Airports in Cities and Regions - KIT Scientific Publishing
Airports in Cities and Regions - KIT Scientific Publishing Airports in Cities and Regions - KIT Scientific Publishing
32 Vasanth K. Bhat 1.1 Definition By “Feeder Airport City”, I mean airport cities set up in tier II & tier III cities which act as feeder airports for the use of low cost airlines and budget airlines, which cater to the travel demands of the middle class in tier II and tier III cities in India. The Feeder Airport Cities could be self contained entities which bear all the basic Infrastructure and conveniences that are essential for the independent economic survival and prosperity of an Airport City, but in a much smaller economic scale, just enough to cater to the demands of a localized population. The Feeder Airports could serve as a feeder to the main airports located in metros and tier I cities on a “Hub & Spoke” concept. The advantage of this setup is that the congregation of traffic, cargo and passenger, into the hub airport justifies the huge investment made into it, while the feeder airports, which are much smaller (with lower investment), handle the secondary traffic. Financially, this has turned out to be the most viable model. 1.2 Proposed model The setting up of “Feeder Airport Cities”, in the outskirts of tier II cities, with their own social and physical infrastructure, employment opportunities, business centres etc. would act as catalysts of change. Besides reducing passenger and freight travel time, the economic benefits of the aviation industry’s ability to move inland, and take advantage of lower land cost and labour would not only ensure higher profitability return on capital, but also ensure equitable regional planning in terms of increasing the attractiveness of small towns. Such counter-magnets would divert the attraction of metros and tier I cities, thus helping to decongest the metros and tier I cities. 2 Growth pole concept as applied to “Mini-Aerotropolis” The concept of Mini-Aerotropolis is very well corroborated by the growth poles theory, which propounds that economic development, or growth, is not uniform over an entire region, but instead takes place around a specific pole. This pole is often characterized by a key industry around which linked industries develop, mainly through direct and indirect effects. In the case of the Mini-Aerotropolis, the key Feeder Airport along with its peripheral activities in itself acts as the “Key industry” which spawns economic growth in the region surrounding it. The creation of this key industry implies the expansion of output, employment, related investments, as well as new technologies and new industrial sectors. Because of scale and agglomeration
Feeder airport city economies near the growth pole, regional development is unbalanced. Transportation, especially transport terminals, can play a significant role in such a process. The more dependent or related an activity is to transportation, the more likely it is for a relationship to be established and to thrive. Perroux1 and other writers on Growth Pole tried to base the concept on the notion of external economies, agglomeration and linkages. It was believed that beneficial “spread effects” from growth poles would eventually induce development in the remaining peripheral areas, and that they would have a significant relay function in the process of innovation diffusion through the urban hierarchy. The neoclassical regional growth model primarily focuses on the long-run potential growth path of the economies. Corresponding to this is the ‘Circular and Cumulative Growth Model’ enunciated by Gunnar Myrdal and expanded by Allen Prede. This model advocates a regional growth approach, which is sought to be “self equilibrating”. It is envisaged to be applied in proposing the “Mini-Aerotropolis” in which the Feeder Airport forms the fulcrum or pole, which facilitates economic growth in a region. Furthermore, it is assumed that a system of interconnected Aerotropolises, with varied means of basic economic activity, like agriculture, fisheries, tourism, etc. would be interdependent on each other and thereby help in expansion of their economic activities, thus creating a multiplier effect, which would lead to equitable growth of the economy throughout the length and breadth of the country. 3 Feeder airport city as a Mini-Aerotropolis: The new paradigm Picture a dot and four circles around it, each larger than the preceding one. The dot is the Feeder airport, the innermost circle, within 0 to 4.0 km from the airport, will house businesses and facilities that feed the airport and feed off it—like trade zones, warehouses and logistics hubs. The middle circle, 4.0 to 6.0 km in radius will have residential quarters for people who work in the two inner and outer circles, including civic amenities, like educational institutions, places of worship, etc. for additional necessities. The next outer circle from 6.0 to 8.0 km radius will house companies, medium scale industries like the agro-based industry, which are in consonance with activates in the region surrounding the Feeder Airport, like the food processing industry, canning industry, etc. The outer Circle with a diameter of up to 225 km forms the hinterland to the Feeder Airport. These hinterlands could be predominantly agricultural, fisheries (as in coastal areas), tourism based as in regions with heritage buildings, religious/pilgrimage centres, nature endowed 1 http://www.siliconindia.com/magazine 33
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- Page 33: Feeder airport city A spatial model
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Feeder airport city<br />
economies near the growth pole, regional development is unbalanced.<br />
Transportation, especially transport term<strong>in</strong>als, can play a significant role <strong>in</strong> such a<br />
process. The more dependent or related an activity is to transportation, the more<br />
likely it is for a relationship to be established <strong>and</strong> to thrive.<br />
Perroux1 <strong>and</strong> other writers on Growth Pole tried to base the concept on the notion<br />
of external economies, agglomeration <strong>and</strong> l<strong>in</strong>kages. It was believed that beneficial<br />
“spread effects” from growth poles would eventually <strong>in</strong>duce development <strong>in</strong> the<br />
rema<strong>in</strong><strong>in</strong>g peripheral areas, <strong>and</strong> that they would have a significant relay function <strong>in</strong><br />
the process of <strong>in</strong>novation diffusion through the urban hierarchy. The neoclassical<br />
regional growth model primarily focuses on the long-run potential growth path of<br />
the economies. Correspond<strong>in</strong>g to this is the ‘Circular <strong>and</strong> Cumulative Growth Model’<br />
enunciated by Gunnar Myrdal <strong>and</strong> exp<strong>and</strong>ed by Allen Prede. This model advocates a<br />
regional growth approach, which is sought to be “self equilibrat<strong>in</strong>g”. It is envisaged<br />
to be applied <strong>in</strong> propos<strong>in</strong>g the “M<strong>in</strong>i-Aerotropolis” <strong>in</strong> which the Feeder Airport<br />
forms the fulcrum or pole, which facilitates economic growth <strong>in</strong> a region.<br />
Furthermore, it is assumed that a system of <strong>in</strong>terconnected Aerotropolises, with<br />
varied means of basic economic activity, like agriculture, fisheries, tourism, etc.<br />
would be <strong>in</strong>terdependent on each other <strong>and</strong> thereby help <strong>in</strong> expansion of their<br />
economic activities, thus creat<strong>in</strong>g a multiplier effect, which would lead to equitable<br />
growth of the economy throughout the length <strong>and</strong> breadth of the country.<br />
3 Feeder airport city as a M<strong>in</strong>i-Aerotropolis:<br />
The new paradigm<br />
Picture a dot <strong>and</strong> four circles around it, each larger than the preced<strong>in</strong>g one. The dot<br />
is the Feeder airport, the <strong>in</strong>nermost circle, with<strong>in</strong> 0 to 4.0 km from the airport, will<br />
house bus<strong>in</strong>esses <strong>and</strong> facilities that feed the airport <strong>and</strong> feed off it—like trade zones,<br />
warehouses <strong>and</strong> logistics hubs. The middle circle, 4.0 to 6.0 km <strong>in</strong> radius will have<br />
residential quarters for people who work <strong>in</strong> the two <strong>in</strong>ner <strong>and</strong> outer circles, <strong>in</strong>clud<strong>in</strong>g<br />
civic amenities, like educational <strong>in</strong>stitutions, places of worship, etc. for additional<br />
necessities. The next outer circle from 6.0 to 8.0 km radius will house companies,<br />
medium scale <strong>in</strong>dustries like the agro-based <strong>in</strong>dustry, which are <strong>in</strong> consonance with<br />
activates <strong>in</strong> the region surround<strong>in</strong>g the Feeder Airport, like the food process<strong>in</strong>g<br />
<strong>in</strong>dustry, cann<strong>in</strong>g <strong>in</strong>dustry, etc. The outer Circle with a diameter of up to 225 km<br />
forms the h<strong>in</strong>terl<strong>and</strong> to the Feeder Airport. These h<strong>in</strong>terl<strong>and</strong>s could be<br />
predom<strong>in</strong>antly agricultural, fisheries (as <strong>in</strong> coastal areas), tourism based as <strong>in</strong><br />
regions with heritage build<strong>in</strong>gs, religious/pilgrimage centres, nature endowed<br />
1 http://www.silicon<strong>in</strong>dia.com/magaz<strong>in</strong>e<br />
33
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