Donakonda Cluster Development Plan

The intent and purpose of undertaking

this planning exercise is to open up the
backward hinterland of Prakasam
district (Vinukonda, Donakonda,
Kanigiri and Markapur areas) viz. the
area between the hill ranges of
Nallamalla and Nagarjuna Sagar in
west and NH-5 on the east with major
industrial and supporting urban
development by tapping the vast
chunks of Government lands with
jurisdictions covering the whole
mandals.

1.1 Planning Areas

To begin with four planning areas have been identified as follows:

The above stretch is divided into the following 4 Planning Areas with 13 whole
Mandals:

S.No. Mandal Name Area (sq km.) Phasing of

 Development
1 Donakonda 341 II
2 Darsi 381 I
3 Nuzendla 349 III
4 Kurichedu 287 IV
Donakonda Planning Area 1,358

5 Kanigiri 544 VI
6 Podili 333 VII
7 Konakanamitla 441 XIII
Kanigiri Planning Area 1,318

8 Vinukonda 316 VIII

9 Tripuranthakam 285 IX
Vinukonda Planning Area 601

10 Peda Araveedu 301 X

11 Tarlupadu 246 XI
12 Cumbum 143 XII
13 Markapur 319 V
Markapur Planning Area 1009
Total 4286 sq. km.

The said stretch is divided into 13 Phases for undertaking the industrial and
economic development. The development of this area has sizeable and contiguous
Government lands.

To begin with, Donakonda Planning Area admeasuring about 1358 sq km and

comprising of Donakonda, Kurichedu, Nuzendla and Darsi mandals is suggested for
first step for planned development. The development suggested is of grid iron
pattern, with grid roads in both directions continuing into the rest of the planning
areas.
Donakonda Industrial Cluster (IncluDA )

The Donakonda Planning Area has been divided into 15 Planning Clusters. Each
Planning Cluster admeasures 9 km x 10 km i.e., 90 sq km or 9,000 ha. Each cluster
will have a different industry focus along with support urban facilities and a unique
identity.

The pre-requiste for making this entire Planning Area of about 4300 sq.km attractive
for industrial and allied developments are:-

1) Making available large chunks of Government lands and large scale assigned
lands for development (see Annexure I)
2) The existing National and State Highways to be developed as 4-lane median
divided carriageway. Map showing NH and SH
3) The existing Donakonda Airport Area (under the control of National Airport
Authority) to be revived, developed and opened up as an Aerotropolis
especially focusing on air cargo, repairs, training and as a regional hub.
4) The connectivity with ports of Vodarevu and Ramayyapatnam be taken as
Freight and Logistics Corridor. Map
5) Developing a dedicated goods/ Inland Container Terminal at Gundalakkamma
Railway Station (which is a major junction of the existing Guntur-Bengaluru
Railways line and the proposed Nadikudi-Srikalahasti Railway Line)
6) Public Water Supply for both industrial development /new town to be taken up
on priority by completing the Veligodu Reservoir Project.
1.2 Clusters Primary Industrial Activity
Each of the above Cluster in the Donakonda Planning Area has been assigned a
specific industrial activity category as follows:

Cluster No. Primary Industrial Activity Area Allocated in ha*

T Aerospace and Aviation related 9,000
B and C Electronics and Hardware 18,000
I Heavy Engineering 9,000
J, K, N and Engineering Manufacturing 36,000
O
L Textiles, Apparels and Handlooms 9,000
E and F Automobile 18,000
M, R and X Building materials products 27,000
U and Y Pharma,Drugs & Medicines related 18,000
S ITES 9,000
P and Q FMCG & White Goods related 18,000
* Assuming net are is 70% of the total grid, the remaining 30% is reserved for roads
and open spaces

Each Cluster is divided into 15 Sectors with each Sector admeasuring 2 km x 3 km

or 6 sq km or 600 ha area. The internal Sectors are bounded by 18 m wide roads.
1.3 Urban Node Area Planning
The following Urban Nodes have been identified for development

S.No. Name of Urban Node Present Area in Urban Node

sq km (Expansion)
1 Donakonda 0.6 24 + 12 = 36,000 ha
2 Darsi 1.3 2,400 ha
3 Kurichedu 3.96 3,600 ha
4 Gundlakamma Railway Station 1.33 3,600 ha

The Urban Nodes development would be centered around the existing settlement.
Each urban node would be developed as a New Town with all urban facilities and
amenities and affordable housing for the work force and other sections of society
which would cater to not only the adjoining Clusters but the respective Mandal as a
whole.

1.4 Circulation Network

Roads hierarchy:
The following table describes the existing road network:
 Total
Road
Roa
Area( Densi
S. Mandal DISTRIC S d
Sq. NH MDR RR ty
No Name T H leng
Km) (Km/S
th(k
q.km)
m)
1 Nuzendla Guntur 349 12 58 14 83.6 0.24
2 Donakonda Prakasam 341 15 40 54.6 0.16
3 Kurichedu Prakasam 287 13 38 50.1 0.175
4 Darsi Prakasam 381 22 39 11 71.7 0.188
i. All existing National and state Highways would be part of the grid roads.
ii. All major district roads and Village roads would be secondary and link roads
iii. New Arterial Roads or Primary Grid roads proposed: length 285 km and RoW of
50 meters.

Proposed Railway lines:

i. Donakonda to Ramayyapatnam Port (new) distance: 123 km (along the
proposed Freight Corridor)
ii. Donakonda to Vodarevu Port (new) Distance: 100 km
iii. Nadikudi To Kalahasthi Via Bitragunta (already proposed by Railways)
iv. Donakonda to Kurnool via Nandyal, Badvel- Distance: 267 km

Proposed Freight & Logistics Corridor:

Length: 123 km

Corridor width: 600 meters with transportation lines/infrastructure of 100 meters

width and Logistics and Freight facilities /godowns, etc. development of 250 meters
on either side.

Expansion and development of Donakonda Airport with major Airport related

activities hub as an Aerotropolis over an area of 36 sq km or 3600 ha (4km x 9 km )
in 6 sectors (each 2 km x 3 km) around existing airfield.

1.5 Land use allocation for each Cluster

S.No Land Use Percent Area in ha
1 Anchor Industries 30 3,240
2 Ancillary Industries 10 1,080
3 Open Spaces 10 1,080
4 Public and Semi-Public/ Amenities 2 216
5 Commercial 2 216
6 High Access Corridor 12 1,302
7 Logistic Hub NA 31.8
8 Mixed Use 14 1,512
 Total 9,000
*The high access corridor compensates for the less percentage given for Commercial and Public and Semi-
Public uses

1.6 Donakonda Grid Roads Development Strategy

Alternative 1:
Alternative 2:

Without undertaking land acquisition for the Primary & Secondary Roads
network, and instead by undertaking up Strip Land Pooling Scheme as
follows:

Required to take up first the Donakonda Cluster Grids, i.e., each 9km x 10 km with
50 meters (165 ft) Right of way roads. Total Grid roads = 15 Clusters : Each Cluster
has 9 km x2 = 18 km and 10 km x2 = 20 km = 38 km Total grid roads = 38 x 15 = 570
km

Strip Land Pooling Scheme

The above can be taken up through development of each stretch of 4 km Strip Land
Pooling (SLPS) and through private developers participation ( development firm).

Criteria
Right of Way for Grid Roads 50 m or 165 ft.
Total Grid Road Length 285 km
Length of Grid Road to each
4 km
Developer
Strip on each side of the road 300 m
Total Strip Width= Strip on each side
300 + 50 + 300 m = 650 m
+ Right of Way of Road
Total Land Area under Strip Land
4000 X 650 = 260 ha or 642 acres
Pooling

The area distribution under the SLPS can be as follows:

Distribution of Area under SLPS

Respective Land owners entitlement of
40 % 104 ha
developed plots
Developed land to Developer Firm* 10 % 26 ha
Public domain 50 % 130 h
* in lieu of undertaking the SLPS Assemblage, and internal development works, etc

Out of the above Public domain:

Distribution of Public Domain Area 130 ha

Area for Grid road with 4km length and 50 m Right of 50 x 4000 20 ha
Way
Open Spaces 10 % 26 ha
Public Amenities sites 3% 7 ha
Internal roads of 12 m and 9 m widths for giving proper 10 % of 26 ha
access to all reconstituted plots/parcels and internal total area
infrastructure (to be done by Developer)
Other Public uses/Land capitalizing area by public 53 ha
Authority
A part of this dev plot can be used for developing the
trunk infrastructure by the Authority.

Internal development works costs incurred by Developer in the Scheme:

260 x1/3rd = 86.67 Ha. Cost of internal development works : Rs 25 lakhs per
acre or 62.5 lakhs per Ha.( Developer has to service only the 40% area +
Land capitalizing area)
Costs incurred =86.67 x 62.5 = Rs 5417 lakhs or Rs. 54.17 Crores
He is given 26 Ha
Value of this: Say Rs 2000 per sq yard

= Rs 6222 lakhs or 62.2 Crores

He is in Surplus of Rs 8.03 Crores

Apart from the above, the Developer can enter into Agreement with the land
holders for undertaking construction of Complexes on Development basis,
and earn good returns.

Benefits Reaped by the Authority

1. Right of way of 4 km x 45 meters (for developing a 6 lane elevated highway
free of cost
2. Developed land for Capitalising = 59 Ha free of cost
3. Public Amenities site of 7 Ha
4. Public open space sites of 23 Ha.
5. Other link roads (internal roads of 23 Ha free of cost

Each Cluster will have 4 such Schemes. There are 15 Clusters in the Donakonda
Planning Area. Thus the Authority can make a land bank of : 66 H x 4 x15 = 3960 Ha
or 9900 acres towards land Capitalising;

Parks & Organised Open spaces of: 23 x 4 x 15 = 1380 Ha or 3450 acres

Benefits Reaped by Landowner

Residential-cum- Commercial plot in proportion of his land holding, i.e., 40%, which
he can readily capitalize or give to the Developer on development basis

Will the Developed land for capitalizing be adequate for taking up the grid
roads construction?

The cost per km construction is estimated to be: Rs 10 Crores

4 km length cost = Rs 40 Crores
Other Trunk infrastructure cost ( water supply lines, sewerage, drainage,
Avenue plantations, etc.) is estimated for the 4 km stretch = Rs 60 Crores
Total = Rs 100 Crores or Rs 25 Crores per km.
 Land with Authority = 59 + 7 = 66 Ha or 165 acres
It sells at Rs 2000 per sq yard or approx. Rs 97 Lakhs per acres

It would need to sell 25 acres and still be left with 140 acres of developed land.

Thus it would be a win-win-win situation for the Developer- Land Owners- Authority

Why go for such a Participatory Development Strategy?

The Government without spending anything can ensure rapid industrial and
supporting residential and mixed development of the Planning areas.
It will open up the various Clusters for immediate development, i.e, and the
interior areas of the 9 km x 10 km for industrial developments in an
accelerated manner.
It will parallelly ensure development of support infrastructure and generate the
required industrial and urban eco-system rapidly.
It will set in a vibrant development and have multiplier effect in the area.
Promote overall development of the area and boost the States economy.

How the 6 Development Clusters can be a game changer for

Andhra Pradesh

The above paras put forth the case of Donakonda Industrial

Development Cluster (IncluDA) as a potential area for ensuring Andhra

Pradeshs accelerated economic development along with positioning

new urban centers in Andhra Pradesh wherein the future population and

growth can be focussed by the State Government.

With a view to ensure this happens on top priority, it is suggested that

the case of inclusion of Donakonda Industrial Development Cluster

(IncluDA) and the other 5 Clusters in the Chennai-Visakhapatnam

Industrial Development Corridor (being currently being planned and

undertaken by the Central Government through ADB Funding) may be

taken up along with the need for change of alignment of the main

National Highway No. 16 (Old NH-5) in the stretch between Tada to

Eluru , viz., by taking it in the interior of APs coastline, i.e, from

Tada (Sri City) to Guntur parallel to the new proposed Railway line from

Nadikudi to Srikalahasthi via Donakonda) due to the following reasons:

(i) This area which is in the interior of A P is a backward area the

Industrial Corridor would open up developments not only the 4 District of

Chittoor, Nellore ,Prakasam and Guntur but also give fillip to the

development of Rayalaseema Region. This area is safe from cyclones

etc and therefore would be a conducive climate for industrialisation.

(ii) Most of the lands in this belt are dry arid lands and therefore

acquisition would be relatively less costly- compared to the existing

alignment (present NH-16/old Nh-5) and belt viz., Nellore, Ongole, etc.

which are having fertile agriculture lands which are having multi-crops

agriculture activity and are therefore very costly ;

(iii) The existing alignment (present NH-16/old NH-5) in this belt passes

very close to the sea coast and is prone to cyclones and other hazards;
(iv)Aligning along the existing NH-5 would be environmentally a disaster

for agriculture and allied activities ( we can witness what is happening in

the stretch between Vijayawada and Guntur which was once a fertile

agricultural tract- now invaded by urbanisation and non-agriculture

activities , etc)

(v) By realigning the CVIC along the above-mentioned Srikalahasthi-

Guntur Railway line, we are creating a parallel Highway about 50 km

interior of the existing Nh-5. This with development of 6 Industrial

Development Clusters ( Srikalahasthi, Venkatagiri, Kanigiri, Markapur,

Donakonda and Vinukonda) would mean having potential for attracting

development of the scale and size of 600 Sri Cities.

(vi) We would be requiring investments to the tune of Rs 16,000 Crores

( for both land acquisition and primary and secondary grid roads network

with Master Planning for land use and other services) for each Industrial

development Cluster this would mean an investment to the tune of

about Rs 1 lakh Crores for the above-mentioned 6 Industrial

Development clusters. Therefore part of the investment could be brought

in from the Chennai- Visakhapatnam Industrial Corridor by including it in

the CVIC- and for kick-starting lands acquisition and roads development.

Of course, a self-financing model as an alternative has been suggested

wherein using land as resource and value addition for support and

ancillary economic activities abutting the grid roads would make the

whole Industrial Clusters self-reliant- However, this can happen only

when the start-up areas are in place. Hence the importance of including

the said belt in the Chennai- Visakhapatnam Industrial Corridor.

(vii) The above Development Clusters belt would have linkages to :

Air connectivity Linkage to Tirupati Airport already there. In

addition to this, reviving and upgrading the Airport at Donakonda

would put this belt on the air map of domestic and international air

cargo and passenger traffic.,

Railway lines - both Guntur-Bangalore and Guntur-Srikalahasthi

broad guage railway lines pass through this belt) In addition to these,

the three dedicated freight corridors linking the 3 porst of

Krishnapatnam, Ramayampet and Vodarevu would have rail

connectivity with the existing east coast railway line at Nellore,

Bitragunta and Ongole respectively.

Sea port: Linkage to Krishnapatnam Port is already there via

Venkatagiri. In addition to this, two dedicated freight corridors

(distance 75 km to 125 km) to the 2 proposed ports at Vodarevu and

Ramayampet can be proposed.

In proximity of existing urban areas like Nellore, Tirupati, Ongole,

Narsaraopet, Guntur, New Capital City of Amaravati, etc. Besides

this, 16 new urban nodes/new growth centres are planned in this belt

as part of the 6 Industrial Development Clusters. This would ensure

integration between the work centres and places of residence for the

work force in a planned manner.

(viii) For the above to become a reality, a professional body on the lines

of CIDCO or ADC/CCDMC (for the New capital City of Amaravati) needs

to be created by the State Government which should take care of the

Master planning, area planning, infrastructure planning and facilitation

and management so that within this framework industrial and allied

economic development could be ensured.

(ix) The above framework of Donakonda Industrial Cluster is only a first-

cut planning and infrastructure framework, which can be extended

to the remaining 5 Planning & Development Zones/Clusters so that the

whole belt become a 'industrial growth pole'.