective Plan Report
June, 2021
Apart from the public sector organizations there are many private developers who have entered the field
of construction. The city has witnessed the launch of a few large-scale residential developments (in excess of
100 units) offering improved amenities in the recent past viz. Indiabulls ‘Sierra’, Shriram Properties ‘Panorama
Hills’, Oxygen Towers, etc. This trend is likely to gain momentum over the coming years with the entry of
several reputed local and national developers, who have already acquired/ or in the process of acquiring lands
in the city (viz. Omaxe, India Bulls, Bharat Infratech, etc. Most of the private developers like realtors who
majorly work in developing the layouts are registered with Andhra Pradesh Real Estate Developers’
Association (APREDA) and the builders who develop and deliver the completed projects are linked with The
Confederation of Real Estate Developer’s Associations of India (CREDAI) and VABA (Visakhapatnam Apartment
Builders Association).
Layouts and development of them since the past 5 years gives a major trend of growth direction in
VMRDA region. In Visakhapatnam District maximum new layouts have emerged in mandals like
Bheemunipatnam, Anandapuram, Anakapalle, Padmanabham, Parawada, Sabbavaram and Pendurthi with
102 Acres in Bheemunipatnam region only because of the recent spread of the city beyond Madhurawada
and its nearness to the upcoming Bhogapuram Airport with a road connectivity along the beach.
Vizianagaram has seen maximum upcoming of layouts in Bhogapuram, Denkada, Kothavalasa,
Vizianagaram, Bondapalli, L.Kota and Vepada mandals in the last 5 years with the maximum of 102 acres in
Bhogapuram because of its upcoming International airport proposal and connectivity to National Highway.
The highest area of lands in acres in Vizianagaram district comes under Vizianagaram Mandal followed
by Bhogapuram, Denkada, Kothavalasa and L.Kota. The layouts mostly belong to Private followed by DTCP and
APDPMS.
MANDAL
VIZIANAGARAM
BHOGAPURAM
DENKADA
KOTHAVALASA
L.KOTA
AREA IN ACRES
2198
1589
1204
999
558
The highest area of lands in acres in Visakhapatnam district comes under Visakhapatnam Rural followed
by Beeemunipatnam, Anandapuram, Pendurthi, Gajuwaka and Parwada. The layouts mostly belong to Private
followed by DTCP and APDPMS.
MANDAL VISAKHA RURAL BHEEMUNIPATNAM ANANDAPURAM PENDURTHI
GAJUWAKA PARAWADA
AREA IN
ACRES
2982.88
2097.49
1912.06
1482.06
1245.29
968.87
The Present growth trends of layouts show that in the last 5 years most layouts have come up in
Achutapuram, Yalamanchali, Anakapalle in the south, Pendurthi, Kothavalasa, Sabbavaram, Anandapuram and
Lakkavarapukota in the west and Bheemunipatnam and Bhogapuram in the north. The trend shows the
growth towards the proposed developments and projects coming up in future since maximum layouts are
coming out towards Bheemunipatnam and Bhogapuram for the upcoming international airport.Page | 32
Draft Perspective Plan Report
June, 2021
Figure 5-1: Growth trend of layouts in VMR
Real Estate
Property prices in Visakhapatnam got doubled in a span of a year. The most popular area is the stretch
along the beach, Rushikonda to Bheemunipatnam. The market value of an acre near to Bheemunipatnam is
around Rs. 60 lakh and the registration value is in the order of Rs. 9 to Rs. 15 lakhs. Indeed, the registration
value pushed to 75 per cent from 50 per cent from August 2006.
Civil works on the much-awaited six-lining of the 51-km Anandapuram-Anakapalle road via Pendurthi are
all set to begin by June, in a major thrust to the construction of a bypass highway that would skirt Vizag city
altogether. The state government seems intent on expediting the proposed 900-acre satellite township near
Lankelapalem on the outskirts of Visakhapatnam.
Observers are also of the opinion that the satellite townships in the outskirts are the need of the hours
to expand the city on all sides, instead of further congesting the core city.
5.3 KEY CHALLENGES
VMRDA with an existing industrial base needs to be more competitive for being a lucrative investment
destination. As per studies by CBRE, Development of Integrated ‘Industrial Ecosystem’ with World Class
Industrial Real Estate Infrastructure should be promoted in the region to ensure better living conditions for
the workforce who will be moving in based on major investments. Real estate development based on major
employment attraction areas will reduce trip lengths and trip costs significantly, making economic theme
nodes more successful.
Visakhapatnam region has already focused towards developing large scale Dedicated Industrial Corridors
on a cross-country level. With National Highway 16 running along the full length of the region, VMRDA enjoys
excellent connectivity to the port as well as the hinterland, facilitating industries to boom in the region. This
gives ample hint to the real estate sector on the stretches to be focused on. The concentration of the
development authority should also be aligned with the same to avoid scattered developments.Page | 33
Draft Perspective Plan Report
June, 2021
Industrial nodes such as DMIC, AKIC, BMIC with support from Dedicated Freight Corridors has already
been figured as successful models in the country. Similar advantages have to be taken from the Vizag Chennai
Industrial Corridor, which is a major opportunity for the region to tap investments and growth. VCIC has a
node based development strategy which has identified certain nodes in the corridor. Pinpointing industrial
land allocations and supporting real estate will accentuate the impacts of VCIC. The approach towards housing
and real estate development in the industrial noes should be more of pre-envisaged supply push factor rather
than a demand based pull factor.
New township Development and proposal of good quality infrastructure in the townships surrounding
the potential industrial nodes should be considered as the key parameter for development in housing and real
estate sector.
5.4 CONCLUSION
VMRDA has a vast scope of development in store for the region. Considering the major role it is going
play in the near future, housing and real estate are huge potentials and will be cheered by developers and
investors. Slums seems to be major concern with the region but with effective implementation of the National
and State level schemes to address the issue in slums and help them develop in terms of providing basic
physical and social infrastructure, it has the potential to become one of the fast developing regions in India.
The kind of economic activity, the state is envisaging for this region, it will perhaps become the most sought
destinations for commercial, employment and residential purposes focusing on livable and sustainable
futuristic townships around the developing nodes.Page | 34
Draft Perspective Plan Report
June, 2021
6 ENVIRONMENT AND CLIMATE CHANGE
Preservation of existing beauty and diversity of the environment in the project area is necessary along
with the desired development. Haphazard development insensitive to the environmental conditions leads to
the ecological calamities and disasters. In the process of development, preservation of sensitive natural
systems in the area is necessary.
The data in need for this analysis is collected from various secondary sources like district handbooks,
ground water data by CGWB, EIA reports in the region prepared for various projects. Oceanography, Ecological
sensitivity and Environmental quality of the area is compositely studied considering different parameters such
as waves, tides, currents, reserve forests, air, surface, ground and marine water qualities in the study area for
better understanding of the existing environmental status. The baseline environment of the study region
defined by the physical, natural, and ecological features including the quality of various environmental
parameters are studied and presented in the following sections sequentially.
6.1 PHYSIOGRAPHY
This region is classified into two physiographic zones – Plains and Hills. It has Coastal plains along the
coastand hilly region of Eastern Ghats. This natural elevation profile of the study area is the physical feature
for all the flows of the surface waters and ground water reserves (Figure 6-1). Major rivers flow from NW to
SE collecting minerals from upper lands and Eastern Ghats and depositing them in the basins before joining
the sea making the area fertile. The chains of hills in the area and part of Eastern Ghats are rich with forests
and home for diversified exotic flora and fauna in the region.
Figure 6-1: Altitude map of VMRDA region w.r.t Mean Sea Level (MSL)
Source: Digital Elevation module of United States geological surveyPage | 35
Draft Perspective Plan Report
June, 2021
6.2 WATER RESOURCES
VMRDA region has an abundant source of water in the form of rivers, rivulets and canals passing through
the area and in the end draining into the Bay of Bengal of the East Coast. Because of its location of the area
on the downhill of the Eastern Ghats surface, ground water and drains have a natural gravitational line of flow.
Because of the abundance of the water bodies there is a generous supply of water throughout year by means
of surface and ground water. Surface water in the area is mainly utilized for irrigational purposes, industrial
purposes and treated drinking water supply for population of ULB’s. Municipal administrations of the VMRDA
region utilize water from major rivers, and reservoirs in the area to cater to the water demand of the people.
Ground water in the area is majorly utilized for the domestic water necessities of the people in rural and semi
urban areas, irrigational and industrial purposes.
Surface Water
The minor rivers from south to the north of the VMRDA region are Yeleru reservoir, Pampa river,
Thandava river, Varaha river, Sarada river, Meghadri gedda reservoir, Peddagedda, Gosthani river,
Champavathi, Kandivalasa gedda, Pedda gedda (Figure 6-2).
The Other principal water sources in this region are Suvarnamukhi, Vegavati, Champavati, Gosthani,
Kandivalasa, Mahendratanaya, Bahuda, and Kumbikotagedda. Main canals passing along VMRDA are Yeluru
and Polavaram canals
Figure 6-2: Rivers and water bodies in VMRDA region
GroundWater
In Visakhapatnam district Visakhapatnam Rural, Visakhaptnam Urban, Sabbavaram, Pendurthi,
Pedagantyada, Parawada, Padmanabham, Nakkapalli, Gajuwaka Bheemili, and Anandapuram, mandals are
solely dependent on surface water supplied from ULB’s. In Vizianagaram district Vepada, Vizianagaram,
Lakkavarapukota, Kothavalasa, Garividi, and Cheepurupalli are not using ground water.Page | 36
Draft Perspective Plan Report
June, 2021
6.3 COASTAL ENVIRONMENT
6.3.1 Coastal Regulatory Zone
Issued under the Environment (Protection) Act, 1986, and in supersession of coastal regulation zone
notification 2011, draft CRZ notification 2018; Central government has initiated to conserve and protect the
unique environment of coastal stretches, marine areas, livelihood of fisher communities and other local
communities.
Coastal stretches have been defined in Coastal Regulation Zone (CRZ) and restrictions have been imposed
on industries, operations and processes within the CRZ. The CRZ regulations are imposed on
Land areas from High Tide Line (HTL) to 500m on landward side of the sea front
Land ward area between HTL to 50m or width of creek, whichever is less on landward side along
the tidal influenced water bodies that are connected to sea and the distance upto which the
salinity measured is 5 ppt during driest period of the year
iii.
The intertidal zone between HTL and LTL
Water and bed area between the LTL to the territorial water limit (12Nm)
For the better conservation and protection of coastal areas, the CRZ area is classified to four major
categories, which are sub categorized further as detailed below.
- CRZ-I A: The areas that are ecologically sensitive and the geomorphological features which play
a role in the maintaining the integrity of the coast such as Mangroves, Corals and Coral reefs,
Sand dunes, Biologically active mudflats, National parks, marine parks, Sanctuaries, Reserve
forests, Salt marshes, Turtle nesting grounds, Horse shoes crab habitats, etc.
- CRZ –I B:The inter tidal zone between Low Tide Line (LTL) and High Tide Line (HTL)
- CRZ-II: The areas that have been developed up to or close to the shoreline within the existing
municipal limits or in other existing legally designated urban areas which are substantially built
up with a ratio of built-up plots to the total plots being more than 50% and has been provided
with drainage and approach roads and other infrastructural facilities, such as water supply and
sewerage mains.
- CRZ-III A: Land areasthat are relatively undisturbed (rural areas) and those do not fall under CRZ
II are considered for CRZ-III. In CRZ-III, the areas with population density more than 2161 per
Sq.km as per 2011 census are considered in CRZ-III A
- CRZ-III B: The CRZ-III areas with population density less than 2161 persons per sq.km as per 2011
census are considered for CRZ-III B
- CRZ-IV A: The water area and sea bed area between LTL up to 12 nautical miles on seaward side
- CRZ-IV B: The water area and bed area between LTL at the bank of the tidal influenced water
body to the LTL on the opposite side of the bank, extending from mouth of water body to
influence of sea tide (salinity 5ppt during driest season of the year)
6.3.2 Prohibited Activities in CRZ
The activities elucidated further are in general prohibited in entire CRZ. The activities are
Setting up of new industries, expansion of existing industries, operations, processes
Manufacture/handling of oil, storage/disposal of hazardous substances
III.
Setting up of new fish processing units
Land reclamation, bunding/disturbing natural course of sea water
Discharge of untreated waste or effluents from industries, cities or towns and other settlementsPage | 37
Draft Perspective Plan Report
June, 2021
Dumping of city or town wastes including construction debris, fly ash and others
VII.
Port and harbour activities in high eroding parts of the coast
VIII.
Mining of sand, rock and other sub-strata materials
Altering active sand dunes
Disposal of plastic and other inert wastes such as glass bottles
6.3.3 Permissible activities in CRZ
- CRZ – I A: Eco tourism activities such as mangrove walks, nature trails etc. as approved in CZMP
(Coastal Zone Management Plan). Construction of roads is allowed for exceptional cases such as
defence, strategic purposes and public amenities. For effected mangrove or other vegetation
covers in the process, three times the area effected is to be taken up for compensatory plantation
- CRZ – I B: Land reclamation activities are permitted for foreshore activities like ports, harbours,
jetties, wharves, Quays, Slipways, bridges, and sea links etc. Projects for defence, strategic
purposes. Land reclaimed may be permitted for public utilities like mass rapid transit system,
construction and installation of all necessary public utilities or infrastructure. Storage of non
hazardous cargo, Hatchery and natural fish drying, treatment facilities for waste and effluents,
salt harvesting and desalination plants
- CRZ – II: Construction of building for residential, school, hospitals, institutions, offices, public
places etc. shall be permitted only on landward side of existing road or authorized fixed
structures. Development of vacant plots in designated areas for construction of beach
resorts/hotels permitted as per guidelines. Temporary tourism facilities along beaches such as
wash rooms, change rooms, shower panels etc.
- CRZ – III: Agriculture, horticulture, gardens, pastures, parks, playfields, and forestry. Construction
of dispensaries, schools, public spaces, bridges, roads, infrastructure facilities as permitted by
CZMA. Facilities required for local fishing communities such as fish drying yards, auction halls,
net mending yards, boat building yards, ice plant, crushing units etc.
- For CRZ – III areas beyond Non-development Zone (NDZ), development of vacant plots in
designated areas for construction of beach resorts/hotels. Public amenities and fishing related
infrastructure.
- CRZ – IV: Traditional fishing and allied activities, Land reclamation/bunding for foreshore
activities, defence projects, erosion control measures, non-conventional energy sources
associated activities, storage of non-hazardous cargo, facilities for intake of cooling water and
outfall for discharge of treated waste water from thermal power plants. Weather radar
monitoring stations, pipelines, conveying system including transmission lines.
All states and union territories should have a Coastal Zone management Plan (CZMP) devised/prepared
for proceeding related to coastal areas.Presently 124 villages are along the coast line in the CRZ of VMRDA
region. The CRZ area is needed to be demarcated and only permitted establishments are to be allowed in the
regulatory zone. At present any industry, resorts/hotels that are proposed to be constructed in CRZ have to
take clearance from the State Pollution Control Board (APPCB) and the conditions fixed for the clearance need
to be complied.
The treated effluents of major industries/ SEZ’s are being released into the sea at 13 locations (Table 6-1).
The disposal of these effluents into the sea is also regulated and monitored by APPCB; the treated effluents
of respective industries are stored in designed tanks at the sites. Once in a week /fortnight based on quantity
generated; samples are taken from these tanks by Regional offices for quality analysis, and permitted to
release if the effluent is as per PCB norms given during clearance. Page | 38
Draft Perspective Plan Report
June, 2021
Table 6-1: Outfall locations in the CRZ of the VMRDA region
Sl. No.
Industry/ SEZ
Latitude
Longitude
- Hetero Infrastructure SEZ Ltd
17 21′ 07″
82 44’31”
- SMS Pharmaceuticals Limited Ltd
18 02’11.24″
83 37’1.22″
- Industrial Pharma Complex by Vijaya sri Organics Ltd
18 04’10”
83 40’35”
- Lan tech Pharmaceuticals Ltd
18 04’25”
83 41’25”
- Hyacinth Pharma Ltd
18 05′ 18″
83 04′ 51″
- GVMC sewage release outfall
17 42′ 51.24″
83 19′ 26.54″
- APSEZ, Outfall I
17 31’35”
83 04’00”
- APSEZ, Outfall II
17 31’06”
83 02’45”
- APSEZ, Outfall III
17 31’18”
83 03’13”
- NKSEZ, Outfall I
17 21’01”
82 43’02”
- NKSEZ, Outfall II
17 20’00”
82 41’05”
- NKSEZ, Outfall III
17 19’25”
82 39’55”
- NKSEZ, Outfall IV
17 21’24”
82 43’51”
Source: From Secondary sources in reports on Study area
Other than these outfall locations a total of 20 projects (industries, ports, jetties, hotels and resorts) are
in the CRZ mostly in CRZ– III, in some cases in both CRZ – II, and CRZ – III; As per the projects that have applied
for CRZ clearance to the AP Pollution Control Board. In the Coastal regulatory Zone of the Study area in any
locations hatcheries, fishermen villages, mega or small industries are observed along the coast line with in
200m of HTL. Presently National Institute of Oceanography (NIO, Visakhapatnam) is preparing a CRZ zones
map for the VK – PCPIR part of VMRDA region for further notification and clearance of area as per regulations.
6.3.4 Coastal Erosion and Accretion
The landward displacement of the short line caused by the forces of waves and currents is termed as
coastal erosion. Natural forces such as wind, waves and currents are constantly shaping the coastal regions.
A regular and cyclic phenomenon like erosion and deposition is prevalent in many parts of Andhra Pradesh
Coast. Coastal erosion is one of the major reasons for deterioration of coastal Zones.
Figure 6-3: Erosion & Accretion along the coastal region of VMRDA region
Source: District-wise shoreline changes in AP from National centre for Sustainable Coastal Management, MoEF & CCPage | 39
Draft Perspective Plan Report
June, 2021
The AP coast has frequently been affected by Cyclone and inundated by storm surges. The Tsunami in
2004 and various cyclones, including Phailin and Hudhud, have drastically changed the beach profiles making
them vulnerable to erosion, drowning deaths due to increased slope at the coast, and significant changes in
the local wave climate. Many coastal areas along the AP coast are now distorted with the changed scenario.
As per oceanography experts around 9.2 percent of the 973.3 km-coastline in Andhra Pradesh has been
facing erosion. Heavy erosion has been noticed at Vizag and Bheemunipatnam beaches in Visakhapatnam
district (Figure 6-3).
The coastal line in this region is undergoing both erosion and accretion. Medium erosion is observed in
all two districts, Cheepulupada, J. V. Agarharam, Cheepurupalle (east), of Visakhapatnam district;
Kongavanipalem of Vizianagaram.
6.3.5 Wave Surge and Floodable Areas
The coast of VMRDA region is highly prone to cyclones, and VMRDA region has many water bodies
draining to the coast. In this scenario early warning maps are prepared by Andhra Pradesh State Development
Planning Society for facing a probable storm surge, flood, and drought in the state of Andhra Pradesh.
Toposheets updated under this section for storm surge, flood prone areas are collected for VMRDA region.
6.3.6 Wave surge
The probable area of the coast in VMRDA region that could be affected by wave surge induced during a
Super Cyclonic Storm of wind speed 235 kmph is studied in this section. The information for this observation
is collected from Storm surge inundation maps prepared by Andhra Pradesh State Development Planning
Society.
Coast line of VMRDA region is not affected by a 65 kmph Tropical cyclone, so the probable area that could
be affected by a 235 kmph super cyclone is studied for VMRDA region. As shown in the Figure 6-4, the highly
effected areas are coastal mandals and river mouths of major rivers.
Figure 6-4: Storm surge inundation in VMRDA region in case of super cyclone of 235 kmph speed
Source: Storm surge Inundation map prepared by Andhra Pradesh State Development Planning Society (APSDPS)Page | 40
Draft Perspective Plan Report
June, 2021
In Visakhapatnam district coastal mandals Payakaraopeta, Nakkapalli, S. Rayavaram, Rambilli,
Atchutapuram, Parawada, Pedagantyada, Visakhapatnam Urban, Visakhapatnam Rural, and Bheemunipatnam
are prone to damage of which Payakaraopeta and Bheemunipatnam show chances for major damage.
Vizianagaram district is the least effected district of VMRDA region because of a storm surge as it only
has two mandals, Bhogapuram, and Pusapatirega along the coast. This is also the reason for having no cyclone
land fallings along the coast of Vizianagaram district.
6.3.7 Floodable Areas
Minor rivers that pass through the study area are Gosthani, Sarada, Varaha, Thandava, Champavathi, and
other major geddas. A probable flood inundation map minor rivers Gosthani, Pedderu, Varaha, Sarada,
Thandava, and pampa are prepared for a probable flood of 100 year return period.
Figure 6-5: Probable flood inundation area for river at peak discharges in VMRDA region
Source: Probable Flood Inundation map prepared by Andhra Pradesh State Development Planning Society (APSDPS)
6.3.8 Drainage
The study region has few minor non – perennial rivers following their natural terrain draining into the
Bay of Bengal. As we observed earlier in ground water table lineament in the study are majorly from NE – SW
draining in to Sea. The study area also has many geddas collecting water from catchments and follows their
natural stream / channel to drain into Bay of Bengal.The study area has many reservoirs like Meghadrigedda,
Kanithi, Mudasarlova, Gambheeram, Tatipudi. As VMRDA is monsoon dependent area in case of heavy rains
in a short duration Flood prone areas as shown in the Figure 6-5 are likely to be most affected areas in the
study area.Page | 41
Draft Perspective Plan Report
June, 2021
6.4 NATURAL DISASTERS
Cyclones
In districts of VMRDA region three districts Visakhapatnam, has a history of experiencing cyclones and
storm surges. In India cyclones are classified into five categories as
Tropical depressions wind speeds between 31 and 61 kmph (17 to 33 knots)
Tropical cyclones if the winds speeds range between 62 and 89 kmph (34 to 48 knots)
III.
Severe cyclonic storm when wind speeds range between 89 and 118 kmph (48 to 63 knots)
Very severe cyclonic storm with wind speeds ranging between 119 and 221 kmph (64 & 119
knots)
Super cyclonic storm when wind speed exceeds 221 kmph (119 knots)
Cyclone Hud-Hud in October 2014 that had devastated Visakhapatnam city is a very severe cyclonic
storm; a total of 9 cyclones had crossed with in the vicinity of coast line along Visakhapatnam.
6.5 KEY ENVIRONMENTAL DESIGNATIONS
The entire VMRDA area is broadly classified into six key designations for its environmental sustainability,
protection and conservation. The areas are divided based on its characteristics, physiography, and natural
resource. Each zone will have its own development and protection policy and maintaining it will facilitate a
better environment and healthy surrounding around VMRDA. The broad environmental designation area as
follows;
- a) Coastal Zone management
- b) Agricultural Land Protection and development
- c) Heritage and conservation
- d) Water Bodies
- e) Disaster management
- f) Ecologically sensitive Area
These areas are further categorized with reference to standards and guidelines and based on regulations
the areas are proposed for conservation and protection.
6.6 KEY CHALLENGES
The main development potential in VMRDA is port and industries and maintaining the environment while
developing then is the key challenge. The pollution of the two primary economic bases creates a huge havoc
to the sustainability and maintenance of environmental standards. The way to solve this problem is the
primary key challenge. Moreover, with the development of industrial nodes, the population and housing is
increasing at a steady pace. The area being a hilly terrain is facing problems of encroachment in the hilly areas
which are ecologically sensitive and less developable to provide basic infrastructure. The protection of these
sensitive areas remains as the secondary challenge. The development has also encroached upon the natural
catchment areas to most of the water bodies located in the area leading them to dry eventually. There is an
urgent need of identifying the catchment areas and stop the encroachment to have a sustainable water
balance in the future.
The Kambalakonda wildlife sanctuary is located in the center of the region and spreads on the opposite
sides of the congested and polluting NH 16, thus leaving the area more prone to pollution and high risk and
susceptibility. Furthermore, the entire development area shares a very fine to no buffer with the coast and it
spread mostly along the coastal area, leading to high risk of maintaining proper CRZ norms along the coast.
This leads to high intensity loss from natural disasters which the area is mostly prone to.Page | 42
Draft Perspective Plan Report
June, 2021
6.7 CONCLUSION
Environmental quality across the VMRDA is studied from the secondary information collected from
various studies. As a result, a composite status of air, ground water, surface water, and marine sea water
quality levels are obtained. In all the parameters except marine water quality Visakhapatnam is most polluted
because of vast industrial cluster concentration which are consuming the existing natural resources at high
rate. This is leading to the imbalance in the existing environmental quality of the region. Immediate actions to
analyse the existing pollution levels and taking necessary pollution mitigation measures is necessary to avoid
further deterioration of environmental quality of the region. Page | 43
Draft Perspective Plan Report
June, 2021
7 HERITAGE AND TOURISM
7.1 HERITAGE
Visakhapatnam and its surrounding region have been governed under various rulers over its long and
multi-layered history. Kings of various dynasties have built in a grandeur manner to leave imprint of their
regimes in the forms of monuments and properties which over the period has become of historical importance
hence heritage of this region. Visakhapatnam port, one of the oldest sea ports in the region, has attracted
foreign trade as early as 18th century which had significant impact on morphological evolution of the city. The
built evidence of colonial political history, especially of British and Dutch colonial powers, exists till date in the
form of monuments and structures and is spread throughout the Visakhapatnam region.Religious and spiritual
growth in Hinduism, Islam, Christianity and Buddhism took place through its socio-cultural history with
significant magnitude, leaving behind heritage in the form of Temples, Dargah, Masjids, Churches and
Buddhist sites.
7.1.1 Categories
The heritage properties of Visakhapatnam Metropolitan Region have been surveyed under two
categories. The types of Heritage Properties are defined as:
- Heritage properties / buildings and
- Heritage areas / precincts.
Figure 7-1: Location of major heritage towns in the Region
Heritage sites and monuments have been listed by the number of authorities and agencies like
Archaeological Survey of India (ASI), State Archaeological Department (SAD) and non-government
organizations. Page | 44
Draft Perspective Plan Report
June, 2021
7.1.2 Assets
Listing of heritage properties in Visakhapatnam region exists but comprehensive approach to protect
heritage properties of various levels of historical and cultural significance along with conservation measures
and their potential use have not been dealt with till date.
The heritage sites were removed from the list after survey and visiting the sites based on two criteria:
► Properties which does not have significant historical and cultural associational value to the Visakhapatnam
region as a whole.
► Properties which are demolished by private owners
Figure 7-2: Listing of Heritage sites
7.2 TOURISM ASSETS
The VMRDA region covers a long coast line and a large region comprising various scenic spots, culturally
rich religious destinations and several master pieces of great architectural heritage. Along with the urban
attractions in tourist destinations, there are untouched rural scenic spots and relatively less exploited heritage
structures located in rural hinterland that offer great potential to generate economic and employment
opportunities. The city of Visakhapatnam can be considered as the nucleus for tourist activity in this region.
Visakhapatnam experiences a major percentage of foreign tourists’ foot fall every year. The city presently has
international air connectivity from Dubai, Singapore and Kuala Lampur apart from important metros of India
i.e., Delhi, Mumbai, Hyderabad, Bengaluru, Chennai and Kolkata. Visakhapatnam is a major junction on
commercially important Chennai – Kolkata Rail line. The city is well connected by rail with New Delhi, Chennai,
Kolkata and Hyderabad. Regular bus services are available from Hyderabad, Vijayawada, Bhubaneswar,
Chennai, Tirupati and other major cities.
7.2.1 Assets
The VMRDA Region offers naturally, ecologically, culturally and religiously diverse variety of tourist
destinations that present scope to explore continuously. The tourist destinations that are present in the region
can be mainly classified into the following:
► Resorts / Beach front
► Religious Tourism
► Cultural Tourism
► Hill Stations
► Nature / Eco-Tourism
► Adventure Tourism
Beach Front
Sprawling along the coastal line with varied topographical features the VMRDA region offers various
options for eco tourists. The coastal line embracing the VMRDA region has a variety of beaches that have stark
differences from one another. The meeting point of the land and sea is ornamented with bays that offer visual
grandeur for urban beach fronts to ride, relatively shallow beaches that are favourable for water sports, rocky
beaches that would offer tranquil atmosphere to spend the leisure time. Page | 45
Draft Perspective Plan Report
June, 2021
Rama Krishna Beach
Yarada beach
Rushi Konda Beach
Religious Tourism- Buddhist Sojourn&Temples and Shrines
The region was a cradle of Mahayana phase of Buddhism. Many mounds and hills that are near to the
rivers or along the sea side were homes to the monks who practiced Buddhism. During their stay the monks
built many structures of Stupas and Viharas which stand imposing even today.
Sankaram
Thotla Konda
Bavikonda
Ramatheertham
Salihundam
Kalingapatnam
Temples and shrines of pilgrimage are the important destinations of tourist traffic and are a big source
of revenue flow in this region. There are about 978 temples in all the mandals of Visakhapatnam district which
are maintained by the endowments department. As the region is historically very old hailing from “Kalinga”
period there are many temples which were built under different rulers. On the Banks of the rivers like Gosthani
there are many shrines of the Hindu Gods.
The church on the Ross hill and the Dargah called Ishaq Madina in the old city of Visakhapatnam attract
many visitors from the city and the regions. The Baba Dargah in the Vizianagaram town is witnessed by many
Muslim and Hindu tourists in the three districts of Vizianagaram and Visakhapatnam and Srikakulam.
Simhachalam
Sirimanu in Pyditalli festival
Ross hill Church
Cultural Tourism
The cultural tourism of Visakhapatnam is diverse and can be categorized into 4 segments such as
Arts and Crafts– The Vizianagaram town has been the home to many performing arts like music dance
and drama. There are many famous music artists in classical music, Great dancers of Kuchipudi and Page | 46
Draft Perspective Plan Report
June, 2021
Bharatanatyam hail from this place. The Veena handcrafted by the artisans of the Bobbili village is famous
worldwide. Etikoppaka is famous for its age-old tradition of wooden carvings, artefacts resembling shapes of
items from Mohenjo-Daro and Harappa.
Etikoppaka Toys
Bobbili Veena
Music college in Vizianagaram
Festivals and Fairs– The department of Tourism in Vizianagaram and the district administration celebrate
a three day annual festival called Vizianagaram utsavalu where many art and cultural programs are conducted
in the different venues. The city is celebrated with many art forms and performing arts which are local to the
indigenous people of Vizianagaram. The AP tourism department and the district administration conduct the
Visakha Utsav in Visakhapatnam city along the beach road and some other venues. The Folk dance forms and
flower show and active stage along the beach road for showcasing different performing arts. As the two
districts in VMRDA contain significant tribal population with indigenous knowledge in medicine and art forms
annual tribal festivals or ”Girijana Utsavalu” are celebrated in Seethammapeta of Srikakulam, Parvathipuram
of Vizianagaram, Araku and Paderu of Visakhapatnam. Though these areas are out of VMRDA area, there is a
significant regional tourist activity that is associated with the VMRDA region.
Heritage structures-The region is rich in Buddhist heritage that was dating back to Mahayana period.
There are many Religious temples which are great architectural heritage belonging to different time periods.
Visakha Utsav
Vizianagaram Utsav
Sikkolu Sambaralu
Visakhapatnam Collectorate
Vizianagaram fort
Sher Mohammadpuram
Museums-The artefacts and the historical evidences of the three districts are mostly stored in the
Visakha Museum located on the beach Road in Visakhapatnam. A 17th century Dutch building in Kirlampudi
Layout is converted to Museum in 1991. This houses the great naval history of Visakhapatnam and
archaeological objects and the pictures narrating the story of Visakhapatnam. State Archaeology department
is opening up a new district museum in Vizianagaram district.
Hill StationsPage | 47
Draft Perspective Plan Report
June, 2021
Araku is one of the most important tourist destinations in Andhra Pradesh. The pleasant hill station is
famous for its scenic gardens with lush green nature, valleys, waterfalls and streams. It is situated at a distance
of 112 km from Visakhapatnam.
Nature or Eco Tourism
Srikakulam has many scenic spots like water falls in the scenic spaces like Seethammapeta Mandalam
and there are other scenic spaces like Gotta Dam on the Vamsadhara River. The other places like Thatipudi
reservoir, Thotapalli reservoir, Jhanjhavathi rubber dam are built on the water bodies on the Vizianagaram
district are scenic spaces where there are some tourist refreshments that rejoice the tourists in the tourists
who come here for short trip. There are facilities like boating and cottages arranged by AP tourism.
The city of Visakhapatnam and the surrounding scenic spaces attract many tourists for a short retreat.
The hill next to the Visakhapatnam Port called Dolphin Nose, Kailasagiri Park on the Kailasagiri hill, Erramatti
Dibbalu or Red sand hills and the large reservoir in Mudasarlova are the scenic spots which attract the visitors
to the nature from the busy urban areas. The Indira Gandhi Zoological Park in Visakhapatnam and the bird
sanctuary in Kondakarla Ava present the experience of Biodiversity to the nature lovers. The forest trial and
trekking in the Kambalakonda hills offer a good nature experience to the visitors.
Araku
Tyda
Thatipudi reservoir
Thotapalli barrage
Gotta barrage
Telineelapuram
Adventure Tourism
Apart from the Visual appeal to the visitors the city of Visakhapatnam is also offering other water sports
at Rushi Konda Beach Boating and fishing at Visakhapatnam Fishing Harbour. Recently the Scuba Diving also
encouraged in the Vizag sea waters where visitors get to experience the fun of scuba diving and see the marine
fauna in the months between October to March.
Rushi Konda
Boating near fishing harbour
Scuba divingPage | 48
Draft Perspective Plan Report
June, 2021
7.2.2 Foot fall
The figures of tourist footfall in Visakhapatnam have been increasing at a very high pace for the last 5 years
with a significant increase since 2013. More than 10.5 million people visit Visakhapatnam yearly of which
more than 64 thousand are foreign travelers.
Table 7-1: Tourist footfall in VMR district
2013
2014
2015
District Name
Domestic
Foreign
Total
Domestic
Foreign
Total
Domestic
Foreign
Total
Vizianagaram
1551278
979
1552257
3380542
6274
3386816
3651012
4629
3655641
Visakhapatnam
6700675
57476
6758151
6782784
54272
6837056
10416500
64178
10480678
Source: Tourism department
7.2.3 Infrastructure
Though there is a high tourist footfall in the region especially during the peak seasons, there are no
streamlined infrastructure developments for organised tourism facilities. There are fragmented development
projects implemented and in pipeline, there is no comprehensive tourism development plan or large tourism
related infrastructure project for overall development of tourism in the region.
7.3 KEY CHALLENGES
The tourism sector has been growing every year with increase in footfall. With the increase in capacity,
there is a requirement of several other factors to improve the tourism experience in VMRDA addressing which
will lead to VMRDA being an all-rounder quality destination place. The primary challenge is to provide standard
facilities and infrastructure in all classifications of tourism even in the rural areas. The temple tourism as well
as rural tourism has to be incorporated with facilities and evacuation plans to mitigate risk.
Although VMRDA area has such a rich cultural, ecological and natural tourism, it lacks proper planning
and connectivity in terms of tourism circuits. Circuit development plan will ensure enhanced tourism all over
the region. Along with the development of circuits, the activities in each tourism node has to be identified and
developed for example, Eco Tourism activities in Kambalakonda, Sports and adventure activities in Rushikonda
and likewise identifying of new potential places to incorporate similar as well as additional activities.
The accessibility to all the tourism sites must be ensured before development to check in the potential
and feasibility well ahead. Along with tourism development, there heritage properties need to enabled for
many new proposals like heritage tourisms, hotels, villas etc to save then being dilapidated.
7.4 CONCLUSION
The heritage sites in VMRDA region endure lot of negligence even after receiving high visitors’ footfall.
Though proper listing and documentation has been done, there is an immediate requirement of government
intervention to stop further deterioration of the assets. As in many cases heritage and tourism enjoy a
symbiotic development, proper conservation and restoration of the sites will be instrumental in generating
economy. Page | 49
Draft Perspective Plan Report
June, 2021
8 TRANSPORTATION
8.1 STRATEGIC LOCATION AND TRANSPORT CONNECTIVITY
Transportation is the lifeline for development of VMRDA region. The region is endowed with a very well
developed inter-city transport network by all modes of transport – road, rail, air and sea. Being a coastal region
and having natural harbours it has added advantage of three major ports in the region and its vicinity. In terms
of road and rail network, the region is well connected by the national highways and trunk rail network. Within
region, various sub-regions/ urban settlements are well connected through a combination of NHs, SHs, MDRs,
ODRs and Village Roads. Within the urban areas, the road network is reasonably well established.
8.2 REGIONAL ROAD TRANSPORT NETWORK
National Highways
The VMRDA Region spread across two districts has a road network of 2,400 km approximately (Ref. Figure
8-1). NH 16 (erstwhile NH 5) is the major corridor, which connects the VMRDA Region to the rest of the nation.
This corridor is the life line for the Project Area, which traverse through the east coast of the states of Andhra
Pradesh, Tamil Nadu and Odisha. NH 16 has 6 lane-divided carriageway and this highway forms a part of the
Golden Quadrilateral project undertaken under National Highways Development Project (NHDP) by NHAI.
Figure 8-1: Transport Connectivity of the VMRDA Region
Under NHDP Phase V, the Anakapalle-Anandapuram via Sabbavaram road is converted into a six-lane and
referred as National Highway (NH 16). It would serve as a by-pass road for the passage of through traffic going
towards Visakhapatnam. The former NH 16 stretch, Anakapalle-Visakhapatnam-Anandapuram Highway,
passing through the city, would be an urban road under GVMC jurisdiction.
Apart from the NH-16 the other National Highway, which starts at junction on NH-16 near Tagarapuvalasa
approximately 50 km north east of Visakhapatnam is NH-26 (erstwhile NH-43). It bypasses Vizianagaram and
further leads to Jagdalpur and finally terminates at Raipur in the state of Chhattisgarh (Ref. Figure 8-2).Page | 50
Draft Perspective Plan Report
June, 2021
NH-16 near Visakhapatnam
NH-26 near Vizianagaram
Figure 8-2: National highway traversing through VMRDA Region
State Highways
The VMRDA Area has approximately 490km of State Highways. Major State Highways are as follows:
► SH-157 starting from Gajuwaka and traverses through Parawada and Atchuthapuram to reach
Yelamanchili and further to NH-16. It is a two-lane road, which serves the traffic from NTPC, APSEZ, Steel
Plant and Pedagantyada IDA.
► SH-39(Visakhapatnam-Ananthagiri-Araku) connects Visakhapatnam City to the Araku hill station and
► SH-9(Bheemunipatnam-Pendurthi-Chodavaram-Narsipatnam) connects Bheemunipatnam town to the
Narsipatnam which is divisional headquarters of Narsipatnam. Presently a section of this state Highway
between Anandapuram and Sabbavaram is NH-16.
► SH-144 Commonly known as MVP Double Road connects Isukathota Junction and Beach Road. It is a four
lane divided road.
SH-157 near Yelamanchili
SH-39 near Kothavalasa
Figure 8-3: State highway traversing through VMRDA Region
Other Roads
These roads form the major roads for the urban areas and the rest of the settlements in the VMRDA
region. The next hierarchical roads such as Major District Roads, Other District roads consist of approximately
1,700 km in the VMRDA region. Figure 8-2 shows the transport network in the VMRDA region.
Port Connectivity Corridors
Visakhapatnam Port has port connectivity road about 12 km (including 4.87 km RoB), developed by NHAI
from Convent Junction to Sheela Nagar Junction. This would be further extended by 12.43 km to meet NH-16
at Sabbavaram, under NHDP Phase V. The Gangavaram Port also has port connectivity corridor with 4 lane 3.8
km long road developed by GoAP. Under Bharatmala programme, as a Port connectivity corridor, a four-lane
beach road (30 km) will connect Gangavaram Port and SEZ at Atchuthapuram.Page | 51
Draft Perspective Plan Report
June, 2021
8.3 PUBLIC TRANSPORTATION SYSTEM
Public Transport System in VMRDA region is mainly by bus system, operated by APSRTC. A publicly owned
public transport system. In the region, APSRTC operate bus services from 9 bus depots. It has 890 bus services
on 220 routes and it captures 13% of trips (without walk).
Bus Rapid Transport System (BRTS)
To increase use of public transport instead of private vehicles, to enable commuters to reach their
destinations in less time Bus Rapid Transport System (BRTS), a high-capacity public transport system, is
introduced in Visakhapatnam. Under Jawaharlal Nehru National Urban Renewal Mission (JNNURM) scheme,
this project was approved for two corridors. One of them is Pendhurthi Transit Corridor (PTC) and other
Simhachalam Transit Corridor (STC). The total length of these two corridors is 43.36 km (Ref. Figure 8-4).
Pendhurthi Transit Corridor (PTC) stretches about 23.24 km, while Simhachalam Transit Corridor (STC) is about
20.12 km.
Figure 8-4: Existing Bus Rapid Transport System in VMRDA region
Visakhapatnam Metro Corridor
Andhra Pradesh Metro Rail Corporation Limited (APRC) has prepared a metro rail master plan for the
area under the aegis of the Visakhapatnam Metropolitan Region Development Authority (VMRDA).
Visakhapatnam Metro Rail Project will be taken up in three phases during which work on corridors in different
routes would be commenced. A three-layer intra-city transport network is being considered on these routes
in Visakhapatnam.Page | 52
Draft Perspective Plan Report
June, 2021
Figure 8-5: Proposed Visakhapatnam Metro Alignments
Firstly, a metro rail is planned stretching along NH-16 connecting the steel plant to the proposed
Bhogapuram Airport. This metro line stretch will connect the city’s most significant and congested zones like
Gajuwaka, NAD Junction, Madhurawada, Kommadi and Anandapuram.
The stretch, as per the plan, will have two tributaries: One from Gurudwara to Old Post Office and another
from Tatichetlapalem to RK Beach. The proposed metro stretch along with its tributaries in Visakhapatnam
would be 80km long.
Adding to this, the state government is planning to start three tram routes in less congested parts of the
city. The proposed tram routes would connect Pendurthi to NAD Junction, Steel Plant to Anakapalli and Old
Post Office to Bheemili. The three tram routes would have at least one crossover with one metro station.
The total length of the three tram routes would be 60km. These would be battery operated trams and
would hence be environment-friendly.
The third layer of transport network would comprise buses, auto-rickshaws and different types of cabs.
8.4 RAIL TRANSPORTATION SYSTEM
Chennai – Howrah main line of the Indian railways, serves the VMRDA region. Currently,it falls under the
jurisdiction of both SCR and ECoR. Figure 8-6shows the railway network within the VMRDA region and its
surroundings. Approximately 300 km of railway network and 675 km of railway lines exists within the VMRDA
region.
1) SCR has its Jurisdiction from Duvvada in Gajuwaka Mandal towards Rajahmundry under
Vijayawada Division;
2) ECoR has its jurisdiction towards Visakhapatnam from Duvvada and further leading to Howrah,
under Waltair Division in VMRDA region.
3) In ECoR, Rail network from Chennai Howrah main line branches out at Kothavalasa towards
Araku and at Vizianagaram towards Rayagada.
4) Apart from the main line, there are sidings to Visakhapatnam Port, Gangavaram Port, NTPC,
CONCOR and Visakhapatnam Steel Plant. Existing Sidings in Waltair Division are given inTable
8-1.
5) South Coast Railway (SCoR) is formed as a new zone with Waltair Division merging with
Vijayawada Division along with Guntur and Guntakal Divisions. Visakhapatnam will be
headquarters for the SCoR
6) The proposal of new passenger line/goods line sanctioned within the Division is:
3rd line between Vizianagaram to Bhadrak (Andhra Pradesh – Odisha)Page | 53
Draft Perspective Plan Report
June, 2021
3rd line between Vizianagaram to Titlagarh (Andhra Pradesh – Odisha) including tieline
between Gotlam to Nellimarla
3rd line between Visakhapatnam to Gopalapatnam
4th line between Kottavalasa to Visakhapatnam
Doubling of Kottavalasa – Kirandul (Andhra Pradesh – Odisha – Chattisgarh)
Figure 8-6:Railway Network in VMRDA region
Table 8-1: Existing Sidings in Waltair Division
Sl.
No.
Siding
Name
Name of the Siding Owner
Serving Station
1
VZP
VPT Railways
Waltair Marshaling Goods Yard (WMY)
2
CONCOR
Containers Corporation of India
Ltd
Vishakapatnam Coaching Yard (VSKP)
3
VSPS
Rastriya Ispath Nigam Limited
Visakhapatnam Steel Plant Siding (VSPS)
4
STPP
(NTPC)
National Thermal Power
Corporation Ltd
Duvvada (DVD)
5
PSAS
Andhra Cements Ltd
Simhachalam North (SCMN)
6
APSWC’s
Investors
AP State ware Housing
Corporation Ltd
Pendhurthi (PDT)
7
FACOR
Ferro Alloys Corporation Ltd
Garividi (GVI)
8
VSPV
Vizag Sea Port Pvt Ltd/VSKP
Visakhapatnam Port (VZP)
Source: Divisional Railway Manager Office, Waltair Division
8.5 PORTS
There are two major sea ports falling within the VMRDA region. Hence, within the influence of the project
area, two major ports, a container terminal and one fishing harbour are present.Page | 54
Draft Perspective Plan Report
June, 2021
Visakhapatnam Port is located at 17041’ N and 83018’ E, is almost equidistant from Kolkata and Chennai
ports. The port is a premier port in the country, in terms of annual traffic (cargo throughput). There is also a
fishing harbour, spread over in 38 ha of area, which is presently being used by local fishermen for fishing
related activities and as shelter for their launches/crafts. Visakhapatnam port facilities in inner and outer
harbours are presented inTable 8-2.
Table 8-2: Visakhapatnam Port Trust facilities
Sl. No.
Port facilities
Inner Harbor
Outer Harbor
1
Water Spread (Hectares)
100
200
2
Maximum Draft (in meters)
14.50
18.10
3
Length (in meters)
230 LOA
320 LOA
4
Beam (in meters)
32.5
50
5
Vessel Class
PANAMAX
Super Cape (up to 2 lakh DWT)
6
Number of Berths
18
6
Source: Visakhapatnam Port Trust Annual Report
Visakhapatnam port majorly handles POL, iron ore, Fertilizer, Thermal Coal and Coking Coal. Table
8-3shows the principal commodity wise cargo traffic handled at Visakhapatnam Port for the years 2011-18
(Figure 8-7).
Table 8-3: Principal commodity wise cargo Traffic handled at Visakhapatnam Port (in lakh tonnes)
Sl.
No
Period
POL
Iron Ore &
Pellets
(Export)
Fertilizer
Coal
Container
Others
Finished Raw
Thermal
(Export)
Coking Tonnage TEUs
1
2011 –
12
184.4
161.54
37.17
8.32
31.89
67.8
42.14
234
100.5
2
2012 –
13
150.4
123.09
20.23
5.65
29.51
68.35
45.54
247
104.56
3
2013 –
14
10.09
129.99
17.71
7.95
27.44
69.28
49.16
262
109.37
4
2014 –
15
146.4
83.01
18.38
7.2
27.79
60.74
43.73
248
99.12
5
2015 –
16
169.4
59.79
19.96
7.99
33.93
51.07
51.45
293
96.78
6
2016-17
166.04
114.20
18.86
7.76
34.71
42.82
64.28
120.50
7
2017-18
160.50
106.46
19.53
9.20
29.48
57.64
68.35
125.86
Source: Visakhapatnam Port Trust Annual ReportPage | 55
Draft Perspective Plan Report
June, 2021
Figure 8-7: Principal commodity wise cargo traffic handled at Visakhapatnam Port
Source: Visakhapatnam Port Trust Annual Report
Port of Visakhapatnam has contemplated the following expansion plans:
- Extension of Container terminal on DBFOT in the outer harbour
- Construction of Cruise terminal in the outer harbour
- Additional oil jetty OR-3 along with OR-I & 2 berths
- Mechanisation of WQ.7&8 berths
- Development of Covered Storage for bulk cargoes; and
- Development of Free Trade warehousing zone
Gangavaram Port is located within 15 km south of Visakhapatnam Port. It is a newly developed greenfield
port which started operation in August 2008. It is a Joint Venture (JV) between the State Government of
Andhra Pradesh and a consortium led by Mr. D.V.S. Raju. Exports and Imports Cargo traffic handled by
Gangavaram Port from 2009-10 to 2015-16 is given in Table 8-4.
Table 8-4: Exports and Imports Cargo traffic handled by Gangavaram Port
Sl. No.
Year
Imports & Exports in MMT
2009-10
12.58
2010-11
13.91
2011-12
13.99
2012-13
13.10
2013-14
15.81
2014-15
20.74
2015-16
19.33
Source: Gangavaram Port Limited OfficePage | 56
Draft Perspective Plan Report
June, 2021
To improve connectivity to port, following proposals were submitted to Government of Andhra Pradesh
and Director of Ports.
Widening of existing 4 lanes road to 6 lane road
connecting NH-16;
From NH-16 to Port entry gate existing 2 lanes to 4
lanes; and
iii.
4 lane beach road of 30 km connecting Port to
Atchutapuram SEZ.
Coastal Railway line around 35 km from Gangavaram Port
to Atchutapuram SEZ connecting NTPC Simhadri, Hinduja Power
Plant, Brandix, Pharma Park and other upcoming industries
along the sea coast.
Besides the two functional ports, which are large and medium, two minor ports are proposed within the
VMRDA region.
- Bheemunipatnam about 29 km north east of the port of Visakhapatnam and is proposed to be
developed as minor port on the southern bank near the mouth of river Gosthani. It is proposed
to develop Bheemunipatnam as a satellite terminal for the Visakhapatnam Port.
- Kalingapatnam is about 83 km north east of the port of Visakhapatnam. The port is proposed on
the southern bank of the estuary of river Vamsadhara near its confluence with the sea. It is
proposed to be developed as lighterage port which is stated to be suitable for development of
good deep water, all weather port by Department of Port, GoAP.
- Nakkapalli is proposed to be commissioned as a minor port situated in Nakkapalli village of
Visakhapatnam district within VK-PCPIR region. M/s. ANRAK Aluminum Limited has been
permitted for the construction of a captive jetty.
Meanwhile, high-level committee appointed by the Union Shipping Ministry for setting up a second major
sea port in the state of Andhra Pradesh. Apart from Nakkapalli, Duggarajapatnam of Nellore District and
Ramayyapatnam in Prakasam district are selected as the probable sites for the second major port in the state.
If Nakkapalli gets selected as the site for a second major sea port in the state, it could impact the region in a
large way.
8.6 AIRPORTS
The functional airport within the VMRDS region is Visakhapatnam airport (Ref. Figure 8-8); it is a domestic
airport where international operations have started recently. . It is connected by flights to major capital cities
(Hyderabad, Bengaluru, Chennai, Mumbai, New Delhi, Kolkata, Ahmedabad, Bhubaneswar and Raipur) and
other cities (Vijayawada, Tirupati, Coimbatore, Kochi, Mangalore, Agartala, Port Blair) of India. International
flights are operated to Dubai, Singapore and Kuala Lumpur. As per the AAI statistics, the number of passengers
handled during 2018-19 is 2.8 million, the number of aircrafts handled is 24,182 and cargo tonnage is 3,513.
Due to growing air traffic at the airport, the AAI has made plans to construct six additional aircraft parking
bays by extending the apron. N5 taxi track will be commissioned in the airport soon. After commissioning with
the new taxi track and expansion of the terminal building, aircraft movements and passenger occupancy are
expected to rise.
Greenfield Bhogapuram International Airport Limited
Government of Andhra Pradesh has planned to build a Greenfield international airport near Bhogapuram
in Vizianagaram District. A Special Purpose Vehicle, Andhra Pradesh Airports Development Corporation Ltd.
(APADCL) formerly known as Bhogapuram International Airport Company Limited (BIACL), will implement the
Airport Project. The Proposed Airport site is located 45 kms from Visakhapatnam in North East direction on
NH-16 and 25 kms from Vizianagaram via NH-26. The site is located in East-West direction near Bhogapuram
Village, on the East of NH-16 towards the coast line.Page | 57
Draft Perspective Plan Report
June, 2021
The Greenfield International Airport at Bhogapuram provides the opportunity to the citizens of the region
to connect with different parts of the world. The new airport was announced in February 2015. Once
Bhogapuram airport becomes operational, Airports Authority of India will close Visakhapatnam airport for 30
years. As part of first phase of project, total land required for Airport construction is 2,624 acres out of which
2,400 acres have already been acquired for which Environmental clearance was issued in April 2017. With
this, AP Govt. is yet to award work to commence construction of Bhogapuram Airport.
Figure 8-8: Visakhapatnam Airport and Proposed Bhogapuram Airport in VMRDA Region
8.7 LOGISTIC HUBS
Visakhapatnam is the only place where logistic hub is located in the region. It has both Container Freight
Station and Inland Container depot. Visakhapatnam ICD is a Combined (Both Exim & domestic) container
terminal. Container Freight Station, Visakhapatnam has started functioning in Dec ‘02. The new depot has
started functioning April ‘05 for both Exim and Domestic Traffic. The Clearing and Forwarding Service (CFS)
area is adjacent to VPT and hardly 3 km away from Visakhapatnam Railway Station. It has got a natural
advantage in terms of connectivity to both Port and Hinterland.
Visakhapatnam Port Trust has set up a Multimodal Logistic Hub viz., Visakhapatnam Port Logistic Park
Ltd., (VPLPL) as a Joint Venture with M/s. Balmer Lawrie & Ltd., in an area of 53 acres of Port land. The Project
is operational w.e.f. March, 2019.
Visakhapatnam Port Trust is contemplating to develop a Free Trade Warehousing Zone in area of 100
acres. VPT has entrusted preparation of TEFR to M/s. IPA.
For assessment of the transport network and goods terminal requirements for the horizon period upto
2041, there is a need for estimation of goods vehicle travel demand (external goods travel and internal goods
travel) for the base year 2018. Proposed process for assessment of goods vehicle travel demand, URDPFI
guidelines for truck terminals/ integrated freight complex, etc. are presented in the following sections.
Truck Terminal ObjectivesPage | 58
Draft Perspective Plan Report
June, 2021
The major objectives of a truck terminal are:
- a) To reorganise office and go‐down space of transport companies;
- b) To provide for expansion of companies;
- c) To reduce parking, loading/unloading instances in CBD (Central Business District);
- d) To locate the facilities for vehicle repairs, servicing, rest places, shops etc.;
- e) To cater to intercity movements destined to operator’s godown and provide for idle parking for
trucks waiting for return load; and
- f) To function as a rest and halting place for through traffic.
Facilities in Truck Terminal
Within the Truck Terminal area, the facilities that are needed to be allocated are Transport Agencies,
Circulation, Parking, Open Space, Petrol Pump, Service Centre, Toilets, Police Station, Restaurant, Shops,
Godowns, Weigh Bridge, Stalls / Dhabas, Administration Office, Fire Station, Post office, Dispensary, Bank, Bus
Station, Electric Sub-station, Cold Storage, Spare Parts Shops, Body Building Shops and Cinemas.
Location Factors
The following factors are generally considered while locating the truck terminal.
- a) They should be located on the main corridor of goods movement;
- b) Multimodal connectivity with train corridors and waterways;
- c) They are generally located on the fringe of developed lands;
- d) They should have proper linkage with other freight generating activities as well as developed
areas; and
- e) Consideration for intra city goods movement pattern in terms of desire of movement, modes
used and the distances over which movement is made should also be kept in view.
Broad Land Use Break-Up of Truck Terminal
The broad land-use break-up in a truck terminal is presented in Table 8-5.
Table 8-5: Broad Land Use Break-Up of Truck Terminal – URDPFI Guidelines
- No
Description of Land Use
Percentage Area
1
Transport Operators – Office, godown, loading/Unloading
30
2
Service Industry- Petrol pump, Service area, weigh bridge etc.
6
3
Public/Semi-Public like police post, post office, telephone, first aid etc.
3
4
Commercial
3
5
Parking like idle, transit, other vehicles
18
6
Open Space
10
7
Circulation
28
8
Others
2
Integrated Freight Complex – Functions
The major functions of an integrated freight complex are:
- a) To provide facilities for regional and intra – urban freight movement;
- b) To provide facilities for freight in transit as well as interchange of mode;
- c) To provide warehousing and storage facilities and link‐link these sites with specialised
markets; andPage | 59
Draft Perspective Plan Report
June, 2021
- d) To provide servicing, loading and boarding, idle parking, restaurants and other related
functions in the complex.
Integrated Freight Complex – Objectives
- The functional objectives of wholesale complex‐cum‐truck terminal should be:
- To provide adequate facilities for wholesale trade activities, these include:
- Auction areas
- Wholesale shops and subsidiary storage capacity
iii. Parking facilities
- Wholesales godowns, cold storage, etc. together with handling facilities and equipment, etc.
- These norms may be modified to be used for Dry Ports, Container Freight Station (CFS), Logistics Hub.
- To provide adequate parking space and facilities for trucks expected to utilise the terminal. These facilities
include:
- Service/repair facilities
- Rest/recreation for drivers
iii. Weighing of trucks, etc.
- To provide adequate facilities for office/storage activities of trucks operating at the terminal. These
include:
- Godown space
- Office space
iii. Loading/unloading facilities
- Weighing of goods vehicle etc.
- Apart from the above mentioned objectives, the complex must provide for a number of
associated/ancillary facilities and services, some of which are:
- Provision for goods movement within the complex in terms of truck movement and loading unloading /
stacking of goods.
- Building and amenities for administration and security measures necessary for complex.
- Facilities like banking, postal truckers, etc. required for business transactions
- Amenities for wholesales, truckers and their employees
iii. Areas for shops, eating houses and other service establishment
- Provision of lighting, water supply and garbage, sewerage disposal.
Integrated Freight Complex – Space Norms
The Space norms in terms of quantum handled (kilograms) per square meter area for selected
commodities as per Central Warehousing Corporation (CWC) arepresentedin Table 8-6.Page | 60
Draft Perspective Plan Report
June, 2021
Table 8-6: Integrated Freight Complex – Space Norms – URDPFI Guidelines
Commodity
Wt./Area (Kg./sqm)
Food grains
1054
Fruits and Vegetables
721
Hardware and Building Material
1054
Iron and Steel
904
Timber
968
Machinery
968
Auto Parts
968
Textile
968
Chemicalsandfertilisers
968
Integrated Freight Complex – Broad Land Use Break
The broad land use break–up of an integrated freight complex recommended in UDPFI Guidelines 1996
continue to be relevant and are presented in Table 8-7.
Table 8-7: Integrated Freight Complex – Space Norms – URDPFI Guidelines
Sl.
No.
Description of Land Use
Percentage Area
1
Wholesale Market
35.0
2
Warehousing
8.0
3
Booking Agencies
2.0
4
Commercial& Public/Semi‐Public
5.0
5
UtilitiesandServices
3.0
6
Service Industry
4.0
7
Parking
12.0
8
Circulation
25.0
9
Others
6.0
Area Requirements
As a general guideline, the area required for a truck terminal (Transport Nagar) should be reserved at the
rate of one hectare per 300 tonnes of daily goods inflow into the complex. In case of integrated freight
complex, the area necessary would be one hectare per 400 tonnes of daily goods inflow into the complex.
8.8 KEY CHALLENGES
Emphasis should be given on a planned advanced transport infrastructure, with increased public shares
at a low carbon footprint. The timely implementation of each and every proposed transport will lead to the
desired effective transport infrastructure in future. The share of public transit in GVMC area is less than 20%,
which is below standards of 50% share for similar cities. There is inadequate economic vibrancy in the regional
centers of VMR due to lack of adequate and quality transport connectivity between the Metropolitan City and
Regional Centers. The level of public transit infrastructure too is weak within the regional centers. Availability
of public transportation to industrial areas, CBDs etc is to be given priority. Increase of public modal share
from 13% to 50% can only be envisaged with the upcoming metro corridors from Kurmannapalem to
Bhogapuram, Thatichetlapalem to Chinna Waltair and Gurudwara to Old Head Post Office with support of
Battery Run trams feeding it from several other directions like Bheemunipatnam, Rushikonda, RK Beach,
Chinna Waltair and Old post office.
Addressing the last mile connectivity remains a key challenge. Since the private ridership is huge, planned
implementation of Electric Auto-rickshaws is required to shift the focus from private to public transport. A
focus on NMT is necessary with improved pedestrian subways and foot over bridges and better infrastructure
in pedestrian walkways. New and advanced technologies promise improvements in mobility, safety, efficiency,
and convenience.
Facilitating regional connectivity for through traffic to ensure their movement at higher speeds. Providing
service roads along National Highways at major settlement areas and providing adequate right of ways
future widening to decongest the then traffic. Public transport corridors should connect major industrial areas
and CBDs. The outer ring road is to be proposed for Vizianagaram considering the future development.
Parking laws should be strictly enforced in the region ensuring all commercial establishments like malls
and retails stores to provide their own parking facilities. Provision of providing parking for trucks in
Visakhapatnam and Vizianagaram may be considered to cater growing needs of imports and exports in the
region.
Improving safety measures with adequate traffic management measures. Traffic congestion due to rapid
vehicle growth in core areas and parking spaces issues in commercial areas. Ensuring installation and
functioning of traffic signals at critical junctions. Enforcing strict traffic regulations and restricting
encroachments on streets through street vending policies. Relocation of Bus stops from junctions, restricting
autos near bus stops. Ensuring best traffic management measures and improved roads in VMRDA in consensus
with all the stakeholders like GVMC, R&B and traffic Police, RTO etc.
8.9 CONCLUSION
Transportation infrastructure is a major sector which acts as a backbone to all for economic growth.
Transport network connects the Region to the world and also intra region connectivity to develop by using its
own resources. A greater emphasis must be taken on the transportation network and its utilisation, it requires
detailed understanding and analyse the existing situation, its influence. So, this leads to resolve the existing
issues and overcome the upcoming problems. This section will give the overall review and summary of this
chapter by focusing on the existing situation, issues and upcoming proposals.
The region is endowed with a very well-developed inter-city transport network by all modes of transport
– road, rail, air and sea.NH – 16 and NH – 26 connects the Project Area to the rest of the nation. It has
approximately 490 km of State Highways and next hierarchical roads such as Major District Roads, Other
District roads consist of approximately 1,700 km in the VMRDA Area.
Under Jawaharlal Nehru National Urban Renewal Mission (JNNURM) scheme, BRTS project was approved
for two corridors. One of them is Pendhurthi Transit Corridor (PTC) and other Simhachalam Transit Corridor
(STC).
Visakhapatnam Metro Rail Project is proposed on three phases. The proposed corridors are Steel Plant
to Bhogapuram Airport, Thatichetlapalem to Chinna Waltair and Gurudwara to Old head Post Office. These
corridors will be supplemented by batter run trams on corridors like Steel Plant to Anakapalle, NAD junction
to Pendhurthi and Old Head Post Office – R.K.Beach-Bheemunipatnam.
Chennai – Howrah main line of the Indian railways, serves the VMRDA region. Currently,it falls under the
jurisdiction of both South Central Railway (SCR) and East Coast Railways (ECoR).Approximately 300 km of
railway network and 675 km of railway lines exists within the VMRDA region.
There are two majorsea ports, Visakhapatnam Port Trust and Gangavaram Port, falling within the VMRDA
region. Hence, within the influence of the project area, two major ports, a container terminal and one fishing
harbour are present.
The functional airport within the Project Area is Visakhapatnam airport; it is a domestic airport where
international operations have started recently. Visakhapatnam airport is located at a distance of 7 km from
city close to NH-16.
The Proposed Bhogapuram Airport siteis located 45 kms from Visakhapatnam inNorth East direction on
NH-16 and 25 kms from Vizianagaram via NH-26.Page | 62
Draft Perspective Plan Report
June, 2021
9 KEY UTILITIES AND SOCIAL INFRASTRUCTURE
Visakhapatnam to be a global city should provide the adequate infrastructure and amenities to improve
the quality of life of the citizens. A vibrant economy with better physical and social infrastructure will make
Visakhapatnam a more attractive destination. With major resources available in the region, Visakhapatnam is
capable of serving the future population through sustainable utilisation. This section reflects upon the present
resources available in the region and the existing capacities of infrastructure facilities.
9.1 WATER SUPPLY
9.1.1 Broad Hydrological Scenario
Rainfall
The annual rain fall data for last 13 years for the districts in VMRDA region is given in Table 9-1.
Accordingly, the average rainfall in Vizianagaram district 1,151.4 mm and in Visakhapatnam district 1,113.40
Table 9-1: Rainfall Data for VMRDA Region for last 13 years
District
Vizianagaram
Vishakhapatnam
Year
mm
mm
2004
1,034.50
989.70
2005
1,336.50
1,490.40
2006
1,273.40
1,279.80
2007
1,224.70
1,130.30
2008
1,069.30
906.80
2009
1,032.40
734.30
2010
1,647.90
1,702.60
2011
1,017.60
867.50
2012
1,296.90
1,217.90
2013
1,028.30
1,082.50
2014
1,204.40
1,092.60
6/15- 11/15
903.60
1,035.60
6/16 – 2/17
895.60
944.20
Average
1,151.16
1,113.40
Source: CM Dashboard, AP
Surface water
The region is drained through several rivers and streams all originating from the hillocks on North – West
side of VMRDA region and draining to Bay of Bengal in the South – East. A map showing all the rivers and
water bodies with in and around VMRDA region is being depicted in Figure 9-1.
Accordingly, a district wise list of major water bodies having their influence on VMRDA region has been
prepared and shown in Table 9-2:
Table 9-2: District wise list of Water Bodies
District Vizianagaram
Rivers Champavati ,Gosthani
Reservoirs Tatipudi
Streams Kandivalasa Gedda
Vishakhapatnam
Sarada
Gambheeram
Gambheeram
Varaha
Mudasarlova
Mudasarlova
Thandava
Meghadri Gedda
Narava Gedda
Kanithi
Thandava Canal (L & R)Page | 63
Draft Perspective Plan Report
June, 2021
District
Rivers
Reservoirs
Streams
Kondakarla lake
Thandava
East Godavari
Yeleru (Outside
VMR but supplying
to VMR)
Yeleru Canal
Pampa
Polavaram Left Canal
Polavaram (Outside
VMR but supplying
to VMR)
Source: ULBs, Irrigation Department
Figure 9-1: Major Rivers / Water bodies in VMRDA Region
In addition, there are several small streams originating from the hills on North West side of VMRDA
region. These streams meet the major rivers in the area and discharge in to the Bay of Bengal and some of
them discharge in local reservoirs / ponds.
Ground water
A wide variety of geological formations occur in the region, ranging from the oldest Archaean crystalline
rocks to recent alluvium. The Charnockites and Khondalites (predominant type of Archaean rocks) occur in an
extensive belt of Vizianagaram, and Visakhapatnam districts. They are underlain by Gneissic complex with
Crystalline Granites in mostof the area.
The Central Ground Water Board is regularly conducting the Ground Water Level monitoring through
scientific surveillance system to observe the periodic and long-term changes in ground water regime. The
ground water booklet issued by CGWB, depicts that:
► Depth of water level between 2 to 5 m below ground is more prevalent almost in 80% of the region.
► Water level range of 2 to 5 m bgl is observed mostly in coastal areas of the region.Page | 64
Draft Perspective Plan Report
June, 2021
► Depth of water level varying between 10 m to 20 m bgl is noticed in small isolated patches of
Visakhapatnam district.
The ground water occurrence and availability is largely governed by the state of cementation and
compaction of formation, which control the pore volume. A sizable proportion of population in the region is
dependent on ground water for drinking and other house hold utilities, besides its use in irrigation at large.
Due to limited cost effective treatment options for chemically / bacteriologically polluted ground water, the
affected source is generally lost for drinking and house hold utilities.
The quality of ground water is some parts of the region, particularly the shallow ground water, is changing
as a result of human activities. Though ground water is less susceptible to bacterial pollution, but many unseen
dissolved minerals and organic constituents are present in water in various concentrations. The presence of
Chlorides, Fluorides and Nitrates beyond acceptable limit is harmful. The Table 9-3 below gives the
concentration of various Chemical parameters exists in Ground water for the districts of VMRDA Region. The
table is based on the test results depicted in Ground Water Year Book 2014-15 for Andhra Pradesh state,
issued by Central Ground Water Board. The table also gives an outlook for acceptable limits for these
parameters for ready reference:
Table 9-3: Concentration of Chemical Parameter
District
pH
Cl
NO3
F
mg/L
Acceptable Limit
6.5 to 8.5
250
45
1.0
Permissible limit in absence of alternate source
6.5 to 8.5
1000
45
1.5
Vizianagaram
Maximum
8.98
4313
248
1.40
Minimum
7.39
270
0.0
0.20
Average
8.14
1115
51
0.61
Visakhapatnam
Maximum
9.08
3960
565
2.70
Minimum
7.54
58
0.0
0.00
Average
8.12
1068
63
0.49
Source: Ground Water Year Book 2014-15
From above it is revealed that maximum concentration levels are beyond the permissible limit in all the
districts. Even the Average values too cross the maximum allowable concentrations, thus the ground water is
not suitable for human consumption.
On the other hand some of the mandals in above 2 districts of VMRDA region do fall in Critical / Semi
critical and over exploited category. Thus further extraction is not advisable. Table 9-4 shows the number of
mandals in each district falling in safe and other categories. Accordingly, it will be seen that, in Vizianagaram
district all16 mandals fall in safe category. While in Visakhapatnam district Kasimkota, Munagapaka and
Atchutapuram mandals fall in over exploited category with stage of development as 190%, 150% and 140%
respectfully. One mandal namely Yelamanchilli falls in Semi critical category with stage of development as
77%. Thus 31 mandals out of 35 in the district fall in safe category.
Table 9-4: Mandals in each district falling in safe and other categories
Sl.
No
District
NO.OF MANDALS IN DIFFERENT CATEGORIES
Safe
Semi Critical
Critical
Over Exploited
TOTAL
1
Vizianagaram
16
0
0
0
16
2
Visakhapatnam
39
1 No.
(Yelamanchilli
77%)
0
3 Nos.
(Kasimkota-190%,
43Page | 65
Draft Perspective Plan Report
June, 2021
Sl.
No
District
NO.OF MANDALS IN DIFFERENT CATEGORIES
Safe
Semi Critical
Critical
Over Exploited
TOTAL
Munagapaka-150%,
Atchutapuram-140%)
Source: Ground Water Data, CGWB-2008
9.1.2 Water Supply
Urban Water Supply
The VMRDA Region comprises total of four urban local bodies as detailed below:
Municipal Corporations
► Greater Visakhapatnam Municipal Corporation
► Vizianagaram Municipal Corporation
Municipalities
► Yelamanchilli Municipality
Nagar Panchayat
► Nellimara Nagar Panchayat
Norms for water supply in urban centres:
As per CPHEEO manual and URDPFI guide lines issued by Ministry of Urban Development Government of
India the norms for domestic water supply to Urban centres at consumer end should be considered as follows:
► For Mega cities (population above 10 lakh)
:
150 LPCD at consumer end
► For cities below 10 lakh population where Sewerage
System is existing or contemplated
:
135 LPCD at consumer end
Water resources to the urban centres are the existing reservoirs and the infiltration wells along the rivers
near urban centres. The water sources for the ULBs are listed below respectively.
Table 9-5: Water sources of Urban Local Bodies of VMRDA
Urban Local Body
Water Source
Greater Visakhapatnam Municipal
Corporation and related industries
Yeleru Left main canal, Raiwada reservoir, Meghadri Gedda Reservoir,
Gambheeram Gedda Reservoir, Mudasaralova Reservoir, Thatipuri Reservoir,
Gosthani River & Sarda River
Vizianagaram Municipality
Infiltration wells in River Gosthani and River Champavati
Yelamanchili Municipality
Infiltration wells in River Varaha and Bore wells in town
Nellimarla Nagar Panchayat
Infiltration wells in River Champavati and Open Wells
Source: Urban Local Bodies, Public Health Department
The water supply status in the ULBs has beensummarized in Table 9-6.Page | 66
Vision and Strategy Formulation Report
March, 2019
Draft Perspective Plan Report
June, 2021
Table 9-6: Summary of water supply in Urban Local Bodies
Urban Local
Body
Present
Population
Desired
Service
level
LPCD
Demand
in MLD
Source
Capacity
MLD
Actual
Productio
n MLD
UF
W
Supply at
consume
r end
MLD
Gap
Present
Service
Level
LPCD
Capacity of
SRs ML
Coverage
by HH
Connecti
on
WTP
Capacity
MLD
NRW
Reqd
Exist
Reqd
Exist
GVMC (Domestic)
20,35,000
150
305
403
301
15%
192
37%
94.2
107
126
77%
446
358
30%
Floating & Comm
31
13
GVMC (Small
Indstries)
52
51
Dist. Losses
58
GVMC (Indus)
Bulk
252
252
252
252
GVMC Total
698
655
553
508.0
Vizianagaram
Municipality
2,70,000
135
37
17.2
17.2
15%
14.6
60%
54.1
12.8
13.7
41%
35%
Yelamanchili
36,700
135
5.0
2.0
2.0
15%
1.7
65%
46.8
1.7
1.6
9%
65%
Nellimarla Nagar
Panc.
24,400
135
3.3
2.3
2.3
15%
2.0
40%
81.2
1.1
2.31
64%
45%
Source: SLIP-2017 and “At a Glance” statements from respective Urban Local Bodies, 2019Page | 67
Draft Perspective Plan Report
June, 2021
Inferences drawn from the assessment of present scenario of water supply are as follows:
► Water supply is not adequate in any of the ULBs.
► UFW is not considered by the ULBs other than GVMC, while working out service level in LPCD.
► Capacities of Service Reservoirs are adequate for present supply in all the ULBs.
► Distribution network has different types of pipes (CI, AC, DI, HDPE, etc) resulting high UFW, while
it is recommended to provide DI pipes class K-7 to reduce UFW.
► Additional and adequate source of water is required to meet even the present demand, which is
possible by getting water from Polavaram Dam project (Through Indra Sagar Left main canal).
Rural Water Supply
Rural Water Supply and Sanitation Department is the nodal agency in the state for providing
drinking water facilities in rural areas of state. The drinking water facilities are being provided with
various types of schemes such as bore wells with hand pumps/ single phase motors, direct pumping
schemes, MPWS schemes, PWS schemes and CPWS schemes (all piped schemes). Almost all the
villagers have access to hand pump scheme.
As per 73rd amendment on devolution of powers to local bodies, all Single Village Schemes (SVSS)
are being maintained by Gram Panchayats, Multiple Village Schemes (MVS) by Zila parishads and hand
pumps are being maintained by Mandal Parishads. RWS Department is providing technical support to
these agencies. The Gram Panchayats/ Mandal and Zila Parishads receive 13th Finance Commission
Funds for O & M of drinking water supply schemes in their areas. The various water supply schemes
instrumental for supplying drinking water to the rural areas are being described below:
Single Village Scheme: In the case of SVS, it is a small dedicated scheme for a single village with
local source like open well or bore well.
Multiple Village Scheme:MVS is expected to cover more than one village / Gram Panchayat with
a ground / surface source.
The Water Supply Schemes are further classified as:
PWSS: Piped Water Supply Schemes which provide water to single village from source like bore
wells and other sources where only chlorination treatment is given.
MPWS: Mini-Protected Water Supply Scheme, which provides water to single village from local
source like open well or bore well with a single point distribution.
CPWS: Comprehensive Piped Water Supply Scheme, where source of water is surface source and
treated water is supplied to multiple villages under a single project.
Other than the above discussed schemes, the State Government has taken a policy decision to
implement “NTR Sujala Pathakam” to provide safe & potable water of 20 litres for Rs.2.00 to each
household, to address the issue of drinking water quality in some of the villages,. The program was
officially launched on 2nd October, 2014 and so far 618 plants have been installed.
These water supply projects are developed under the rural water supply programmes such as
“National Rural Drinking Water Programme (NRDWP)” and “National Bank for Agriculture and Rural
Development (NABARD)”.
The district wise coverage of villages with different type of water supply schemes is being
illustrated in
Table 9-7, and the graphical representation is shown inFigure 9-2.Page | 68
Draft Perspective Plan Report
June, 2021
Table 9-7: Coverage of villages in VMRDA region under different type of Water Supply Schemes
District
Total
Notified
Villages
Villages covered with different water
Supply Schemes
Villages
with HP
schemes
%
Villages
Covered
by Water
Supply
schemes
%
Villages
Covered
by Hand
Pump
schemes
SVS PWS MPWS CPWS Total
Viziangaram
512
290
97
130
323
189
63.09%
36.91%
Visakhapatnam
403
252
197
17
303
100
75.19%
24.81%
Total
915
0
542
294
147
626
289
68.4%
31.6%
Source: Rural water supply and sanitation, Panchayat Raj
Figure 9-2: Percentage of villages covered under different water schemes in VMRDA region
The status of water supply in rural areas is presently been assessed by Rural Water Supply
department based on present service level, which categorise the settlements based on the service level
of water supplied in litres per capita per day. The classification used is being shown below:
- NSS/NC: No Safe Source/Not Covered
- PC-1: (upto 9 lpcd)
- PC-2: (10-19 lpcd)
- PC-3: (20-29 lpcd)
- PC-4: (30-39 lpcd)
- FC: Fully Covered
Accordingly it is seen that 40% of villages are fully covered with 40 lpcd service level. The
classification of all the villages with in VMR as informed by RWSS in 2019 is shown in Figure 9-3.
The inference from the present scenario of Rural Water Supply system in VMR area is:
► The service level benchmarks considered for rural area is 40 lpcd. However, the benchmark has to
be raised to 70 lpcd (as per National Drinking Water Program-2013, issued by Ministry of Drinking
Water & Sanitation, Government of India) and the same will be considered for demand assessment
in VMR villages.
► Coverage of Villages under Piped Water Schemes is hardly 24 to 55%, while all the villages need to
be covered with piped water supply system. The same shall be considered in the infrastructure
proposals for VMR area.Page | 69
Draft Perspective Plan Report
June, 2021
Figure 9-3: Coverage of water supply in rural areas of VMRDA
9.2 WASTE WATER
9.2.1 Urban Sewerage System
Greater Visakhapatnam Municipal Corporation (GVMC)
The present population of GVMC is 20,35,000 peoples. Accordingly the required water supply to
the town @ 150 LPCD service level and to industries with in town works out to 388 MLD. Based on this
the generation of sewerage is envisaged to be around 310 MLD. But presently only the treatment plants
of total 161.5 MLD capacity are operational and hardly 130 MLD of sewage is reaching to these plants
for treatment.
The entire GVMC area has been divided into 20 sewerage blocks. These blocks are excluding the
areas of Bheemunipatnam and Anakapalle which has been recently added to the municipal corporation
area. A sewerage network of 316 km length is spread over the city in 72 wards of GVMC. But only 249
km is connected to Sewage Treatment Plants (existing and under construction). The newly added areas
of GVMC are not covered by the collection network. Out of the existing network of 316 km, around 110
km is under sized and need augmentation. It is informed that presently only 20% of the households are
connected to sewerage collection system.
There are total 16 number Sewage Treatment Plant in the city, which are operational at present.
The total capacity of these plants is 107.50 MLD as shown below:
► At Appughar
:
25 MLD
► At Mudasarlova
:
13 MLD
► Old City
:
38 MLD
► At VPT
:
10 MLD
► 13 Mini STPs at different locations
:
31.50 MLD
► At Narava (operational)
:
54 MLD
► Total Capacity of Plants working
:
171.50 MLD Page | 70
Draft Perspective Plan Report
June, 2021
In addition to above following new Sewage Treatment Plants are under construction in GVMC,
after that the total capacity would be (171.50 + 57) = 228.50 MLD:
► At Narava (under construction)
:
54 MLD
► At Pardesipalem
:
2.0 MLD
► At Rabulacheruvu
:
1.0 MLD
► Total cap of Plants under construction
:
57 MLD
Apart from these STPs, there has been DPRs prepared for another 177.69 MLD.
Figure 9-4: Locations of Sewage Treatment Plants in GVMC
Aeration tanks
Clarifier tank
13 MLD STP at MudsarlovaPage | 71
Draft Perspective Plan Report
June, 2021
38 MLD Sewage Treatment Plant at Old City
25 MLD STP at Appughar
Inlet chamber
Screen Chamber
Detrious Tank
Aeration Tank
54 MLD STP at Narava (under construction)
Figure 9-5: Pictures of STPs in GVMC
Apart from Greater Visakhapatnam Municipal Corporation none of the other ULBs presently have
sewerage system. At present no separate sewer lines are laid in urban areas. The raw excreta or the
outflow from septic tanks is being disposed through open drains. However DPRs have been prepared
for extension of sewerage system in GVMC, and new sewerage system in Viziangaram ULB. Other ULBs
have prepared DPRs for Septage management through truck transport.
Table 9-8: Present Status summary for Sewerage & Sanitation System in VMRDA
ULBs
STP
capacity/Sewage
Generation MLD
Sewer lines based on
road length
HH
coverage
Coverage
of latrines
Reqd.
Existing
Reqd.
ExistingPage | 72
Draft Perspective Plan Report
June, 2021
Greater Visakhapatnam
Municipal Corporation
(GVMC)
310
161.5
2252
316
43.6%
98%
Vizianagaram Municipality
29.6
0
256
0
0
90%
Yelamanchili Municipality
4
0
95
0
0
88%
Nellimarla Nagar Panchayat
2.6
0
32
0
0
24%
Source: SLIP-2017 and “At a Glance” statements from respective Urban Local Bodies, 2019.
9.3 SOLID WASTE
The Solid waste generated in the region is categorized into three types such as municipal solid
waste, hazardous waste and bio-medical waste. Each of these categorized wastes are managed
differently by different authorities and treating/disposing units.
Municipal solid waste (MSW) – Waste generated from residential pockets of the region: The MSW
generated is managed (i.e., collected, transported, treated/disposed) by local authorities like Municipal
corporations, Municipalities, and Nagar Panchayats in urban areas and Gram Panchayat in rural areas.
Major urban centres in the region are dominant waste generators, owing to the high concentration
of the population living in them; relatively quantity of waste generated is also high. Generated waste
from residential households, commercial areas, market places and road sweeping is collected by Local
bodies; urban areas have an average collection efficiency of 95%. Collected waste is transported to the
disposal site nearby to the areas. In urban areas with compost plants, the market waste and any
segregated wet waste is taken to the compost plant. In others waste is dumped at the disposal site
without any other treatment.
Table 9-9: Existing scenario of Solid Waste Management in urban areas
Local Bodies
Waste
Generated
(MTPD)
Dumping site
Transfer
Station
Compost
plant
WTE cluster
GVMC
1,000
Yes, at Kapuluppada,
Bheemunipatnam
Yes
Yes
Construction
commenced
byJindal Urban
Waste
Management,
Visakhapatnam
Ltd.)
VMC
120
Yes, at Gunupurupeta
Yes
Yes
Recently
cancelled
Yelamanchili
Municipality
16
Yes, at Seshukonda
No
No
No
Nellimarla
Nagar
Panchayat
12
Yes, at Gandhi nagar
No
No
Recently
cancelled
Source: Respective ULBs
To scientifically treat and dispose the waste in an eco-friendly manner, GoAP has taken initiative
and identified Waste to Energy (WTE) clusters by joining nearby urban areas for energy generation and Page | 73
Draft Perspective Plan Report
June, 2021
scientific disposal of waste. VMRDA region has one such WTE cluster proposed in at Kapuluppada for
GVMC, however Vizianagaram, and Nellimarla ULBs have been asked by the Govt to join GVMC cluster.
In rural areas,in some of the Gram Panchayats (GP) the solid waste is segregated and
biodegradable waste is used for composting. The inert material and recyclable material are stored
separately after segregation. While other GPs the waste is crudely disposed on out skirts of the village.
Overall 25% of Villages of VMR area has compost pits for management of solid waste in rural areas.
Hazardous waste (HW) –Management of hazardous waste generated by the industries is the
responsibility of the particular industry itself. Either the waste is being handled by them or is being sent
to other industries/ treatment facilities. The industries have to take authorization from the AP State
pollution control board and dispose the waste according to the norms set by them
The hazardous waste generated by industries in VMRDA area is treated by M/s. Coastal Waste
Management Facility (CWMP), established by Ramky Enviro Engineers Limited (REEL) located in JNPC
Parawada. It provides Treatment, Storage and Disposal Facility. The firm has to collect and transport
the hazardous waste generated from the registered members from the districts of VMRDA region.
About 260 thousand MT is treated per year in the region. Of the treated waste 26% is landfilled, 18% is
incinerated, and 54% is recycled.
Bio – Medical waste
Bio-medical waste generated from healthcare units is considered as potentially hazardous and
disposal of such waste without treatment may pose serious environmental and public health risk. Thus
it has to be handled in a scientific discriminative manner. The generation of Hazardous waste is nearly
0.1 kg/ bed/ day. Presently nearly 700 MT/year waste is being treated by 2 distinct firms, who have
established their plants for treatment of Bio-medical waste. The details of hazardous waste being
generated at present per year in two districts of VMRDA and the firm responsible for its treatment is
given in Table 9-10below:
Table 9-10: Present agencies for Treatment of Bio Medical Waste
District
BMW generated in MTPA
Operator
Visakhapatnam
645.46
Maridi Eco Industries Andhra Pvt. Ltd
Vizianagaram
72.12
Rainbow industries
Total
717.58
Source: Pollution Control Board, Andhra Pradesh
Presently the BM waste is segregated, weighed and packed in the bags (0.5 kg for red bags, and
2.5 kg for yellow bags) as per BMW disposal rules. Liquid and solid waste is stored separately in plastic
bags, and tins. The non-hazardous solid waste generated from the hospitals is collected by the
respective ULB’s and disposed accordingly.
Conclusion: Inferences drawn from the assessment of present scenario of solid waste
management in VMRDA region are as follows:
► Present undergoing waste management scenarios for hazardous waste and Bio-medical waste
management in the region are adequate
► For Municipal solid waste management, few issues are identified such as waste not being
segregated, composting practices are unhealthy / unmonitored, waste is disposed crudely,
some of the dumpsites in use does not have compound walls and waste weight monitoring
systems, Burning of waste at the dumpsite, Inefficient use of available infrastructure in both
urban and rural areasPage | 74
Draft Perspective Plan Report
June, 2021
9.4 POWER SUPPLY
Present Power Network& future power sources
Power supply is one of the vital factors for development and thriving of the VMR region with its
vast Large & Mega industries and MSME industrial parks and pockets. Andhra Pradesh state receives
56% of the power within the state and remaining 44% from central power, Independent Power plants
(IPP) and Captive power plants. The bulk power transmission in the state is done by two agencies
POWERGRID, and APTRANSCO.
Power Distribution system- APEPDCL
Power distribution in the region is handled by APEPDCL through a huge net-work of HT and LT
power lines along with related sub stations. The present net -work of HT and LT lines in the region is
being given in Table 1-10 below:
Table 9-11: Existing Power net-work in VMR
LINE
Visakhapatnam
Vizianagaram
400 K.V
1,193.26
0
220 K.V
869.35
80.33
132 K.V
1,502.55
255.64
33 K.V
1,262.5
679.45
11 K.V
4,425.67
6,243.67
Total HT Lines
9,253.33
7,259.09
L.T.LINE
12,725.87
13,063.52
- Total
21,979.2
20,322.61
Source: APEPDCL
APEPDCL supplies power to different categories through the network consisting of 587 Sub
stations of 33 kV level, 2,322 feeders of 11 kV level and more than 1,27,487 distribution transformers
of different capacities in 221 mandals in north coastal part of Andhra Pradesh as shown in Table 1-11
below:
Table 9-12: No. of Sub-stations in APEPDCL Network
Sl.No.
Type of Sub Station
No. of Sub-stations
1
220 kV Sub-stations
15 Nos.
2
132 kV Sub-stations
55 Nos.
3
33 / 11 kV Sub-stations
587 Nos.
4
11 kV / 433 V Sub-stations
1,28,000 Nos
Source: APEPDCLPage | 75
Draft Perspective Plan Report
June, 2021
Figure 9-6:Grid Map of VMR districts
Figure 9-7: Location Map of APGENCO generating stationsPage | 76
Draft Perspective Plan Report
June, 2021
9.5 EDUCATIONAL FACILITIES
Education and literacy plays a vital role in development of socio-economic status of the region.
Increase in literacy rates enhances both the economic and social indicators. As discussed (Ref
section.4.4) Literacy rate of VMRDA area is below the State Average and national average. However,
literacy levels of Visakhapatnam is nearly equal to State average while other districts in VMRDA area
are below the average state literacy rate
Elementary educational facilities are higher in Vizianagaram district followed by Visakhapatnam
district. Amongst the Urban areas GVMC(299) has higher facilities while Nellimarla has the least(31).As
far as Rural mandals are considered Vizianagaram mandal have overwhelming school facility accounting
for 449 schools.
Elementary educational facility is deficit in all urban areas whereas secondary educational facility
is surplus excluding GVMC. GVMC despite of having higher number of infrastructure facilities compared
to other urban areas does not cater to the need of the population present in the jurisdiction. Therefore
higher demand is observed in GVMC for both primary and secondary school as well.In contrast with
GVMC, all the rural mandals has surplus school education facilities in Visakhapatnam district excluding
Payakaraopeta mandal which has a demand of 11 primary schools. Anakapalle has more number of
primary as well as senior secondary school with senior secondary exceeding primary school. This implies
that inadequacy encountered in GVMC is expected to be partially met with the surplus educational
facilities in Anakapalle mandal as this mandal is bordering GVMCjurisdiction and Anakapalle urban
forms a part of GVMCas well.Amongst the two districts, Vizianagaram district has sufficient facilities.
Table 9-13 Need Assessment for school facilities in Urban VMRDA
District Name
Sub District Name
Primary School
Senior
Secondary
School
School For
Disabled
E*
D** G*** E
D
G
E
D
G
Vizianagaram
Vizianagaram (Municipal
Corporation)
89
148
-59 112 37 75
1
5
-4
Nellimarla (Nagar
Panchayat)
13
12
1
18
3
15
0
0
0
Visakhapatnam
District
Gvmc
138 1130 -992 161 282 -121 1
41
-40
Yelamanchili (Municipality) 15
18
-3
29
4
25
0
0
0
Source for Existing facilities: Town Directory, Census of India (2011), *Existing, **Demand & ***Gap. Demand and Gap are
estimated wrt URDPFI Guidelines. Negative (-) values indicates gaps while positive value indicates surplus
Note: Classification of Pre Primary and Primary has been taken under single category of Primary school
Higher Education
Higher education facilities are distributed across the districts of VMRDA area with among which
Vizianagaram district has greater share of colleges (67), medical colleges(4), other professional
colleges(38) and nursing institutes (7) while Visakhapatnam has more number of Engineering colleges
(19) and Technical education category(A) (49) Concentration of higher education facilities are seen
more in the urban centers.
GVMC has adequate degree college, but fails to meet the demand of all other higher order
educational facilities. Requirement for medical college and Engineering college prevails in Vizianagaram
Municipal Corporation.Vizianagaram Municipal Corporation is over served with colleges and Technical
education centre (A). (Table 9-14). Anakapalle followed by Bheemunipatnam and Anandapuram has
better concentration of facilities which is in contrast with GVMC as discussed in These mandals has Page | 77
Draft Perspective Plan Report
June, 2021
relatively lesser constraint for land both in terms of cost and availability apart from that it has good
connectivity to the city these factors prompts the establishment of higher education facilities here. It is
observed that most of the rural mandals of Visakhapatnam district has requirement for Technical
education centre.
Most of the rural mandals has higher order educational facilities in the district headquarters.
Facilities in the mandal headquarters does not cater to the requirement.
Table 9-14 Higher order Educational Facilities
Sub District Name
College
Technical
education
centre (A)
Engineering
college
Medical
college
Other Professional
colleges
E
D G
E
D
G
E
D
G
E
D
G
E
D
G
Vizianagaram (Municipal Corporation)
13 1 12 23
4
19
1
2
-1
0
2
-2
2
2
0
Nellimarla (Nagar Panchayat)
2
0
2
0
0
0
0
0
0
1
0
1
0
0
0
GVMC
17 15 2
27 37 -10
7
18
-11
1 18 -17
4
18
-14
Yelamanchili (Municipality)
3
0
3
6
0
6
0
0
0
0
0
0
0
0
0
Source for Existing facilities: Town Directory, Census of India (2011), *Existing, **Demand & ***Gap. Demand and Gap are
estimated wrt URDPFI Guidelines Negative (-) values indicate gaps while positive value indicates surplus.
Note: Classification of Technical Education centre (A) and Technical Education centre (B) has been taken under single category
of Technical Education centre (A).
9.6 HEALTH FACILITIES
The available health related facilities may not be able to cater to this ever increasing population.
So it is very important to assess the exiting scenario so that it will not adversely affect the development
of these areas. When compared to the urban areas, rural areas of VMRDA have shortage in terms of
health care facilities.
Distribution of Healthcare Facilities
Visakhapatnam district followed by
Vizianagaram district shares good proportionality of
Health care infrastructure which majorly constitutes
of Dispensary and Nursing home facilities. The
project area as a whole lacks multi-specialty and
specialty hospitals.
As any typical urban center has better
infrastructure facility, the health care facilities are
also concentrated in urban centers like the
educational facilities as discussed in previous
section. Though the Urban centers in VMRDA have
surplus dispensaries, they face insufficiency in
higher order health care facilities.Lower level of
health care facility like dispensary is catering to the need of the population whereas higher order
facilities lacks in the rural mandals of Vizianagaram district.Nursing home has more requirements in
comparison with the other categories in Visakhapatnam district.
Table 9-15 Health Facilities in ULBs
Figure 9-8: Health facilities in VMRPage | 78
Draft Perspective Plan Report
June, 2021
Sub District Name
Dispensary
Nursing Home
Veterinary Hospital
E*
D**
G***
E
D
G
E
D
G
Vizianagaram (M + OG)
170
17
153
3
5
-2
1
1
0
Nellimarla (CT)
10
2
8
0
1
-1
1
1
0
GVMC
205
126
79
3
38
-35
3
4
-1
Yelamanchili (CT)
10
3
7
0
1
-1
1
1
0
Source for Existing facilities: SLAP, *Existing, **Demand & ***Gap. Demand and Gap are estimated wrt URDPFI
GuidelinesNegative (-) values indicate gaps while positive value indicates surplus
Note: Classification of Dispensary and Polyclinic has been taken under single category of Dispensary.
9.7 OTHERS
VMRDA area which is currently experiencing changing demographic characteristics with rapid
urbanization ought to have good network of Socio Cultural facilities in the region to carter to the needs
of the growing population. Regions with urban characteristics have few socio cultural facilities but still
it does not meet the demand in the project area Most of the rural areas are devoid of these facilities.
Socio Cultural Facilities
In VMRDA area Socio cultural facilities are more in Visakhapatnam followed by Vizianagaram
district. There is a need for the properly planned distribution of these facilities due to the improper
spread of facilities in the project region.
Anakapalle mandal of Visakhapatnam district has more number of Anganwadi and Library while
cinema halls are more in Vizianagaram mandal.
Safety Management Facilities
Safety management plays a prime role in protection during the times of unforeseen mishaps
happening in the region. This makes it necessary to have essential social infrastructure facilities to be
prepared for any calamities.The history of disasters in project areashows that the project area is
susceptible to such hazards and calamities. In order to know the existing scenario Fire safety measures
in the project area are assessed.
VMRDA area has 11 fire stations and 2 fire outposts. More number of fire station is located in
Visakhaptnam district (7-fire station and 1 Fire outposts) followed by Vizanagaram (4-fire station and 1
Fire out posts) has the least number of fire stations.Fire station should be located such that the Fire
tenders are able to reach any disaster site within 3-5 minutes. URDPFI norms on safety facilities state
that one Fire station can serve for an area of 5-7km radius and Fire post can serve an area of 3-4 km
radius around the location of this facility. Assessment based on these guidelines reveals that existing
fire infrastructure present in the VMRDA area is insufficient. Deficit of this facility is more in mandals of
Vizianagaram district followed by Visakhapatnam district. Fire services are comparatively more in urban
centers of GVMC.
Distribution Services
Visakhapatnam has higher share of fuel distribution services among the districts in
project.Anakapalle has more number of filling stations. This is due to the large scale mining taking place
in Bowluvvada near Anakapalle and the large network of roads in the region which promotes
movements of vehicle and transferring of goods. Page | 79
Draft Perspective Plan Report
June, 2021
Miscellaneous Facilities
Other social infrastructure facilities play a vital role with advancement in technology. Post and
telegraph being the most popular means of communication and other facilities like banks are assessed
in this section
In VMRDA region paucity is more in Bank with extension counter and ATM facility followed by the
basic postal infrastructure facility
9.8 CONCLUSION
High urbanization is envisaged in VMRDA region in the coming years, which demands for better
infrastructure for the future population. In a global city, people will be aspiring for a better quality of
life with adequate amenities and infrastructure. Rapid increase in population is going to put pressure
on the supply management. This can be tackled with sustainable strategies with planned actions. So
that in the future it is not an unforeseen situation which becomes extremely difficult to handle.
Figure 9-9: Fuel Distribution Services in VMR
Figure 9-10: Miscellaneous Facilities in VMRPage | 80
Draft Perspective Plan Report
June, 2021
10 KEY STRATEGIC SPATIAL DEVELOPMENT CHALLENGES
AND OPPORTUNITIES
10.1 KEY CHALLENGES:
Environmental: The VMRDA region is spread across two coastal districts with a vast coastline,
having Bay of Bengal on the east and nestled with Eastern Ghats on the west side of the region. The
region is naturally set with many environmentally sensitive areas like forests, hills, water bodies, Coastal
Regulatory Zones, etc. The region is sensitive to various environmental natural hazards like floods,
storm surges, cyclones due to various manmade and natural interventions. The region covers of about
170.8 Kms coastline, out of the total 974 Kms in Andhra Pradesh which is one of the most effected
states on the east coast during cyclones. Page | 81
Draft Perspective Plan Report
June, 2021
Inadequate Basic Infrastructure: The Data analysis of basic infrastructure availability in VMR
within urban segments indicates that the water supply coverage is inadequate, sewerage connectivity
is low and solid waste collection is satisfactory. It is suggested that, key to any healthy urban economy
is availability of quality basic infrastructure in an inclusive manner.
Unplanned and Fragmented Urbanism:
Share of Urban population in VMR is close to
50%. Activity of Urban sprawl with
inadequate road network and public transit is
prevailing on peripheral areas of the mother
city and satellite towns in VMR. The current
share of public transport is less than 20% in
Visakhapatnam city. Due to natural
geography of VMR and unplanned approach
to urban development, the urban form of
cities and towns is highly fragmented. This
Fragmentation and sprawl, especially in
Metropolitan city of Visakhapatnam, has
implication on providing quality urban and
transportation services.
Lack of Transport Connectivity within and between
the Metropolitan City and Regional and Sub-Regional
Centers: The share of public transit in GVMC area is less
20%, which is below standards of 50% for similar cities.
There is inadequate economic vibrancy in the regional centers of VMR due to lack of adequate and
quality transport connectivity between the
Metropolitan City and Regional Centers. The
level of public transit infrastructure too is weak
within the regional centers.
Protecting Agriculture Lands: VMRDA region
has vast areas under agriculture practices in the
rural areas which are very fertile lands.
Measures and regulations should be adopted to
ensure in minimizing the conversion of these
fertile agriculture lands into other land uses due
to the rapid urbanization in the region. This
Agriculture land is of high yielding capacity
which produces up to two to three crops per year. The current average density in municipal areas in
VMR is around 32 pph which is very low urban density, indicating presence of urban sprawl. Protecting
agriculture in the light of prevailing urban sprawl and spread of approved layouts is a challenge.
Figure 10-2: Potential agriculture land, 2018
Figure 10-1: Settlement spread of VisakhapatnamPage | 82
Draft Perspective Plan Report
June, 2021
10.2 KEY OPPORTUNITIES
10.2.1 CONNECTIVITY AND LOGISTICS
VMRDA has a well-connected road network with
more than 3,055 kms of road length and the
National Highway 16 acts as the main spine along
the entire region. There is about 300 Kms of
Railway network in the region, the Indian railways
connect people from various cities and towns from
within and outside the VMR. The proposed metro
corridor in the city creates a huge impact on the
current real estate and promotes new
development all along the corridors. The proposed
International Airport at Bhogapuram area. The
Greenfield International Airport at Bhogapuram
provides the opportunity to the citizens of the
region to connect with different parts of the
country and the world.
The region provides an opportunity to expand existing ports with an extended coastal stretch.
Connectivity between the ports and hinterland with good logistic infrastructure plays a major role in
industrial growth. The VCIC and VKPCPIR corridor which starts from Visakhapatnam to Kakinada paves
a way for stimulating industrial development all along the corridor.
10.2.2 LAND AVAILABILITY
Large portions of land are available in the region which can be developed in a planned manner by land
pooling and developing the necessary infrastructure. The land parcels available in the southern part of
the region from Visakhapatnam towards Yelamanchili and Nakkapalli can boost development of
industrial establishments with the influence of VCIC and VK PCPIR, also utilizing the significantly vacant
lands in APIIC. The northern parts of the region are rich agriculture lands with high yielding capacities
which should be conserved from urbanization and promote agro based industries nearby.
10.2.3 TOURISM
The picturesque landscape and the fascinating beaches all along the region have a huge potential to
attract a large tourist footfall and boost local economies. Along with the natural features, there are
many historic and religious places which are present in the region that invites religious tourism. The
newly developing health city in Arilova of Visakhapatnam caters to the medical needs of the
surrounding states for medical tourism. Page | 83
Draft Perspective Plan Report
June, 2021
11 BENCHMARKING OF SIMILAR METROPOLIS
11.1 MUMBAI
Area and Population: 4,355 sq. km.,
comprising of three districts (i.e. Greater
Mumbai, Thane and Raigarh) with a population
of 22 Million in 8 Municipal Corporations.
Geographical Features: The region has an
extended coastline of 170.8kms with the
Arabian Sea and has a setting of many natural
hillocks.
Core city Extent: 438 Sq.Kms with 12.4 Million
Population.
Density: Population within the MMR is mostly
concentrated in the dense Municipal
Corporation areas. The average gross
population density within MMR has increased
substantially from 3,421 persons/sq km in 1991
to 5,361 persons/sq km in 2011
EconomicBase: Major economy for region is
through Entertainment, Fashion, Commercial
and Industries. The Net District Domestic
Product (NDDP) of MMR districts is primarily
generated by the tertiary sector which
contributes 70.67% and the secondary sector
at 28.05% with a minor contribution from the
primary sector at 1.29% as on 2014.
Urban Structure & Form: A polycentric structure and increasing satellite cities have increased due
to shortage of land and deteriorating living conditions in the urban centers. Most of the
urbanization is observed beyond Greater Mumbai mainly in Navi Mumbai, thane and along Manori
Creeks. There are large urban cores that are formed in the outskirts of the axial growth corridors
such as Mira-Bhayandar, Bhiwandi and Panvel. Current growth trends for MMR indicate that there
is a decline in the growth rate for the region. This scenario gives a choice to the growing population
to either live in the denser conditions in the cities in MMR or in the peripheries of these cities.
Sustainable Urban Transport and Logistic Infrastructure:
o The length of metro network for the horizon year 2016 and 2021 is 228 km and 318 km
respectively, which further expands to 435 km by 2031.
o Total length of suburban rail network is approximately 248 km which is the most used
transportation system in the region. This constitutes to about 37% of total trips in the region.
o The highway network, which includes higher order transport network (fully access controlled)
and arterial corridors for the horizon year 2016 and 2021, is 982 km and 1,229 km
respectively.
Figure -11-1 Mumbai Metropolitan region mapPage | 84
Draft Perspective Plan Report
June, 2021
o Along some of these corridors, Exclusive Bus Lanes (EBL) have been proposed for the horizon
years where the travel demands on parallel metro corridors were insufficient to justify
investments in a metro line for the time horizons being considered. The approximate length
of EBL network proposed by 2016, 2021 and 2031 is 165 km, 112 km and 79 km respectively.
Key Takeaways for VMRDA Perspective Plan
o MMRDA covers all existing issues in different sectors like infrastructure, Housing,
Transportation, Environment, etc. The uncontrolled growth is addressed by allocating
adequate space for new and upcoming development like Navi Mumbai.
o Recommendations from the City Transportation Study are taken into consideration for better
integration of transportation with the overall plan. VMRDA can also integrate the CTS for a
holistic plan preparation.
o MMRDA has identified a large part of the MMR as Green and Forest Zones in order to
conserve Agriculture and forest lands within the region. VMRDA too can consider the same in
identifying the predominantly agriculture land as green areas and controlling any new
development.
o With the current infrastructure struggling to cater to the growing population, new
developments took place in MMRDA. VMRDA can avoid such issues by laying adequate
infrastructure to all the newly developing areas beforehand forecasting the future demand.
11.2 CHENNAI
Area and population: Chennai Metropolitan Area extends over 1,189 Sq.kms. includes Chennai City
Corporation area, 8 Municipalities, 11 Town Panchayats and 179 villages comprised in 10 Panchayat
Unions.
Core city Extent:176Sq.km area consists of 155
divisions within 10 zones with 46.81 lakh population.
Geographical Features: Chennai city has a total coast
length of about 19 km, which now has more than
doubled with the expanded Corporation limits. The
Chennai beach is the second longest urban beach in
the world.
Economic base:
Informal sector, Fisheries,
Automobile, Tourism, Medical tourism and Industries.
Migration: Chennai is a city of migrants like any other
metropolitan city in India. According to 2001 Census,
migrants to Chennai City from other parts of Tamil
Nadu State constitute 74.5 %.
Urban structure and form of CMDA: Chennai is
divided into four broad regions: The North, Central,
South and West. North Chennai is primarily an
industrial area. South Chennai and West Chennai, previously mostly residential, are fast becoming
into commercial and mixed use, while the Central part of Chennai is home to a growing number of
information technology firms, financial companies and call centres, which are invariably
multinational. The city is expanding quickly along the Old Mahabalipuram Road and Grand Southern
Trunk Road (GST Road) in the south and towards Ambattur, Koyambedu and Sriperumbudur in the
west.
Figure -11-2Chennai Metropolitan
region mapPage | 85
Draft Perspective Plan Report
June, 2021
Sustainable urban transport and logistics infrastructure in CMDA region:
o Chennai has one of the best Bus route network in the country with Bus Monitoring and
Passenger information system supported by Electronic Ticket management.
o Among the city infrastructures, Tele-Communications, Banking, Health Care, Waste
Management, Shopping, Cinema and Entertainment, Tourism and Hospitality, and Recreational
are the major developed Infrastructure facilities in CMDA region in recent years.
Key Takeaways for VMRDA Perspective Planning
o Chennai port is one of the largest ports in India along Bay of Bengal and is one of the key
economic growth factor for the region. It is one of the preferred ports for trade, due to its
location, proximity to industries, competitive pricing. VMRDA has two major ports at
Visakhapatnam and Gangavaram, which can easily emerge as the leading port in the eastern
coast using its locational advantage which can cater to most parts of central India.
o Though being a coastal city, Chennai has seen one of the worst floods in recent years. This is
because of poor urban management and not removing encroachments. Majority of the lakes
have been encroached and the natural flow of drainage has been blocked. VMRDA also needs
take necessary actions to prevent encroachments on natural water bodies and allow free flow
of drainage to avoid any future occurrences of such man-made disasters.
o Chennai has one of the best urban public transport networks in the country with Buses, Metro,
sub urban rails and IPT. Chennai’s MTC has even introduced Midi Buses to serve as feeder
services for parts of the city which are not accessible by larger vehicles. VMR already has a good
network of public transport which can be enhanced with the upcoming metro.
11.3 BARCELONA
Area and Population:The Area
Metropolitana de Barcelona
Metropolitan Region is the
sixth most populous urban
area in the European Union
after Paris, London, Ruhr area,
Madrid and Milan with a
population of 5.3 Million in a
city region of 4268 Sq.Kms. The
city extent is limited to 101
Sq.Kms with a population of
1.5 Million.
Geographical Features:
Barcelona is located on the
Northeastern part of Spain in
Calatlonia facing the Mediterranean Sea on a plain limited by the Collserola mountain range,
LLobregat and Besos rivers in the north.
Density: The average population density within the city limits is comparatively very high with
about 16000 persons per Sq.Km making it one of the densest cities in Europe.
Figure 11-3: Barcelona Metropolitan RegionPage | 86
Draft Perspective Plan Report
June, 2021
Economic Base:with almost 66% of the people of Catalonia living in the Metropolitan area of
Barcelona, the GDP per capita
is amounting to €28,400. The
region’s main economic
production comes from the
tertiary sector which includes
retail and commerce,
businesses, tourism, etc. and
supported by light/heavy
industry and the construction
sector.
Urban Structure and Form:
o
Barcelona’s urban area
continues along the Mediterranean coast to the southwest into the comarca of Baix
Llobregat, which includes the international airport. To the northwest the urbanization
continues along the coast for some distance into the comarca of Maresme. The urbanization
then surrounds Tibidabo Mountain behind the city along freeway routes on either side.
o
Much of the most recent growth has been relatively unusual for large Spanish urban areas,
which have largely experienced high density expansion, with multi-family buildings, even in
the suburbs. However, considerable detached housing has been built in the Barcelona
metropolitan area over the past decade.
o The core city area has a regular grid and easily navigable. There are multiple routes to any
destination and regularly spaced choices with its short blocks and orthogonal streets,
encourages walking, mixing, and vibrant street life.
Sustainable urban transport and logistics infrastructure in CMDA region
Public transportation is provided by buses, subways, and surface railways. There are also cable
cars. Freeways link Barcelona to the Catalonia highway network, which joins the service up to the
Cadí mountain tunnel in the Pyrenees, providing access to the French highway network. The metro
rail transports half a billion passengers per year on 12 lines with almost 160 stops. The city bus
network operated by Transports Metropolitans de Barcelona covers more than 100 lines reaching
almost every corner of the city. There are two independent tram networks in the city with 6 tram
lines running on almost 30 Kms of rail network. The integration of Tram, metro, city buses,
commuter rail offers a good and modern urban transport system to the citizens.
Key Takeaways for VMRDA Perspective Planning
o Multimodal Public Transport: The Barcelona city has an extensive public transport network that
allows people to get anywhere within the city in no time. Along with the metro, buses and trams
running frequently, there are other transport systems like cable cars, funiculars, railways,
sightseeing buses etc. that run in the city. VMRDA can take inspiration from Barcelona to
provide more choices of public transport, for the people and also help in decongestion.
o Infrastructure development: With Barcelona’s minimal sprawl development and high density
compact development reduces the cost of providing and extending new investments in
infrastructure and also makes transportation operation and maintenance, water and sanitation,
and energy distribution systems less expensive. VMRDA has dense urban areas can follow
Barcelona’s example by retrofitting the existing urban infrastructure to accommodate for
future needs and making the cities more compact and efficient.
Figure 11-4: General Plan for Barcelona Metropolitan AreaPage | 87
Draft Perspective Plan Report
June, 2021
o Urban Design Guidelines: Barcelona has one of the best streets to walk to almost everywhere.
The city’s streets cater 50% of the space to walking alone and the remaining 50% to other
modes of transport. The introduction of the new superblock further aims to give more street
space to the public. VMRDA can also encourage more pedestrian friendly streets in dense urban
areas with the introduction of new guidelines and regulations.
11.4 BRASILIA
Area and Population: 5,81,400 ha with a
population of 2.8 Million
Vision:
o
Planned and developed by Lúcio Costa
and Oscar Niemeyer in 1956 to move
the capital from Rio de Janeiro to a
more central location
o To relieve the pressure of
overpopulation from the old capital
Rio de Janeiro
o To create a renewed sense of national
pride and well-planned modern 21st
century city
o
“Idea is to build a new capital to bring
progress to the interior of Brazil” –
Oscar Neimeyer
Planner Lucio Costa’s Vision
o Well-ventilated residences near green
spaces
o Separation of residences from workplaces, with industries excluded from the city proper
o Exclusive space for cultural activities,
near residencies
o Separation of the circulation of vehicles
and pedestrians
Brasília was built in 41 months, from 1956 to
April 21, 1960, when it was officially
inaugurated
City’s pilot plan (Plano Piloto) resembles the shape
of an airplane; often seen as a bird with open wings
Pilot Plan & Design Approach
o City was designed in four scales of design:
▪
Monumental scale
▪
Residential scale
▪
Gregarious (or social) scale,
and
▪
Bucolic scale
Parameter
Details
Area (ha)
5,81,400
Founded
April 21, 1960
Architect & Urban Planner Lúcio Costa & Oscar Niemeyer
Key Economic Activity
Services, Construction, Food
Processing & Furniture
Previous Capital
Rio De Janeiro
BRASILIA – KEY FACTS
Figure 11-5: Location map of Brasilia
Table 11-1: Brasilia – Key Facts
Figure 11-6: Brasilia City Urban Structure Page | 88
Draft Perspective Plan Report
June, 2021
Figure 11-7: Brasilia Plan
Implementation Roadmap / Progress
1956
Development of Trunk
Infrastructure
Creation of NOVACAP (Company to Urbanize
the New Capitalof Brazil)
Initiation of base infrastructure work –
including Paranoa Dam to create artificial lake
& provision of electrical energy
Setting of water and sewage system
Transportation network to link the new
capital city with rest of the nation and
especially with the industrial districts
Entry of migrant labour, setting up of slums
and development of unorganized construction
camps leading to rise in low-income
population
1957 – 1961
Lucio Costa’s Masterplan adopted in 1957
Infrastructure work on full pace
Development of main buildings such as the
Congress &the Ministries, Bus Station, bulk of
the highway system, superblocks, etc.
Lack of public utilities, prevalent of
construction camps and lack of lower income
housing
1960 – 1967
Focus of Residential Housing
Plotted housing (for high-income groups) –
ministers, judges and businessmen
Development of housing for mid- income and
low-income groups
Illegal towns and settlements legalized
1967 Onwards
Commercial Centre
Development of City Centre
Government Buildings, Commercial& Retail
Commencement of work on Railway LinePage | 89
Draft Perspective Plan Report
June, 2021
Key Learnings & Considerations – Brasilia
Parameter
Key Learning
Key Consideration
Rehabilitation
and
Resettlement
Massive construction activity led to the rise
in migratory labor workforce which further
led to formation of slums & unorganized
clusters – posed a major challenge at later
stages
Essential to have effective measures in place
in order to address rehabilitation and
settlement of people post land acquisition
and rampant construction activity across the
Bhogapuram and surrounding zone.
Lack of Social
Infrastructure
Retail outlets, affordable schools, health
care and entertainment projects are yet to
witness completion.
Priority to establish commercial centers,
retail malls, markets, education and
healthcare facilities to drive population
influx to the Bhogapuram and surrounding
zone.
Inadequate
Housing
Initial phases lacked development
residential housing and accommodation –
reflective from construction of luxury hotel
in initial period (posed serious pressure on
the Federal Government to develop housing
in Brasilia)
Priority to establish housing for all-income
groups in a phased-manner – high-end, mid
end and labour housing to cater to all
sections of the society
Lack of Public
Utilities
Post inauguration of the new capital of
Brasilia, the city lacked basic utilities and
witnessed frequent blackouts; further few
areas witnessed lack of civic amenities&
facilities
Priority to develop the complete eco-system
with core
infrastructure, transport
infrastructure and all basic utilities – power,
water, sewage, telecom, gas, etc.
Lack of
Economic
Activity
Need for employment generation
opportunities ~ CBD expected to be
developed soon (limited population inflow
at Brasilia in the initial phases)
While focus may be development of trunk
infrastructure and housing, it is essential to
concentrate efforts to establish the
commercial, economic and trade centers of
the city to be able to attract people to the
city
11.5 ROTTERDAM MARITIME CLUSTER
Rotterdam known as the ‘Gate way of Europe’ has one of the most competitive and successful
maritime clusters in the global market
Rotterdam Port is ranked 9th in the world and 1st in Europe in terms of total cargo handled
during the year 2015 (approx. 466 Mn tons).Page | 90
Draft Perspective Plan Report
June, 2021
Presence of Renowned Knowledge
Institutions viz. Erasmus University
Rotterdam, MARIN has imparted requisite
technical skill sets and promoted innovation
at maritime cluster through close
educational institution
-industry
partnerships
Rotterdam serves as a leading business
location for companies in ship
management, ship finance, maritime
insurance and risk, maritime law and
commodity trading
Key Maritime Sectors in Rotterdam
o Shipping
o Ship Building
o Off Shore Services
o Maritime Services
o Hydraulic Engineering
o Port and Logistics
o Maritime Supply Industries
KEY SUCCESS FACTORS
Competitive and complete maritime cluster ~ offers complete maritime
activities viz. shipping, cargo handling and storage to ship repair,
shipbuilding, offshore industry, hydraulic engineering and
maritime equipment suppliers and maritime service providers
Flexible tax regime ~ government offers the shipping companies
established in the region to choose the method of taxation viz.
fixed tax amount based on tonnagehandled, taxation based on
profits achieved during the year
Focus on Innovation ~ Support from municipality, port of
Rotterdam and Rotterdam partners have resulted in
establishment of numerous incubation centers viz. Cambridge
Innovation center, ECE etc. which has charted innovation on a global
map in the region
Highly developed Port Operations ~ With a draft depth of 24 m and no locks, the port is accessible 24/7
and handles the largest sea-going vessels
Presence of competitive and complete maritime cluster and exceptional innovation ecosystem has
created excellent business opportunity in the region.
Industry
Key Players
Shipping
Ship Building
Off Shore Servies
Maritime Services
Rotterdam Maritme Cluster
Figure 11-8: Rotterdam location mapPage | 91
Draft Perspective Plan Report
June, 2021
PART 2:
PERSPECTIVE PLAN, 2051Page | 92
Draft Perspective Plan Report
June, 2021
12 STAKEHOLDERS ENGAGEMENT AND OUTCOME
12.1 CONSULTATION METHODOLOGY
A participatory approach involving various stakeholders in preparation of perspective plan was
adopted. Stakeholders were identified based on their influence in development of the region and were
further grouped based on their homogeneity. Meetings were scheduled and conducted in all three
districts. These consultations were conducted in three stages as follows:
o District Level Workshops
o Community Level Workshops
o Evolving Vision and Strategy
Perspectives of the various stakeholders owing to the development of the region were recorded.
The obtained suggestions is carefully analysed and incorporated in plan preparation. The methodology
is further elaborated in the chapter.
12.2OUTCOMES OF CONSULTATION
Consultations in the three districts of VMRDA have been successfully conducted with stakeholders
providing their values inputs on the way they want to develop their own areas. Receiving varied
suggestions from diverse field of expertise, the Perspective Plan will bear an inclusive planning
approach. The outcomes of consultation of each districts has been analysed to have an understanding
of the preferences of the stakeholders. Aspirations of the stakeholders have also been noted as their
key inputs.
The chapter presents the compilation of the suggestions received through consultation in a very
comprehensive and usable manner. The Inputs have been categorised into five broad strategic
parameters:
- Strategic Spatial Development
- Strategic Economic development
- Managing Environment
- Transportation System
- Infrastructure System
12.2.1 STRATEGIC SPATIAL DEVELOPMENT
Housing Typology
The stakeholders mostly preferred group housing to apartment, gated community and individual
plotted housing considering safety, security, and infrastructure facilities available in-group housings.
Built-Up density
The stakeholders preferred medium density housing in the region, which is a mix of high, medium and
low housing situation. The mix is preferred to be homogenous.
Work place and Leisure distance
The suggestions given by the stakeholders suggest that they prefer to have a workplace distance of less
than 5km and a leisure distance less than 15km to bigger trips less than 25km. The suggestions clearly
state that they prefer a distributed and decentralised employment all over the VMRDA region.
Some other suggestions given by the stakeholders are as proposals for planned future expansion, action
towards unauthorized development, inclusion of projects like Tada-Ichapuram Greenfield
development, developing the Anakapalli, Visakhapatnam and Vizianagaram as a Tri-city with growth
directions towards Yelamanchili, Payakaraopeta and also to develop residential townships around
Anakapalli to facilitate nearby industries and their workers.
Growth Directions
The Urban Landuse components develop preferential attitudes towards selection of direction for
growth. The suggestions and consultations which were made during the Stakeholder Engagement
process define the vision for the growth direction for future prospects in the region.
Visakhapatnam has the most potential to grow in density as well as spread in the next two decades and
stakeholders mostly preferred the growth towards Madhurawada and Anandapuram because of the
trend direction towards Bhogapuram Airport region development. There were suggestions of industrial
growth towards Lankelapalem and Educational Institutions towards Pendurthi and Kothavalasa.
Figure 12-1 Preferred Growth Directions for Vizianagaram and Visakhapatnam
Vizianagaram has the potential to become the satellite town to Visakhapatnam along with growth
towards Bhogapuram because of the upcoming airport and Bheemunipatnam because of the fisheries.
Urban Development
The proposed South Coast Railway Head Quarters adds many service buildings to the city which should
be incorporated in the Perspective Plan. The existing vertical permissible heights should be reviewed
awareness should be created about the same with focus on the airport surroundings. Newly proposed
housing projects in Anakapalli, Duvvada, Dabbanda, Cheemalapalli etc. should be incorporated.
Rural Development
Stakeholder consultation has been carried out in revenue villages and fishing Villages to get the perception of the
core village groups. The suggestions given by the stakeholders majorly involved the following:Page | 94
Draft Perspective Plan Report
June, 2021
Creating access roads to villages and hamlets
Development of physical and social infrastructure for fishing villages
Protection of agriculture land and village boundaries
Improving the quality of living in the villages to prevent migration
Figure 12-2: Requirements of rural community
12.2.2 STRATEGIC ECONOMIC DEVELOPMENT
Agriculture
Agriculture plays a major source of livelihood for about 40% of the
population in the VMRDA region. The citizens’ suggestions were
that they do not want to continue agriculture because of its
instability, would like to switch to other jobs in a different sector
if provided with better opportunities. The agriculture lands are to
be conserved from landuse changes.
The line departments suggested in promoting agriculture by
providing skill development facilities, alternate sources and
reservoirs for water supply for irrigation along with employment
opportunities for the local population.
Fisheries
Andhra Pradesh being the leading producer of Fish and Prawns, it
contributes about 40% of the total marine exports of India.
Fisheries contribute to about 7.4% of the GSDP of Andhra
Pradesh. The prominent suggestions for this sector is to increase
infrastructure facilities, employment base allied industries,
inclusion and proposal of new fishing harbours in areas like
Etcherla, Kalingapatnam, Bheemili and Pudimadaka.
Industries
VMRDA region has turned into a major industrial center of South
India in the past decade. The major industrial areas are
distributed all over the area. The consultation has resulted in
valuable suggestions like boosting new clean and green Industrial Page | 95
Draft Perspective Plan Report
June, 2021
ventures, development of agro base industries and food processing industries which help the regions’
agro market economy.
The line departments have also come up with suggestions like provision of appropriate buffer zones for
industries following strict zoning regulations and not allowing any conversion from residential to
industrial zones along with incorporation of new industrial areas in the perspective plan.
Port
The port of Visakhapatnam is one of the largest cargo
handling ports of India. The stakeholders have
suggested in tackling the industrial effluents and coal
pollution by providing buffer zones. There is also need
for developing the transportation network to reduce
the vehicular traffic and reducing the congestion
caused by the port region.
IT / ITeS
Visakhapatnam being an established IT hub and also
with the Fintech valley, the city has already started
development in Rushikonda to attract IT companies.
The stakeholder consultation has suggestions like
improving the existing infrastructure at Rushikonda
along with public amenities, identifying new IT industry
region for the future like Rajam.
Tourism
Tourism also plays a major role in generating revenue with
many tourist destinations within the region. In addition to the
huge national and international tourist footfall, there were
suggestions for developing eco and wildlife tourism, beach
tourism along the coast, heritage tourism circuit with many
historic precincts in Visakhapatnam and Vizianagaram,
religious tourism (Buddhist Circuit) and adventure tourism
(Puspatirega) in and around the region.
12.2.3 MANAGING ENVIRONMENT AND HERITAGE
Water Bodies
The conservation of water bodies is an essential part of
the region with its vast coastline of about 170.8 Kms,
with many rivers and lakes present in the region. The
stakeholders have suggested
Conservation and developing riverfront
development.
Conservation and protection of major lakes and
reservoirs like Pedda Cheruvu, Koneru Cheruvu,
Tatipudi, Ayya Koneru, Meghadri Gedda,
Mudasarlova Reservoir
Protecting water bodies from getting contaminated by the nearby industries
Coastal Regulation Zone Page | 96
Draft Perspective Plan Report
June, 2021
Due to the increase of coastal erosion, the shore line has reached the village boundaries in some places.
The stakeholders suggested preventing illegal encroachment in the coastal areas, changing the Coastal
Regulatory Zone from Rushikonda to Bheemunipatnam from CRZ3 to CRZ2 along with installation of
weather and environment monitoring stations at regular intervals.
Hills and Forests
Substantial part of the VMRDA region is covered under hills and
forest which acts as the backbone for the ecological footprint
of the region. The consultation with the stakeholders has
resulted in suggestions such as making these ecological forests
and buffer zones not permissible for construction, considering
new techniques of afforestation along with identifying tourist
ecological zones for camping, trekking, etc.
Heritage
Visakhapatnam is known as one of the main tourist
destinations in the country. Apart from the famous
beaches, caves, wildlife sanctuaries, there are many
protected and preserved heritage sites in the VMRDA
region. Stakeholders has come up with suggestions like
preservation of heritage structures, Nagara Katakam,
Dhanthapuri and Gara, conservation of old structures
at thotlakonda, Pavuralakonda, Bavikonda, and other
prominent buildings in the city like the Queen Mary’s
School, Old Dutch Cemetry, St. Aloysius School, etc. A
Heritage Conservation Committee is to be set up in
Visakhapatnam to restore old monuments.
Page | 97
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12.2.4 TRANSPORTATION SYSTEM
Transportation and Logistics are one of the crucial sectors of growth in VMRDA with a major railway
junction, National Highway-16 running all along the region and the Port. The stakeholders have given
their views regarding this sector and how these various projects can be planned for future
development.
The outer ring road is to be proposed for Vizianagaram considering the future development.
The internal roads with in the urban areas need to be widened to ease the traffic congestions and allow
free flow of vehicles. Flyovers may be introduced to reduce the traffic congestions at Hanumanthuwaka
and Gajuwaka Junctions.
The Metro alignment which is already connecting from NAD Jn to Bhogapuram may be extended
towards Ranasthalam to cater the employees of the industrial region. It may be extended all along
the entire VMR coastline based on the future demand. A light rail transit system or an MMTS may be
proposed to connect the other economic nodes like Anakapalli, Vizianagaram, Srikakulam, Aruku and
Narsipatnam.
Parking laws should be strictly enforced in the region ensuring all commercial establishments like malls
and retails stores to provide their own parking facilities. Provision of providing parking for trucks in
Visakhapatnam and Vizianagaram may be considered to cater growing needs of imports and exports in
the region.
The railway network will be strengthened with the development of Marripalem Station as the new
terminal and other sub urban stations at Palasa, Vizianagaram, Rayagada and tourism terminal at Araku.
Relocation of Bus Stops at junctions and increasing bus depots and terminal to have wider public
transport may be considered.
Figure 12-3: Preferred transportation systemPage | 98
Draft Perspective Plan Report
June, 2021
12.2.5 INFRASTRUCTURE SYSTEM
Physical Infrastructure
Water Supply
The VMRDA region will attract a huge population in search
of better liveability and provision of ample water supply is a key
aspect of sustainable development. The stakeholders also
expressed the need for showing urgency in improving the
capacities in view of the current scenario and cater to the
drinking water requirements of the region.
The water tanks should be preserved from encroachment
and pollution and strict enforcement of not letting any drains
contaminating these tanks. Rain water harvesting should be made taken into consideration.
Sewerage System
Except GVMC, no other ULBs have a drainage network or STPs. Implementation of such projects
should be taken place in priority to improve the liveability of the region.
Power (Renewable / Non Renewable)
Andhra Pradesh is the second state in India to achieve
100% electricity. The stakeholders have suggested establishing
power corridors for a seamless supply, initiating Green Energy,
Energy Conservation, development of infrastructure for
Electric Vehicles, installation of solar Panels on High-rise, Public
and Government Buildings.
Social Infrastructure
Health
People from Visakhapatnam, Vizianagaram, and East Godavari come to KGH for all kinds of medical
emergencies. Keeping this in view, the number of beds in KGH should be increased from 750 to 2000.
The routes from the core city to the city centre should be decongested to help patients reach the
hospital during emergencies.
New Medical Hub for Visakhapatnam is preferred towards Chinagadili. Suggestions from Vizianagaram
are to have Hospitals along the bypass while has an established medical hub in the core city.
Education
Visakhapatnam has many established educational institutions along the fringe areas of Anandapuram
and Sabbavaram. Many new educational institutes are expected to come and identifying land parcel
for institutes of national and international importance and developing infrastructure beforehand for
the future. Draft Perspective Plan Report
April, 2020
Page | 99
13 VISION AND SUSTAINABILITY FRAMEWORK, 2051
13.1 REGIONAL VISION
Visakhapatnam Metropolitan Region (VMR), the lead urban economic region in Andhra is in transition face
due to its area expansion and shift in its current economic base is envisaged that VMR will play a greater
economic role in globalizing the economy of Andhra Pradesh. The following sections illustrate the key issues
and structuring of vision for VMR.
13.1.1 KEY ISSUES
Andhra and VMR, as a whole, had an average annual urban growth rate of 3.1% and 2.7% between 1971-2011
which is lower than the national average annual growth rate of 3.0% to 3.3% between 2011 and 2017. At the
same time share of urban population in 2011 in Andhra (Bifurcated part of Andhra) was around 29.5% as
against the share of urban population in Maharashtra was 45.2% and in Gujarat 42.6% in 2011. To achieve
vibrant urban economy, cities are focus areas for any region and nation. Hence, Andhra’s only option is to
expand its urban economy and employment potential in towns and cities. VMR faces the same urban issues
and agenda as Andhra as a whole, hence must take lead in putting Andhra on a sound urban economy in
coming decades. To summarize the lead issues concerning VMR from Existing Situation Assessment of the
region are as follows.
Sluggish Economy: The average annual growth rate in GDP of VMR was 5.9% as against 7.25% in Andhra and
8.01% at India Level. In VMR Industry Sector contribution to its GDP is 27.8%, Service Sector as 61.4%, and
agriculture as 10.7%. Hence, expansion of industry and service sectors is critical to overall economic health of
VMR and its contribution to the state as a whole.
Inadequate Basic Infrastructure: Based on the data analysis of basic infrastructure availability in VMR in urban
segments indicate that water supply coverage is insufficient, sewerage connectivity is as 2.5% and solid waste
collection is 99%. Key to any healthy urban economy is availability of quality basic infrastructure in an inclusive
manner.
Unplanned and Fragmented Urbanism: Majority of population is the share of urban population in VMR.
Urban sprawl with inadequate road network and public transit is prevailing features on periphery of the
mother city and satellite towns in VMR. The current share of public transport is less than 20% in
Visakhapatnam city. Due to natural geography of VMR and unplanned approach to urban development the
urban form cities and towns is highly fragmented. Fragmented and sprawl, especially in mother city of
Visakhapatnam, has implication on providing quality urban and transportation services.
Lack of Transport Connectivity within and between Mother City and Satellite Towns: The share of public
transit in GVMC area is less 20%, which is way below standards of 50% for such cities. There is inadequate
economic vibrancy in the satellite towns in VMR due to lack of adequate and quality transport connectivity
between the mother city and satellites. Provision of public transit infrastructure too is weak within the satellite
towns.
Protecting Agriculture Lands: Significant land in VMR is agriculture land, which is of high yield and is used
for double to triple crops. The current average density in municipal areas in VMR is around 32 pph which is
very low urban density, hence indicating presence of urban sprawl. Protecting agriculture in the light of
prevailing urban sprawl and spread of approved layouts is a challenge. Page | 100
Draft Perspective Plan Report
June, 2021
13.1.2 KEY ASPIRATION OF STAKEHOLDERS
Extensive stakeholders’ consultations were carried out in VMR involving citizens, government officials of
various infrastructure agencies, NGOs, and political representatives. As part of the stakeholders’ aspiration
head of the state have been also articulating vision for Visakhapatnam post formation of Andhra after
bifurcation. The summary of stakeholders’ aspirations is given in Figure 6.4.
Top Development Priorities for VMR as a Whole:
Employment Opportunities
Protecting Agriculture Areas and Coastal Line.
Creating Skill Development Opportunities
Top Infrastructure Priorities for VMR as a Whole:
Safe Drinking Water
Better Sanitation Facilities
Improved Road Conditions
Top Sustainability Goals:
Economic Growth
Clean Water and Sanitation Opportunities
Good Health, Well Being, and Quality
Education
Industry, Innovation and Infrastructure
Top Vision Statements for VMR:
Tourism based Development
Clean Industrial Hub including Agro Industries
Educational Hub with Skill Development
Focus
Summary of stakeholders’ top priorities across the VMR.
The government of Andhra Pradesh has put focus on following areas with respect to Visakhapatnam city:
Double digit GDP growth
High potential for growth in IT, Pharma, and Film Industry.
100% literacy by leveraging technology, and scaling up skill development infrastructure
Women Entrepreneur led Industrial Parks
13.1.3 VISIONFOR 2051
The collective vision for VMR is evolved based on extensive stakeholders’ consultations. Important
aspects of VMR were assessed through Existing Situation Assessment to understand the strengths and
weaknesses of the region which are summarized in the SWOT analysis and have been instrumental in forming
the comprehensive vision for VMR. The vision statement for VMR which will form essence towards preparing
the Perspective Plan for VMR 2051 is articulated below.
Within the framework of Vision 2051, Goals, Strategic Focus Areas (SF) and Strategic Blueprint Areas (SBP)are
formulated.
13.2 STRATEGIC SUSTAINABILITY GOALS
Strategic goals have been formulated within the framework of Vision 2051. As a whole six goals are
identified to structure the Perspective Plan for VMR and summary of the goals and strategies are given in
Facilitating Global and Competitive Investment Destination
“By 2051, VMR will become a vibrant and economic hub as a global investment, tourism and
heritage destination and provide improved quality of life in an inclusive manner along with
smart, sustainable, green and clean infrastructure and resilient environment”Page | 101
Draft Perspective Plan Report
June, 2021
Ensuring Infrastructure led Planned Urbanism
Providing Highly connected and Balanced Development in VMR
Sustaining its environmental richness and diversity
Managing Inclusive Development
Establishing a Smart and Resilient Metropolitan Region
Figure 13-1: Strategic Goals to Strategic Focus Areas
Goals and Strategic Focus Areas (SF)under the vision framework have been developed into Strategic
Blueprint Areas (SBP) which will articulate the contours of the Perspective Plan for VMR. The strategic
blueprints are specific planning and development action areas which will help in grounding the perspective
plan.
Strategic Focus Areas
Strategic Blueprint Areas
Goal 1 • SF1-Mega Industrial Cluster
Development
- SF2-
Tourism Destination
Development
- SF3-Education, Skill
Development, and Health
Facilities
- SF4-Ports and Logistic
Infrastructure
SBP 1: Develop VMR as a Mega Industrial Region which is
expansion of existing industrial areas and new industrial hubs.
SBP 2: Promote quality industrial infrastructure in Industrial
Clusters including plug and play facilities.
SBP 3: Develop VMR and surrounding region as a Global
Tourism Destination by leveraging heritage and cultural sites
and natural environment of VMR.
SBP 4: Expansion and
Development of New Education and Skill Development hubs for
quality human resource development.
SBP 5: Development Vishakhapatnam as state of art health
facilities and tourism destination by leveraging natural
environment.
SBP 6: Provide quality social infrastructure within residential
districts to attract quality human resource in VMR.
SBP 7: Expand Logistic Capacity and Improve Connectivity to
ports along with necessary support infrastructure.
Goal 2 • SF5-Good Quality and
Hierarchical Road
Infrastructure
- SF6-Improved Public Transit
Connectivity within and
between Satellite Towns
- SF7-Theme based TOD Nodes
- SF8-Green Space Development
- SF8(A)-Form Based Planning
SBP 8: Provide Hierarchical Road network in VMR with RoWs of
90m, 60m, 45m, 30m, and 24m.
SBP 9: Expand and Improve Public Transit Connectivity within
Visakhapatnam and to Satellite towns through metro and
BRTS/Bus based public transit.
SBP 10: Improve Connectivity to Mandal Headquarters through
30m/24m RoWs Roads.
SBP 11: Promote Theme based Economic and high density
Nodes near TODs along Metro and BRTS corridors.Page | 102
Draft Perspective Plan Report
June, 2021
Strategic Focus Areas
Strategic Blueprint Areas
SBP12: Develop Green space network by leveraging existing
natural areas and open spaces.
SBP12 (A): Introduce Form Based Planning for the Area around
Boghapuram international Airport and its influence Area to
create a coherent built form for upcoming development
considering economic and tourist potential of the area.
Goal 3 • SF9-Improved
Regional
Connected between Mother
city and Satellites.
- SF10-
Theme based
development of Satellite
cities/towns
- SF11-Potential High Speed Rail
Connectivity between
Vijayawada and
Visakhapatnam
SBP 13: Improved Regional Connectivity from NHs and SHs and
between the towns and cities in VMR and rest of the state.
SBP 14: Promote Development of Sub Urban Rail to leverage
rail connectivity in VMR for inter-city connectivity.
SBP 15: Expand economic base of the satellite towns in VMR
along with improving conne
ctivity with respect to the mother
city.
SBP 16: Promote and plan towards connecting Visakhapatnam
to Vijayawada through High Speed Rail.
SPB 17: Promote ICBTs and other Transit Nodes to improve
their efficiency and image of VMR.
Goal 4 • SF12-Protecting Natural
Geographic Features and
Cultural Heritage in VMR
- SF13-Protect Coastline
- SF14-Protect Agriculture Lands
as much possible
SBP 18: identify and Protect natural ecological precinct under
the perspective plan.
SBP 19: List and protect un-protected cultural heritage under
the perspective plan.
SBP 20: Take necessary measures to protect coastline from
erosion and coastal environment by sensitive and ecological
planning.
SBP 21: Promote high density development and protect as
much agriculture lands as possible.
Goal 5 • SF15-Slum Free City
- SF16-Inclusive Rural and
Regional Development in VMR
- SF17-Housing for all
SBP 22: Slum Area improvement through basic and social
infrastructure development
SBP 23: Improve connectivity to villages and mandal
headquarters along with provision of skill development and
health infrastructure.
SBP 24: Improve public transit connectivity to villages and
mandal headquarters.
SBP 25: Develop affordable housing in new development areas
and near the work places.
Goal 6 • SF18– Expand Smart City
Infrastructure for safety and
Urban Governance Efficiency
- SF19-No development in
potential storm surge and Sea
Level Rise Zones
- SF20-Advance Planning for
Disaster mitigation
SBP 26: Promote Use of Smart technologies for basic
Infrastructure and Mobility efficiency and Improving Safety in
VMR.
SBP 27: Expand use of smart technologies for urban governance
and land development management.
SBP 28:
Identify Areas vulnerable to Storm Surge and Sea level
Rise and prepare plans for minimizing losses from disasters
through scientific studies.
SBP 29: Involve communities in vulnerability awareness of
coastal zones and disaster preventive planning.
SBP 30: Use smart technologies for disaster management.
13.2.1 Connected and a Global City
Well-connected and global cities like Lisbon, San Francisco, Barcelona metropolitan region and Seoul
have state of the art and world class ports, international airport and aero cities, Financial and business districts, Draft Perspective Plan Report
June, 2021
industrial clusters, and tourism infrastructure supported with quality public transit, housing estates, leisure
and social infrastructure. For Visakhapatnam to achieve above dimensions need to expand and modernize its
industrial clusters, tourism infrastructure, IT and business hubs, knowledge centers along with ports,
international airport, public transit, residential and social infrastructure, which is achievable but need greater
state’s and VMRDA commitment to develop the required infrastructure.
13.3 PROTECTING NATURAL FOOTPRINT OF THE REGION
One of the key advantages VMR has is its location on the coast along with having magnificent natural and
environmentally sensitive resources in the form of forest, rivers and water bodies, hills, and wild life
sanctuaries. Significant part of VMR Area are natural and sensitive areas which require protection and
integration into the human landscape to retain its environment significance.
To achieve Connected and Global City status Visakhapatnam need to promote world class ports,
international airport, business and financial center, industrial clusters, knowledge centers and tourism
infrastructure. Protecting natural areas and integrated them economically are essential.
13.4 RESILIENT CITY REGION
Being located on the coast, VMR is vulnerable to risks associated with cyclones and climate change.
VMRDA and the state has to accept the related threats from natural disasters and plan for minimizing the
losses to achieve the state and national aspirations in Visakhapatnam becoming globally and economically
integrated city. Miami-Dade Metropolitan Region as a case have vibrant economy and contributes US $840
Billion to the state’s GDP, inspite of having high vulnerability to cyclones, storm surges, and sea level rise due
to climate change. Visakhapatnam and VMR, as a whole, need to accept and illustrate the threat perception
the communities at risk from cyclones and plan for minimizing the economic, human, and urban infrastructure
losses in future through citizens involvement.
13.5 INTEGRATED URBAN AND REGIONAL STRUCTURE
Successful cities across the world while being globally connected are also regionally integrated with its
hinterland and other cities. VMR to become successful, first need to put priority on integrating the mother
city of Visakhapatnam with other smaller cities and towns in VMR. The integration can happen through
economic interdependence by promoting theme based economic destinations which are supported with
quality and dependable urban and regional transport connectivity.
For state level regional integration connecting major cities in the state with quality and high-speed regional
rail transit is important on a medium to long run. Hence, connecting Visakhapatnam to Kakinada,
Rajamahendravaram, and Vijayawada through high-speed rail would lead to greater regional integration and
economic success for the state, if Andhra is looking for becoming one of the major global investment
destinations.
13.6 POPULATION, 2051
The Metropolitan Region will experience higher growth in population considering the increase in
migration and influence over the regional centers, by 2051. The central core will also have effect on the outer
fringe of the city catering with higher order requirements.
The Vizianagaram Municipality will be serving as regional centers playing a prominent role in the region.
The level of services provided will be higher and will cater to their respective districts. Other sub regional and
service centers will have their own economic factors and cater to limited urban needs and infrastructure.
The population growth will be majorly effected by the ongoing projects like VCIC, VK PCPIR and other
MoUs signed by the government which invite more people to migrate to work in these projects and boosts
Page | 103Draft Perspective Plan Report
June, 2021
indirect employment of the region. Considering a high induced economic growth, the region can expect a
population of around 8.5 million by 2051.
13.7 EMPLOYMENT, 2051
VMR has a great potential in becoming a vibrant economy based on growth in primary, secondary as well
as tertiary sectors. The development projects in the region including VK-PCPIR, Sagarmala and VCIC will
strengthen the current infrastructure and help create ample employment opportunities for the citizens. The
newly proposed airport and the expansion of the existing ports will also play a vital role in strengthening the
logistics and industrial base in the area. The employment by 2051 is estimated to be 4 million considering the
employment potentials of VMR region.
The primary sector can be improved by introducing technology and promoting more agriculture and
allied industries. This will also help in conserving the fertile and high productive agriculture lands in the
northern part of the region. Skill development and providing fishing infrastructure along with mini Harbours
and jetties will increase boost the fishing activity in the region. This sector is spread across the region in rural
settlements.
The secondary sector is yet to take full advantage of the significant amount of land available with APIIC.
Considering the ongoing and upcoming development programmes, infrastructure will be developed along
with better logistics connectivity to the port and Airport which will invite more industrial establishments. Most
of the secondary sector employment lies close to the urban core like Gajuwaka, Paravada, Autonagar Etc.
The vast expanse of beaches, natural hillocks, religious and heritage structures in the region attract many
domestic and international tourists. The proposed Aeropolis at Bhogapuram will emerge as a prime hub for
new Hotel and leisure establishments. With the developing health infrastructure at Arilova, the region can
become a hub for medical tourism for the neighboring states. IT/ITES industries will play a vital part of the
tertiary economy with supporting infrastructure and simplifying business policies in the region which primarily
falls under the urban areas.
Page | 104Draft Perspective Plan Report
June, 2021
14 ALTERNATIVE SPATIAL STRATEGIES, 2051
14.1 KEY ASSUMPTIONS
Visakhapatnam Metropolitan Region is spread over 4,873 sq.km with diversity in geography, livelihood,
access to amenities, quality of life, level of urbanisation. It is desirable to bring parity in development
throughout the region and at the same time address the specific needs of the region. Alternative spatial
structures have been formulated to ensure comprehensive development of the region. To address the
diversity in the region, inferences have been drawn based on various criteria:
► Studies on the existing situation of various sectors of development
► Primary surveys on socio-economic characteristics, transportation networks and travelling patterns
► Existing dynamics of the region in the various sectors including proposed and on-going projects
► Vision and priorities obtained from stakeholders through extensive consultations
► Government aspirations for the State and Visakhapatnam
► Conservation of natural resources
► Resilient planning for a cyclone prone region
► Benchmarking of VMRDA Region in India and abroad
► Inclusive growth involving both urban and rural development along all sectors
► To create an image of the region
These criteria of assessment of the scenario have led to 12 assumptions to be considered for the future
growth of Visakhapatnam Metropolitan Region.
Stakeholders’ Perception
Extensive stakeholders’ consultations were carried towards preparation of the Perspective Plan involving
citizens groups, politicians representing the region and local bodies, government heads of various land and
infrastructure development agencies, NGOs, fishermen communities etc. that led to evolving comprehensive
visioning on economic, environmental conservation, future growth directions, development of the VMRDA
Region as a whole, improving the existing cities/towns, transportation and basic infrastructure agenda. The
outcomes from the consultations are summarized under following themes.
Page | 105Draft Perspective Plan Report
June, 2021
Economic Agenda: In principle, the economic importance of Visakhapatnam Region to the state of Andhra
Pradesh as a whole was reiterated, where 58% of the State’s current industrial output is located.
Strengthening and diversifying the economic role of the VMR appeared unanimous across the stakeholders.
Theme based economic hubs/areas to meet the State’s and regional aspirations are one of the key aspects for
structuring the VMR. The following Figure 14-1 summarizes the economic agenda.
Figure 14-1: A comprehensive economic development agenda and protecting natural areas and agriculture lands emerged as
key aspects from the state vision and stakeholders’ consultations.
Natural Areas and Agriculture Land Protection: Protecting natural areas such as coastline, rivers and
drainage basins, forests, hillocks, water bodies, and improving urban hydrology was one of the key suggestions
that came clearly from the stakeholders’ consultations. In addition, environmentalists, politicians, and NGOs
put emphasis on protecting agriculture lands as VMR contain large irrigated and agriculturally fertile areas.
Agro and food processing is one of the key economic base of the region. As a whole agriculture land, natural
and environmentally sensitive areas require protection to retain economic, scenic and environmental
significance of the region.
Improving Connectivity and Public Transit: In principle, it emerged across consultations that road and
connectivity infrastructure needs to be improved significantly. State of the art public transport, walking and
cycling infrastructure needs to be developed. Existing roads need improvement to deal with traffic
congestions. Suggestions were also given to improve connectivity between beach road and NH-16 bypass.
Rural connectivity to villages and mandal headquarters needs improvement along with provision of public
transport. Ongoing connectivity improvement to ports needs to be further strengthened to provide efficient
access to the ports. There are number of studies already carried out in recent years to improve public
transport and NMT infrastructure in Visakhapatnam city which are integral part of preparing the perspective
plan for VMR. Currently, only 12% is the mode share of public transport in Visakhapatnam city, which is very
low.
Balanced VMR Development and Managing Urban Fringes: Citizens and their political representatives
expressed need for balanced economic and urban development in VMR, where sustainable economic and
urban development focus is required on cities/towns of Vizianagaram, Anakapalle, and Atchutapuram. Focus on establishing new towns and developing residential township nears industrial and employment areas were
also suggested. City urban governance agencies felt that managing urban fringes and having planned
development on perimeter of the city is important.
Figure 14-2: Urban transport improvement agenda largely focused on improving roads and transport connectivity and
was unifying aspect across the consultations at all levels. Representation from smaller cities/towns from VMR put
emphasis on balanced VMR development with economic themes based existing and new satellite cities/towns
development.
Urban Growth Directions, Compact City and TOD: In reference to urban growth directions suggestions
were to focus along on the roads and highways connecting existing satellite cities/towns to the mother city of
Visakhapatnam in VMR. Growth along roads linking to Anandapuram, Vizianagaram, Bhogapuram
(International Airport Site), Anakapalle, and Atchutapuram, were seen important for future urban growth.
Representative of urban governance agencies suggested compact city model based on Transit Oriented
Development (TOD) to create a public transit led city region.
Clean Green and Smart City: This appeared as a common agenda across various cities in VMR to promote
the region based on clean, green, and smart city principles. Clean energy sources like solar energy, protecting
natural areas and agricultural lands, and use of smart city principles and infrastructure were emphasized.
Visakhapatnam city has an image of green and clean environment which needs to be further improved.
Figure 14-3: Potential urban growth directions as suggesting by the stakeholders and idea of clean, green, and smart city
appeared common across the region in the consultations.Page | 108
Draft Perspective Plan Report
June, 2021
State Agenda and Aspirations
AP Government focus on enhancing the Quality of Life of its citizens, through high-quality Education and
Healthcare, increased productivity in Agriculture and allied activities, creation of Employment by promoting
Electronics and IT, and above all, by providing Good Governance.Leading economic engines in the Andhra
Vision 2029 and in context of VMR are Agribusiness and value addition to it, Industrial Nodes and Corridor
under VCIC, Tourism, Logistic and Coastal corridor led growth, and Fisheries. Andhra Pradesh is expecting the
manufacturing contribution would be 25%-28% and Service Sector contributing 50-52% by 2029. The vision
document also aspires to create 1.5 million additional jobs in manufacturing sector by 2029. The state aspires
to reach 50% urbanization by 2031 and by 2029 achieve increase public transport share of 50% in mega cities,
increase ports capacity to 550 MTPA from the 120 MTPA in 2015, achieve international tourist arrival as 5
million by 2029 as against only 0.07 mn in 2015.
The government of Andhra Pradesh would want Visakhapatnam to become a Global city. It aspires
Visakhapatnam city to become high tech, vibrant economy, and major international tourism destination.
Under VCIC Atchutapuram and Nakkapalli are proposed as a mega industrial cluster/s. The state’s aspirations
interpretation clearly indicates that VMR is to become a mega industrial hub, high tech city and IT hub, a major
international tourism destination, and a city region which is sustainable and providing high quality place for
work and living and become a major global investment destination by 2050.
Figure 14-4: Andhra having 50% urban population by 2031, and making Andhra as the best state in India by 2029
requires major contribution from VMR in terms of economic development in manufacturing, tourism, ports and logistics
facilities development, value addition to agriculture.
International Gateway
Well-connected and global cities like Singapore, Hongkong, Tokyo, Beijing metropolitan region, Kuala
Lumpur, and Soeul have state of the art and world class ports, international airport and aero cities, Financial
and business districts, industrial clusters, and tourism infrastructure supported with quality public transit,
housing estates, leisure and social infrastructure. For Visakhapatnam to achieve above dimensions need to
expand and modernize its industrial clusters, tourism infrastructure, IT and business hubs, knowledge centres
along with ports, international airport, public transit, residential and social infrastructure, which is achievable
but need greater state’s and VMRDA commitment to develop the required infrastructure.
Natural Resource Conservation
One of the key advantages VMR has is its location on the coast along with having magnificent natural and
environmentally sensitive resources in the form of forest, rivers and water bodies, hills, and wildlife
sanctuaries. Significant VMR Area are natural and sensitive areas which require protection and integration
into the human landscape to retain its environment significance. Page | 109
Draft Perspective Plan Report
June, 2021
Figure 14-5: To achieve Connected and Global City status Visakhapatnam need to promote world class ports,
international airport, business and financial centre, industrial clusters, knowledge centres and tourism infrastructure.
Protecting natural areas and integrated them economically are essential.
Enhance Resilience
Being located on the coast, VMR is vulnerable to risks associated with cyclones and climate change.
VMRDA and the state has to accept the related threats from natural disasters and plan for minimizing the
losses to achieve the state and national aspirations in Visakhapatnam becoming globally and economically
integrated city. Miami-Dade Metropolitan Region as a case have vibrant economy and contributes US $840
Billion to the state’s GDP, in spite of having high vulnerability to cyclones, storm surges, and sea level rise due
to climate change. Visakhapatnam and VMR, as a whole, needs to accept and illustrate the threat perception
the communities at risk from cyclones and plan for minimizing the economic, human, and urban infrastructure
losses in future through citizens involvement.
Integrated Urban and Regional Structure
Successful cities across the world while being globally connected are also regionally integrated with its
hinterland and other cities. VMR to become successful, first need to put priority on integrating the mother
city of Visakhapatnam with other smaller cities and towns in VMR. The integration can happen through
economic interdependence by promoting theme based economic destinations which are supported with
quality and dependable urban and regional transport connectivity.
For state level regional integration connecting major cities in the state with quality and high-speed
regional rail transit is important on a medium to long run. Hence, connecting Visakhapatnam to Kakinada,
Rajamahendravaram, and Vijayawada through high-speed rail would lead to greater regional integration and
economic success in the state, if Andhra is looking for becoming one of the major global investment
destinations.
Figure 14-6: Benchmark studies carried out towards preparation of the Perspective Plan for VMR on Miami-Dade
Metropolitan Area has vibrant economy through advance planning inspite of high cyclones threats. High-speed rail
connection between Beijing and Tianjin Port led to greater economic success in Greater Beijing metropolitan region.Page | 110
Draft Perspective Plan Report
June, 2021
Linking Visakhapatnam-Kakinada-Rajamahendravaram-Vijayawada through high speed rail on a medium to long run can
lead to greater economic success to achieve state’s aspiration of becoming global investment destination.
VK-PCPIR Master Plan
A Draft Master Plan and ZDPs were prepared for VK-PCPIR in 2014 on an area of 640 Sq. km located
between Visakhapatnam and Kakinada and along the coast by VKPCPIR SDA based on Govt. of India Policy for
establishing Petroleum, Chemical and Petrochemical Investment Regions (PCPIRs) in India. Industrial clusters
were proposed for Petroleum, chemical and petrochemicals integrating existing industrial clusters and SEZs.
The project is aimed at 1.0 million population with potential of 0.6 million employment. The master plan is
conceived with state of the art transport and logisticsinfrastructure along with necessary residential and social
infrastructure located near to the industrial clusters to create a sustainable industrial region. This Master Plan
for VMR is to review and integrate Draft Master Plan for VK-PCPIR with necessary modifications, if need be.
Figure 14-7: Proposed Draft Master Plan for VK-PCPIR by SDA which is to be reviewed and integrated in the Master Plan
for VMR with necessary modifications.
On-going and Committed Projects
Studies of committed and proposed project documents and master plans in VMR were carried out
towards plan preparation for the VMR and many of these projects are of structural nature and will influence
development potential of the region. These projects include Metro in multiple phases, BRTS Expansion Plans,
Carbon Neutral Mobility Plan (CNMP) for GVMC Area, Smart City Project Proposals, Beach Road Development,
VCIC led Mega Industrial Clusters at Atchutapuram and Nakkapalli, state aspirations of High Speed Rail
between Visakhapatnam and Vijayawada and Araku Valley in Visakhapatnam playing the role of a mother city
for tourism promotion etc.
Figure 14-8: Modernizing the existing city cores in Visakhapatnam through public transit, NMT Infrastructure,
selective redevelopment of under used lands/sites including lands owned by state and national authorities, and
improving basic infrastructure is way forward. In this context integrating proposed and committed projects by
various authorities is integral to preparing the Perspective Plan for VMR.Draft Perspective Plan Report
June, 2021
Smart City Framework
GVMC prepared an Integrated Smart City Framework Plan for Visakhapatnam which envisages
Visakhapatnam as South and South-Asia Commercial Capital by 2030. The framework envisages four major
distinct and economic centres/zones, where Zone-1 involving old city will be the CBD through development
of signature projects, Zone-2 is a heavy industrial zone where industrial development would be located south
of Dolphin Nose adjoining existing industrial centres, Zone-3 will have IT, Education, and Tourism towards
north of Kailasagiri and extending upto Bhogapuram Aerocity, Zone-4 will have light industry between
Pendurthi and Kothavalasa with housing. As general strategy for better work home relationship housing,
commercial, and mixed use will be located near places of employment.
Upgraded BRT network and ICT innovations are recommended to manage infrastructure to enhance the
performance of the city.. Three alternative growth scenarios are visualized in the plan, where Business as
Usual Scenario will promote growth with respect to the existing city in ribbon development form along the
major roads. Alternative 1 of smart city proposals visualize focus on Infill Development and smaller greenfield
development in adjoining existing urban areas. Alternative 2 of smart city proposals focuses on infill
development and large greenfield development distributed throughout VMR. Live-work balance and located
future growth in lower risk areas is recommended. Smart City Alternative Scenario 1 is preferred scenario in
the plan due to its compactness and future growth located next to existing city which can take advantage of
existing trunk and urban infrastructure.
Figure 14-9: GVMC’s Integrated Smart City Framework Plan for VMR with three Alternative Scenarios and projected
population of 7.5 million by 2030. Alternative 1 is recommended with compact city idea.
Existing Cities Modernization
Just focusing on greenfield and body extension of cities has not led to creating successful and global
cities. There are many examples of cities like Singapore, Kuala Lumpur, Hong Kong, London, Seoul etc. where
modernizing the existing city cores have been major reason for greater success and globalizing of these cities.
Modernizing in this context primary means modernizing urban infrastructure including basic and public transit
and redeveloping and retrofitting of existing city cores to become world class business hubs, tourism
destinations, and creating quality housing stock. In case of Visakhapatnam too modernizing the existing city
core/s through quality public transit, NMT infrastructure, beach road development, redevelopment of
obsolete pockets including large land holdings by various state and central government agencies can lead to
successful business, logistic hubs, tourism, and quality housing supported with public transit and social
infrastructure.
Comprehensive Rural and Regional Development
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Draft Perspective Plan Report
June, 2021
Currently close to population of VMR is living in rural areas with agriculture and fisheries as main source
of employment. To carry out the comprehensive economic and infrastructure development in VMR
development of the rural areas is integral to perspective planning of VMR. Under this strategy improvement
of connectivity to mandal headquarters, villages, and major resource centre to rural areas is important.
Besides protecting the current economy of the rural areas, development of transport connectivity,
employment, and improved social infrastructure areas near the nodal villages and mandal headquarters is key
to comprehensive rural communities and area development of VMR. Section 16.9 of the report deals with this
aspect in a comprehensive way.
Beautiful City Region
There is no doubt that in general perception, even in the stakeholder’s view;Visakhapatnam is a beautiful
city with abundance of natural areas including long coastline. VMR area hasnatural and environmentally
sensitive areas which need to be protected and integrated for tourism and leisure activities. Hills/hillocks in
close proximity of the city and long coastline gives romantic and beautiful character to the place. These
qualities and characteristics need to be protected to retain their natural qualities and integrated them for
greater and quality experience.
Figure 14-10: Visakhapatnam due to its location on the coast and having hills in proximity of the city gives it a romantic
and city beautiful characteristics, which needs continuing protection and integration for tourism and leisure activities.
14.2 ALTERNATIVE 1: COMPACT METROPOLIS
Context
Visakhapatnam is the main and mother city in VMR and leading reason for influencing urban growth in
the region. The current dominant trend of urban growth is on perimeter of Visakhapatnam city and along the
main roads connecting the mother city and satellite towns in VMR. Currently, majority of the key economic,
urban and social infrastructure is located within GVMC Area. GVMC Area also has greater national and regional
level connectivity with respect to ports, railways, airport, and bus service network.. Urban sprawl is prevalent
on perimeter of Visakhapatnam city, in satellite towns, and along the main roads connecting the mother city
and the satellite towns. In spite of dominant ribbon development trends along the roads, city’s share of public
transport is only 12% and average travel distances for various purposes in the city are too high in
Visakhapatnam.
The Concept Strategy
In the light of vision proposed for Visakhapatnam to be a Global City and major investment destination
by 2051, it is strategic to promote a state of art urban transit and other urban infrastructure that is at par with
other successful and global cities across the world. In reference to location of existing major industrial clusters
and mega industrial cluster proposed at Atchutapuram and Nakkapalli under VCIC and International Airport
coming up at Bhogapuram the north-south urban development axis in VMR will get further reinforced. Hence, Draft Perspective Plan Report
June, 2021
it is important to recognize this future main urban axis and plan VMR in accordance. Role of the mother city
of Visakhapatnam will get further cemented in future urban structure of VMR and the satellite towns will play
theme based support economic roles to the mother city. Following aspects will become structural in shaping
the future urban growth and form of VMR under this alternative spatial strategy.
Figure 14-11: Alternative 1 is a mother city and TOD led urban development along the Metro Corridor to create a
compact and public transit led mother city and satellite towns in VMR.
► Transit Led Urban Structure: It is desirable and recommended that metro network, which is conceived
between Bhogapuram International Airport and Gajuwaka in two phases, is further extended upto
Atchutapuram-APIIC SEZ from Gajuwaka to support the emerging urban axis between the airport, existing
CBD of Visakhapatnam, and the mega Industrial Cluster under VCIC at Atchutapuram. Existing and
expansion of BRTS network can be expanded to provide last mile connectivity and to the satellite towns
with respect to the metro network.
► TOD and Urban Development Corridor: To support the metro network between Bhogapuram Aerocity
Existing CBD of Visakhapatnam-Atchutapuram Mega Industrial Cluster, Transit Oriented Development is
proposed in 5 km corridor on both sides of the metro corridor with theme based economic and mixed use
nodes. Last mile connectivity is to be provide upto 1 km NMT modes and Buses/BRTS upto 5 km on both
sides of the corridor. Higher density development at an average of 200 to 300 pph can be promoted in
the influence area of the metro corridor in greenfield and opportunity based sites within existing city.
► Theme based Satellite and Connected Cities: The satellite towns of Vizianagaram, Ankapalli, Nakkapalli,
Light Industries Cluster at Kothavalasa will become theme based support economic centres connected to
mother city and metro network through BRTS and or Bus Public Transit.
► Integration of Committed and Proposed Projects in VMR: This alternative strategy allows integration of all
proposed and committed major projects like Bhogapuram Aerocity, Beach Road Tourism Project, VCIC
Mega Industrial Cluster at Atchutapuram, ADP at Madhurawada-Beemili-Anandapuram, RTC Complex,
BRTS Network, and under implementation bypass to NH-16 will largely play the role of much needed
bypass to the city.
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Draft Perspective Plan Report
June, 2021
Figure 14-12: Metro corridor and theme based nodes through TOD development in the influence corridor and BRTS and
or Bus based last mile and satellite towns connectivity will be key urban and image structure of Visakhapatnam city and
rest of VMR.
Urban Transport Network
Central to this spatial alternative is public transit led urban structure for the VMR region. To reiterate
VMR is and will further expand its key economic base with respect to industry and agro business, IT, financial
and Business Services, Knowledge and Health, logistics, and tourism and expected to become a mega and
global city. Miami-Dade Metropolitan Region are structured under similar urban planning and urban transport
infrastructure. Key urban transport strategies and projects to achieve this alternative are as follows.
Figure 14-13: Alternative 1 is a public transit led and hinges on metro network development that will bind the linear TOD
Corridor between Aerocity at Bhogapuram, Visakhapatnam city, and proposed Mega Cluster of VCIC. The radial corridors
to satellite towns are proposed for improvement with BRT or Bus based connectivity.
► Metro and Urban Transit Corridor: Approximately 140 km of metro based public transit network is
proposed under this alternative which will promote the north-south urban development axis in VMR. Last
mile connectivity and connectivity to the satellite towns would be extended through BRTS and other bus
based network linked to the metro transit network.
► Bypass to NH-16: Substantial through goods and other passenger traffic (49%) pass through VMR in north
south directions. Current bypass to NH-16 under implementation will largely function as a National
Highway on short to medium run and will help relieve city cores from through traffic under this alternative.
► BRTS Network: Last mile connectivity with respect to metro network will be in the form of BRTS or Bus
based public transit loops connecting to metro nodes in 5 km influence area of the metro corridor. Page | 115
Draft Perspective Plan Report
June, 2021
► NMT Network: As part of the CMP and Carbon Neutral Mobility Plan (CNMP) for Visakhapatnam NMT
network is proposed which will be integrated under this alternative. It is proposed to have additional NMT
network within 1km on both sides of metro network to promote walking and other cleaner forms of para
transit. In Visakhapatnam more than 50% trips are walk trips.
Figure 14-14: Metro transit corridor planning and development, NMT infrastructure, and quality bypass for through
traffic will help modernize transit and urban transport in VMR.
► Satellite Towns Connectivity: The satellite towns of Vizianagaram, Anakapalle, Rajam, Kothavalasa, and
Nakkapalli would be connected through BRTS or Bus based transit system to metro network and the
mother city. 100-150 km of BRTS or Bus based or combination of both networks is likely to be required
under this alternative to connect the satellite towns.
► Connectivity to Mandal Headquarters: All mandal headquarters in VMR would be connected with
improved road RoWs (30 M) with respect to main urban transport network.
► Port Connectivity Improvement: Modernization of ports and improving connectivity to ports is important
to overall economic expansion and putting the region on global investment platform. To improve
connectivity to ports is an ongoing effort in VMR and will be further reinforced as part of the perspective
plan. Existing and proposed locations for truck terminals and warehousing would be integrated through
improved road network.
► ISBT and ICBTs: In context of inter city and region bus based travel demand location of ISBTs and ICBTs
would be identified in VMR in the next phase of the master planning.
► Road Network Improvement: In Visakhapatnam city and VMR as a whole where traffic conditions of roads
are congested and deteriorating hence improved and hierarchical road network of RoWs of 60m, 45m,
30m, and 24 m would be proposed in existing and greenfield developments.
Figure 14-15: Hierarchical road network of RoWs of 60m, 45m, 30m, and 24m will be planned in VMR to streamline the
mobility and safety aspects.Page | 116
Draft Perspective Plan Report
June, 2021
Urban Form and Imageability
In principle, this alternative spatial strategy promotes transit led compact city form for the mother city
where natural environment surrounding the city and in VMR is to be protected. The satellite towns will
develop around theme based economic role and with compact urban form to protect maximum agricultural
lands as possible under the scenario. The key aspects of urban form and imageability under this alternative
are as follows.
► Transit led TOD Development: The north-south Urban Axis between Bhogapuram Aerocity and Mega
Industrial Cluster at Atchutapuram will be structured hence form the image ToDs along the corridor. The
corridor can accommodate close to 4-5 million populations with average density of 200-300 pph in built
up areas.
► City Beautiful: VMR and Visakhapatnam has bountiful natural resources including coastline. As an idea to
promote transit led compact mother city under this alternative natural areas and maximum agricultural
land gets protected to retain the image and characteristic of city beautiful and natural environment of
VMR. Idea of health and tourism city is connected with this vary idea.
► Connected Satellite Towns: While each satellite town is envisaged with an economic role and developed
in a compact and planned manner. Under this alternative Vizianagaram will be knowledge, cultural and
tourism town, Anakapalle will grow as business and trade hub and the satellite towns connected to the
mother city through BRTS and Bus based public transit hence giving an image of highly connected and
public transit led region.
► VMR as a Global Tourism Destination: With international airport in the pipeline and VMR and surrounding
region having unparalleled natural, heritage, and cultural resources VMR will be promoted as a Global
Tourism Destination par excellence. In this scheme tourism development in Araku valley for MICE, Health
and Leisure tourism, Tourism Infrastructure Expansion and development of sites to further promote
Buddhist Circuit, Hindu Pilgrimage destinations, and Beach tourism is essential pillars to promote VMR as
a major international tourism destination.
► Resilient City: As stated earlier VMR is subjected to natural disasters from cyclones, floods, and climate
change. Planning to reduce economic, human, and urban infrastructure losses would be essential to this
alternative as well. Hence, areas prone to floods and storm surge will be identified based on available
studies and not subjected to high value and vulnerable urban development. The beachfront development
with necessary stringent regulations to resist wind speed of cyclones and destruction from storm surge
would create idea of city on a seafront, which is not very imageable at present.
► Form Based Planning: Current haphazard development not responding to natural features and
topography of the area needs to be addressed considering the high potential land within influence area
of proposed Airport, hospitality and tourism projects. It shall have distinct character that justifies its worth.
Hence, Form Based Planning is recommended for such area.
Figure 14-16: Tourism infrastructure along the coast, near beaches, and Araku Valley can help create VMR as a global
tourism destination.Draft Perspective Plan Report
June, 2021
Potential Key Project Components
Essential to achieve this alternative are following projects and components which will form critical urban
and regional structure of the Perspective Plan for VMR.
► Transit Led TOD Corridor between Bhogapuram Aerocity-Existing CBD-and Industrial Mega Cluster at
Atchutapuram under VCIC.
► Theme based economic nodes and TODs along the metro transit corridor.
► Theme base economic and expansion of Satellite towns of Vizianagaram, Anakapalle, Nakkapalli,
Bheemunipatnam, and Rajam.
► BRTS and Bus based public transit 7 Radials Corridors connectivity to the satellite towns.
► Tourism destinations development and expansion of Araku Valley, Buddhist Circuit, Hindu Pilgrimage
destinations, Beach and coastal tourism, and eco-tourism etc.
► Protection of natural areas and Agriculture lands.
► Resilient city planning and framing related development regulations to reduce losses in vulnerable areas.
► A comprehensive Rural Development Agenda as recommended in the Section 16.9.
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April, 2020
Page | 118
Figure 14-17: Alternative Spatial Strategic Plan -1: Compact Metropolis – Mother City and Public Transit Led Development Scenario in VMR.Draft Perspective Plan Report
April, 2020
Page | 119
C A N A D A | I N D I A | A F R I C A | M I D D L E E A S T
14.3 ALTERNATIVE 2: COHESIVE METROPOLIS
Context
The existing city of Visakhapatnam largely developed along the coast and in between Kailasagiri
Rushikonda hills on the north side and Yarada hills (Dolphin Nose Hills) on south side. Large area (40-45 Sq.
- km) in centre of the city is dedicated to Vizag port, logistic and naval use, which is not currently accessible for
general and urban development. Besides close to 65% of the GVMC Area are environmentally sensitive areas
and dedicated to large industrial estates. Hence, to achieve an idea of Visakhapatnam as a mega city with
future urban growth located in proximity of the existing urban areas in GVMC limit and Satellite towns and
along Anandapuram-Pendurthi-Anakapalle-Atchutapuram bypass of NH-16 is a potential.
It may also be desirable, in the light of cyclones led vulnerability of eastern and immediate edges of the
city located along the coast, to expand the city on western, north-west and south-west sides of the mother
city. Such a move will also help to check urban sprawl and unplanned development on perimeter of the city
by promoting a planned approach. Such a new urban axis will also help promote greater economic and social
infrastructure interdependence between satellite townships/areas such as Vizianagaram, proposed ADP in
Anandapuram (VUDA Township), Pendurthi-Kothavalasa, Anakapalle, and Atchutapuram.
The Concept Strategy
Idea of creating a new and planned city on perimeter of existing city of Visakhapatnam is conceptualized
in context that most of the areas (30%) in GVMC are under natural areas (which needs protection) and
dedicated to ports and logistics, naval base, and large industrial estates, while immediate areas along the coast
are vulnerable to cyclones and threat from the sea due to climate change. Hence, a new greenfield area led
urban development axis is visualized between Vizianagaram-Anandapuram-Pendurthi-Kothavalasa
Anakapalle-and Atchutapuram along the bypass to NH-16 and other roads connecting these satellite
towns/settlements.
The new urban development axis will be structured through theme based economic centres and sub
CBDs weaved through bus based public transit and connected to mother city through improved transit and
radial linkages. The new urban development axis will give greater recognition to the satellite towns/areas and
help them integrate with the mother city. The following aspects will shape the urban structure and realization
of the spatial alternative.
Figure 14-18: Alternative 2 focuses urban growth on city peripheries by developing greenfield sites hence leaving
existing city for retrofitting and improvement through select urban renewal and redevelopment projects.Page | 120
Draft Perspective Plan Report
June, 2021
► New Urban Development Axis: A New Urban Development Axis through greenfield areas development up
to 3 to 5 km on both sides of bypass to NH-16 and other roads connecting Vizianagaram-Anandapuram
Pendurthi-Anakapalle-and Atchutapuram will configure this spatial concept plan for creating new and
parallel city on periphery of mother city of Visakhapatnam.
► Theme based New Economic Nodes and Sub CBDs: Number of theme based economic nodes and Sub
CBDs will be developed along the axis and at nodal locations. Knowledge and cultural city at Vizianagaram,
Bhogapuram Aerocity, township in Anandapuram, Pendurthi-Kothavalasa Sub CBD and light industry and
residential township, Sabbavaram Knowledge and Mixed Use node, Anakapalle trade and mixed use town,
and Mega Industrial Cluster at Atchutapuram under VCIC will be key theme based clusters/nodes to
establish the new urban axis.
► Networked City: The new urban axis while having urban transit (BRTS) of its own will be networked with
the mother city through BRTS or Bus based connections along major radial corridors to the mother city
and proposed metro network, hence creating an idea of highly networked city region.
► Beach Road as a Parallel Leisure and Tourism Axis: The proposed Beach Road development between RK
Beach to Bheemunipatnam can be further extended with select tourism nodes development and
networking existing tourism destinations in VMR.
► Protection of Natural Areas: The alternative will relieve pressure on existing development adjoining
natural sites hence help in protection and integration of natural environment for leisure and tourism
activities.
Figure 14-19: Theme based economic nodes and BRTS corridor will form central structure for new urban axis on
perimeter of the mother city and a new bypass for through goods traffic.
Urban Transport Network
The alternative strategy is structured by networking existing towns and proposed theme based new
clusters located along the greenfield led new urban development axis on perimeter of the mother city. BRTS
and Bus based public transit network will be central to achieve transit led mobility in the VMR under this
alternative. Seoul Metropolitan Region is structured under similar principles, especially areas across The Han
River and connected to existing core city of Seoul. The key aspects and features of the urban transport
networking under this alternative will be as follows.Draft Perspective Plan Report
June, 2021
Figure 14-20:Alternative 2 focuses on connecting the satellite cities/towns through BRT and Bus Based Public Transit on
urban periphery of Visakhapatnam city. The mother city will connect to Aerocity and VCIC Mega Industrial Cluster
through metro network and through Radial Corridors to New Urban Axis and satellite towns.
► Public Transit Led Urban Axis: Public transit led, BRTS, urban development axis connecting theme based
economic clusters and sub CBDs. The public transit axis will be supported with NMT and other para transit
modes to promote development ranging between 3-5 km influence areas of the axis/corridor.
► Networking the Mother City with the New Urban Axis:Radial corridors having BRTS and Bus based public
transit will network the new urban axis and its key locations to metro network in the mother city, hence
promoting an idea of highly integrated and networked city that links work, home, social and leisure
destinations.
► Regional connectivity and New Bypass: Regional bus and rail based connections to important destinations
like Araku Valley, Annavaram, and industrial clusters proposed under the PCPIR at Nakkapalli,
Payakaraopeta will be further reinforced and modernized. Keeping in context that new city would be
developed along the current bypass hence new bypass is required/recommended on a medium to long
term basis under this alternative, which will be aligned with other state level strategic roads development
and improvement plan.
► Connectivity to Mandal Headquarters: All mandal headquarters in VMR would be connected with
improved road RoWs (30 M) with respect to main urban transport network.
Figure 14-21: Connecting new urban axis between Vizianagaram, Anandapuram, Pendurthi-Anakapalle, Atchutapuram
through 7 Radial Corridors to the mother city and metro network.
Page | 121Draft Perspective Plan Report
June, 2021
► Port Connectivity Improvement: Modernization of ports and improving connectivity to ports is important
to overall economic expansion and putting the region on global investment platform. Existing and
proposed locations for truck terminals and warehousing would be integrated through road network
improvement.
► ISBT and ICBTs: In the context of inter city and region bus based travel demand location of ISBTs and ICBTs
would be identified in VMR in next phase of the master planning VMR.
► Road Network Improvement: In Visakhapatnam city and VMR as a whole where traffic conditions on roads
are congested and deteriorating hence improved and hierarchical road network of RoWs of 90m, 60m,
45m, 30m, and 24 m would be proposed in existing and proposed greenfield led urban growth areas.
Urban Form and Imageability
This alternative strategy creates an idea of a new city and planned greenfield led urban development on
perimeter of the mother city which is well supported with public transit. The new urban axis/corridor will link
most of the satellite towns/areas along with new economic clusters and sub CBDs into new and parallel but
highly imageable urban corridor in VMR. The following aspects will constitute the urban form and image
structure of VMR.
► A New Urban Corridor and a Parallel City: A new urban corridor upto 3-5 km on both sides of the bypass
to NH-16 and connecting roads to the satellite towns on periphery of the existing city by linking
Vizianagaram-Pendurthi-Anakapalle-Atchutapuram.
► Theme based Economic Nodes and Sub CBDs: To make the corridor economically sustainable new theme
based knowledge, mixed use, industrial, and commercial nodes (Sub CBDs) would be developed to
promote proximity between work and home in the corridor.
► Radials Corridors: To link the new urban axis/corridor to the mother city seven radial corridors are
proposed to be developed/improved along with provision of bus based public transit. The key radial
corridors will be Kothavalasa-Pendurthi-Waltair Corridor, Sabbavaram-Airport-Vizag Port Corridor,
Pendurthi-Simhachalam-Hanumanthavaka Jn Corridor, Vizianagaram-Anandapuram-Madhurawada
Waltair Corridor, Vizianagaram-Thagarapuvalasa-Bheemunipatnam Corridor, Anakapalle-Gajuwaka-Vizag
Port Corridor, Anakapalle-Atchutapuram-Pudimadaka Corridor.
► Theme Based Tourism Destinations: Araku Valley as a global level MICE, Health and Leisure tourism
destination with world class tourism infrastructure and Visakhapatnam playing a role of a mother city,
Buddhist Circuit tourism infrastructure improvement, integration of Beach Corridor for Leisure and
Coastal Tourism, and Hindu Pilgrimage destinations with tourism infrastructure improvement in,
Vizianagaram, Simhachalam, and Annavaram etc., development of Theme Parks, and Eco Tourism near
wildlife sanctuaries.
► Modernizing the Existing City Cores through Retrofitting and Urban Renewal: To improve the quality of
work and living environment in existing city many of ongoing and committed proposals for area
development, smart city, public transit, NMT, and redevelopment would be integrated in the master plan
along with identification of potential new proposals to modernize the existing city.
► Resilient City: Planning to reduce economic, human, and urban infrastructure losses would be essential to
this alternative as well due to disaster vulnerability of this region. Hence, areas prone to floods and storm
surge will be identified based on available studies and vulnerable zones not subjected to high value and
urban development. It is recommended that VMRDA carries necessary studies to frame planning
principles and development regulations for such vulnerable areas to natural disasters by involving
communities and experts.
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Draft Perspective Plan Report
June, 2021
Figure 14-22: Incorporating BRTS committed and other proposed projects and along with redevelopment of select sites
will help achieve modernization of mother city.
Potential Key Project Components
Key to realise this alternative are following project components which will form critical urban and regional
structure of the Perspective Plan.
► Transit led development of New Urban Axis/Corridor between Vizianagaram-Pendurthi-Anakapalle-and
Atchutapuram through land pooling and land development strategies.
► Improvement and Development of seven radial corridors between the new urban axis along the bypass
to NH-16, mother city, and the Beach Corridor.
► Theme based economic nodes development along the new corridor.
► Tourism destinations development and expansion of Araku Valley, Buddhist Circuit, Hindu Pilgrimage
destinations, Beach and coastal tourism, and eco-tourism etc.
► Modernization of existing city core areas through opportunity based retrofitting, urban renewal, and
integration of committed and proposed projects smart city and urban transit improvement studies along
the proposed metro.
► Bypass development to VMR on medium to long term basis.
► Protection of natural areas and Agriculture lands.Draft Perspective Plan Report
April, 2020
Page | 124
Figure 14-23: Alternative Spatial Strategic Plan -2: Cohesive Metropolis – Greenfield led Urban Development on Periphery of Mother City and other Satellite towns in VMRDraft Perspective Plan Report
June, 2020
14.4 ALTERNATIVE 3: DECENTRALISED METROPOLIS
Context
VMR is a large urban metropolitan region, has a linear form (250 km long), and Visakhapatnam city has
been the focus of urban development till date. Other than Visakhapatnam city, there are three larger towns
(Vizianagaram and Anakapalle) and four other smaller urban areas/settlements (Bheemunipatnam,
Nellimarla, Yelamanchili, and Atchutapuram) in VMR which are developing in an unplanned manner and
without adequate economic inputs to create jobs. Close to 40% of the urban population of VMR is located in
these satellite towns and urban areas but currently these areas are comparative at disadvantage with respect
to the mother city due to lack adequate economic influence and connectivity.
In the light of disposition of new and proposed major economic development projects in VMR in recent
past such as mega industrial cluster at Atchutapuram and Nakkapalli under VCIC, International Airport and
Aerocity at Bhogapuram, through PPP, and VK-PCPIR between Visakhapatnam and Kakinada throws the
opportunities for decentralized development in VMR where the satellite towns and urban areas can play
leading role and structuring urban growth in VMR. Such a decentralized approach to urban growth in VMR is
also supported by rail and national highway connectivity available in the region.
In addition to Visakhapatnam and Vizianagaram are separate districts and form major part of VMR, hence
carrying out balanced urban development in response to stakeholders in these districts in VMR through
disposition of economic, connectivity and social infrastructure is desirable and possible alternative strategy.
The Concept Strategy
To carry out balanced and decentralized urban development in VMR to create jobs, skills development,
and social infrastructure in and around the satellite towns of mother city of Visakhapatnam. To implement
this deliberate and politically correct strategy of creating a balanced urban development in VMR the satellite
towns will become cities in their own right by 2051 and can be promoted for theme based economic
development supported with adequate residential and social infrastructure.
Central to realizing this alternative is to leverage connectivity with respect to railway network, national
highways, new and international airport, proposed Port at Bhavanapadu, and Kakinada port to promote urban
growth in the satellite towns/urban areas. The key aspects and components to structure the perspective plan
for VMR under this alternative are as follows.
Figure 14-24: Alternative 3 is based on decentralized and balanced urban development in VMR by focusing on theme based
development of satellite cities/towns of Vizianagaram, Aerocity at Bhogapuram, Pendurthi-Kothavalasa, and Anakapalle
Atchutapuram. Existing city of Visakhatpatnam will undergo retrofitting and select sites based redevelopment.
Page | 125Draft Perspective Plan Report
June, 2021
Page | 126
► Turning Satellite Towns to Cities: The satellite towns due to theme based economic development and
provision adequate residential and social infrastructure will become cities in their own right. In such a
scheme of structuring the VMR, Vizianagaram, Pendurthi-Kothavalasa, Anakapalle-Atchutapuram will
become cities of importance and each of these having population between 0.3 to 0.8 million.
► Adequate Regional and Public Transit Connectivity: In addition to theme based economic development of
the satellite towns, improving connectivity to these towns with respect to national highways, railway,
international airport, and ports is critical to their success. Inter-city public transit connectivity and
provision of quality public transit within the satellite cities is the essential to economic growth and to this
strategy.
► Theme based Economic Development of the Satellite Cities: To promote greater economic
interconnectivity and balanced development in VMR theme-based development of these satellite cities is
key to success. In such a scenario development of Vizianagaram as knowledge and cultural hub,
Bheemunipatnam as Cultural and Beach Tourism Centre, Pendurthi-Kothavalasa as clean and light
industry based integrated satellite city, Anakapalle as Trade and Industry Hub, Atchutapuram-Nakkapalli
as VCIC and PCPIR led Mega Industrial Cluster is likely economic scenario to promote balanced and
decentralized approach to urban development in VMR.
► Mother City: Mother City of Visakhapatnam continues to be most important city of VMR and plays role of
main CBD, knowledge centre, tourism and logistics anchor of VMR. Satellite cities needs to be well
connected with mother cities to ensure balanced urban development in the region.
► Networked Region: The decentralized approach to urban development requires economic networking
between the cities and quality public transit connectivity.
► Beach Road as a Leisure and Tourism Axis: The proposed Beach Road development between RK Beach to
Bheemunipatnam can be further extended with select tourism nodes development and networking
existing tourism destinations in VMR.
► Protection of Natural Areas: The alternative will help relieve pressure on existing areas adjoining natural
sites hence helping in protection and integration of natural environment for leisure and tourism activities.
Figure 14-25:Theme based economic nodes development near the satellite towns along VCIC mega industrial cluster and
leveraging new connectivity based on International Airport at Bhogapuram and Seaport and Bhavanapadu in Srikakulam
will support the idea of decentralized and balanced VMR development.
Urban Transport Network
Decentralized and balanced urban development in metropolitan regions is only successful if quality public
transit connectivity is created between the mother city and the satellite cities. Kuala Lumpur/Klang Valley
Metropolitan Region in Malaysia and Greater Beijing Metropolitan Region in China are successful examples of
such an approach. To structure urban transport and public transit in VMR under this concept alternative,
following aspects are important to implement. Draft Perspective Plan Report
June, 2021
Figure 14-26: The key aspects of urban transport network for Alternative 3 comprises a bypass to VMR, Metro link between
Aerocity-Visakhapatnam-VCIC Mega Cluster, and BRT or Bus based public transit on radial corridors connecting to the
Satellite city and towns.
► A new Corridor in North and South in VMR linking the Satellite Cities: Since there is substantial focus on
economically theming of the satellite cities hence connectivity between the satellite cities will become
important. A new and public transit corridor is visualized to link Nakkapalli-Atchutapuram-Anakapalle
Pendurthi-Vizianagaram, Bhogapuram Airport-Bheemunipatnam. The corridor to have 60-90 m RoW
along with provision of public transit which connects the satellite cities.
► Bypass to VMR: Current pass to NH-16 only provides partial relief from through goods and other traffic
passing through VMR hence there is need to promote new bypass to VMR which is linked to the satellite
cities. A conceptual alignment of the bypass is proposed here which can also take into account larger state
level strategic road planning and improvement.
► Public Transit Connectivity between and within the cities: To ensure success of the alternative, public
transit connectivity between the mother city and satellite cities is important. In addition to the new
corridor as proposed above, radial and new public transit corridors connecting the mother city and
satellite cities needs to be developed/improved.
► Connectivity to Mandal Headquarters: All mandal headquarters in VMR would be connected with
improved road RoWs (30 M) with respect to main urban transport network to achieve improved quality
of life in VMR.
► Port Connectivity Improvement: Modernization ports and improving connectivity to ports is important to
overall economic expansion and putting the region on global investment platform. To improve
connectivity to the ports is an ongoing effort in VMR and will be further reinforced as part of the master
plan.
► ISBT and ICBTs: In the context of greater inter city and region travel demand location of ISBTs and ICBTs
would be identified in VMR in next phase of the master planning VMR.
► Road Network Improvement: In Visakhapatnam city and VMR as a whole where traffic conditions on roads
are deteriorating hence improved and hierarchical road network having RoWs of 90m, 60m, 45m, 30m,
and 24 m would be proposed in existing and proposed greenfield led urban growth areas.
Page | 127Draft Perspective Plan Report
June, 2021
Page | 128
Figure 14-27: Metro and Bus based quality connectivity between economic nodes, international airport at Bhogapuram,
and satellite cities are important for success of this alternative.
Urban Form and Imageability
The future urban form under this alternative spatial strategy will be that of poly nodal urban system
having number of new and self-sustainable cities in VMR, which are well network through intercity and public
transit connectivity. However, mother city of Visakhapatnam will continue to be the CBD, main knowledge
hub, logistics and tourism anchor for the region. Following aspects are key characteristics of this alternative
and will help create a new urban imageability for VMR as a whole.
► Self-Sustainable and Theme Based New Cities: At least four new large cities of 0.3 to 0.8 million
populations will emerge under this alternative which are thematically structured and help create truly a
poly nodal and new imageability for VMR. These new cities are Vizianagaram, Anankapalli-Atchutapuram,
and Pendurthi-Kothavalasa.
► New Corridors Connecting the Satellite Cities: New corridors of 60-90m RoWs and facilitating public
transit will connect the satellite cities of Vizianagaram, Pendurthi-Kothavalasa, Anakapalle-Atchutapuram
for economic, social, and leisure interactions in the region.
► The Mother City: Mother city of Visakhapatnam, as a whole, will continue to be the anchor city in VMR
and undergo retrofitting and urban renewal to modernize its image and role in the VMR as a whole in poly
nodal urban structure for VMR.
► Theme Based Tourism Destinations: Araku Valley as a global level MICE, Health and Leisure tourism
destination with world class tourism infrastructure and Visakhapatnam playing a role of a mother city,
Buddhist Circuit tourism infrastructure improvement, Beach Corridor for Leisure and Coastal Tourism, and
Hindu Pilgrimage destinations development with tourism infrastructure improvement in, Vizianagaram,
Simhachalam, and Annavaram, development of Theme Parks, and Eco Tourism near wildlife sanctuaries.
Figure 14-28: Combinations of greenfield development near satellite towns and existing city renewal through projects
such as RTC Complex and beachfront development will form image of VMR under this alternative.
Potential Key Project Components
The strategic project components for realizing this alternative are as follows which help in creating the
poly nodal urban structure in VMR and help realizing the Perspective Plan. Draft Perspective Plan Report
June, 2021
► Development of a 150 km new corridors between Atchutapuram-Anakapalle-Pendurthi-Vizianagaram
having 60-90 m RoW with public transit connecting the satellite cities.
► Improvement of four major Radial Corridors connecting the mother city and new satellite cities.
► Development of a New Bypass to NH-16 which will also incorporate strategic roads conceived under State
Roads Improvement Programme.
► Metro Transit Development in Visakhapatnam connecting Gajuwaka and upto International Airport at
Bhogapuram.
► Development of Ring Roads on perimeter of Vizianagaram and Anakapalle cities for urban growth.
► Tourism destinations development and expansion of such as Araku Valley, Buddhist Circuit, Hindu
Pilgrimage destinations, Beach and coastal tourism, and eco-tourism etc.
► Modernization of existing city core areas through opportunity based retrofitting, urban renewal, and
integration of committed and proposed projects such as smart city and for urban transit improve.
► Protection of natural areas and Agriculture lands.
Page | 129Draft Perspective Plan Report
April, 2020
Page | 130
Figure 14-29: Alternative Spatial Strategic Plan -3: Decentralised Metropolis with decentralized and balanced urban development in VMRPage | 131
Draft Perspective Plan Report
June, 2021
14.5 EVALUATION OF ALTERNATIVE SPATIAL STRATEGIES
Evaluation of the alternative spatial strategies has been done based on a Multi-Criteria Assessment
Framework which a decision making tool to find the best alternative. Evaluation of the three alternatives has
been done within framework considering the following criteria:
► Strategic Spatial Development
► Strategic Economic Development
► Managing Sustainable Environment and Climate Change
► Efficient Transportation System
► Sustainable Infrastructure System
Table 14-1: Multi-Criteria Assessment Framework
Criteria
Alternative 1
Alternative 2
Alternative 3
STRATEGIC SPATIAL DEVELOPMENT
Overall Focus Development of
Visakhapatnam Core
city with TOD
Development of the
fringe areas from
Anakapalle to
Vizianagaram along the
NH16 (bypass)
Decentralized urban
development strategy
Population
Distribution
Visakhapatnam City
Core has 26% of total
population
And 65% of Urban
population
Visakhapatnam City
Core has 19% of total
population
And 53% of Urban
population
Visakhapatnam City
Core has 18% of total
population
And 44% of Urban
population
Development Strategy Compact high density
high rise development
supported by mass
transit
Distributed Medium
density development
Multi nuclei compact
development and
medium density
Direction of Growth Vertical and along
transit corridor
Radial from the city
core
Focus on satellite towns
and radial growth from
urban centers a
Location of New
Employment Areas
Along public transit
corridors.
Along NH16 (bypass)
In Satellite towns and
multiple sub-CBDswith
individual economic
theme.
Existing core Redevelopment and
densification of
existing core
Regeneration of existing
core
Renewal of Existing
cores.
Settlement Hierarchy Visakhapatnam as the
main core, with
supporting urban
centres as
Vizianagaram,
Pendurthi and
Anakapalle
Anakapalle, Pendurthi,
Anandapuram and
Vizianagaram as
emerging Sub-CBDs
Anakapalle,
Vizianagaram, and
GVMC as urban centers
with surrounding
settlements depending
on it.
STRATEGIC ECONOMIC DEVELOPMENTDraft Perspective Plan Report
June, 2021
Page | 132
Criteria
Alternative 1
Alternative 2
Alternative 3
Key Drivers of
Economy
Knowledge based,
health city, Industry,
tourism, and logistics
Industry, Trade and
commerce, Logistics,
tourism, Institutional
and Aerocity
Tourism,
Administration, Trade
and Commerce
Economic Districts GVMC and Aerocity
Anakapalle, Pendurthi
and Vizianagaram
Anakapalle,
Vizianagaram,
Bhogapuram,
MANAGING SUSTAINABLE ENVIRONMENT AND CLIMATE CHANGE
Resilient City Region Core is more prone to
disaster
New development
away from coastline
Decentralizing and
away from coast
minimizing risk
Protecting Natural
Footprint
Maximum protection
of natural footprint
Moderate Greenfield
development without
disturbing sensitive
zones
focus on Satellite cities
hence may affect
natural environment
Coastal management Stringent policies
required
Stringent policies
required
Stringent policies
required
Cultural Heritage Protected
Protected
Protected
Food Security Lowest disturbance to
agriculture livelihood
Moderate greenfield
development
Low disturbance to
agriculture livelihood
Carbon footprint Lowest
Highest
Moderate
Pollution Efficient mechanisms
to tackle pollution in
manageable spread
Lower SPMs and better
air quality
Lower SPMs and better
air quality
Ecology Management Preservation of
Kambalakonda and
other reserve forests
within core area and
minimize marine
disposal of effluents
Preservation existing
areas and demarcating
new eco sensitive areas
to promote eco
tourism
Preservation existing
areas and demarcating
new eco sensitive areas
to promote eco-tourism
Green Communities Compact green spaces
in communal level
Large green spaces in
fringe areas to sustain
new development
Large green spaces in
fringe areas to sustain
new development
EFFICIENT TRANSPORTATION SYSTEM
MRTS High Capacity short
distance network
Medium Capacity
network
Medium Capacity
BRTS Improving Existing
Lines and last mile
connectivity
New corridor along
NH16 (bypass)
New radial Corridors
and connectivity to
urban centers
NMT Enhanced NMT
supporting last mile
Improving NMT
corridors in core urban
areas
Improving NMT
corridors
Road Network
Improvement
designed ROWs with
universal access.
Increased capacity of
peripheral and radial
roads
Increased capacity of
inter-nodal connectivity Draft Perspective Plan Report
June, 2021
Page | 133
Criteria
Alternative 1
Alternative 2
Alternative 3
New Road
Development
Minimum
Development of
missing radial roads
and development of
linkages
Development of nodal
linkage roads and
arterial roads in
decentralized urban
centers
Logistics development Improved freight
corridors
New freight terminals
away from city
Theme based logistic
hubs
Regional and Inter
Regional Connectivity
Good Connectivity to
region and hinterland
Good Connectivity to
region and hinterland
Excellent Connectivity
to region and hinterland
ATL
23 (Good)
21 (Better)
18 (Best)
Avg. Speed (kmph)
39.4 (Good)
42.0 (Better)
50.0 (Best)
PT Share
<50% (Best)
25%-30% (Better)
20%-25% (Good)
PT Cost (in Cr.)
42,472 (Better)
43,018 (Good)
42,472 (Better)
Highway Cost (in Cr.)
6,357 (Best)
8,360 (Good)
8,018 (Better)
Environment
(CO2 in Tonnes per
mill pop)
215 (Best)
282 (Good)
271 (Better)
Safety
(Accidents per annum
per mill pop)
976 (Best)
1,284 (Good)
1,232 (Better)
SUSTAINABLE INFRASTRUCTURE SYSTEM
Utilization of
Renewable Energy
Lower available area
in the city
Higher Catchment Area
Higher Catchment Area
Water Supply Improvement of
existing infrastructure
New infrastructure to
be constructed
Improvement in core
area
Demand and Location
of STPs
Locations has been
identified
Land will be available
for decentralized STPs
Land will be available
for decentralized STPs
Identification of Waste
Management
Strategies
Yes
Yes
Yes
Expected Cost for New
Trunk Infrastructure
Improvement
Investment for
Construction of new
trunk
Improvement
Source: Consultant’s analysis
Table 14-2: Summary of Comparative Ranking for Three Alternative Spatial Strategies
No.
Parameters for Evaluation
Alternative-1:
COMPACT
METROPOLIS
Alternative -2:
COHESIVE
METROPOLIS
Alternative -3:
DECENTRALISED
METROPOLIS
1
Parameter 1: Response to
Stakeholders’ Opinion
Rank 3
Rank 1
Rank 2
2
Parameter 2: Potential of
Facilitating a Global
City/Metropolitan Region
Rank 1
Rank 2
Rank 3Draft Perspective Plan Report
June, 2021
Page | 134
3
Parameter 3: Protecting Natural
Areas and Regional Ecology
Rank 1
Rank 2
Rank 3
4
Parameter 4: Integration with
Urban and Regional Transport
Connectivity
Rank 1
Rank 2
Rank 3
5
Parameter 5: Balanced and
Integration with Regional Spatial
Structure
Rank 3
Rank 2
Rank 1
6
Parameter 6: Integration of
Heritage and Eco Tourism Network
Rank 1
Rank 3
Rank 2
7
Parameter 7: Urban Image
Rank 1
Rank 2
Rank 3
8
Parameter 8 –Resilient City
Rank 3
Rank 1
Rank 2
9
Parameter 9: Ease of
Implementation and Cost
Effectiveness
Rank 1
Rank 2
Rank 3
10
Parameter 10: Investment
Potential
Rank 1
Rank 3
Rank 2
Overall Ranking
Rank 1
(6 Nos. Rank 1)
Rank 2
(2 Nos. Rank 1)
Rank 3
(1 Nos Rank 1 but max
Rank-3)
Source: – Consultant’s’ Study
14.6 PREFERRED STRATEGY: VMRDA REGION
Context
The three alternative strategies conceptualized for structuring the VMR, both economic nodes and spatial
development, possess merits and address existing ground conditions and potential of the region. These merits
have been thoroughly assessed through MCAF based comparative assessment of the alternatives. It is
concluded that to arrive at preferred strategy for VMRDA Region ideally should integrate the key qualities and
strengths of all the three alternatives. Hence, a preferred strategy for VMR is evolved by integrating strengths
and merits of the three alternatives in addressing the potential of the region.
To reiterate, Alternative 1 focus on transit led compact development in the region, while Alternative 2
focus on promoting planned development in areas having propensity for urban growth on urban fringes of
the city, and Alternative 3 focus on balanced and decentralized development in the region. Behind the three
alternatives there is existing context and ground realities that created the theme based biases to structure
the region. Hence, it considered desirable that quality and strengths of the three alternatives are turned into
an integrated development strategy/preferred strategy for VMR to arrive at a spatial vision for the region.
The preferred strategy focuses on urban renewal of existing cores of Vishakhapatnam city and other key
cities, planned development on urban fringes of existing cities, and economic and urban growth in satellite
cities. Such a strategy takes care of stakeholders aspirations, need to modernizing the existing cities through
modern transport and urban infrastructure, and capitalizes on areas having propensity for urban growth.
The Concept Strategy
In view of Vishakhapatnam being one of the most important cities of Andhra Pradesh, VMR looks forward
to being a city of the future which is a great place to live, work, and leisure. In addition, it is desirable to Draft Perspective Plan Report
June, 2021
Page | 135
promote the region for safety from natural disasters, protects its environmental assets and agriculture lands,
and promote balanced and sustainable development. Provision of modern and missing infrastructure in urban
centres and rural areas is key to achieve the objective. In the preferred strategy, urban areas and rural
settlements in VMR are given strong focus to achieve comprehensive development of the region.
Current urban and regional structure of VMR is established around the mother city of Visakhapatnam
and other key cities of Vizianagaram, Anakapalle, and Pendurthi. Current focus of upcoming investments in
the region is in Bhogapuram, Anandapuram, Pendurthi, Sabbavaram and Anakapalle and VCIC Industrial Node
in Atchutapuram and Nakkapalli, which is likely to turn this region into a high growth trajectory. It is likely that
VMR will become an economic power house of the region hence needs structured to achieve planned
development.
The urban growth is envisaged in contiguous manner in and around existing urban centres, with present
cities and towns acting as theme based centres and sub-CBDs.. The proposed airport, metro lines and the
industrial nodes in the south will create a major axis of development. The mother and other important cities
in the region will act as economic and human development resource centres along with hierarchical
settlement pattern.
The core areas of GVMC and other cities of the region currently has majority of the urban, will undergo
major re-densification and urban renewal process to accommodate additional population. This will further
boost the role of the proposed metro which would operate through the core areas of its cities. The structure
will also emphasize on theme based development of settlements, based on present and proposed economic
significance. The planned urban development in the region will possess qualities of being compact urban
cities and settlements, served with public transit corridors, with healthy relationship between built and natural
environment. Protecting natural environment and making it part of the experience of the region is key essence
of the preferred strategy for VMR.
► Mother City: Mother City of Visakhapatnam continues to be most important city of VMR and plays role
of main CBD, knowledge centre, tourism and logistics anchor of VMR. Satellite cities and regional centers
needs to be well connected with core area and new growth areas to ensure balanced urban development
in the region.
► New Urban Development Axis: A New Urban Development Axis through greenfield areas development
up to 3 to 5 km on both sides of bypass to NH-16 and other roads connecting Vizianagaram-Anandapuram
Pendurthi-Anakapalle-and Atchutapuram will configure this spatial strategy in creating a new and parallel
city on periphery of mother city of Visakhapatnam.
► Transit Led Urban Structure: Public transit led, Metro, urban development axis connecting theme based
economic clusters and sub CBDs. It is desirable and recommended that metro network which is conceived
between Bhogapuram International Airport and Anakapalle in three phases is further extended upto
Atchutapuram-APIIC SEZ from Lankelapalem to support the emerging urban axis between the airport,
existing CBD of Visakhapatnam, and the mega Industrial Cluster under VCIC at Atchutapuram. Existing and
expansion of BRTS network can be organized to provide last mile connectivity and to the sub-CBDs with
respect to the metro network. The public transit axis will be supported with NMT and other para transit
modes to promote development in the influence area of 3-5 km along the public transit corridors.
Figure 14-30: Image of a city with a robust connectivity at a Global as well as regional level.Draft Perspective Plan Report
April, 2020
Figure 14-31: Preferred Strategy focuses on mother city and TOD led urban development along the Metro Corridor, NH-16, and carrying out increased public transit connectivity to the satellite cities to have balanced development in VMR.
Page | 136Page | 137
Draft Perspective Plan Report
April, 2020
To support the metro network between Bhogapuram Aerocity-Existing CBD of Visakhapatnam
Atchutapuram Mega Industrial Cluster, Transit Oriented Development (TOD) is proposed in 3-5 km corridor
on both sides of the metro with theme based economic and mixed use nodes. Last mile connectivity is to be
provided by NMT modes upto 1 km and upto 3-5 km by BRTS/Bus Routes on both sides of the corridor. Higher
density development at an average of 200 to 300 pph can be promoted in the influence area of the metro
corridor in greenfield and opportunity-based sites within existing city.
Theme based New Economic Nodes and Sub CBDs: Number of theme based economic nodes and Sub
CBDs will be developed along the axis and at nodal locations. Knowledge and cultural city at Vizianagaram,
Bhogapuram Aerocity, township at Anandapuram, Pendurthi-Kothavalasa Sub CBD and light industry and
residential township, Sabbavaram Knowledge and Mixed Use node, Anakapalle trade and mixed use town,
and Mega Industrial Cluster at Atchutapuram under VCIC will be key theme based clusters/nodes to establish
the new urban axis.
Balanced and Networked City Region: The new urban axis while having urban transit (BRTS) of its own
will be networked with the mother city through BRTS or Bus based connections along major radial corridors
to the mother city and proposed metro network, hence creating an idea of highly networked city region.
Commuter rail and radial roads will connect the regional centres to the mother city integrating the whole area
within the network.
Beach Road as a Parallel Leisure and Tourism Axis: The proposed Beach Road development between
RK Beach to Beemunipatnam can be further extended with select tourism nodes development and networking
existing tourism destinations in VMR. Reinforce connectivity between NH-16 and Beach Road and in process
restructure mobility in the already development areas.
Integration of Committed and Proposed Projects in VMR: This preferred strategy integrates proposed
and committed major projects like Bhogapuram Aerocity, Beach Road Tourism Project, VCIC Mega Industrial
Cluster at Atchutapuram, ADP at Madhurawada-Beemili-Anandapuram, RTC Complex, BRTS Network, Vizag
metro and under implementation bypass to NH-16 will largely play the role of much needed bypass to the
city.
Hierarchical Regional Development: Balanced and hierarchical development in VMR by promoting
economic and planned development in second order cities and regional centres to cater for both urban and
rural areas. Networking of urban and rural resource centres through hierarchical road and public transit is
important and will enable balanced development of the region.
Protection of Natural and Agriculture Areas: The preferred strategy will relieve pressure on existing
development adjoining natural sites hence help in protection and integration of natural environment for
leisure and tourism activities. Protecting agriculture lands is integral to protection of agro economy of the
region.
Figure 14-32: Sustainable urbanisation of the region with a balance between natural resource conservation and their
utilisation
Urban Transport NetworkDraft Perspective Plan Report
June, 2021
Mobility corridors in VMR linking mother city and other urban centers: The mobility structure of VMR is
based on the following major corridors
► Turning old National Highway to Public Transit Corridor: The major axis for the whole region, including
the section going through the core city and to be converted into a public transit corridor.
► Current National Highway Bypass becoming Urban Corridor: Connecting Anandapuram, Pendurthi,
Sabbavaram and Anakapalle, will be a parallel and major urban corridor serving the future growth areas
and the sub-CBDs having BRTS based public transit.
► Beach Corridor: The existing beach road from Coastal Battery to Bheemunipatnam will be extended till
Kalingapatnam in Srikakulam via Bhogapuram along the coastline.
► PCPIR Expressway: Serving all the heavy industries clusters in the PCPIR area along with the planned
townships, the express will be major alternative to the National Highway 16, with regular connectors to
the highway.
► Regional Bypass to VMR: Current bypass to NH-16 only provides partial relief from through goods and
other traffic passing through VMR hence there is need to promote new bypass to VMR which is also
provide regional connectivity to the satellite cities. A conceptual alignment of the bypass is proposed here
which can also take into account larger state level strategic road planning and improvement. The Regional
Bypass starts from south of Anakapalle, stretching northwards via Lakkavarapukota, bypassing
Vizianagaram and joining the beach corridor at Chintapalle village in Pusapatirega mandal.
► Radial Roads: The radial roads will connect the mother city with the satellite and regional urban centers.
Major State Highways has been identified for widening to the towns of Cheepurupalli, Gajapathinagaram,
Srungavarapukota and Parawada. Seven radial corridors are identified for improving public transit within
VMR in east-west direction.
► Regional Connectors: Regional urban centers will be inter-connected by regional connectors, by widening
identified MDRs and ODRs to connect rural settlements, nodal villages, and mandal headquarters.
► Suburban Railway: Utilisation of railway connectivity from VMR to towns of Amadalavalasa,
Srungavarapukota and Tuni.
► Metro and Urban Transit Corridor: Approximately 150 km of metro based public transit network is
proposed under the preferred strategy which will promote the north-south urban development axis in
VMR. This includes the revised alignment of phase wise development of metro corridors branching
towards Bhogapuram, Pendurthi and Anakapalle with a proposed extension till Atchutapuram which is a
major employment node. Last mile connectivity and connectivity to other regional centers would be
extended through BRTS and other bus based network linked to the metro transit network.
► BRTS Network: Last mile connectivity with respect to metro network will be in the form of BRTS and Bus
based public transit loops connecting to metro nodes in 5 km influence area of the metro corridor. The
network will be extended till nodes beyond metro connectivity. Routed towards Ranasthalam after
Bhogapuram, towards Vizianagaram and along the National Highway BRTS will operate to integrate the
fringe development area in the transit network.
► NMT Network: As part of the CMP and Carbon Neutral Mobility Plan (CNMP) for Visakhapatnam NMT
network is proposed and will be integrated under this alternative. It is proposed to have additional NMT
network within 1km on both sides of metro network to promote walking and other cleaner forms of para
transit.
► Connectivity to Mandal Headquarters: All mandal headquarters in VMR would be connected with
improved road RoWs (30 M) with respect to main urban transport network.
► Port Connectivity Improvement: Modernization of ports and improving connectivity to ports is important
to overall economic expansion and putting the region on global investment platform. To improve
connectivity to ports is an on-going effort in VMR and will be further reinforced as part of the master plan.
Existing and proposed locations for truck terminals and warehousing would be integrated through
improved road network.
Page | 138Draft Perspective Plan Report
June, 2021
Page | 139
► ISBT and ICBTs: In context of inter city and region bus based travel demand location of ISBTs and ICBTs
would be identified in VMR in the next phase of the master planning.
► Road Network Improvement: In Visakhapatnam city and VMR as a whole where traffic conditions ofroads
are congested and deteriorating hence improved and hierarchical road network of RoWs of 90m, 60m,
45m, 30m, and 24 m would be proposed in existing and greenfield developments.
Figure 14-33: Sustainable urbanisation of the region with a balance between natural resource conservation and their
utilisation
Figure 14-34: Hierarchical road network of RoWs of 60m, 45m, 30m, and 24m will be planned in VMR to streamline the
mobility and safety aspects.Draft Perspective Plan Report
June, 2021
C A N A D A | I N D I A | A F R I C A | M I D D L E E A S T
Page | 140
Figure 14-35:The key aspects of urban transport network for the Preferred Strategy comprises a bypass to VMR, Metro link between Aerocity-Visakhapatnam-VCIC Mega Cluster, and BRT or Bus based public transit on radial corridors connecting to the Satellite cities/towns.Draft Perspective Plan Report
June, 2021
Page | 141
Urban Form and Imageability
In principle, the preferred strategy promotes transit led compact city form for the mother city and
protects natural environment around the mother city. The satellite towns will develop around theme based
economic role with compact urban form to protect maximum agricultural lands as possible under the scenario.
Urban densities of 200 pph upwards are desirable in the satellite towns and cities. The key aspects of urban
form and imageability under this alternative are as follows.
Transit led TOD Development: The north-south Urban Axis between Bhogapuram Aerocity and Mega
Industrial Cluster at Atchutapuram will structured hence form the image ToDs along the corridor. The corridor
can accommodate close to 2 million population with average density of 200-300 pph in built up areas.
Radial Corridors: To link the new urban axis/corridor to the mother city seven radial corridors are
proposed to be developed/improved along with provision of bus based public transit. The key radial corridors
will be Srungavarapukota-Kothavalasa-Pendurthi-Waltair Corridor, Sabbavaram-Airport-Vizag Port Corridor,
Pendurthi-Simhachalam-Hanumanthavaka Jn Corridor, Gajapathinagaram-Vizianagaram-Anandapuram
Madurawada-Waltair Corridor, Gajapathinagaram-Vizianagaram-Thagarapuvalasa-Bheemunipatnam
Corridor, Anakapalle-Gajuwaka-Vizag Port Corridor, Anakapalle-Atchutapuram-Pudimadaka Corridor.
City Beautiful: VMR and Visakhapatnam has bountiful natural resources including 170.8 km of coastline.
As an idea to promote transit led compact mother city under this alternative natural areas and maximum
agricultural land would be protected to retain the image and characteristic of city beautiful and natural
environment of VMR. Idea of health and tourism city is connected with this vary idea.
Modernizing the Existing City Cores through Retrofitting and Urban Renewal: To improve the quality
of work and living environment in existing city, many of on-going and committed proposals like area
development, smart city, public transit, NMT, and redevelopment would be integrated in the plan along with
identification of potential new proposals to modernize the existing city.
Connected nodes and Regional centers: While each node is envisaged with an economic role and
developed in a compact and planned manner. Under this alternative Vizianagaram will be knowledge, cultural
and tourism town. Anakapalle will grow as business and trade hub and the satellite towns connected to the
mother city through BRTS and Bus based public transit hence giving an image of highly connected and public
transit led region.
Theme based Economic Nodes and Sub CBDs: To make the corridor economically sustainable new
theme based knowledge, mixed use, industrial, and commercial nodes (Sub CBDs) would be developed to
promote proximity between work and home in the corridor.
Theme Based Tourism Destinations: Araku Valley as a global level MICE, Health and Leisure tourism
destination with world class tourism infrastructure and Visakhapatnam playing a role of a mother city,
Buddhist Circuit tourism infrastructure improvement, integration of Beach Corridor for Leisure and Coastal
Tourism, and Hindu Pilgrimage destinations with tourism infrastructure improvement in Vizianagaram,
Simhachalam, and Annavaram etc., development of Theme Parks, and Eco Tourism near wildlife sanctuaries.
Resilient City: As stated earlier VMR is subjected to natural disasters from cyclones, floods, and climate
change. Planning to reduce economic, human, and urban infrastructure losses would be essential to this
alternative as well. Hence, areas prone to floods and storm surge will be identified based on available studies
and not subjected to high value and vulnerable urban development. The beachfront development with
necessary stringent regulations to resist wind speed of cyclones and destruction from storm surge would
create idea of city on a seafront, which is not very imageable at present.
Form Based Planning: Current haphazard development not responding to natural features and
topography of the area needs to be addressed considering the high potential land within influence area of
proposed Airport, hospitality and tourism projects. It shall have distinct character that justifies its worth.
Hence, Form Based Planning is recommended for such area
Potential Key Project ComponentsDraft Perspective Plan Report
June, 2021
Essential to realise the preferred strategy for the VMR following projects and development components
will form critical urban and regional structure of the Perspective Plan for VMR.
► Transit Led TOD Corridor between Bhogapuram Aerocity-Existing CBD-and Industrial Mega Cluster at
Atchutapuram under VCIC.
► BRTS led development of New Urban Axis/Corridor between Vizianagaram-Anandapuram-Pendurthi
Anakapalle-and Atchutapuram through land pooling and land development strategies.
► Improvement and Development of seven radial corridors between the new urban axis along the bypass
to NH-16, mother city, and the Beach Corridor.
► Development of a 150 km new corridors between Atchutapuram-Anakapalle-Pendurthi-Vizianagaram
having 60-90 m RoW with public transit connecting the satellite cities.
► Theme based economic nodes and TODs along the metro transit corridor.
► Theme base economic and expansion of Satellite towns of Vizianagaram, Anakapalle, Nakkapalli, and
Beemunipatnam.
► Tourism destinations development and expansion of Araku Valley, Buddhist Circuit, Hindu Pilgrimage
destinations, Beach and coastal tourism, and eco-tourism etc.
► Tourist Circuits at local and regional level shall be identified considering potential of the tourist places
within VMRDA.
► Beach Road development for recreational, tourism, and other mixed use development between
Visakhapatnam and Srikakulam.
► Resilient city planning and framing related development regulations to reduce losses in vulnerable areas.
► A comprehensive Rural Development Agenda as recommended in the Section 16.9.
► Modernization of existing city core areas through opportunity-based retrofitting, urban renewal, and
integration of committed and proposed projects smart city and urban transit improvement studies along
the proposed metro.
► Bypass development to VMR on medium to long term basis. A conceptual alignment for the bypass is
proposed in the preferred strategy.
► Urban development corridor along New Bypass to NH-16 which will also incorporate strategic roads
conceived under State Roads Improvement Programme.
► Development of Ring Roads on perimeter of Vizianagaram, and Anakapalle cities for urban growth.
Page | 142Draft Perspective Plan Report
June, 2021
Page | 143
Figure 14-36: Preferred Strategic Plan to focus on compact cities and balanced regional development.Draft Perspective Plan Report
June, 2021
Page | 144
15 STRATEGIC ECONOMIC DEVELOPMENT, 2051
15.1 STRATEGIC ECONOMIC DEVELOPMENT/DIVERSIFICATION
OBJECTIVES
The region has great potential in all the three sectors of economy. The manufacturing units have
long existed in the region with great support from ports and logistics. It is observed that the region can
house more large and mega industries with strengthening of logistics and compete in the global market.
On the other hand the region also has great potential in primary sector with its fertile land and existence
of more number of fishing villages. The planning has been strategically done considering the two
contrast potential of the region. Secondary sector is more prominent in the south of the region whereas
the north of the region is prominently agricultural economy(Figure 15-1). Therefore the secondary
sector will grow in the south of the region and intervene less in the North. The north with potential
agricultural land will be conserved. Few exiting clusters will continue to exist but further industries and
secondary sector investments will not be advocated.
Figure 15-1: Key economic activities
15.2 KEY DRIVERS OF ECONOMY
Proposed VK-PCPIR, Sagarmala and VCIC
The development projects like VK-PCPIR, Sagarmala and VCIC improve the infrastructure and
attract more investors resulting in accelerated industrial growth. Ample employment opportunities will
be created for the large labour resource available in the region. Increase in labour productivity and
wages increases the per capita income. Integration of transport network connecting the hinterland with
industries and port is required.Draft Perspective Plan Report
June, 2021
Page | 145
New airport, ports and proposed expansions
VMRDA region has a strong industrial base and logistics play a vital role in enhancing the
movement of cargo. The Current Airport has less cargo handling facilities making the import/Export
limited. The proposed Airport at Bhogapuram is located in the close vicinity of National Highways. This
supported by logistics will enhance the Air cargo handling capacity in the region. Visakhapatnam being
a port city handles huge cargo. The proposed expansion of port coupled with modernising the port
infrastructure will increase the cargo handling capacity and strengthens the economy. The international
movement of goods provide immense opportunity to stimulate new industrial growth and enhance the
existing industries to compete in the global market.
Government Policies encouraging MSME, FDI and SEZ
Central and State government encourages the growth of Industries by promising policies. Single
window clearance, Ease of doing business, increasing the Minimum alternate tax(MAT),reduction of
income tax for MSME, Investor friendly FDI policy, skilling of labour, better infrastructure and up
gradation of infrastructure are some of the initiatives taken by the government. These initiatives attract
both the local and foreign investments which will inflate the economy.
Exposure to Global Market
The region is envisaged in becoming a manufacturing hub with export and importlinking with the
global network. This would pave way to meet the global competition by raising the industrial standards
and attracting foreign investments. Intangible sides like tourism can increase the economy with world
class tourism infrastructure and promotion of religious tourism by tapping the potential Buddhist circuit
and leisure tourism vowing to the pristine beaches and hills.
15.3 FOCUS OF ECONOMIC SUB-SECTORS
Primary sector
Encourage sustainable agriculture with improved economic base by adopting technology and
increasing productivity. Conserve fertile agriculture land and optimum use of available resource without
hindering the rural fabric. Providing required infrastructure and easy access to markets will boost the
local economy and aid in easy transfer of commodity. Skill development and provision fishing
infrastructure will boost the declining active fishermen. Provision of mini harbors or jetties will increase
the no of crafts which eventually increase the economy of fisher folks.
Secondary sector
Manufacturing sector comprising of big players and supporting ancillary industries have formed a
framework to an extent. However this does not take complete advantage of the available opportunity.
The huge land bank of APIIC land is substantially vacant. Owing to the envisaged logistic connectivity,
proposed development plans, availability of land with infrastructure. Availability of raw materials,
import/export facility makes the region advantageous for industrial establishments.
Tertiary
The long coastline embedded with beaches and the physiographical features like hills is a retreat
to both international and domestic tourists. The presence of religious and heritage sites opportune
heritage tourism. Tourism potential has to be tapped by providing tourism infrastructure catering to
the needs of both domestic and international tourists. The proposed airport in Bhogapuram envisaged
as aerocity will emerge as hub for business; finance increasing the economy of tertiary sector. The
region will have medical tourism by acting as a medical hub for the neighbouring state.IT/ITES still is
not growing due to the stringent government policy and lack of supporting infrastructure.Draft Perspective Plan Report
June, 2021
Page | 146
15.4 KEY EMPLOYMENT AREAS
Tertiary sector is expected to constitute higher share of employment for the horizon year. City
core/Urban area with mixed, commercial, transportation, communication and institutional land use will
act as employment generators. Port, logistics, railways and airport will be the major source of
employment in transportation use. IT/ITES will provide substantial employment in communication use.
Educational, public/government buildings, hospitals will be major generators in institutional use.
Industrial clusters and parks will be rich source of secondary employment. The region has well
established large and mega industries with expansion proposals and more new establishments are
foreseen in the manufacturing sector creating room for more jobs. Existing unorganized sector
consisting of agro based, household and other industry is also promising to create substantial
employment at a local level. Agriculture, Fisheries, livestock, will increase the workers in rural and
fishing villages with provision of required infrastructure. Major generators of employment in VMRDA
are represented in Figure 15-1.Draft Perspective Plan Report
June, 2021
Page | 147
16 STRATEGIC SPATIAL DEVELOPMENT, 2051
16.1 STRATEGIC URBAN AND RURAL DEVELOPMENT OBJECTIVES
The heterogonous urban and regional fabric is bound by retaining their unique functionalities
without compromising on their requirements. The concept adopted for horizon year is crafted by giving
due importance to diverse features resulting in a comprehensive metropolitan regional plan.
16.2OVERALL FOCUS OF DEVELOPMENT
Perspective plan focuses on developing the urban region and also planning for the betterment of
disadvantageous rural area by providing basic amenities and infrastructure within accessible range. The
development will be comprehensive focusing on multiple sectors like infrastructure, economy, and
transportation. Prime importance is given on not neglecting any regions or making it devoid of services.
The huge potential of employment generation (Ref.Chapter-15) makes the region economically more
vibrant and attracts migration. The urban centres will act as growth poles to absorb the migration. The
economy of Rural regions is also given due care to boost the per capita income by adopting techniques
like cropping rotation and increasing the cropping intensity and provision of markets. This will limit the
shift from rural areas to urban areas in search of better income.
16.3 SETTLEMENT HIERARCHY AND ROLE OF KEY SETTLEMENTS
Metropolitan Hub/ City –
1,000,000+Population
On considering the natural increases and
migrant population, Metropolitan Hub is
envisaged to have population of about 3
million in 2051. Hub will continue to be the
mother city and will have dominant role to
influence the growth of the region.Higher
order facilities will be providedto cater to the
need of huge population that would be
accommodated. Sphere of influence of core
is the largest and would cater to all higher
orders requirements of lower order
settlements that follow. It will also continue to provide higher order services for regions of Chattisgarh
and Orissa as well.
Regional Centres/ Hubs-300,000 –
500,000Population
VMRDA region with huge geographical
spread has two major urban local bodies
which has a prominent role to play in the
district. Vizianagaram municipality, apart
from being the district headquarters and
prominent ULBs in their respective districts,
they will act as regional centre and provide
the higher most services and infrastructure in
their respective districts. However, the
facilities provided are lesser than that of the
core and would satisfy the requirements at a
regional level.Draft Perspective Plan Report
June, 2021
Page | 148
Sub-regional centres/ Hubs 100,000 –
300,000Population
The core will be lined with three Sub
regional centres Anakapalle, Pendurti and
Anandapuram and is well connected with the
mother city. Nellimarla which is in close
proximity to VIzianagaram will be another Sub
regional centre. These are provided with
infrastructure facilities to self-sustain and
address the needs of the settlements in their
proximity. Aeropolis at Bhogapuram will also be
a self-sustained Sub-regional centre with world
class infrastructure and high value housing
facility to meet the needs of envisaged business
hub. Pendurti as it is contagious with the core
will have an higher population than that of the
range specified for Sub region. But, as far as its
role is concerned is only limited to that of a Sub
region and therefore is considered under this
category.
Service centres 20,000 –
100,000Population
Service centre are major urban pockets
dispersed in the region. These are the lowest
order urban settlements and will house lowest
order of urban infrastructure and services.
Services centres will be well connected with the
sub regional centres or regional centres. It will
extend its services to many central villages
under its umbrella.
Central villages 15,000 – 20,000
Central villages are the highest order of
rural settlement hierarchy. The Central villages
will have higher order infrastructure facilities at
rural level. It will act as nodal point to provide
services to the basic villages under its influence
area.
Basic villages Less than 15,000
Basic villages are lowest order in the
settlement hierarchy. Provision is made for
basic amenities and infrastructure for
sustainable development.Draft Perspective Plan Report
June, 2021
Page | 149
16.4 EMPLOYMENT AREAS
Urban settlement provides secondary and Tertiary employment in large scale. Tertiary
employment pockets lies within the urban region while secondary employment area is little away from
the settlement but lies within the accessible range. In case of Visakhapatnam alone, secondary
employment area lies within the core. Gajuwaka, Pedagantayada, Paravada and Autonagar are few such
areas that have large manufacturing giants. Primary sector also has substantial employment due to the
presence of fishing villages along the coastline. Unorganized sectors like agro-based industries and
other house hold industries are scattered in lesser proportion across the region contributes to marginal
employments in the local area and upcoming development of Green Field International Airport in
Bhogapuram is expected to create employment opportunities in Bhogapuram influence area.
Rural settlement around the industrial clusters and unorganized industries is exposed to secondary
employment. Majority of the rural areas of VMRDA depends solely on primary sector. The fishing
villages lining the coast depend on fishing and allied activities.
16.5 DENSITY OF DEVELOPMENT
The metropolitan hub as discussed in earlier part of this chapter (Ref Section 16.3) will have to
accommodate ta population of about 3 million. To control the sprawl and maintain its prominence of
mother city, the metropolitan hub population for horizon year will be accommodate by further
densification of the area. Fringe areas of Metropolitan hub, regional centres and sub-regional centres
will be densified to accommodate the increasing population. The areas adjacent to the transit corridors
in the above category would have even higher densities owing to their close proximity to transit
corridors.
Rural areas density will be minimal. It will only continue to grow in the natural way without
experiencing any induced growth.
16.6 URBAN FORM AND NEW URBAN EXPANSION AREAS
Urban form of the region is linear with urban areas extending from core following the pattern of
major roads traversing VMRDA area. Draft Perspective Plan Report
June, 2021
Page | 150
Figure 16-1: Urban expansion areas in VMR
16.7 TRANSIT ORIENTED DEVELOPMENT (TOD)
Objective of Transit Oriented Development (TOD) is to encourage the use of public transportation
through strategic developments along the transits. This results in decrease in private vehicle volumes
and increase in public transport share. With TOD policy enforcement measures, providing access to
transits to users by densification and enhanced transit corridors.
TOD is generally characterized by compact, mixed use development near new or existing public
transportation infrastructure that provides housing, employment, entertainment and civic functions
within walking distance of transit. Pedestrian-oriented design features of TODs are essential to
encourage residents and workers to drive their cars less and ride public transit more.
TOD planning can be achieved by structuring the strategies and implementing them. For this, a
safe, reasonable and efficient public transport and other modes of transport should be made accessible
and thus discouraging use of personal vehicles. Ensuring good quality of life by providing high density
mixed use, mixed income and employment in the vicinity of transit corridors. Also taking care of
environmental issues and maintaining ecological balance by preserving water resources, green area,
open areas and coastal areas.Draft Perspective Plan Report
June, 2021
Page | 151
Figure 16-2: Growth Areas along transit corridors
16.8 DEVELOPING SMART, LIVEABLE, INCLUSIVE AND SUSTAINABLE
COMMUNITIES
The perspective plan focuses on building smart communities adopting advanced technologies and
green concept. Building resilient economy by optimum utilization of available resources and tapping
the embedded potentials. Regional disparities are addressed by catering to the requirement of less
advantageous area. Average trip length is curtailed, by reducing the Work-home distances and
providing better transport connectivity. Strategies to create liveable spaces with better quality of life
are adopted. Sustainability has been an under lying concept across all sectors to provide sustainable
infrastructure, transport and economy.
16.9 RURAL DEVELOPMENT
The region has a rich rural resource as well. The rivers meandering the region, makes the land
more fertile and creates great potential for Agriculture. The stakeholders’ consultations also revealed
that people preferred to conserve the agricultural region. Observing the potential of the region and
taking into account the interest of Stakeholders, measures has been taken to conserve the agriculture
land and at the same time boost the economy of rural region by adopting techniques in agriculture to
increase cropping and increase higher household wages. Harmony of the rural area is not disturbed by
urbanization but provisions for better infrastructure facilities like skill development Centre, agricultural
markets, connectivity to central villages, access to basic amenities are done to improve the quality of
life in the rural region.
The development in the rural areas can be achieved fostering infrastructure facilities at the in
villages based in their hierarchy. The provision of economic and infrastructure facilities have financial
constraints which can be addressed by providing these facilities at central villages which are located at Draft Perspective Plan Report
June, 2021
Page | 152
appropriate locations. The smaller villages will have less population which is not sufficient for proper
and full utilization of services. Thus, the location of facilities should be in view of minimum threshold
population. In this way, the central villages which provide the economic and infrastructural facilities can
generate growth in the adjoining basic villages. However, for an integrated development, spatial and
functional integration is necessary between the central and basic villages. The local economies should
also be taken into consideration for a holistic approach to improve quality of living with provision of
basic infrastructure facilities like safe drinking water, road connectivity, health facilities and education
along with employment programmes for the poor.
Figure 16-3: Rural Development structure
Facilitating growth in economy of the region through encouraging small scale agro-based
industries using local produce can improve the livelihood of the rural communities. The agro based
industries not only boost the economy of the region, but also create employment opportunities for the
local communities.
Agricultural land Protection:With the rapid urbanization in the region many agricultural lands are
being converted for other purposes. Most of the agricultural lands in the region are very fertile and
produce two to three crops per annum. Regulatory measures need to be taken to preserve these high
productive agriculture lands from being converted to other uses. Agriculture land conversion may be
permitted only to low crop yielding lands for Agro-based and allied industries.
Household / Cottage Industries:Household based industries or cottage industries are an integral
part of rural areas. These small scale village industries which are primarily agro based or artisanal
entrepreneurships are key economic remedies for landless farmers and wage labour. With proper
connectivity to the central villages and regional centres in the region, these industries tend to reach a
wider market place and boost the local economies of the region, alleviating poverty in the villages
through employment of non-skilled labour.Draft Perspective Plan Report
June, 2021
Page | 153
Figure 16-4: Settlement hierarchy in VMR, 2051Draft Perspective Plan Report
June, 2021
Page | 154
17 MANAGING ENVIRONMENT AND RESPONSE TO
CLIMATE CHANGE, 2051
17.1 STRATEGIC OBJECTIVES
India’s eastern coast offers a picturesque landscape circling the tropical teal waters of the
Bay of Bengal, magnificent beaches and hilly terrain all over the Eastern Ghats. VMRDA fortunately
has all the beauties that this part has to offer. The area covers a costal length of 250 km with
almost 27% of the land covered by natural hills and forests, and 28% open agricultural spaces. The
other natural features include coastal sandy areas, mangrove forests, rivers, water bodies and
open spaces.
Implementation of strategies is required to have a sustainable development and protection
of the natural features in the long run and the perspective has to be envisioned now. To have an
upright perspective, for a holistic approach to planning environmental management in VMRDA, a
concept and process that based on Strategic Environmental Goals and Objectives is required. The
strategic are prepared based on innumerable environmental standards, policies and guidelines
such as EPTRI research, Environmental act 1986, National Environmental policy 2016,
Environment Protection Acts, ENVIS-AP etc. The objectives are based on 7 broad environment
parameters related to sustainable development. They are as follows;
To provide for protection and improvement of Environment
Prevention of Hazards to Human Beings, other living creatures, plants and property
Prevention and control of Environment Pollution
Laying Standards for quality of environment
Restriction of areas for location of industries
Safeguard for handling hazardous substances
Research Related to Environmental pollution
17.2 FRAMEWORK FOR ENVIRONMENTAL MANAGEMENT OF KEY
SENSITIVE DESIGNATIONS
The entire VMRDA area is broadly classified into six key designations for its environmental
sustainability, protection and conservation. The areas are divided based on its characteristics,
physiography, and natural resource. Each zone will have its own development and protection
policy and maintaining it will facilitate a better environment and healthy surrounding around
VMRDA.
The principal framework and policy are enumerated below. These framework relate to
current perceptions of key environmental challenges. They may, accordingly, evolve over time:
- Conservation of Critical Environmental Resource– To protect and conserve critical ecological
systems and resources, and invaluable natural and man-made heritage, which are essential for
life support, livelihoods, economic growth, and a broad conception of human well-being.
- Integration of Environmental Concerns in Economic and Social Development– To integrate
environmental concerns into policies, plans, programmes, and projects for economic and social
development.
- Efficiency in Environmental Resource Use– To ensure efficient use of environmental resources
in the sense of reduction in their use per unit of economic output, to minimize adverse
environmental impacts.Draft Perspective Plan Report
June, 2021
Page | 155
- Environmental Governance– To apply the principles of good governance to the management
and regulation of use of environmental resources.
- Enhancement of Resources for Environmental Conservation– To ensure higher resource
flows, comprising finance, technology, traditional knowledge, and social capital, for
environmental conservation.
- Decentralization– Decentralization involves transfer of power from a Central Authority to State
and Local Authoritiesto address these issues.
- Integration– Integration refers to the inclusion of environmental considerations in sectoral
policymaking charged with the implementation of environmental policies.
- Environmental Standard Setting– Environmental standards must reflect the economic and
social development situation in which they apply.
- Preventive actions– It is preferable to prevent environmental damage from occurring in the
first place, rather than attempting to restore degraded environmental resources after the fact.
10.Regulatory reforms and Policy and Legislative framework– The regulatory regimes for
environmental conservation comprise a legislative framework, and a set of regulatory
institutions.
11.Demarcating environmentally sensitiveZones– Environmentally Sensitive Zones may be
defined as areas with identified environmental resources having Incomparable Values which
require special attention for their conservation.
12.Promoting Biodiversity, Traditional Knowledge, and Natural Heritage– Natural heritage sites,
sacred groves and landscapes, are sources of significant eco-system diversity, and the latter
are also an important basis for eco-tourism.
13.Pollution reduction– The impacts of pollution may differentially impact the poor, or women,
or children, or developing regions, who may also have relatively low contributions to its
generation, and accordingly the costs and benefits of reduction may benefit them.
14.Conservation and protection of Heritage– Manmade heritage reflects the prehistory, history,
ways of living, and culture, of a people. In the case of VMRDA, such heritage is at the core of
state identity. At the same time, considerable economic value, and livelihoods may be derived
from conservation of manmade heritage and their sustainable use, through understanding of
their tourism potential.
15.Setting up Environmental Standards– Environmental standards must reflect the economic and
social development situation.
16.Clean technological innovations–Innovation of clean technologies, rather than treating the
waste after generation.
17.Research and Development– Set up a mechanism to network technology research institutions
both public and private, for cooperation in technology research and development and
adaptation, information, and evaluation of clean technologies.
18.Implementation– Prepare and implement a strategy for enhancing environmental awareness
among the general public.
19.Terrain Sensitive Guidelines– Prepare terrain sensitive guidelines for the development to
minimize further adverse impact on the existing hill slopes and hill tops.
20.Dense Vegetation- Identify the existing large pockets of dense vegetation and Green cover for
enhancing Urban Greens in the urban expansion area.Draft Perspective Plan Report
June, 2021
Page | 156
Figure 17-1: Environmental Management Framework
17.3 COASTAL ZONE MANAGEMENT STRATEGIES
The coastal zone comprises a narrow strip of coastal lowlands and a vast area of coastal
waters. It has become a major site for extensive and diverse economic activities. Many of the
countries developing on the coasts depend heavily on the scarce coastal resources for their
economic growth. Coastal resources are used and exploited for economic and social objectives:
urbanization, industry, tourism and recreation, fisheries and aquaculture, energy production and
transportation. VMRDA has a coastlineof about 250 km which varies from open sea to semi closed
(creeks, lagoons) coastalwaters and shows significant diversity in environmental and demographic
features.
Continuous increase in population coupled with economic growth, rapidurbanization and
infrastructure development have resulted in pollution, deterioration ofecosystem health, habitat
losses, resource depletion, and invasion of exotic organisms. On the other hand natural hazards
like cyclonic storms, tsunamisand sea ingression are the major coastal environmental issues.
These coastal environmentalissues have become a major threat to economic sustainability and
environmental quality;creating social unrest and destabilising the national economy. To balance
anthropogenicactivities and ecosystem health and environmental protection, a
comprehensivemanagement scheme is urgently required in the coastal zone on a sustainable
basis. In thisregard, a coastal zone management program, which addresses the management of
all aspects of the coastal zone, is imperative. The issues prevailing in VMRDA main coastal issues
are identified as follows
Pollution & Solid Waste along the urban areas and city limits through canals.Draft Perspective Plan Report
June, 2021
Page | 157
Urbanization and Settlement/Encroachment without following norms and regulations
towards the coastal areas.
Excessive uncontrolled Tourism and Recreation without proper infrastructure
Mangrove Degradation in areas like Pentakonda mangrove swamp,
PudimadakaMangroove swamp, Sarada River estuary mangroves, Visakhaptnam
mangroves, Sabbammapeta mangroves.
Coastal Erosion along the beach road leading to breakage of compound walls and roads
Salinity intrusion where Seawater intrusion takes place into groundwater aquifers due to
increase in development of buildings and decrease in ground water level.
To address the issues, the three stages of Vulnerability assessment, implementation, and
protection Strategies comes up with few state and central policies and guidelines integrating
which to the perspective plan can improve the issues to some extent.
- Maintaining CRZ Policies
- Coastal Zone Management at State Level
- Local Level Coastal Regulation Zone Maps
- Coastal Vulnerability Index
- Pollution Control and Waste Management
- Tourism Management and Planning
- Fisheries Management
- Coastal Habitat Restoration
- Community Participation
Promotion of tourism and ancillary development considering the Proposed Bhogapuram Airport
and Scenic value of Coast shall be explored
17.4 STRATEGIES FOR AGRICULTURE PROTECTION
The fear of losing right, title and ownership over one’s own land by leasing out discourages
the landowners, even when they are themselves unable to cultivate, to lease out their parcels of
land. This is the cause behind substantive extent of land remaining fallow or being developed to
buildings or other landuses. It is further known, that a lot of land remains fallow for many do not
opt to offer their piece of land on oral lease. It is, therefore, necessary that lease is legally
recognised by enacting a suitable law. However, it should explicitly and emphatically protect the
interests of the land owner, in supersession of any other provision of law that may be in force.
The Model Land Lease Act, 2016 prepared and approved by the NITI Aayog offers an appropriate
template for the states and UTs to draft their own piece of legislations, in consonance with the
local requirements and adopt an enabling Act. Legalise land helps to promote agricultural
efficiency, equity and power reduction. This will also help in much needed productivity
improvement in agriculture as well as occupational mobility of the people and rapid rural change.
Providing a buffer limit of village expansion area around villages and hamlets will stop
uncertain landuse change in future with protected agricultural land. Providing better facilities like
gowdowns, cold storage, shades, machine storage areas and Kisan Vikas Kendras will encourage
the villagers to continue agriculture instead of shifting to other occupation.
One of the main causes of change in agricultural land is no proper guidelines on approval of
LRS on layouts in agricultural lands that has already started developing. People sell the land and
start development on them to get permission in future but leading to destruction of good
agricultural lands. Stringent guidelines need to be developed and passed under the competent Draft Perspective Plan Report
June, 2021
Page | 158
authority on approval of LRS on agricultural land. This will lead to less conversion of land and
encouragement of better agriculture produce.
Figure 17-2: Percentage share of Total Agriculture Area of VMRDA region by mandals
17.5 STRATEGIES FOR MANAGEMENT OF HERITAGE CONSERVATION
AREAS
The conservation project of built heritage is a complex process, dealing with an extremely
heterogeneous range of elements and different substrates with a large variety of conservation
conditions. In recent years, its sustainability has become a relevant issue, due to the general
limitation of resources and unique features of cultural heritage assets.
Visakhapatnam region has rich cultural and religious traditions that defined its socio-cultural
landscape. Religious and spiritual growth in Hinduism, Islam, Christianity and Buddhism took place
through its socio-cultural history with significant magnitude, leaving behind heritage in the form
of Temples, Dargah, Masjids, Churches and Buddhist sites.
In order to conduct the heritage survey, the list of various heritage properties and precincts
have been prepared by compiling the list of heritage sites from 3 organizations instrumental in
keeping record of the heritage properties which are: Draft Perspective Plan Report
June, 2021
Page | 159
Along with Listed Heritage Buildings or Listed Heritage Precincts it will also include those
natural feature areas of environmental significance or of scenic beauty including, but not
restricted to, sacred groves, hills, hillocks, water bodies (and the areas adjoining the same), open
areas, wooded areas, points, walks, rides, bridle paths (hereinafter referred to as ‘listed natural
feature areas’) which shall be listed in notification(s) to be issued by the State Government /
identified in Master Plan. The strategies to be adopted for Heritage Management are as follows
The buildings owned by private party should be maintained and restricted from
development; reconstruction etc. and the property belonging to the government shall
be taken care. Penalty should be imposed on violation the norms.
Road widening and improvements and any changes in master plan should consider
heritage precincts be it natural or structural, in the first case to be protected from
development/destruction.
Proposal of incentive usage of heritage can generate revenue for protection of the
property and increase its historic importance.
Management of regulation in a heritage area by maintaining the skyline and keeping an
architectural harmony in the area can enhance the value of the heritage and view of the
historic area.
Grading of historic buildings and precincts of national importance, state importance and
aesthetic importance can help to strategize the tourism potential of heritage structures.
Improvement of infrastructure including access, signage, and street furniture can
accentuate the heritage area.
Corporate sponsorship in heritage buildings can bring significant impact in maintenance
as well as popularity of a heritage site.
Heritage Conservation Committee to be formed by VMRDADraft Perspective Plan Report
June, 2021
Page | 160
Figure 17-3: Location of major heritage assets in the region
17.6 STRATEGIES OF PROTECTION OF WATER RESOURCES
In Andhra Pradesh, the number of water bodies is not increasing. The reason is due to not
taking up the formation of new water bodies. Due to continuous drought and deficit rain fall
prevailing in last few years, along with continuous development on the catchment area blocking
the inflows to the water bodies decreased considerably, as such some of the water bodies located
very adjacent to the habitations were being encroached which leads to decrease in water bodies.
Protect all lakes and lakefronts under G.O.Ms.No.119,Dt.28-03-2017by MA&UD, APProvide
additional protection buffers around key lakes, which can be used as open andrecreational spaces
under the master plan.Protect all critical drainage channels of the lakes through mandatory open
and green buffersunder this perspective plan along with Improve water quality of lakes and
lakefronts through well-defined projects. Develop important lakes, lakefronts located within
GVMC area for recreational, and tourismwithout compromising their ecological aspects.
Buffer around Water bodies according to GO 119 AP
- a) No building / development activity shall be allowed in the bed of water bodies like river or
nala and in the Full Tank Level (FTL) of any lake, pond, cheruvu or kunta / shikam lands.
Unless and otherwise stated, the area and the Full Tank Level (FTL) of a Lake / Kunta shall
be reckoned as measured and as certified by the Irrigation Department and Revenue
Department.
- b) The above water bodies and courses shall be maintained as Recreational/Green Buffer Zone
and no building activity shall be carried out within: Draft Perspective Plan Report
June, 2021
Page | 161
- 100m from the boundary of the River outside the limits of Local Authorities and 50m
within the limits of the Local Authorities. The boundary of the river shall be as fixed
and certified by the Irrigation Department and Revenue Department.
- 30m from the FTL boundary of Lakes / Tanks / Kuntas of area 10Ha and above.
- 9m from the FTL boundary of Lakes / Tanks / Kuntas of area less than 10Ha / shikam
lands;
- 9m from the defined boundary of Canal, Vagu, Nala, Storm Water Drain of width
more than 10m.
- 2m from the defined boundary of Canal, Vagu, Nala, Storm Water Drain of width up
to 10m.
- c) Unless and otherwise specified in the Master Plan/Zonal Development Plan.
- In case of (b) (i) & (ii) above, the buffer zone may be utilised for road of minimum
12m width, wherever feasible.
- In case of (b) (ii) above, in addition to development of recreational / green belt along
the foreshores, a ring road or promenade of minimum 12m may be developed,
wherever feasible 3.6m walking / cycle track within the 30m buffer strip may be
provided. (iii)
- The above buffer zone to be left may be reckoned as part of tot lot or organized
open space and not for setback requirements.
- d) In case of areas along the seacoast, the Coastal Regulation Zone Regulations shall be
followed.
- e)
Considering the existence of significant natural water bodies within the project area, the
subsequent detailed planning stages may demarcate the green buffer around the existing water
bodies and specify appropriate uses for the same
17.7 DISASTER MANAGEMENT STRATEGY
Cyclone
The Bay of Bengal accounts for seven percent of the annual tropical cyclone activity
worldwide; the recorded frequency of cyclones per year along the Bay of Bengal is four and
inevitably one of the four transforms into a severe cyclone causing human and property losses.
Although the percentage of cyclonic activity along the coast is relatively low, the level of human
and property loss that cyclones cause around the Bay is very high. More than 103 Cyclones have
affected the State this century. During that period, Cyclonic landfall usually leads to very heavy
rains accompanied with high-speed winds and eventually translates into floods.
While the entire coast of Andhra Pradesh (2nd largest in the country) is vulnerable to
Cyclones, nine coastal districts are most vulnerable and have recorded ample amount of landfall
in the last century. When cyclones and resulting floods occur, the loss of crops, irrigation
infrastructure due to severe inundation and cyclonic damages is significant in the coastal districts
of Andhra Pradesh. The cyclone vulnerability is being addressed by the State Govt, through
execution of National Cyclone Risk Mitigation Project (NCRMP). The Revenue Department of
Andhra Pradesh is the facilitator for the same. Further Andhra Pradesh State Development
Planning Society (APSDPS) is also supplementing towards the same through EDSS model, by which
the cyclone vulnerability can be analyzed. The Annexure 12(i) may also be referred for further
information purpose.
TsunamiDraft Perspective Plan Report
June, 2021
Page | 162
Tsunami of December 26, 2004 affected nine coastal districts of Andhra Pradesh (Nellore,
Prakasam, Guntur, Krishna, East Godavari, West Godavari, Visakhapatnam, Vizianagaram and
Srikakulam). A total of 301 coastal villages and 2,11,670 people from these districts were affected
due to the December 2004 tsunami. While 107 people were reported to have lost lives due to
tsunami, 1,554 houses were damaged; predominantly fishermen community was the worst
affected in Andhra Pradesh due to tsunami. A total of 2,418 boats were completely lost; 8,976
traditional boats and 180 mechanized boats were damaged. It was reported that 47,370 fishing
nets that are crucial to livelihood of fishermen were lost due to tsunami. Tsunami warning system
has been proved very useful to address this important aspect in the region.
Figure 17-4: Disaster management framework
Key Mitigation Measures
Creating network of knowledge institutions
Creation of physical infrastructure for mitigating impact of cyclones: by monitoring of
construction of cyclone shelters, missing road links and bridges, saline embankments,
coastal canals, mangroves plantation etc.
Technical assistance for capacity building on the hazard risk management, damage
assessment and long-term strategy, followed by the project management and monitoring
by Revenue DM Department. The same is being executed by the Panchayati Raj and Rural
Development Department
17.8 STRATEGIES TO PROTECT ECOLOGICALLY SENSITIVE AREAS
Ecological Sensitive Areas or Ecologically Sensitive Zones refer to those areas which have
been notified by the Ministry of Environment, Forests and Climate Change as areas around the
Wildlife Sanctuaries, National Parks and Protected Areas as requiring more protection due to their
sensitiveness.
Protection of forests and hills will help local communities preserve forests in critical areas
through community forestry and management plans; improve agricultural practices through
irrigation and mixed cropping; and better manage livestock to reduce overgrazing.Draft Perspective Plan Report
June, 2021
Page | 163
Figure 17-5: Ecologically Sensitive Areas in VMR
The strategies involved in protection of forest as given by the AP GO 119 are as follows.
The vegetation cover of the forest areas in India are classified into 6 types. They are,
VDF – HL: Very Dense Forest in Hill Areas
PF – HL/WB: Other than very dense forest in hilly areas or 20m buffer around
streams or water bodies
iii.
VDF – PL: Very dense forest in Plain areas
MDF – PL: Moderate dense forest in plain areas
OF/SF – PL: Open/Scrub forest in plain areas
NF – PL: Non Forest in plain areas
Table 17-1: Vegetation cover in the forest of VMRDA region by circles
Division/ Circle
VDF-HL
PF-HL/WB
MDF-PL
OF/SF-PL
NF-PL
Total (Ha)
Visakhapatnam
1.12
24048.73
2778.99
8222.35
3404.43
38455.62
Vizianagaram
0
11303.35
1731.48
2407.58
406.16
15848.57
Total
1.12
35352.08
4510.47
10629.93
3810.59
54304.19
Study area has highest area of its Forest vegetation cover as (PF HL/WB) Other than very
dense forest in hilly areas or 20m buffer around streams or water bodies.
VMRDA region has 1.12 Ha of its area as VDF-HLin Nakkapalli mandal; 36794. 91 Ha PF
HL/WBwith highest area in Srungavarapukota mandal (4471.81 ha) and smallest in Anakapalle
(1.06 ha); 14900.24 ha of OF/SF – PL, highest in Anandapuam (1639.13 ha) and lowest in Draft Perspective Plan Report
June, 2021
Page | 164
Bhogapuram mandal (2.17 ha); 5578.74 ha in NF – PL highest in Gara mandal (591.39 ha) and
lowest in Gantyadamnadal (0.18 ha).
Strategies to protect forest
(a) Maintain order in forests and protected areas.
(b) Increase revenue returns from authorized activities.
(c) Prevent damage to forest resources resulting from unwanted resource violations.
(d) Meet sustainable yield targets.
(e) Involve the public through information and education programs to prevent violations and
damage to forests and protected areas.
(f) Increase skill levels of forest technicians and forest managers in prevention, detection and
monitoring programs.
(g) Reduce susceptibility or vulnerabilities that can create opportunities for unwanted
activities to occur.
Green Cover
State of Forest Report 2017 released by the Forest Survey of India reveals that the forest
cover of the country is 21.54% of the total geographical area showing a marginal increase from
the assessment in 2015 at 21.34%. The bulk of the increase has come from the improvement in
forest covers in three states, one of which is Andhra Pradesh along with Karnataka and Kerala.
At present the total landuse covered by recreation, forest and hills makes a significant green
coverage of 12% of VMRDA area and if the plantation around lakes and rivers is considered it
becomes a green cover of 17% which is much lower than the state and national average.
The strategies that can be incorporated to increase the green cover are as follows
- Development of green belt spanning the core area
- Embark open spaces in residential area
- Afforestation in open spaces like around lakes waterbodies canals etc
- Avenue plantation
At present VMRDA has a stretch of 220 km National Highway, 490 km State Highway, 1,700of
Major District Roads and other district roads. At present only 11% of the total road length having
medians has plantation. Considering plantation along the road to about 50% can improve the
greenery and green cover to a huge extent.Draft Perspective Plan Report
June, 2021
Page | 165
18 STRATEGIC TRANSPORTATION SYSTEM, 2051
18.1 STRATEGIC TRANSPORTATION AND MOBILITY OBJECTIVES
VMRDA Region has privilege of having inter-city transport network of all modes – rail, air, sea
and good road network and public transport system serving the intra-city travel demand. For
2051, a planned transport network needs to be developed for enablingsafe and quick movement
of all types of vehicular modes. Providing Hierarchical road network connecting different points
of region with adequate right of ways will ensure smooth transition of vehicles.
Improved Regional Connectivity between Mother City and Satellites from NHs and SHs and
between the towns and cities in VMRDA region and rest of the state.
Public transport has an important role to play for a socially and environmentally sustainable
region. With proper plan, there will be modal shift from private vehicles to public transport, thus
leading to reduced traffic congestion. It results in socio-environmental benefits including reduced
pollution, transport costs, and travel time, as well as increased accessibility and mobility.
18.2 STRATEGIC REGIONAL ROAD NETWORK
For a region like VMRDA region, where connectivity should be strong enough to cater horizon
year traffic, improved and hierarchical road network of RoWs of 80m, 75m, 60m, 45m, 30m, and
24 m would be proposed in existing and proposed greenfield led urban growth areas. For vehicle
movements that are not destined in VMRDA region and for speedy movement of vehicles through
the region, hierarchical networks viz., National Highway 16 and Regional Bypass will cater the
movement; for those bound to the region, Proposed Coastal Corridor and PCPIR Expressway
connects major activity centres in the region. These hierarchies are followed by the Regional
Connectors and Regional Corridors connecting large number of growth centres, collecting and
distributing from and to them. Other roads take off from these roads providing complete
accessibility in the region. Description on the proposed transport network is presented in the
following sections.
National Highway 16: NH16 (Kolkata to Chennai) passes through VMRDA from
Pydibheemavaram in Vijayanagaram District to Payakaraopeta in Visakhpatnam District. In
between it connects Anandapuram, Pendurthi, Sabbavaram and Anakapalle. It is one of the major
corridors serving the future growth areas and the sub-CBDs. Development of a New Bypass to NH-
16 which will also incorporate strategic roads conceived under State Roads Improvement
Programme.
Development of proposed Boghapuram Airport and Metro corridor will trigger the
development along NH-16 in the area opened up for development between Airport junction and
Anandapuram Junction. Hence, it is recommended to develop a new bypass from Airport Junction
to Neellakundeelu to divert freight and regional traffic from the future urbanizable areas.
Proposed Regional Bypass: As the urban growth will spread over NH16 bypass in the near
future, the regional bypass will be the used to avoid the urban area interference with the freight
movement. Current bypass to NH-16 only provides partial relief from through goods and other
traffic passing through VMR hence there is need to promote new bypass to VMR which is linked
to the satellite cities. A conceptual alignment of the bypass is proposed here which can also
consider larger state level strategic road planning and improvement. The Regional Bypass starts
from south of Anakapalle, stretching northwards via Lakkavarapukota, bypassing Vizianagaram
and joining the beach corridor at Chintapalle village in Pusapatirega mandal. Development of this
150 km new corridor having 80 m RoW will have public transit connecting the urban areas. Draft Perspective Plan Report
June, 2021
Page | 166
Proposed Coastal Corridor: The existing beach road from Coastal Battery to
Bheemunipatnam will be extended till Chintapalle village in Pusapatirega mandal via Bhogapuram
and meets Regional Bypass along the coastline having 70 m RoW. The proposed Beach Road
development has tourism nodes and existing tourism destinations in VMR.
PCPIR Expressway: Serving all the heavy industries clusters in the PCPIR area along with the
planned townships, the expressway of 75m RoW will be a major alternative to the National
Highway 16, with regular connectors to the highway.
Figure 18-1: Strategic Regional Road Network
Regional Connectors: Regional urban centers will be inter-connected by 45m RoW regional
connectors, by widening identified MDRs and ODRs. These connect from S.Kota to
Gajapathinagaram and Gajapathinagaram to Cheepurupalli.
Radial Corridors: These 45m RoW roads will connect the mother city with the regional centers
located more inlands. Major State Highways has been identified for widening to the towns of
Cheepurupalli, Gajapathinagaram, Srungavarapukota and Parawada.
To link the new urban axis/corridor to the mother city seven radial corridors are proposed to
be developed/improved along with provision of bus based public transit. The key radial corridors
will be Vizianagaram-Cheepurupalli,
Vizianagaram-Boppadam Junction, Kothavalasa
Vizianagaram, Hanumanthuwaka-Vepagunta, NAD junction-S.kota, Visakhapatnam Port Trust
Sabbavaram, Anakapalle-Pudimadaka, Atchutapuram-Yelamanchili and Anandapuram
Bheemunipatnam.Draft Perspective Plan Report
June, 2021
Page | 167
Figure 18-2: Strategic Regional Road Network
18.3 ENHANCED PUBLIC TRANSPORTATION SYSTEM
The mass transit network forms part of the Perspective Plan’s integrated public transport
network. To address future needs, high quality mass transit should be integrated with wider public
transport system. The development of this public transport system considers how different modes
contribute different parts of the public transport offering to meet VMRDA region needs. This is
best represented as a public transport hierarchy which provides the steps to development of the
complete, integrated public transport system. As outlined in this chapter the proposed public
transport hierarchy for VMRDA region include metro rail for the highest demand corridors and
longest journeys, supported by Suburban Rail, BRT and then the conventional bus network and
finally walking and cycling for the shortest journeys. The following sections outline the proposals
for each.
Metro
Rail
SubUrban Rail
Bus Rapid Transit
Conventional Bus Network and Feeder
Services
Supporting Infastructure and Measures-interchanges,
taxis,walking and cycling.information and tickingDraft Perspective Plan Report
June, 2021
Page | 168
Figure 18-3: Public Transport Hierarchy
METRO/SUBURBAN RAIL: A full-fledged passenger railway can transport passengers in a
congested urban area from one point to another in the largest number and in the shortest time
in comparison with other modes of transport such as private vehicles, and buses, and even BRT.
This is particularly true during peak periods when a large number of workers commute between
their home and workplace, consequently creating traffic congestion. These can carry a large
number of passengers at a high speed, undisturbed by traffic congestion. An illustration of the
system is presented in Figure 18-4.
Due to a rail system’s ability to attract a large number of trip makers along a fixed corridor,
land use along the corridor often becomes denser (particularly at nodes). Land use becomes more
concentrated along the corridor. This Transit Oriented Development (TOD) is in line with the public
transport policies already outlined and therefore is a key component in making rail a successful
component of the integrated public transport system.
When development sites have improved access to other parts of the urban area through the
delivery of the passenger rail system, land prices and property values will increase from
competition to locate activities along the corridor. Railways are expensive to build, but if increases
in property values can be captured and pay for the cost, at least in part, the overall cost to the
provider can be much lower. This practice of “value capture” is most prominent in Japan.
Figure 18-4: Rail Transport System
Metro and Urban Transit Corridors: Approximately 140 km of metro based public transit
network is proposed under this alternative which will promote the north-south urban
development axis in VMR. It is proposed in three phases
Table 18-1: Phase-wise development plan of Visakhapatnam Metro Alignments
Phase
S.No
Corridor
Length in
kms.
Total
Lengt
h in
kms
Phase-1
1
Kommadi to Steel Plant (on NH-16) via NAD, Gajuwaka
34.23
46.42
2
Gurudwra to Old Post Office via RTC Complex, Raja Ram
Mohan Roy Road
5.29
3
Thatichetlapalem to China Waltair via Railway Station, RTC
Complex, Asilmetta Jn, Siripuram Jn
6.9
Phase-2
1
Law College Jn to Mariakvalasa via Madhurawada, IT Park
8.21
77.31
2
Kommadi to Anandapuram Jn via NH16
8.3
3
Anandapuram Jn to Bhogapuram Airport – Approach Road
(At grade)
17Draft Perspective Plan Report
June, 2021
Page | 169
4
NAD Jn to Pendhurthi
10.2
5
Vizag Steel Plant to Anakapall Railway Station (At grade)
18.2
6
Old Post Office to Rushikonda Beach via Beach Road, GITAM
University
15.4
Phase-3
1
Rushikonda Beach to Bheemili beach via Thotla Konda,
Beach Road
16.4
16.4
140.13
Figure 18-5: Visakhapatnam Proposed Metro Alignments
It is desirable and recommended that metro network which is conceived between
Bhogapuram International Airport and Anakapalle in three phases is further extended upto
Atchutapuram-APIIC SEZ from Lankelapalem to support the emerging urban axis between the
airport, existing CBD of Visakhapatnam, and the mega Industrial Cluster under VCIC at
Atchutapuram. Metro being the major public transit corridor, existing and expansion of BRTS
network can be organized to provide last mile connectivity and to the sub-CBDs with respect to
the metro network. The public transit axis will be supported with NMT and other paratransit
modes to promote development ranging between 3-5 km influence areas of the axis/corridor.
Extension of Metro Rail along coast: Considering tourism potential and upcoming
development towards proposed Boghapuram Airport, proposed Metro along the coast
(Rushikonda Beach to Bheemili beach via ThotlaKonda, Beach Road) shall be extended from
Bheemunipatnam to Kongavanipalem Village to smoothen the movement along proposed
Extension of Beach Road
Sub Urban Rail:For passenger transit in VMRDA region, utilisation of railway connectivity from
Visakhapatnam to towns of Vizianagaram, Srungavarapukota and Tuni Sub urban rail system will
facilitate.Draft Perspective Plan Report
June, 2021
Page | 170
Figure 18-6: Suburban Rail Network
BUS RAPID TRANSIT (BRT):
As identified in the proposed public transport hierarchy, BRT has an important role to play in
providing the mass transit network required for VMRDA region. This form (Figure 18-7) of low
cost mass transit has proved to be pivotal in many cities around the world including Indian cities,
aiding cities in moving away from the model of public company bus transport, with its associated
problems (e.g., overstaffing, underfunding, problems with spare parts), and away from a poorly
regulated private sector based on second hand minibuses.
The new urban axis while having urban transit (BRTS) of its own will be networked with the
mother city through BRTS or Bus based connections along major radial corridors to the mother
city and proposed metro network, hence creating an idea of highly networked city region.
Commuter rail and radial roads will connect the regional centres to the mother city integrating
the whole area within the network.
Figure 18-7: Bus Rapid Transport System InfrastructureDraft Perspective Plan Report
June, 2021
Page | 171
BRTS Network: Last mile connectivity with respect to metro network will be in the form of
BRTS or Bus based public transit loops connecting to metro nodes in 5 km influence area of the
metro corridor.
Existing BRTS has two corridors: Pendhurthi Transit Corridor (PTC) and Simhachalam Transit
Corridor (STC). Adding to Metro Corridors, for last mile connectivity and connectivity to the
satellite towns BRTS would be extended and other bus based network will be linked to the metro
transit network. For this, Pendhurthi will be connected to Kothavalasa (45m RoW), NH16 bypass
– Anakapalle to Anandapuram (60m RoW), Tagarapuvalasa to Vizianagaram (60m RoW) and
Bhogapuram to Pydibheemavaram (60m RoW) as proposed BRTS corridors. Proposed BRTS
system in the study area is presented in Figure 18-8.
Figure 18-8: Proposed Bus Rapid Transport System
Conventional Bus Services:
The third tier of the proposed public transport network hierarchy (after mass transitsMetro,
sub urban rail and BRT) is the role of conventional bus services, which will be vital in ensuring an
effective network and accessibility of the wider area. The route network for the conventional bus
system will, in turn, depend on the nature of the high-capacity mode network (Rail and BRT). It is
possible to design a route network for the complementary bus services when the networks for
these other modes are finalized in detail. It is pertinent to mention here that, till higher order
transport systems i.e. rail and BRT gets implemented, the conventional bus services can act as
good public transport system. As the demand for public transport increases in the region, planning
and development of higher order mass transport corridors i.e. BRT and Suburban rail along with
feeder systems i.e. last mile connectivity needs to be carried out.
The route network should be redesigned based on a set of basic principles including, but not
limited to, the following:
- The redesigned route network should strike a balance between the aim to maximize
passenger convenience by providing direct links between origin and destination for
the majority of passengers, and optimizing vehicle utilization;Draft Perspective Plan Report
June, 2021
Page | 172
- Whilst in some cases it will be necessary for passengers to interchange during their
journeys, it is desirable to minimize the number of interchanges to be made by
passengers;
- Although the current practice of arbitrary route cutting by seven-seater drivers is
deplorable, it is rational to vary the service frequency on different sections of a route
to match variations in demand. Typically, the demand for a bus route increases as it
approaches the central area. The frequency can be varied, or tapered, accordingly
by scheduling some buses to operate over only part of the route; on long routes it
may be necessary to provide terminal facilities at several intermediate points where
buses may turn short; and
It is also generally desirable to minimize the need for bus terminal facilities in the city centre
area. Terminals require large areas of land, which in city centres is scarce and expensive. Often
the only space available is inconveniently located, so that passengers must walk further to and
from their destinations, and buses may lose time in accessing and leaving the terminal; such
movements frequently add to traffic congestion. It is therefore recommended that wherever
possible, bus routes should extend beyond the central area and in many cases should operate
from one outer suburb to another, via the central area.
SUPPORTING INFRASTRUCTURE AND MEASURES
1) Intermodal Hubs
While reducing the need to interchange (transfer) is a key factor in the effective planning of
the public transport and land use networks, there will still be the need for interchanges,
particularly at key hubs in between modes. At present, many changes Auto Rickshaw/Maxi
cab/Seven-seater Auto’s to reach final destinations. Mass transit must be designed to allow for
convenient transfers to other mode. The following are basic principles for designing intermodal
facilities.
Stations in the urban area should be designed to provide for easy transfers to the BRT
network. Better connectivity to other public transport modes will result in higher efficiency of the
urban transport system as a whole. For that purpose, stations should be located near intersections
with the BRT network and station entrance/exit gates should be placed near the BRT station.
The primary concern for suburban stations is transfers to/from the bus network. Buses/ Auto
Rickshaws collect passengers in surrounding residential areas and deliver them to the station.
Stations therefore should be located at places where access roads are secured. A bus terminal
plaza should be prepared at each station to make transfers easy. Taxi ranks located at these
interchanges also help maximise integration and accessibility.
These hubs offer new travel options in order to capture potential public transport demand.
This infrastructure is normally called an Integration Terminal or Interchange and should be located
in relation to the present transport demand as well as the planned development structure of the
region.
These allow passengers in the city centre to take the first arriving trunk unit without waiting
for a specific route number, which reduces waiting times and queues. The waiting/station areas
needed on the central area trunk sections are therefore relatively small.
2) Rail Stations
The roles of passenger railway stations are different in central/urbanised areas and in
suburban areas. The basic principles for locating stations are described below.Draft Perspective Plan Report
June, 2021
Page | 173
Central/Urbanized Areas: Stations in central/urbanized areas are direct access points for
neighbouring business and commercial facilities and also function as transfer points for other
public transport modes. Stations in these areas are therefore placed at intervals of about 1.5 km
and at junctions with other public transport modes.
Figure 18-9: Intermodal Hubs
Suburban Areas: Stations in suburban areas are primarily points from where commuters in
the surrounding residential areas are transported to the urban centre. Residents of surrounding
areas reach the station on foot (or) by Feeder Buses/IPT Modes. Therefore, stations are placed at
intervals of about 5 km and at locations where access roads can be secured.
Figure 18-10: Stations in Sub Urban Areas
Station and Station Plazas: At-grade stations are considered to minimise costs. Footpath
overpasses for passengers to cross tracks would be included. In suburban areas, station plazas
(providing bus services in front of the station) would be developed to facilitate intermodal
transfers.Draft Perspective Plan Report
June, 2021
Page | 174
Figure 18-11: Concept of Station Plazas
BRT Terminals/Interchanges:
Building an interchange allows bus services to be segmented into trunk routes, feeder routes
and inter-district routes, offering new travel options and thus capturing the “repressed” public
transport demand which does not use the bus as the route network does not comply to the
passenger’s needs.
Integrated Terminals serve as the primary tool for rationalizing the entire bus system in a way
that allows for the provision of transport to be quickly and accurately adjusted to the real demand
in each part of the bus network. The frequency and regularity of bus services on each of the routes
that serve Integrated Terminals maybe increased considerably in many cases, particularly within
urban centres where there is the greatest concentration of riders.
The consolidation of centre-bound trips at Integrated Terminals can significantly improve the
flow of buses in the central area, while reducing the inconveniences often associated with
boarding, alighting, and waiting for buses.
Through optimising the use of the bus vehicles, both in terms of capacity and efficient
scheduling, the overall costs of providing transport can be reduced, and likewise the total capital
investment required in fleet.
Finally, the concentration and consolidation of passenger activity at Integrated Terminals
encourages the consolidation of commercial sub-centres at these locations.
From these hubs, passengers can choose from various route options:
Trunk Routes:The trunk routes in an Integrated Urban Transport System share several
common characteristics: They operate at high frequencies (normally less than 6 minutes) along
the main transport corridors of the city, linking the city centre with major Integration Terminals.
They also feature enhanced ITS traffic signalling, geometric and/or bus priority measures, and
stations set at intervals compatible with increased operating speeds.
Feeder Routes: Most of the bus routes that serve (or “feed” into) the Integration Terminals
are formed by conventional routes on the outskirts of the city or system. Once at the terminal,
the feeder route passengers are offered access to the entire Integrated Urban Transport System,
including the variety of trunk lines described above as well as all of the other feeder lines that
converge there – without having to pay another fare. Feeder routes use conventional buses at
intervals selected to both minimize passenger waiting times and passenger crowding.
Inter-District Routes:These routes link the major BRT corridors, allowing passengers to
transfer from one corridor to another without having to pass through the city centre.Draft Perspective Plan Report
June, 2021
Page | 175
3) Conventional Bus Stops and Terminals
There will also be a requirement for designated bus stops, with appropriate facilities such as
passenger shelters and bus laybys, along the length of every bus route. The stops must be located
conveniently for the majority of passengers but must also take into account safety considerations
and the requirements of other road users.
The existing bus stops in some rural areas do not even have the basic infrastructure. A quick
programme to improve the bus stop with in the VMRDA region to promote increase of public
transport share is required.
4) Complementary Measures
In addition to the key measures identified for each of the elements of the public transport
hierarchy – passenger rail, BRT, and bus systems – there are also a series of complementary
measures required. These include ensuring that the public transport network is highly accessible
by walking and cycling via safe, convenient, and clear routes, particularly from major public
transport hubs. These should be planned and implemented directly as part of the integrated
transport network for sustainable modes. Consideration of an improved pedestrian realm should
be an integral part of land use planning in VMRDA region.
Other measures include integrated ticketing, information, and marketing. Such measures are
not outlined in detail in this Plan, but they are important for development of a sustainable
transport system
In order to improve public transport:
- Improving Rail terminals and Bus route network with exclusive Bus lanes along with
Bus terminals and bus stops;
- Improvement of Intermediate Public Transport(IPT); and
Integrating of NMT along the public transport system with pedestrian and bicycle friendly
infrastructure.
18.4 TRANSIT ORIENTED DEVELOMENT CORRIDOR
TOD and Urban Development Corridor: To support the metro network between Bhogapuram
Aerocity-Existing CBD of Visakhapatnam-Atchutapuram Mega Industrial Cluster, Transit Oriented
Development is proposed 5 km on both sides of the metro corridor with theme based economic
and mixed use nodes. Last mile connectivity is to be provided upto 1km NMT modes and BRTS
upto 5 km on both sides of the corridor. Higher net density development at an average of 200 to
300 pph can be promoted in the influence area of the metro corridor in Greenfield and
opportunity based sites within existing city.
18.5 INTER-CITY RAIL NETWORK WITH MAJOR RAILWAY STATIONS
VMRDA is having rail network connecting important nodes. Intra-city suburban rail
operations on the inter-city railway network within VMR by utilisation of railway connectivity from
Visakhapatnam to towns of Vizianagaram, Srungavarapukota and Tuni. To increase public
transport share along with improving existing bus system and metro corridors running Sub Urban
Train services on Tuni-Vizianagaram section of Chennai-Howrah main line.
Indian Railway Station Development Corporation (IRSDC) is planning to modernise the
Marripalem Railway station (though they are naming as Modernisation of Visakhapatnam Railway
Station). Once proposed Marripalem Rail Terminal is developed, many trains originating and
terminating at Visakhapatnam Railway Station will be diverted to Marripalem Rail Terminal. All the Draft Perspective Plan Report
June, 2021
Page | 176
trains, which are being by passed through Duvvada Railway Station, will be extended to
Visakhapatnam Railway Station. Four new railway lines, with two main lines, will be laid and all the
lines will be integrated into a terminal connected to the existing Visakhapatnam Railway Station.
Marripalem is located close to NAD junction and it is 8 km away from Visakhapatnam RTC Bus
Station. The aim of new terminal is to decongest traffic at the existing railway station.
Duvvada railway station would become major railway station in the future and it can be
shown as major railway terminus. It is the gateway to Visakhapatnam and caters travel needs
people living in industry belt and surrounding areas. It is proposed to develop as a “Satellite
Station”, which earned “Adarsh Station” tag.
The region is served by Chennai-Howrah main Railway line. Due to constraint experiencing in
expansion of Visakhapatnam railway Station, a railway line was proposed from Anakapalle to
Kothavalasa. This line is expected to rationalize rail movements avoiding critical area of
Visakhapatnam.
18.6 MAJOR TRUCK TERMINALS/ LOGISTIC PARKS
A truck terminal is an intermittent rest area with in-built facilities caters to long and short
haul goods vehicles passing through highways. These truck terminals are required for the efficient
movement of freight vehicles within the VMRDA region so that congestion is limited. Truck
Terminals need to be provided near various sensitive areas which attract heavy vehicles and also
at the outskirts. Classified traffic volume count and OD surveys of commercial vehicles carried out
at Outer Cordon locations and forecasts of intercity travel by bus warrants for truck terminals in
VMRDA region. The identified locations for truck terminals are mentioned in the following section.
There is a huge truck movement in VMRDA Region and due to presence of Visakhapatnam
Port Trust, Gangavaram Port, Steel Plant, NTPC and various major industries, where most of the
truck movement is destined to these facilities. Approximately, equal share of entry and exit of
goods traffic is observed with highest share is observed at OC-4 at Payakaraopeta location on NH-
16 with 48% followed by OC-14 near Parlakhemudi Junction near Narsannapaeta with 28%.In
terms of tonnage, the highest share is observed at OC-4 at Payakaraopeta location on NH-16 with
an 14,221 tons followed by OC-3 on NH-16 near Tuni towards Vishakhapatnam with 12,385 tons
and also at OC-14 near Parlakhemudi Junction near Narsannapaeta with 7,026 tons .For the
estimated trucks for 2050, the land requirement for major truck terminals is 150 hectares in 2050
is given in Table 18-2 and the locations for these proposed Truck Terminals shown in Figure 18-12.
Additional to these 35 hectares of minor truck terminals are required to facilitate goods
movement within VMRDA region for various industrial purposes. 5 hectares of the land is required
for each of these Proposed Minor Truck Terminals in VMRDA region for 2050 are estimated and
locations for these terminals are shown in Figure 18-12. Further project preparatory works needs
to be carried out for timely implementation of the proposed truck terminals.
Table 18-2: Proposed Major Truck Terminals and Land requirements for 2050
Sl.
No.
Road
VMRDA
Region
Destined
Trucks in
2050
Tonnes
Land required in
ha
1
OC- 4, NH-16 (Near Payakaraopeta)
13,000
36,000
50 ha
2
OC-9, SH 39, North of Bowdara Junction
50 ha
3
Oc-10, Jeypore – Vizianagaram Rd
2,000
11,000
50 ha
Table 18-3: Proposed Minor Truck TerminalsDraft Perspective Plan Report
June, 2021
Page | 177
Sl. No.
Road
Proposed Area in Hectares
(ha)
1
OC-5, Tuni-Narsipatnam road, D Polavaram
5
2
OC-6, Narsipatnam-Darlapudi Road
5
3
OC-7, Narsipatnam-Anakapalli Road
5
4
OC-8, Chodavaram – Anakapalle Road
5
5
OC-10, Jeypore – Vizianagaram Rd
10
6
OC-11, SH 36, Rambhadrapuram – Rajam Road
5
Figure 18-12: Proposed Major and Mini Truck Terminals for the horizon period upto 2051
18.7 INTER CITY BUS TERMINALS/ INTER STATE BUS TERMINALS
There are 4,900 buses per day are coming from various places from outside of VMRDA Region
entering daily. All these buses come to various bus stands in the VMRDA Region viz.,
Visakhapatnam, Vizianagaram, Anakapalli and S.Kota Bus Stands. With the increase in travel
demand and increase in passenger trips, additional intercity terminals are required to cater
horizon year demand. These interstate and intercity buses can be stopped outside of the
respective areas by providing Inter City Bus Terminals (ICBTs) on all the routes. Route wise
estimated bus trips and Passenger trips for the period upto 2050 are presented in Table 18-4 and
Table 18-5 respectively.
Table 18-4: Route wise projected Bus trips for 2051
2018
2030
2041
2051
Location Name
ENTR
Y
EXIT
ENTR
Y
EXIT
ENTR
Y
EXIT
ENTR
Y
EXITDraft Perspective Plan Report
June, 2021
Page | 178
OC-4,NH-16 (Near
Sitampeta)
720
761
944
998
1,150
1,216
1,397
1,476
OC-5,Tuni-Narsipatnam
road, D Polavaram
111
107
126
122
140
135
154
149
OC-6,Narsipatnam
Darlapudi Road
23
23
36
36
50
50
68
68
OC-7,Narsipatnam
Anakapalli Road
186
185
225
224
258
257
295
294
OC-8,Chodavaram –
Anakapalle Road
316
291
330
304
341
314
353
325
OC-9,SH 39, North of
Bowdara Junction
59
59
83
83
106
106
136
136
OC-10,Jeypore –
Vizianagaram Rd
296
298
444
447
597
601
803
808
OC-11,SH 36,
Rambhadrapuram –
Rajam Road
123
103
185
155
249
209
336
282
OC-12,Rajam-Palakonda
Road
179
179
260
260
342
342
450
450
OC-13,SH-37, Palakonda
– Srikakulam Road
81
79
124
121
169
165
232
226
OC-14,NH-16 (Near
Parlakhemundi Junction)
361
364
520
525
680
686
891
898
Total Buses
2,455
2,449
3,277
3,273
4,084
4,081
5,115
5,112
Table 18-5: Route wise projected Passenger trips for 2051
2018
2030
2041
2051
Location Name
ENTR
Y
EXIT
ENTR
Y
EXIT
ENTR
Y
EXIT
ENTR
Y
EXIT
OC-4,NH-16 (Near
Sitampeta)
11,22
0
11,78
6
18,75
9
19,70
5
27,48
8
28,874
39,28
2
41,26
3 Draft Perspective Plan Report
June, 2021
Page | 179
OC-5,Tuni-Narsipatnam
road, D Polavaram
2,238
2,535
3,641
4,124
5,223
5,916
7,309
8,278
OC-6,Narsipatnam
Darlapudi Road
166
230
311
431
493
683
753
1,043
OC-7,Narsipatnam
Anakapalli Road
4,255
4,361
6,801
6,971
9,610
9,850
13,19
3
13,52
2
OC-8,Chodavaram –
Anakapalle Road
2,682
4,240
3,935
6,222
5,216
8,246
6,742
10,65
8
OC-9,SH 39, North of
Bowdara Junction
1,554
1,153
2,691
1,996
4,055
3,009
5,962
4,423
OC-10,Jeypore –
Vizianagaram Rd
6,250
10,47
1
11,28
3
18,90
2
17,52
9
29,368
26,51
5
44,42
2
OC-11,SH 36,
Rambhadrapuram –
Rajam Road
2,255
1,951
4,072
3,523
6,339
5,485
9,620
8,323
OC-12,Rajam-Palakonda
Road
4,552
3,727
8,064
6,602
12,37
0
10,128
18,48
3
15,13
3
OC-13,SH-37, Palakonda
– Srikakulam Road
1,840
1,771
3,356
3,230
5,265
5,068
8,060
7,757
OC-14,NH-16 (Near
Parlakhemundi Junction)
4,668
5,280
8,223
9,301
12,55
1
14,196
18,69
3
21,14
4
Total Passengers
41,68
0
47,50
5
71,13
5
81,00
7
106,1
40
120,82
3
154,6
10
175,9
67
Presently the bus stands are congested with present demand and needs to be upgraded with
world class facilities to meet the future needs particularly on special occasions.
As per past experiences of the consultant the standards considered for estimating the terminal
demand are one inter-city Bus Terminal for 0.5 lakh passengers/ day and area requirement of 3
hectares per unit.
For a population of 8.5 million and 10,000 bus trips (2051), expected number of bus passenger
trips comes out to be around 3.3 lakhs per day. Currently there are 4 nos. of existing bus terminals Draft Perspective Plan Report
June, 2021
Page | 180
facilitating inter-state buses. For 2051, additional 3 nos. of bus terminals will be required for
horizon year demand.
18.8 . PASSENGER RAILWAY STATIONS
For rail passenger transit, utilization of railway connectivity from Visakhapatnam to towns of
Vizianagaram, Srungavarapukota and Tuni Sub Urban rail system will facilitate 2051 VMRDA
Region. Currently, 30railway stations including A category and Non- suburban category railway
stations. With introduction of Sub Urban rail system, 5 nos. of A category and 50 nos. of Non
suburban category railway stations will operate the Sub Urban, Passenger and Express trains.
18.9 ROAD CONNECTIVITY BETWEEN MAJOR SETTLEMENTS
All mandal headquarters in VMR would be connected with improved road RoWs (30 M) with
respect to main urban transport network. Modernization of ports and improving connectivity to
ports is important to overall economic expansion and putting the region on global investment
platform. To improve connectivity to ports is an on-going effort in VMR and will be further
reinforced as part of the master plan. Existing and proposed locations for truck terminals and
warehousing would be integrated through improved road network. In Visakhapatnam city and
VMR as a whole where traffic conditions of roads are congested and deteriorating hence improved
and hierarchical road network of RoWs of 80m, 75m, 60m, 45m, 30m, and 24 m would be
proposed in existing and greenfield developments. Draft Perspective Plan Report
June, 2021
Page | 181
19 STRATEGIC INFRASTRUCTURE SYSTEM, 2051
Provision of state of the art physical infrastructure is important for achieving desired quality
of life in VMR area. The aim is to develop new physical infrastructure for adequately meeting the
demand for water supply, sewerage network, solid waste management and Power. In principle, it
is aimed to provide independent infrastructure network within the VMR for new areas proposed
for development as well as to fulfil the gaps of existing system in ULBs / rural habitations/
Industries. This will facilitate VMR authority to take up required infrastructure independently at
his level. The demand assessment for all the major components has been worked out based on
the best engineering practices. The major trunk infrastructure components considered for
development of proposed VMR area are water supply, sewerage, solid waste management and
Power.
19.1 WATER SUPPLY
Availability of sustainable source of water with related infrastructure facilities is prime
necessity for any modern and sustainable development. But prior to exploring for a sustainable
source it is utmost necessary that actual water demand is worked out precisely based on alternate
standards, bench marks and acceptable norms. The piped water supply is required to be designed
to provide adequately for:
- Domestic needs: Including drinking, cooking, bathing, and washing, flushing of
toilets, and individual gardening / air conditioning.
- Demand for the employment in various work places: For Institutional needs.
- Industrial use: For existing and proposed industries.
- Horticulture needs: For public parks and urban greens.
- Fire Fighting needs.
- Unaccounted for Water: Including distribution losses, treatment losses and
transmission losses.
- Since the proposed source of water supply to VMR area shall be the canal system,
transmission losses to the tune of 15 percent need to be considered while working
out demand of raw water at source.
Adopted Norms and Standards
Domestic Water Demand (Urban):
The quantity of water required in the houses for drinking, cooking, bathing, washing etc. is
termed as domestic water demand. The Environmental Hygiene Committee suggested certain
optimum service levels for communities based on different population groups. The code of Basic
Requirements of Water Supply, Drainage and Sanitation (BIS: 1172), as well as the National
Building Code recommends a minimum of 135 lpcd service level for communities where the
residents are provided with full flushing system for excreta disposal. The Manual of Water Supply
and Treatment, issued by CPHEEO (Central Public Health and Environmental Engineering
Organization), Ministry of Urban Development, Government of India as well as URDPFI Guide line
–2014 have recommended the domestic water demand for urban population as given in Table 1-
1 below.
Table 19-1: Norms for Domestic Water Supply (Urban Population)
S No
Classification of Town / cities
Recommended water
supply levels (LPCD)
1
Towns provided with piped water supply but without sewerage
system
70Draft Perspective Plan Report
June, 2021
Page | 182
2
Cities provided with piped water supply where sewerage system is
existing /contemplated
135
3
Metropolitan and Magha cities provided with piped water supply
where sewerage system is existing /contemplated
150
Source: CPHEEO Manual-1999
The URDPFI Guide Lines-2014, issued by Ministry of Urban Development, Government of
India has given classification of Urban Settlements in Table- 1.2, where in the cities having
population 10 lakh to 50 lakh are classified as Metropolitan city Class-I. Thus the demand for urban
population in VMR region has been taken as 150 LPCD as per above table.
Domestic Water Demand (Rural):
The Ministry of Drinking Water and Sanitation, Government of India, under National Rural
Drinking Water Program has issued Guide Lines (2013) for Drinking Water Security in Rural India.
These Guide Lines have prescribed the Norms for providing potable drinking water in rural areas.
The policy states to cover all rural house-holds with safe piped drinking water supply @ 70 liters
per capita per day. Accordingly a service level of 70 LPCD has been adopted for all rural habitations
of VMR.
Demand for floating Population& Employment:
The water requirement for the floating population (without stay) and employment in
secondary and tertiary sector with in VMR has been taken as 45 LPCD as per CPHEEO norms.
Norms for Industrial Water Demand:
The Industrial Demand varies upon type of Industries likely to be established in the region,
based upon the market assessment, raw material availability, logistics and other support facilities.
The industries manufacturing leather & leather products, fine quality paper, beverages, steel, gas
and steam generation, basic chemicals, textile dying industries etc. are termed as high water
intensive units. While the industries involved in manufacture of cotton textile (spinning / weaving),
silk and man-made fiber, jute and other vegetable fiber, printing and publishing, rubber and plastic
products, non-metallic mineral products, basic metal and alloy industries, metal products and
parts, electronics etc. are termed as low water intensive units. While the demand for high water
intensive units goes as high as 60,000 to 1,00,000 liters per hectare, the demand for low water
intensive units’ ranges between 10,000 to 30,000 liters per hectare.
For assessment of water demand for industries in VMR area, the type of industries existing,
proposed expansion of existing industries and the industries likely to come in the region has been
assessed and demand worked out.
Horticulture Water Demand:
Provision has also been kept for horticulture water demand for green parks and urban greens
proposed / existing in the region. As per Table- 8.3.1.5 of URDPFI guide lines a demand of 22,500
liters per hectare has been taken for all urban greens in the region.
Fire-Fighting Demand:
As per CPHEEO manual the fire-fighting demand is to be taken based on the formula:
Fire-fighting demand in kl/day = 100 x P^0.5
(Where P is the population in thousands)
Thus the same has been worked out as per above standards and added to total demand
Recycling and Reuse of WaterDraft Perspective Plan Report
June, 2021
Page | 183
To reduce the fresh water demand recycling of domestic and industrial wastewater is
considered. The sewage and sullage generation has been taken as 80% of the water supplied for
domestic use, as suggested in the Manual of Sewerage and Sewage Treatment, issued by CPHEEO,
Ministry of Housing and Development, Government of India. The waste water from industries is
taken as 65% of the water supplied to industries. Provision has been kept for losses in STP and
Tertiary Treatment Plants, while working out availability of water for recycling. The recycled water
is proposed to be used primarily to meet the horticulture demand for urban greens, firefighting
and balance water is to be supplied to industries for washing and for flushing purposes in
proposed new residential/ commercial development.
Gross Water Demand& proposed source for additional demand:
Based upon the existing and proposed residential, commercial (employment), Industrial,
horticulture and firefighting demand, the gross water demand for the VMR area has been
estimated. For working out fresh water demand at consumer end, the quantity of recycled water
from Tertiary Treatment Plants after subtracting the losses in the supply system has been
deducted from the total demand. For estimating gross water demand 15 percent losses have been
considered in distribution system (as mentioned in URDPFI guide lines) and 3 percent losses in
treatment plants. In transmission system losses have been considered as 15%, with a view that
source of water shall be long canal system.
Demand Forecast
Based upon above norms and standards, the water demand for total VMR area has been
worked out and shown in Table 19-2. The present water supply from existing sources has been
deducted and additional water demand has been shown in the table. Accordingly it is seen that:
► Fresh water demand considering recycling of waste water
: 1,629 MLD
► Yearly demand considering recycling of Waste water
: 21.0 TMC
► Allocation in Polavaram dam for Visakhapatnam area
: 23.40 TMC
► Fresh water demand without considering recycling of waste water
: 3,229 MLD
► Yearly demand without recycling
: 41.7 TMC.
Table 19-2: Gross Water Demand for VMR area, 2051
Particulars of users
Rate of
Supply in
LPCD
Water Demand
(MLD)
Particulars of users
Population
/ Area Ha
Urban Population (Metro/Mega city area)
49,08,500
150
736.28
Urban Population (Below 10 Lakh population)
29,17,600
135
437.64
Rural Population
26,82,600
70
187.78
Employment
33,96,800
45
152.86
Floating Population (Stay a day or 2)
1,56,522
150
23.48
Floating Population (Leaving on the same day)
3,79,555
45
17.08
Industrial demand
19,178
60,000
1,150.68
Fire-fighting demand 1%
27.06
Urban Greens including Road Side Greens
11,058
22,500
248.81
Total
2,981.65
Sewage/ Waste Water Generation
1,992.03
Recycled Water available to be used for Urban greens, fire-fighting, Industries &
flushing (Excluding the sewage from rural area)
1,338.53
Net Fresh Water Demand at consumer end
1,643.12
Distribution & Treatment losses 18% (15+3)
295.76
Total Demand with recycling
1,938.88Draft Perspective Plan Report
June, 2021
Page | 184
Present Water Supply including bulk supply to industries
554.00
Additional Water Demand
1,384.88
Additional Water Demand at source including transmission losses 15%
1629
Demand if recycling is not considered including all losses
3229
Yearly Net Water Demand in TMC with recycling
21.02 TMC
Yearly Net Water Demand in TMC if recycling of water not considered
41.66 TMC
Allocation in Polavaram Dam for Visakhapatnam
23.4 TMC
Source: Consultant’s analysis
Strategies for Sustainable Water Supply
Following strategies are essentially to be adopted for sustainable and resilient water supply
system in VMRDA region:
► Since existing sources of water supply in the region are fully exhausted, a new reliable source
of water supply shall essentially be required for proposed development in VMRDA region. The
work of Polavaram dam and Polavaram canal is already in progress, and 23.4 TMC of water is
allocated for water supply to Vishakhapatnam area. The demand of water for the region has
been worked out as 21 TMC, thus the proposed source of water for the VMRDA for future
needs is proposed as Polavaram dam.
► The proposed demand of 21 TMC is calculated after considering recycling of treated sewage
and waste water. Thus, it is utmost necessary that hundred percent of treated sewage and
waste water is recycled and reused for non-potable usage. If recycling is not considered, the
demand goes as high as 41.7 TMC. It is not possible to meet such a huge demand from
available/ proposed/ possible sources of water in the region.
► The proposed Polavaram canal meets the Yeleru canal near Singhavaram, thus water of
Polavaram dam shall be available for VMRDA region through Yeleru canal itself. Thus, the
capacity of existing Yeleru canal need to be enhanced to cater the proposed demand.
► Presently losses in this canal are very high, thus lining of canal has to be undertaken on priority
basis. This will reduce the losses as well as enhance the capacity by improvement in run off
coefficient.
► Presently the losses in distribution system are very high, while Singapore has brought it down
to 3 percent. As per URDPFI guide line losses have to be limited to maximum 15 percent. Thus,
to bring the losses to this level, it is proposed to:
- Replace old and worn out pipes and fittings.
- Avoid use of uPVC and A.C. Pressure pipes.
- Installation of Bulk meters in each production and distribution zone.
- Provide SCADA system for monitoring the operation and maintenance of complete
water supply system.
► For sustainable water supply system, it is essential to collect the revenue for 100 percent
water supplied to consumers. For this it is essential that smart consumer metering system is
adopted.
► Preservation of reservoirs pertaining to water supply in the region is utmost necessary. Thus,
it is suggested that no development should be permitted in the catchment area of these
reservoirs. To enhance the capacity of these reservoirs de-silting must be taken up.
19.2 WASTE WATER
The Sewage Collection and recycling system is planned and designed to collect, treat, and
recycle all the domestic sewerage and industrial effluent generated in VMR area (other than rural Draft Perspective Plan Report
June, 2021
Page | 185
area). For rural area community septic tanks have been considered, and treated effluent is
proposed to be used for local irrigation.
The sewage and effluent generation has been assumed as prescribed in CPHEEO manual.
While working out sizes of collection system and capacity of Sewage Treatment Plant, provision
has been kept for 5% infiltration through sewer lines. However, while calculating the water
available for recycling, the infiltration has not been considered, assuming that during summers
and winters the infiltration shall almost be negligible. The Tertiary Treatment Plant (TTP) shall
comprise pre-chlorination chamber, rapid gravity sand filters, post chlorination and activated
carbon filter mechanism. The TTPs are designed to receive an inflow of 90% of Sewage/ Waste
Water generated assuming 10% losses in treatment. The losses in TTP are taken as 5%.
Accordingly, the sewage generated capacity of STPs and Tertiary Treatment Plants required has
been worked out and shown in Table- 1-3 below:
Table19-3: Required capacity of STPs/ CETPs and TTPs
Particulars
Capacity in MLD
Sewage generated (Other than rural)
1,093.86
Total capacity of Sewage Treatment Plants required
1,148.56
Capacity of existing STPs (Including under construction)
225.50
Net capacity of STPs required after subtracting cap. of existing STPs
923.06
Say
925.0
Waste Water generated
747.94
Total capacity of Waste Water Treatment Plants (CETPs) required
822.74
Say
825.0
Total capacity of Tertiary Treatment Plants required
1,685.46
Say
1,686.0
Tertiary Treated Water available for recycling
1,338.53
Source: Consultant’s analysis
Strategies for sewage collection treatment and r euse of Tertiary Treated
Water:
► No land or off-shore disposal of treated sewage is proposed in the project. All treatment
plants are envisaged to provide tertiary treatment to enable recycling of waste water.
► All Group housing schemes and all commercial/ educational establishments shall treat the
grey water generated, within their campus and recycle it within campus itself for gardening
and non-potable uses.
► All major industries shall have to follow zero discharge policy, and shall be bound to recycle
the waste water within their campus after required treatment.
► The sewage generated from existing areas, black water from group housing schemes and
sewage from individual houses shall be collected and treated through community sewage
treatment plants and tertiary treatment plants. The treated effluent shall be supplied for
horticulture use, road side gardening, industrial use and non-potable use in residential/
commercial areas, through dual piping system.Draft Perspective Plan Report
June, 2021
Page | 186
► The sewage generated from a group of nearby villages/ rural settlements shall be treated
through community septic tanks and the effluent shall be utilized for local irrigation after
proper disinfection.
19.3 SWM
To achieve nearly a zero waste target, utilization of waste is proposed as much as possible. It
is recommended to use bio-degradable waste for power generation and to use the residual heat
energy in steam from power plant and incineration plant, for heating and cooling in nearby
industries.
The Solid waste generation for plan horizon year has been calculated as per Solid Waste
Management Manual – 2000, published by the CPHEEO.Generation of solid waste has been
classified under various uses like residential, industrial, commercial, institutional, construction
demolishing and street sweeping. Total quality of Waste generated in plan horizon year is
calculated as 7028 Metric Ton per day as shown in Table below.
Composition of Waste: As per MOUD-CPHEEO Manual-2000, the physical composition
analysis of the mixed municipal solid waste in proposed planning area has been worked out on
the basis of following categorization as per CPHEEO manual:
► Recyclable Waste: 15% of the total waste is considered as recyclable waste.
► Bio Degradable Waste: 50% of total MSW (as per manual, 40-60%) has been considered as
Bio-degradable waste. This includes mainly Kitchen waste, Waste from Food processing
industries, from Fruit / vegetable market, from Fish/ meat market, Garden waste and other
possible organic waste.
► Non-Biodegradable: Rest of the waste (35% of total) is considered under Non-Biodegradable
/ hazardous / inert matter category. (Out of this 50% is taken as combustible waste (fit for
Incineration) and rest 50% is proposed for landfill site.
► Construction& Demolition Waste:10% of the total Solid waste has been considered under C&D
(Construction Demolition waste). Most of the item shall be recyclable in nature like metal,
tiles, timber, broken glass, cardboard, plastic etc., while the rest would be having sand,
masonry, broken concrete piece etc., which could be used for filling low lying area, roadside
and other construction places and in landfill site.
► Based upon above guide lines and standards given in CPHEEO manual the total solid waste
generation along with classification for different type of waste is being given in Table 19-4
below;
Table 19-4: Solid Waste Generated and its Physical Composition in VMR area
Particulars of users
Persons
SW Generation in
Gram/ Day
Total SW Generated
in MT / Day
Urban Population
5,931,000
450
2,668.95
Rural Population
1,399,000
250
349.75
Employment (Industrial)
12,76,100
800
1,020.9
Employment (Institutional &
Commercial)
21,20,700
200
424.1
Street Sweeping (Employment
+ Population)
1,39,05,500
100
1,390.6Draft Perspective Plan Report
June, 2021
Page | 187
Total
5,854.3.0
Source: Consultant’s analysis
As discussed earlier the physical composition of solid waste generated per day shall be as
follows (as per SWM manual issued by CPHEEO):
► Bio-degradable waste
: 3,514 MT
► Recyclable waste including C & D waste
: 1,054 MT
► Non-Bio-degradable (Combustible)
: 1,230 MT
► Non-Bio-degradable (For land fill site)
: 1,230 MT
Proposed strategy for SWM:
► To achieve nearly a zero-waste target, utilization of waste is proposed as much as possible. It
is recommended to use bio-degradable waste for power generation and to use the residual
heat energy in steam from power plant and incineration plant, for heating and cooling in
nearby industries.
► Solid waste management in general includes three steps.
- Segregation of waste at sourceitself up to household level.
- Primary collection (door to door collection) and Secondary collection system.
- Treatment of waste.
► The collection system shall have dual bin system. It is proposed to switch to 100% door-to
door collection at household/ institution/ commercial establishments level which shall be
collected through dual bin tricycles/ mini trucks/auto rickshaws, and transported to
community bins. The waste from community bins shall be loaded directly in to compactors
and transported to designated treatment/ land fill sites.
► As per Solid waste management rule 2016, following colour code shall be applied for
collection bin
- Green Bin: Bio degradable Waste (Household Waste, kitchen waste, garden waste)
- Black Bin: Other waste (Industrial, Other inert matter, Recyclable waste)
► It is proposed to use sensor-based community bins, where from the waste shall be further
transported to waste processing depot/ center.
► The trippers/ compactors used for collection shall be GPS enabled vehicles. The wet waste
shall be used for energy generation through Bio-methanation plants. Draft Perspective Plan Report
June, 2021
Page | 188
The process of solid waste management in VMRDA area is being depicted from the
infographic in Figure 19-1below:
Figure 19-1: Proposed process for SWM in VMR area
19.3.1 WASTE TO ENERGY POTENTIAL IN VMR
As mentioned earlier the biodegradable waste shall be used to generate energy through Bio
Methanation technique. Waste to Energy plants shall be installed at Solid Waste Treatment sites,
which shall include the Waste to Energy Plants, Incineration Plants, and land fill site. Residual heat
from the steam of energy plant can also be used for heating/ chilling plants in nearby industrial
areas. The energy potential through Bio Methanation technique in VMR is being given in Table
19-5.
Table 19-5: Energy potential from Waste to Energy Plant in VMR
Particulars
Standards/Units
UNIT
Quantity
Total Organic / Volatile Solids in
MSW
50%
MT
3,514.0
Organic Biodegradable fraction
66% of Volatile solids (VS)
MT
2,319.2
Typical Digestion Efficiency
60%
MT
1,391.5
Typical Biogas Yield Cum (B)
0.80 M3 /kg of VS
destroyed
Cum
11,13,229.7
Calorific Value
5000 KCAL/M3
Energy recovery Potential KWh
B x 5000/860
Kwh
64,72,265.4
Power generation Potential KW
Kwh/24
KW
2,69,677.7
Typical Conversion efficiency
30%
Net Power Generation Potential
(KW)
KW*0.3
KW
80,903.3
Solid Waste Management for IMC
Door to Door
Collection (Provision
of Road Side Bins and
Tri Cycle to Collect the
Waste)
Community Bin
(assumed that
segregated waste at
household level would
to be pick up by
Minitruck or Pick up
Van)
Large Community
Bin
(Truck / Trippers)
Treatment Station
WTE (Anaerobic
Digestion)
Recycling
Plant/Sale
Landfill Site
Incineration
PlantDraft Perspective Plan Report
June, 2021
Page | 189
Total Energy Generated per day kWh
Kwh
19,41,680
Source: As per MOUD manual SWM 2000 page 265, Consultant’s analysis
19.4 POWER
Demand Forecast
Based upon above norms and standards, the power demand for total VMR area has been
worked out and shown inTable 19-6. Accordingly it is seen that:
► Total Power Demand
: 3,500 MVA
Table 19-6: Energy demand forecast for VMR, 2051
Land Utilisation
Present
Utilisation-
2018
Uni
t
Power
Demand
in KW
per Ha
Total in
MW
Proposed
Area in Ha-
2051
Uni
t
Power
Demand
in KW
per Ha
Total in
MW
Urban Area –
Built-up
50,344.77
Ha
12.00
604.14
63,506.85
Ha
12.00
762.08
Rural Area –
Built-up
29,529.46
Ha
8.00
40.00
51,165.88
Ha
8.00
409.33
Industrial Area
15,221.39
Ha
35.00
532.75
19,178.25 Ha
35.00
671.24
Commercial
1,181.84 Ha
30.00
35.46
6,719.25 Ha
30.00
201.58
Institutional
4,675.11 Ha
25.00
116.88
12,478.60 Ha
25.00
311.97
Residential
41,834.30 Ha
12.00
502.01
43,195.17 Ha
12.00
518.34
Recreational
623.63 Ha
12.00
7.48
17,278.07 Ha
12.00
207.34
Transportatio
n
15,755.65 Ha
10.00
157.56
18,565.03 Ha
10.00
185.65
Bhogapuram
Airport Area
Ha
1,425.00 Ha
25.00
Total Area in
Ha
1,59,166.1
5
2,33,512.10
Metro
Corridors
Km
140.00 Km
50.00
Total
Deman
d-2018
1,996.2
7
Total
Deman
d-2051
3,342.52
TOTAL
DEMAND in
MVA
2,100
MVA
3,500
MVA
Source: Consultant’s analysis
Key issues and opportunities
Power Supply to this VMRDA is provided by AP Transco and APEPDCL. The Present Electrical
Transmission network consists of 400KV/220KV/132KV Transmission lines as well as Sub-Stations
managed by AP Transco. The Distribution network consisting of 33KV/11KV / LT overhead
lines/underground cables by APEPDCL.
From the development point of view, new sub-stations are to be planned in proposed
industrial and residential clusters. Necessary power corridors are to be catered in the
developmental plans to avoid ROW issues in future.Draft Perspective Plan Report
June, 2021
Page | 190
Provision for alternate Non-Conventional/Renewable power sources like solar and wind
energy plants to be provided and necessary place to be allocated for the same. Floating solar
plants need to be considered on the existing Lakes/Tanks in the region .Roof top solar plants are
to be planned on all the Government buildings like offices/schools/hospitals and other social
welfare buildings available in the region.
Energy conservation opportunities in the proposed region:
► All the buildings in the region should be designed as per ECBC 2017 to optimise the use of
electricity in the buildings.
► Solar pump sets: Wherever possible small size solar parks to be provided to Cater power to
the agricultural pump sets in that region with on grid / off grid arrangements.
Major Power source for the newly developed areas:
There is no state owned Power plants in the proposed region except Simhadri Power run by
NTPC. Now, the Central Government proposed 6600 MW Atomic Power Station at KOVVADA in
Srikakulam district started construction work and will be ready by 2025.Out of 6600 MW power
generated from the plant, 3300 MW power will be allocated to Andhra Pradesh and will provide
the power at lowest cost and cater to all the needs of the North Coastal districts of Andhra
Pradesh.
Underground Cabling System for Power Distribution:
With the success of Vizag City Underground Cabling system, all the proposed new areas for
development shall be provided with underground cabling system which is safer and provide un
interrupted power during natural calamities.
Pollution Control Measured using Electrical Vehicles:
► With the availability of abundant Electrical Power, Eco friendly Electric Cars and E-Rickshaws
shall be encouraged in the region. For this purpose, electric Charging stations shall be
proposed along the Highways and other urban and sub-urban road side areas.
► As a green initiative, certain zones in the proposed layout.Only electrical/solar powered
vehicles shall be allowed to control pollution.
Ground Mounted Solar Parks and Floating Solar Stations on Lake s/Tanks:
► With the availability of new breed of solar panels with 330wp to 400wp capacity. the area
required for 1MWp solar plants greatly reduced to 1 to 1.25 Hectors .
► The available Roof top are of 386.98 Ha on public /semi-public building., if 20% 0f the area is
catered for solar generation., a minimum 50MW power can be installed and solar power can
be generated in the region.
► Similarly, with the available area of 1246.62 Ha Reservoir and Dam areas .if 30% Area is
catered for solar floating plants, a 300MWp plants can be installed and can be added to the
grid.
Measures to reduce Transmission and distribution losses:
At Present, the following are the T&D losses born by the Utilities.
Table 19-7: Transmission and Distribution Losses
Voltage Level
APSPDCL
APEPDCL
33kV
3.25%
2.78%Draft Perspective Plan Report
June, 2021
Page | 191
11kV
3.30%
3.15%
LT
4.28%
3.99%
The proposed New transmission lines and sub-station may be designed by adopting latest
Indian standard codes for energy efficient transformers and transmission line conductors for
reducing line losses and adopting SCADA based high accuracy energy measurement systems upto
consumer level to reduce measurement losses and errors.
Strategy to reduce system demand:
Most popular method of reducing peak demand in power supply system is Demand side
management (DSM). This technique effectively plans the utilization of power by proper strategies.
In addition to the above, the demand on the system can be reduced by the following
measures:
- Use of energy efficient equipment/gadgets in the household appliances like 5 star
rated air conditioners and other high power appliances.
- Use of LED lamps for all the public utility buildings, schools, offices, hospitals.
- Use of smart Grid systems for proper prediction of demand and use of control
measures.
- Agricultural pump sets shall be fed through separate feeders and linking the same
with solar power plants to reduce peak demand on conventional thermal stations.
- Use of High efficiency chilled water systems for air conditioning of office buildings
- Use of Solar hot water systems for Hotels and hospitals and other places where hot
water is needed.
Renewable Energy potential in the Proposed VMRDA
As per the National Institute of Solar Energy (NISE), the scope for possible installation capacity
of solar power in Andhra Pradesh is 38.44GWp.
In VMRDA area, the following areas are available for solar power Generation:
- Reservoirs & Dams : 1246.62 Ha
- Public & Semi-public Areas : 386.98 Ha
- Land with /Without Scrub :12,335.07 Ha
- Barren /Rockey Hill Areas : 30,043.61Ha
- The total Area is coming to 44,012.28Ha.
If 20% of the Area is considered for Solar power Generation, the available area is 8,802,45
Ha. The area required for 1MWp is around 1.5 Ha and the potential for solar power generation is
5,868MWp i.e., 5.86GW. Considering the huge potential for Solar Power, a minimum of
2GWp(2,000MWp) provision must be made in the VMRDA .Draft Perspective Plan Report
June, 2021
Page | 192
20 WAY FORWARD
20.1 ACTION PLANS
Keeping in the backdrop of key strategy focus areas, it is envisaged to draw out certain key
Action Plans which may be initiated by the respective Planning Authorities/ULBs and parasternal
organizations.
Strategic Spatial Development
► Prepare Master Plan under the APMR&UDA Act within the framework of Perspective Plan
► Prepare Zonal Development Plans (ZDP) under the APMR&UDA Act within the framework of
Master Plan
► Prepare Development Promotion Regulations within the framework of Perspective Plan or
Master Plan or ZDP.
► Prepare and implementdevelopment schemes within the framework of Master Plan or other
development plans.
► Prepare policy on Change of landuse (CLU)
Strategic Economic Development
► Improving land pooling schemes and clearances for better investment environment
► Prepare better sanctioning policies for ease of doing business
► Improvement of tourism infrastructure and heritage management to boost tourism economy
► Commissioning Heritage Conservation Committee( HCC) under the aegis of VMRDA & District
Collectorate
► Augmentation of tourist facility Infrastructure at all important tourist attractions, duly
addressing the boarding & lodging requirements, apart from allocating washroom facilities for
all user groups.
► Drawing up overall plan to address wayside amenities and facilities all along the stretches of
major corridors of the VMR Region. Draft Perspective Plan Report
June, 2021
Page | 193
Managing Sustainable Environment and Climate Change
► Prepare development scheme policies to preserve agricultural and ecologically sensitive areas
► Demarcate CRZ categories within VMR boundary for ready reference in cases of approvals
► Provide buffers to waterbodies for protection.
Efficient Transportation System
Regional Railway:
► Prioritization of development of Decentralized Passenger Terminals with phasing.
► Planning & Development of dedicated freight line bye-passing Visakhapatnam Main Station.
Suburban Railway Network:
► Feasibility studies to propagate suburban Passenger services using the additional lines on
existing corridors.
Metro Rail & Metro lite:
► Undertake feasibility & DPR studies for examining the suitability of specific mode choice to
address commuter needs in the Region.
Highways and Major Arterials:
Heritage and Tourism has a socio-economic correlation that needs attention
Regional Freight Railway Coridors
Suburban Rail
MetroDraft Perspective Plan Report
June, 2021
Page | 194
► Augmentation of regional and major arterial Network, duly taking up DPR studies for Ring
Roads, wherever necessary.
Master Plan Roads:
► Master Plan Roads with implementation phasing
Port Roads:
► Integrate Port roads interfacing with city roads with appropriate RoWs.
Government institutions involved in developing roads
Coastal Stretch Roads:
► In order to attract major qualitative global investments, identify greenfield corridors
alignments at least 800-1000 metres away from the HTL, at least in the stretches free from
existing settlements, so as to meet CRZ stipulations.
VK-PCPIR:
► Integrate proposed landuse and major arterials, duly connecting to National & State highways
in the region.
Right of Way for Roads:
► Draft out specific Right of Ways for both Urban and Rural roads, duly addressing the needs of
all user groups.
Sustainable Infrastructure System
► Prepare Infrastructure Network Plan under the APMR&UDA Act within the framework of
Master PlanDraft Perspective Plan Report
June, 2021
Page | 195
► Prepare Infrastructure Development Plan under the APMR&UDA Act within the framework of
Perspective Plan or Master Plan or ZDP
Power
► Taking up feasibility studies for generation of Power through Non-conventional sources of
energy, at least one in each Planning Zone.
Water Supply, Sewerage & Strom water Drainage:
► Prioritizing better operation of sewerage treatment and laying dual pipeline system to
facilitate water recycling to reduce fresh water demand.
Leisure and Recreation:
► Planning & development of large size recreation parks in each planning zone to facilitate lung
spaces.
Form Based Planning:
► For the Area around Bhogapuram international Airport and its influence Area to create a
coherent built form for upcoming development considering economic and tourist potential of
the area.
Hospitality & tourism:
Planning & development of tourism facilities for the potential tourism destinations in VMR
Planning zones.
Sports & Physical Fitness:
► Planning & development of large scale Sports Centres, at least one each in VMR Planning
zones.
20.2 WAY FORWARD
VMR Perspective Plan(2051) addresses broad framework of regional development, policies, duly
identifying certain strategies for each sector. The Plan also focuses on broad Regional Structure and
Economic Nodes.
After due consensus, the plan has guided and dovetail Preliminary Master Plan’s Vision, locational
Priorities of various Nodes, Spatial Spread, Development Promotion Regulations and land use
allocations. The process would further consolidate while dovetailing the Draft Master Plan and Zonal
Development Plans for the Region.