CHAPTER V
TRANSPORT AND ECONOMIC DEVELOPMENT
In a large country like India Transport plays a vital role in the economic
development. The word transport is derived from the Latin word comparises of two
expressions namely trans which means across and portion which means to carry. In
short transport means carrying things or persons from one place to another place. In
a wider sense, the term transport includes all the clerical, mental and manual
occupations involved in the operation of road, rail, canal, sea and air transport.1
Transport may be defined as a service of facility which creates utilities, turn or
place, through the physical transfer of goods and persons from one place to another
place. Transportation is the conveyance of persons or property from one place to
another place. The need for the conveyance of goods arises from the fact that they
are often produced in one place and required in another place. The transportation of
person arises from the need of individuals to go from one place to another to satisfy
some needs connected with business, social, cultural and recreational interests.
Transportation is the vital factor in the advancement of civilization and economic
development.
The means of Transport collectively constitute a large portion of our
wealth, which gives employment directly or indirectly to lakhs of people. It also
contributes substantially to the national income. Labour is the transport field which
has been recognized as a separate factor of production. It is a human factor, and
therefore, not only economic but moral and special consideration should also be
taken into account in the discussion of problems connected with labour. People also
are required to go from one place to another to meet personal, social or business
needs. Transportation was the first step towards civilization and a principal element
1
Saxena, K.D., Economic Reform, The Indian Experience Serial Publication, New Delhi,
2005. p. 6.
191
in its advancement. The transportation began on the banks of rivers and hence all
great cities of the early period were situated on the banks of river or near the sea.
The second great advancement in transportation developed after the expansion of
construction of roads and bridges. The regular system of roads making began at a
period when water transport was already highly organized. The progress of
transportation from the earliest times to the present consists largely of development
and exploitation of new methods and technique.
Importance of Transport
Transportation is one of the major factors which strengthened the economic
as well as the commercial progress of a place and without transportation it is not
possible to construct factories and mills wherever the raw materials are not
available.
2
Therefore, transportation of goods becomes inevitable. The
transportation plays a vital role for transporting the raw materials from the places
where they are available to the factories or mills where they are needed. It is an
important means of communication. Even now 40 per cent of the postal
communications in India is done through automobile transportation. A speedy
vehicle can take a policeman to the place of crime within moments of being
notified. The fire service is rushed to the area where the houses are gutted very
soon after the news is relayed. In the time of disaster transportation can rush to help
persons in areas affected by floods, famine and earthquakes. So without
transportation our society and the state can‟t function.
The importance of transport service to the development of economy is too
well known. The speed and scope of transport work also had beneficial effects of
factor mobility allowing human and material resources to be transferred more
readily to place where they can be employed most productivity. Consequently,
transport helps to attain preferred regional distribution of population in industrial
2
Ibid., p.4.
192
centres. 3 It is a major industry providing employment for millions of people,
throughout the world. Though the demand for transport is not as fundamental in
human nature as the demand for essential commodities, it is an indispensable part
of civilisation. In fact, the whole structure of industry and commerce rests on the
well laid fundamental of transport.4
Transport plays an important role in improving the standard of living and
life style. Efficient transportation is vital to capitalize on production economics,
geographic specialization and competition. These benefits together reduce cost per
unit, increase the purchasing power and make it possible for the people to consume
a wider range of goods. Transport was seen as a driving force behind economic
development. For example, transport innovations such as canals and metal led road
were perceived to be major pillars upon which industrial revolution was built.5
Transport helps in reducing the cost of production of goods. Territorial
division of labour or regional specialization is not all possible without an excellent
network of transport system. Without efficient transport, each community would be
required to be self-sufficient and to produce everything locally. This may result in
high cost of production and the consequent by increases the prices. Further all
regions of a country of the world are not equally gifted with the endowments of
nature and hence certain raw materials may not be produced and hence the
exchange of raw materials and finished product is possible only if the transport
system is well developed. Transport facilitates the location of the industry and
factories.
Transportation helps the growth of large cities and urbanization of the
country-side. Efficient and quick transportation stimulates concentration of
population in cities which would encourage mass production and specialization of
large scale production, in turn, increases other associated activities related to trade
3
Garyfromm, Transport Investment and Economy Development, Bombay, 1965, p 47.
Census of India, 1921, p.7.
5
Button, K.J. and Gilling Water, D., Future Transport Policy, Croan Helm, Great Britain ,
1986, p.156.
4
193
and commerce, warehousing, advertising, packaging, insurance, banking, financing
and mercantile agencies. Due to these activities urbanization of surrounding
villages would be taken place. Besides these economic effects, the transport system
leads to certain social and political effects. It raises the standard of living, gives
opportunity for better education, and helps in the spread and integration of different
cultures.
The transport helps in the expansion of market. It increases the scope for
marketing of goods which are produced at faraway places. Besides the transport
imposes new ideas and methods of production into practice, and hence high cost
methods has to face competition from the low cost methods. Transport plays a
crucial role in localization of industries. Numerous factors like climate, raw
material and labour supply, apart from transport facilities to determine the
localization of industries. The availability of means of transport is the most
important consideration for the simple reason that all the other factors put together
would not ensure localization in a particular area until the entrepreneur is
absolutely certain that the finished goods can be transported cheaply and quickly to
distant consumer markets. 6 Presence of transport is vital for the distribution of
wealth. It increases both the supply and demand for capital and also it raises the
productivity and real wages of labour but its relation to economic rent is most
direct. Transport has the effect of increasing the rewards for the factors of
production, rent on land, interest on capital, wages and salaries for labour and
profits for the enterprises. The rent of land and the rent of urban sites are mostly
determined by the presence of transport. 7
The transport is an agent of social transformation. It breaks the barriers of
distance of remote isolation, brings new ideas, dissects ignorance and buries age
old customs and traditions. Transport is the vehicle for knowledge explosion and
removal of prejudices. It facilitates quite social interaction and brings in changes of
John, G., “A Study on Model Preference of Rail and Road Passenger”,(Unpublished
Ph.D.Thesis, Department of Commerce), Bharthidasan Universith,Tiruchirappalli,1985, p.15.
7
Ibid., p.32.
6
194
far-reaching consequence. Fashions and styles get conveyed from one place to
another very quickly through the means of transport. Agriculture demands services
of transport from two directions. Input must move from urban areas to the farm
and output from farm to places of consumption. This involves very large additions
to rural road networks, extensive investment in trucks, the expansion of storage and
processing facilities and new institutional arrangement for managing and financing
to the total system. 8 Lack of transport hampers the effort to produce more goods,
because it prevents farmers from specializing the crops that yield the best return. In
the absence of proper transport facility each grower produces according to his
needs and retains more food than he needs to meet any future shortages. Transport
by facilitating the movement of agricultural input increases the area of cultivation
and yield 9 . An efficient transport system is essential to protect a nation‟s
sovereignty, territorial integrity and natural defence. Almost all nations face the
threat of either external aggression or internal disturbance or both. Hence, a good
transport system facilitates easy and quick movement of military and police forces
in times of emergency. It is one of the decisive factors which determines success or
failure of war10.
Situated in the heart of Tamil Nadu, Tiruchirappalli district consists mostly
of undulating plains and is divided into two main parts namely the northern part
and the southern part by the Valley of the river Cauvery. But, for a sparse mass of
crystalline rocks, this is entirely a land locked district depending mainly on land
transport for the movement of passengers and goods as well. The district has fairly
a good system of road. The availability of road building materials in general and
the fairly dry climate in particular that prevails with in this region help to promote
roads. An important economic effect of roads in Tiruchirappalli region is that it
connects the agricultural fields, Industrial centres, markets and residential areas.
8
Wilfred Owen., Transport and National Goals, Delhi, 1984, p.86.
Ratankumar Singh, Road Transport and Economic Development, Deep and Deep Publication,
New Delhi, 1988, p.20.
10
Ibid., p.24.
9
195
(1) Road Transport
The economic development of the country and the advancement of
civilization depend on the road transport system. In the beginning of the twenty
century the conditions of the roads in India was very poor. In order to improve the
roads, the British Government in India appointed the Road Development
Committee in 1927, under the chairmanship of N.R. Jayakar, an eminent road
engineer. The committee observed that the development of roads in the country
was desirable in view of the economic, social and political development of rural
population, which would be advanced by the increasing the road transport. It found
the condition of road was most deplorable and not at all motarable. Therefore, this
committee put forward three recommendations. They were to create a Central Road
Development Fund by levying an additional duty of two annas per gallon of motor
sprit. The State Government could levy a single point tax on motor vehicles and to
impose „License Fees‟ on motor vehicle and the same to be realized by the local
bodies.
The British Government accepted the first two recommendations and
created the Road Development Fund. It refused to consider the third one.
The recommendations made by various committees like Mitchell and Kirkness
Committee (1833), Transport Advisory Council (1935), Motor Vehicle Insurance
Committee (1936) and Wedge Wood Committee (1937) enabled the government to
incorporate various provisions in the new Motor Vehicles Act to achieve adequate
control and regulation of motor transport in India. The Motor Vehicle Act of 1914
was thus redrafted and a comprehensive Motor Vehicle Act of 1939 was
promulgated in order to ensure the role of road transport on the basis of healthy
competition within the transport Industry and also with the railways.
This
legislation, in spite of a number of amendments from time to time, made provision
for creation of Regional and State Transport Authority with full powers to grant
permits for passenger carriage, public carriers and private carriers. This act also
laid down conditions in respect of bus routes, timings, and maintenance of
196
standards which were to be attached to the permits for the guidance of the permit
holders11.
The Public sector participation in passenger road transport service commenced
with the passing of Road Transport Corporations Act, 1950 under which a state
Government could establish a Road Transport Corporation for the whole or any
part of the state. It regarded that it would offer advantages to the public, trade and
industry by the development of road transport. It would also help to coordinate the
road transport with any other form of transport. Finally, it would promote the
desirability of extending and improving the facilities for road transport in any area
for providing an efficient and economical system of road transport service12.
The Motor Vehicle (Amendment) Act, 1956 provided relief to the motor
transport industry and the following were considered as important amendments in
the Act. It also provided that an Inter-State Transport Commission was to be set up
to look after the development, coordination and regulation of inter-state transport
service. It also stated to bring about uniformity in road service throughout the
country. The period of validity of permits was fixed for Five years. The Act
provided priorities in grant of permits to cooperative societies and to those who had
been holding permits previously. It stipulated that the Chairman of State Transport
Authority should have judicial experience13. The Committee on Transport Policy
and Coordination in 1986 stated that the significance of the transport sector lies not
only in the specific service it renders but even more in the unifying and integrating
the influence it exerts upon the economy, enhancing productivity, widening the
market, stimulate economic activity and bringing village, town and the remote area
closer to one another.
11
Ibid., p. 41.
Road Transport Corporation Act 1950, Government of India, New Delhi, 1954, p.12.
13
Government of India, Final Report of the Committee on Transport Policy and Co ordination,
Planning Commission, New Delhi, 1986, p. 312.
12
197
Classification of the Roads
Tamil Nadu played an important role in the development of roads. The
Tamil classic, Silappathikaram makes a reference to roads in the district which is
supposed to be the earliest mention about it. It refers to these roads as leading from
Uraiyur, Capital of Cholas of Sangam Age to Madurai. One highway touched
Kodumbalur, one of the headquarter of the chieftains, which is now a hamlet of
Kolathur taluk near Viralimali in Pudhukkottai district. From this place, the
highway was formed into three routes. One route went to westwards a little further
west of Madurai from where one had to turn eastward to reach Madurai 14. The
middle road took itself straight down and was apparently the shortest route but
passed through a desert track. The third route was a slightly longer but smoother.
The credit for formulating schemes for the construction of roads should go to Rani
Mangammal, the widow of Chokkanathan, who was the Nayak of Madurai (16821689). She ordered to submit plans for a number of roads connecting various
regions and trade centres of her domain. The roads constructed during her reign
were planted with avenue trees where the travellers used to relax from the fiery sun.
When the East India Company brought Tiruchirappalli district under its fold in
1801, there were only a few roads fit for vehicular traffic15 .
The Indian roads are classificated into five categories for administrative
purpose, namely, National Highway, State Highway, Major District Roads, Other
District Roads and Village Roads.16 These roads link the capital of large states, big
cities and industrial centres, helping the country to strengthen border defenses and
connect the ports and roads of other countries situated on the border. The
responsibility for their construction, extension and maintenance of the roads mainly
rests with the Government. The Government of India has assumed responsibility
for the formation of the main arterial roads called “National Highways”. The
14
Nelson, Madurai Country, Madras, 1863, p.163.
Government of India, op.cit., p.312.
16
Birta, Economic Research Foundation, Performance of Perspective – Road and Road
Transport, Radiant Publisher, New Delhi, 2004, pp. 9-10.
15
198
Highways Department is in charge of National Highways, State roads and District
Board roads in the State and has been executing all works connected with the
maintenance of these roads.
The Government of India sanctioned a sum of
Rs.54.05 lakhs for the maintenance of National Highways during 1950-5117.
The State Highway roads connect all the important centres of trade, industry
and commerce with in a state and also those of other states or National Highways.
The responsibility for their construction and maintenance lies on the shoulders of
the State Government. 18 The major district roads connect important market and
centres of industries and railway stations. They also join with State or National
Highways. The responsibility of their maintenance lies on the District Boards. The
village roads are the main means of communication on the country side, linking one
village with the other or a group of villages. These Kutcha roads are filled with
mud and water during the rainy seasons which render the movement of vehicle
impossible. Their construction and maintenance is the responsibility of the village
administration.
Nationalisation of Transport
The year 1961 marked another mile stone in the progress of the State
Transport in Madras (renamed as Chennai). Firstly, 104 new buses were put on the
road. Secondly, the new routes in the City and Mofussil were opened and operated
more buses on all the bus routes, and thirdly, the city of Madras was connected to
the remote corners of the State by Luxury buses on long distance routes affording
necessary transports facilities to a large number of the travelling public besides
increasing the revenue of the State Transport. The increase in transport facilities
resulted in a corresponding increases in the total number of passengers carried from
1,566.3 lakhs to 1,836.5 lakhs in the year 1950-1955. There were 7 buses in the
17
18
M.S. A.R 1950-1951, Madras, 1952, p.196.
Ramanathan, Nationalised Road Services in Hyderabad, The Orient Publishing Company,
Madras, 1966, P.48.
199
long distance services at the beginning of 196119 and by the end of the year this was
increased to 13. Besides the regular special buses were operated in and around
Madras city on important fairs and festivals days without detriment to the normal
running of the scheduled services. Concessions were extended to the students and
cultural institutions. Reservation of seats in mafussil long distance and inter-state
routes continued to be made. For city travellers, season tickets were introduced on
18 city routes and 3 Suburban routes.20
In the year 1967, the Government of Madras decided to nationalise all routes
of 75 miles and above, both ordinary and express services, all routes radiating from
or terminating in Madras city irrespective of length and all routes in the
Kanniyakumari district including those which were radiating from or terminating in
that district. The Government also directed that all future development of the above
said routes should be done exclusively by the Tamil Nadu State Transport
Department.21
The several private operators had their share in providing transport facilities
to the public. In accordance with the nationalisation programme all routes touching
the Chennai city and all the routes in Kanniyakumari district were taken over by the
State Transport Department in a phased manner. The Government changed the
organization of transport administration in the State by establishing State Transport
Corporations with a view to manage the bus transport system in different areas
efficiently under the jurisdiction of the State Transport Department. The names of
the Corporations, the dates from which they started operating services and the area
of their jurisdiction are mentioned below22.
19
M.S.A.R.1960-61, Madras, 1962, p.92.
M.S.A.R.1962-63, Madras,1964, p.258.
21
Ibid., 1968-1969, p.236.
22
Tamil Nadu State Administration Report 1973, Madras, 1974, p.154.
20
200
Name of the
Corporation
Date from
which
originating
Service
Pallavan Transport
Corporation
Ltd.,
Area of
Operation
Remarks
Madras City and Started operation with the routes
01.01.1972
Chingalpattu
and
Madras
buses
and
other
assets
transferred from Tamil Nadu State
Trasport Department
Pandian Roadways
Corporation
Ltd.,
17.01.1972
Madurai
Madurai,
Started operation with the services
Ramanathapuram
etc taking over from the Southern
and
Tirunelveli Roadways Private Ltd., Madurai
Districts
under
the
Operations
Tamil
Nadu
Stage
Fleet
Carriages
(Acquisition) Act, 1971.
Cheran
Transport
Corporation
Ltd.,
Coimbatore
01.03.1972
and Started operation with the services
Nilgiris Districts
Pollachi
Bus Transport Private Ltd., Pollachi
Cholan Roadways
Corporation
Ltd.,
Tiruchirappalli,
01.03.1972
Kumbakonam
Thanjavur
South
Transport
Corporation
Salem
Ltd.,
Salem,
15.02.1973
Started operation with the services,
and acquired from Raman and Raman
Arcot Private Ltd. and Sri Ramavilas
Districts
Anna
etc, acquired from the Annamalais
Services Ltd., Kumbakonam
North Started operation with 45 services
Arcot
and and assets of State Transport
Dharmapuri
Department
in
Salem
and
Districts
Dharmapuri Districts. They have
been transferred to the corporation.
201
Cholan Roadways Corporation The Cholan Roadways Corporation was formed
on 1st March 1972, which operated buses on the following eight routes in
Tiruchirappalli.
Tiruchirappalli - Nagore
Tiruchirappalli – Velankanni
Tiruchirappalli – Nagappattinam
Tiruchirappalli – Karaikal
Tiruchirappalli – Mannarkudi
Tiruchirappalli – Pattukottai
Tiruchirappalli – Poombukar
Tiruchirappalli – Tiruvarur
Dheeran Chinnamalai Transport Corporation (DCTC)
The DCTC came into operated from 1 April 1985, bifurcating the Cholan
Roadways Corporation Limited 23 , by having headquarters at Tiruchirappalli. It
operated 724 buses in 103 routes, originating from one of the points in
Tiruchirappalli district. Since it had functioning, the buses of the corporation
carried 1277 lakh of passengers during 1985 – 1986, 1611.4 lakh during 1986 –
1987, 1834.3 lakh during 1987 – 88, 2141.2 lakh during 1988 – 89, 2470.6 lakh
during 1986 -90 and 2681.8 lakh during 1990 – 91. The annual income derived for
the period referred to above was Rs. 1918.84 lakh, Rs. 2462.45 lakh, Rs.3044.65
lakh, Rs.3509.72 lakh, Rs.4177.25 lakh and Rs.4877.08 lakh respectively. The
Corporation ran the following workshops to maintain their vehicles (in the places
23
Information Provided by the Managing Director, Dheeran Chinnamalai Transport Corporation,
Tiruchirappalli, Date :30.05.1990.quoted in Velmani, op.cit., p.774.
202
give
as
under):
Rackfort-I
Contonment,Tiruchirappalli
Deeran
Mofussil-1,
Chennamalai
Tiruchirappalli
Nagar,
Mofussil-
II,
Tiruchirappalli Mofussil–III, Manaparai, Karur (Town), Karur (Mofussil), Musiri,
Ariyalur, Jayankondam, Perambalur, Thuraiyur, R.C.Unit, Thuvakkudi and a Body
building Unit at Karur24.
Regional Transport Offices
As far as the Tiruchirappalli district is concerned the Transport department
maintains two regional offices one as Tiruchirappalli and the other at Karur 25. The
Tiruchirappalli Regional Office had its jurisdiction over Tiruchirappalli,
Manaparai, Lalgudi, Thuraiyur, Perambalur, Ariyalur and Udiyarpalam Taluks,
where as the Karur Office had jurisdiction over the taluk of Karur, Musiri and
Kulithalai. In order to facilitate the public to obtain driving licenses, to register the
motor vehicles, to pay tax and avail loans two unit offices one at Perambalur and
the other at Srirangam were started. The former had jurisdiction over Perambalur,
Ariyalur and Udiyarpalayam taluks and the latter had jurisdiction over the
Srirangam, Lalgudi and Thuraiyur taluks. The details of the number of vehicles
were allowed on the roads and the particulars of the collection of fees and tax
from the vehicles under the jurisdiction of Tiruchirappalli RTO in A.D.1991 are
furnished below.26
Particulars of Collection
Position of Vehicle
Route Bus
1. Public Sector
999
2. Private sector
475
3. Goods Carriages
7597
4. Contract Carriages
4665
5. Public Transport under taking
50
24
Ibid., p.778.
Ibid., p.775.
26
Velmani, K.S.K., op.cit., p.776.
25
203
Spare Bus
–
20
–
–
_
(Rupees in lakh)
749.89
478.09
564.77
76.00
3.78
Thus the State government policy towards the transport system particularly
the nationalisation of bus routes, several changes were occurred in the Road
transportation in Tiruchirappalli district.
(3)Rail Transport
The Indian Railways had modest beginnings in the year A.D. 1853 when the
first train undertook a journey at a distance of 22 miles from Bombay (Mumbai) to
Thana. The development of Indian Railways was very rapid and by 1900 there were
nearly 25,000 miles of railway lines connecting various places in the country.
Originally, the railways operated by private owned English man. The Government
gave certain concessions such as free grant of land and guarantee of a minimum
return on capital. There were criticisms and complaints against private ownership
and management. Hence in A.D. 1925, the British Government in India took over
the first railway company and gradually, other companies were also taken over by
1950. The Railways in the former princely states were also taken over by the
Government. The Indian Railways is the country‟s biggest nationalized enterprise,
and one of the largest railway systems of the world. After Independence, the
Railways are functioning under the Minister of Railways. For the administrative
convenience the Railway has been divided into divisions. The particulars of the
Railway Divisions and Headquarters during the year 1990-1991 are given below
Railway Divisions
Headquarters
Year
Central Railways
Bombay V.T
05.11.1951
Eastern Railways
Calcutta
01.08.1955
Northern Railways
New Delhi
04.04.1952
Northern Eastern Railways
Gorakpur
14.04.1955
North East Frontier Railways
Maligon
15.01.1958
Southern Railways
Madras
14.04.1951
South Central Railways
Secunderabad
02.10.1966
Westran Railways
Bombay(Church Gate)
05.11.1951
204
Details of the Railway lines and others from A.D. 1950-51 to 1990-91
Particular
1950-51
Route Length (km)
53,600
56200
59200
62810
390
750
3700
13770
1290
1600
2430
4410
93
156
197
442
8210
10620
111160
7429
of diesel
17
180
1170
4586
electric
72
130
600
2785
No of Coaches
19630
28440
35150
40000
No. of Wagons
206000
30800
384000
253000
of which Electrified (km)
Passenger
1960-61
1970-71
1990-91
Originating (in Million)
Goods
Originating
(inMillion tons)
No of Locomotives
Finances of the Indian Railways
Before 1924, Railway Finances formed the part of the Central Government
finances. But from 1924, the Railway Finances were separated from the general
finances of the Central Government. The general tax payer was given the status of a
share holder in the Railways, but in practice, the Central Government was the
Status of a shareholder in the Indian Railways. The finance of Railways in the
particular determined by Parliamentary Railway Convention Committees.
According to the Railway Convention 1950 the Government of India was entitled
to receive a guaranteed divident of 4% on the loan capital invested in the Railways.
The Railways would setup Railway Development Fund to finance the construction
of new lines which might be unremunerative, to provide increased passenger
amenities and to spend on labour welfare work. Besides the Railway would also
setup Railways Depreciation Fund to be used for replacement of Railway
equipment. The following table shows the Finances of the Indian Railways
205
Year
Total
Earnings
(Rs.in
crores)
Net
Earnings
(Rs.in
crores)
260
Total
Working
expense
(Rs.in
crores)
210
Surplus
(+) Deficit
(-)
50
Dividend to
general
Revenue
(Rs.in
crores)
30
1950-51
1960-61
460
370
90
60
+30
1970-71
1000
360
140
160
-20
1980-81
2620
2500
120
320
-200
1990-91
24,625
21000
3624
1507
+2.118
+20
Table gives a summary of the working of the Indian Railways since
Independence. The details of earnings, which included receipts from total traffic
earnings, earnings from the goods traffic and also other miscellaneous receipts
which increased from Rs. 260 crores in 1950-51, to Rs. 24,625 crores in 199091.Out of the net revenue, the Railways paid a dividend to the Government and this
is known as dividend to General Revenues. In 1950-51, the divident to General
Revenue was Rs. 30 cores, and in 1990-91 it increased to Rs. 1,507 crores. After
meeting all the expenses and also providing for dividend to general revenue, the
Railways used to have a surplus every year, right up to 1965 – 66. From 1966-67
onwards, however, Indian Railways entered an area of persistent deficits. Out of the
10 years ended 1975-76, only two years yielded surplus while the other eight years
showed deficits. In fact the Railways were unable to meet even their dividend
liability in certain years. When the Railway could not meet fully even the annual
dividend liability to the general exchequer, the shortfall was credited to a separate
deferred dividend liability.
206
Development of Railways in Tiruchirappalli:
Tiruchirappalli district is well served by the main line of the Southern
Railway which runs from Tiruchirappalli to Erode. The first line constructed by the
former Great Southern Indian Railway Company 27 and later the South Indian
Railway Company was the one from Nagapattinam to Erode through
Tiruchirappalli. The section from Nagapattinam to Tiruchirappalli fort was
constructed on the Standard guage and opened for traffic in March 186228, and the
line was opened up to Karur in July 1866 and as far as Erode in 1868. The meter
gauge line from Tiruchirappalli to Madurai was opened for traffic in September
1875, as part of the new mainline from Madras to Tuticorin. In the 1875, the
section of the old line between Nagapattinam and Tiruchirappalli was converted
into meter guage line. Along with the extension of the line from Tiruchirappalli to
Tuticorin in the South, the line was further extended from Thanjavur to Madras in
the North and completed by the end of 1878. The line form Madras to Tuticorin
was opended up for traffic from January 1879. 29 The 716 Kilometres long line,
passes through important places like Chengalpattu, Villupuram, Cudalore,
Chidambaram, Mayiladuthurai, Thanjavur, Tiruchirapplli and Madurai in several
stages further from Madurai to Manamadurai and Dhanuskodi in the east and
towards Tiruvanthapuram Central in the west. 30 Two more long distance trains
introduced, passed through Tiruchirappalli junction one from Chennai to
Dhanushkodi popularly known as Boat mail, since it connected the steamer from
Dhanuskodi to Talaimanner, on the island of Srilanka and onwards to Colombo
covering a distance of 734 Kilometers it was officially named as the Indo-Ceylon
Express, the other known as Trivandrum Express started from Madras and
terminated at Tiruvananthapuram Central and covered a distance of 889
Kilometers.
27
Ramalingam, S., The Role of Southern Railway Employees Co-operative Credit
Society Ltd.,(Unpublished Ph.D. Thesis, Department of Economics), Bharathidasan University,
Tiruchirappalli, 2010, p.38.
28
Lewis Moore, op.cit., p.183.
29
Hemingway, F.R.,op.cit., p.183.
30
Lewis Moore, op.cit., p.267.
207
It was thought that the line between Tiruchirappallai and Villupuram via
Thajavur was little longer and hence alternative line with less distance was
proposed to intrados. As a result, the Chord lines from Villupuram to
Tiruchirappalli and from Tirucirappalli to Manamadurai were constructed in 1929
and 1930 respectively. The 178 Kilometers Chord line from Villuppuram to
Tiruchirappalli Junction reduced the distance from Madras to Tiruchirappalli from
401 Kilometers in the Main line (Via) Mayiladuthurai and Thanjavur, between
known as Main line, to 334km(Via) Virudhachalam and the 150km Chord line
from Tiruchirappalli Junciton to Manamadurai Junction reduced the distance from
333km (Via) Madurai to 279km (Via) Pudukkottai. The construction of the Chord
line between Villupuram and Tiruchirappalli encouraged the private entrepreneurs
to start several industries with the raw materials available in the area. This resulted
in the growth of several industries in the areas between these two stations.
Tiruchirappalli has now become an important railway junction on the Southern
Railway. By the end of year 1991, Tiruchirappalli connects Madras, Madurai,
Tuticorin, Tirunelveli, Tenkasi, Quilon, Thanjavur, Nagercoil, Nagapattinam and
Rameshwaram on the meter gague and Bangalore, Coimbatore, Cochin,
Kanniyakumari and Mangalore on the broad gauge.31 Various centres of the district
are inter connected by well knit railway system. The particulars regarding the
important Railway Stations transported from Tiruchirappalli district, from 198081to 1990-1991 are given below.
31
Census of India 1981, Tiruchirappalli District Census Hand Book, 1982, p.24.
208
Railway Stations in Tiruchirappalli District:
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
Solagampatti
Tondamanpatti
Tiruverumbur
Manjathidal
Golden Rock
Tiruchirappalli Junction
Kumaramangalam
Tondaiman Nallur
Keeranur
Narthamalai
Vellanur
Pungudi
Sannasipatti
Kolathur
Samudram
Manapparai
Chettiyappatti
Elangakurichi
Vaiyampatti
Kalpatti
Thangamapatti
Mathur
Sendurai
Ottakovil
Ariyalur
Sillkudi
Kallagam
Dalmiyapuram
Pullampadi
Kattur
Lalgudi
Mandurai
Valadi
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
209
Pichandar Kovil
Uttamarkovil
Srirangam
Tiruchirappalli Town
Ariyamangalam Halt
Palakarai
Fort
Kambarasampettai
Muttarasanallur
Mekkudi
Jiyapuram
Elamnur
Tiruparaithurai Halt
Pergamani
Sirugamani
Pettaivaithalai
Marudur
Kulithalai
Timmachipuram
Lalapettai
Mahadhanapuram
Sithalavai
Mayanur
Manavas
Viravakkiyam
Puliyur Halt
Sanappiratti
Karur
Murthipalayam
Pugalur
Noyyal
Idayar
Particulars of Goods Transferred from the Stations in Tiruchirappalli district during the year 1980-81(In Wagons)
Tiruchirappalli
Goods
Yard
Cauvery
(Sdg)
-
-
-
-
Foodgrains
2403
-
22
-
88
Fertilizers
4480
-
-
-
5
Cement
721
-
-
-
Salt
200
-
-
-
Sugar
100
-
-
-
Petrol
9777
-
-
-
Others
51174
106077
68855
56527
Commodities
Coal
Railway
Workshop
BHEL
Kallakudi
Palanganatham
(Dalmia Sdg)
3
12328
68827
105099
210
Kattur
28
Karur
Virarakkiyam
Ariyalur
48
39
-
-
14598
52847
-
106051 68816
Particulars of Goods Transferred from the Stations in Tiruchirappalli district during the year1981-82(In Wagons)
Tiruchirappalli
Commodities
Goods
Yard
Cauvery
Railway
(Sdg)
Workshop
BHEL
Kallakudi
Kattur
Karur
Virarakkiyam
Ariyalur
Palanganatham
(Dalmia Sdg)
Coal
-
-
Foodgrains
1603
-
Fertilizers
5634
-
Cement
470
-
Salt
107
-
Sugar
66
-
Petrol
11298
-
Others
71165
-
77
129688
90323
90333
211
75872
90333
12982
129888
90258
Particulars of Goods Transferred from the Stations in Tiruchirappalli district during the year 1982-83(In Wagons)
Tiruchirappalli
Commodities
Goods
Yard
Cauvery
Railway
(Sdg)
Workshop
BHEL
Kallakudi
Kattur
Karur
Virarakkiyam
Ariyalur
Palanganatham
(Dalmia Sdg)
Coal
15
-
-
-
-
-
-
-
Foodgrains
1
1
-
-
-
1
-
36
19
Fertilizers
4051
-
-
-
-
-
-
-
-
Cement
5293
-
-
-
-
-
-
-
70
Salt
1352
-
-
-
-
12347
-
-
-
Sugar
-
-
-
-
-
-
-
-
-
Petrol
205
-
-
-
-
-
-
-
-
Others
12080
-
-
-
-
-
-
-
-
212
Particulars of Goods Transferred from the Stations in Tiruchirappalli district during the year 1983-84(In Wagons)
Tiruchirappalli
Commodities
Goods
Yard
Cauvery
Railway
(Sdg)
Workshop
BHEL
Kallakudi
Kattur
Karur
Virarakkiyam
Ariyalur
Palanganatham
(Dalmia Sdg)
Coal
-
-
-
-
-
-
-
-
-
-
Foodgrains
5715
-
-
-
-
-
-
-
-
-
Fertilizers
5028
-
-
-
-
-
-
58
-
-
Cement
-
23
-
--
-
13974
-
-
-
101
Salt
7
-
-
-
-
-
-
-
-
-
Sugar
-
-
-
-
-
-
-
-
-
-
Petrol
12703
-
-
-
-
-
-
-
-
-
Others
75964 111277
98787
98787
98787
84813
98787
111243
111300
98666
213
Particulars of Goods Transferred from the Stations in Tiruchirappalli District during the year 1984-85 (In Wagons)
Tiruchirappalli
Commodities
Goods
Yard
Cauvery
Railway
(Sdg)
Workshop
BHEL
Kallakudi
Kattur
Karur
Virarakkiyam
Ariyalur
Palanganatham
(Dalmia Sdg)
Coal
586
-
-
-
-
-
-
-
-
-
Foodgrains
2650
-
-
-
-
-
-
27
-
-
Fertilizers
10386
-
-
-
-
-
-
-
-
-
Cement
25
-
-
-
-
16283
294
-
-
117
Salt
1
-
-
-
-
-
-
-
-
-
Sugar
1
--
-
-
-
-
-
-
-
-
Petrol
7727
-
--
-
-
-
-
-
-
-
Others
102949
124325
12325
108042
124031
120302
120329
124208
120329 124325
214
Particulars of Goods Transferred from the Stations in Tiruchirappalli District during the year 1985-86 (In Wagons)
Tiruchirappalli
Commodities
Goods
Yard
Cauvery
Railway
(Sdg)
Workshop
BHEL
Kallakudi
Kattur
Karur
Palanganatham
Virarakkiya
Ariyalur
m
(Dalmia Sdg)
Coal
-
-
-
-
-
-
-
-
-
Foodgrains
2097
-
-
-
-
-
38
-
-
Fertilizers
8509
-
-
-
-
-
25
-
-
Cement
1
-
-
-
11,865
4
-
-
-
Salt
-
-
-
-
-
-
-
-
-
Sugar
-
-
-
-
-
-
-
-
-
Petrol
7394
-
-
-
-
-
-
-
-
Others
1,00,132
1,37,798
1,18,133
1,18,133
1,06,268
1,18,129
1,37,735
1,37,798
1,18,133
215
Particulars of Goods Transferred from the Stations in Tiruchirappalli district during the year 1986-87 (In Wagons)
Tiruchirappalli
Commodities
Goods
Yard
Cauvery
Railway
(Sdg)
Workshop
BHEL
Kallakudi
Kattur
Karur
Virarakkiyam
Ariyalur
Palanganatham
(Dalmia Sdg)
Coal
-
35
-
-
-
-
-
-
-
Foodgrains
29
-
-
-
-
-
-
-
-
Fertilizers
5477
-
-
-
-
-
69
-
-
Cement
10412
-
-
-
11,411
-
-
-
-
Salt
-
-
-
-
-
-
-
-
-
Sugar
2
-
-
-
-
57
-
-
-
Petrol
7852
-
1
-
-
-
-
-
-
Others
1,10,339
1,22,710
1,34,064
1,24,405
1,24,405
1,33,914
1,24,469 1,34,120 1,34,121
216
Particulars of Goods Transferred from the Stations in Tiruchirappalli district during the year 1987-88 (In Wagons)
Tiruchirappalli
Cauvery
(Sdg)
Railway
Workshop
BHEL
Kallakudi
Palanganatham
(Dalmia Sdg)
Kattur
Karur
Virarakkiyam
Ariyalur
-
-
-
-
-
-
-
-
-
Foodgrains
4663
-
-
-
74
-
-
-
-
Fertilizers
7668
-
-
-
-
-
-
-
-
Cement
-
-
-
12,480
-
-
-
-
Salt
-
-
-
-
-
-
-
-
-
Sugar
-
-
-
-
-
128
-
-
-
Petrol
11,114
-
-
3
-
-
-
-
-
Others
72,466
1,24,503
95,9111
95,905
83,357
45,783
1,24,504
1,24,404
95,911
Commodities
Coal
Goods
Yard
3
217
Particulars of Goods Transferred from the Stations in Tiruchirappalli district during the year 1988-89 (In Wagons)
Tiruchirappalli
Commodities
Goods
Yard
Cauvery
Railway
(Sdg)
Workshop
BHEL
Kallakudi
Kattur
Karur
Virarakkiyam
Ariyalur
Palanganatham
(Dalmia Sdg)
Coal
3
181
-
-
-
-
-
-
-
Foodgrains
3583
-
8
-
-
-
1
-
-
Fertilizers
5743
-
-
-
-
-
-
-
-
Cement
256
-
-
3
13,369
-
-
-
-
Salt
2
-
-
-
-
-
-
-
-
Sugar
-
-
-
-
-
-
-
-
-
Petrol
12,161
-
-
3
-
-
-
-
-
Others
1,00,206
1,17,585
1,30,921
1,12,489
1,12,428
1,30,95
1,12,241 1,30,946 1,30,952
218
Particulars of Goods Transferred from the Stations in Tiruchirappalli district during the year 1989-90 (In Wagons)
Tiruchirappalli
Commodities
Goods
Yard
Cauvery
Railway
(Sdg)
Workshop
BHEL
Kallakudi
Kattur
Karur
Virarakkiyam
Ariyalur
Palanganatham
(Dalmia Sdg)
Coal
-
-
-
-
-
-
-
-
-
Foodgrains
-
-
-
-
-
-
1
-
-
Fertilizers
11,493
-
-
-
-
-
-
-
-
-
-
-
-
12,462
45
-
-
-
-
-
-
-
-
-
-
-
Cement
Salt
-
Sugar
575
-
-
-
-
33
-
-
33
Petrol
1,21,480
-
-
-
-
-
-
-
-
Others
1,00,206
1,01,922
1,47,302
1,47,302
1,47,302
1,01,922
1,47,269
219
1,34,840 1,47,224
Particulars of Goods Transferred from the Stations in Tiruchirappalli district during the year 1990-91 (In Wagons)
Tiruchirappalli
Cauvery
(Sdg)
Railway
Workshop
BHEL
Kallakudi
Palanganatham
(Dalmia Sdg)
Kattur
Karur
Virarakkiyam
Ariyalur
-
-
-
-
-
-
-
-
-
Foodgrains
2470
-
-
-
-
-
-
-
Fertilizers
10,632
-
-
-
-
-
-
-
-
Cement
-
-
-
9,737
-
-
-
-
Salt
3
-
-
-
-
-
3
-
-
Sugar
-
-
-
-
-
-
-
-
Petrol
12,536
-
-
-
-
-
-
-
-
5,240
198
207
5,905
35
30,881
1
198
112
Commodities
Coal
Others
Goods
Yard
13
Sources: Information Provided on the Commercial Officer, Southern Railway, Chennai.
220
-
Thus the railways play an important role in the transportation of foodgrains
particularly paddy, cement and fertilizers produced in Tiruchirappalli region to other
places.
(4)Airport in Tiruchirappalli
An Airport is a location where aircraft such as fixed-wing, aircraft, helicopters
and blimps take off and land off. An airport consists of at least one surface such as a
runway and a helipad, or water for take offs and landings, and often includes buildings
such as control towers, hangars and terminal buildings. Larger airports may have fixed
base operator services, seaplane docks and ramps, air traffic control, passenger
facilities such as restaurants and lounges, and emergency services. A military airport
is known as an airbase or air station. The terms aerodrome, airfield and airstrip may
also be used to refer to airports and the terms heliport, seaplane base and stolport refer
to airports dedicated exclusively to helicopters, sea plans or short take-off and landing
aircraft. India has several airports that cater to national and international flights. A
mysriad of travelers and tourists take benefit of these facilities. There are a total of 20
International Airports and many domestic Airports in India. The important
Departments in the Airport are Air Traffic Service, Apron Control, Airport Customs,
Airport Immigration, Security services, Rescue and Fire fighting service, Office of
Airport Manager, Medical services, Airlines, Transportation Authority, Post and
Telegraph, Office of the Controller of Airworthiest, Area control centre, Oil
companies, Duty free shop, Public Call Office and Cargo handling sections. Airport
Authority of India (AAI) administers the airports throughout the country. Airport
Authority came into being on 1st April 1995, which comprises International as well as
domestic airports in India. To accelerate the integrated progress extension and
modernization of the amenities of airport that meets the needs of the International
standard is the objective of the Airport Authority of India.
221
There are a few airports in Tamil Nadu and are located across various regions
of the state. Airport in Tamil Nadu includes both the domestic and international
airports. Among the Airports in Tamil Nadu, the International Airport at
Meenambakkam in Chennai is the biggest one. This airport is connected to 19
countries and has more than 169 direct flights every week. This airport is also the third
largest airports in India after Mumbai and Delhi and has registered a passenger growth
of 18%. This airport is also the main air hop of South India and handled more than 15
million passengers in the year1990-91. Besides being a busy airport it is also an
important cargo terminus. This airport is also the hop for premier airlines like Air
Deccan, Air Sahara, Jet Lite and Air India. The amount of cargo and air traffic that
has handled through this airport made it an integral part of Tamil Nadu travel. The
airport was also final destination of Air India, first flight from Bombay via Belgam in
1954. The passenger terminal of the airport was built at the north east side of the
airfield, which lies in the suburb of Meenambakkam Airport. The airport has a new
terminal complex located to the south of Pallavaram while the old terminal is used as
a cargo terminal for the courier companies. The other Airports in Tamil Nadu are at
Coimbatore, Tiruchirappalli and Madurai.
Tiruchirappalli has an international airport which is the second largest airport
in Tamil Nadu. This Airport is located on the NH 210 Tiruchirappalli to Rameswaram
Highway. This Airport serves domestic and international destinations. This airport
was built by the British during World War II in order to operate the British Air force
during the war. Subsequently this airport was given permission for civilian operations
and the actual passenger traffic started in the early 1980. Air Lanka started its
operations in 1981 with a weekly flight to Colombo and subsequently it was increased
to 11 flights a week. Indian Airlines started its operations to Chennai and Mid-East
countries in 1990. The Air Ceylon (Sri Lankan Airlines) operation started in late 1940
while Indian Airlines service started before 1980. Both the Airlines connected
Tiruchirappalli- Colombo and Jaffna. The details of the Domestic Carrier and
International Carrier are given below.
222
DomesticCarrier
Destination
Air – India Express
Chennai
Kingfisher Airlines
Chennai
Paramount Airways
Chennai
International Carrier
Destination
Air Asia
Kuala Lampur
Sri Lankan Airlines
Colombo
Air India Express
Singapore
Abu-Dhabi
Dubai
Mihin Lanka
Colombo
Air Arabia
Sharjah
Silk Air
Singapore
5. Economic aspect of the Transport
In a large country like India transport plays a vital role. The development of
transport in Tiruchirappalli region helps for conveyance of persons and goods from
one place to another place. Transport forms one of the major factors to strengthen the
economic as well as the commercial progress of this region. The Road transport and
the Rail transport remain as backbone for the development of the Cement industry,
Sugar industry, and Heavy electrical industries. Besides availing the road transport, all
the cement industries and BHEL are connected with railway lines erected at the cost
of its own. The development of transport also provides the employment opportunity to
223
a large number of workers who were attached to each industry. Most of the medium
scale industries and the cottage industries are linked with the road transport.
The economic development of Tiruchirapalli region mainly depends on its
agrarian economy. The agricultural products such as paddy, cotton, banana, korai,
tobacco and sugarcane were grown in various parts of Tiruchirappalli. The tobacco
which was grown in the district is sent to various parts of the state. Some quality
tobacco utilized for making cheroots which were exported to various places of India
and abroad as well and thereby it earned a good reputation. The sugarcane is grown
along the banks of the Cauvery and plain areas. The five sugar factories located at
Iraiyalur, Pettavaithalai, Perambalur, Karur and Kattur in Tiruchirapallai district were
fed by sugarcane grown in this region. Considerable trade in cotton fabrics occurred
due to the development of transport. Valuable cloths of various kinds made of mixed
silk and cotton were produced in the district on a large scale. Woraiyur, Poovalur and
Thiruvappur were noted for fine varieties of Kodambakkam, Bumbler and high count
cotton sarees. Besides the articles manufactured in Karur
including bed- sheets,
towels, checks, napkins, carpets, long cloth, towels bed- sheets, pillow- covers and
napkins have earned a wide reputation in Indian and foreign markets. Woollen carpets
were made at Ranjangudi and Muruhur in Musiri were once famous for trade. Mats
made of korai grass was produced in a large quantity in many villages in the low lands
of this district. The chief centres of trade in mats were Woraiyur, Pettavaithalai,
Talakkodi, Kattalai, Karambakudi and Unniyur. They were exported to Thanjavur,
Madurai, Tirunelveli and other places in India. The Korai grass was chiefly grown on
the local padugais. Manapparai had earned a very good reputation for the manufacture
of agricultural instruments like spades, kondalam and plough shovels. These tools
were sent to Coimbatore, Salem and other district of the state for marketing. The chief
exports from Tiruchirappalli district were paddy, cotton, groundnut, plantains,
coconuts, betel-leaf, cotton lunges, cotton fabrics both fine and coarse, mates, baskets,
bangles, tanned-skin and castor-oil. The most important imports were good cloth of
silk and cotton for men and women, carpets, household vessels, raw hides, bangles,
glassware and ploughing cattle. Tiruchirappalli town was an important centre of all
trades in the district. The surplus products after meeting the local needs were brought
224
to the Gandhi Market where there were wholesalers and retailers. Ariyalur was an
exporting centre for chillies and coriander. Manaparai was another centre for chillies,
tamarind and blackgram. Thuraiyur was also noted for chillies and Coriander. Baked
bricks were largely manufactured in Kulithalai and Lalgudi areas which were
marketed to all places in the state through dealers in Karur, Mayanur and
Tiruchirappalli. Kattupputhur and Thottiyam were noted for export of plantains. They
were taken by lorry loads and sometimes by rail to Chennai, Bangalore, Bombay,
Kerala and other places. Betel leaf was transported mainly from Pugalur
Vedichipalayam, Thottiyam and Lalapettai by lorries as well as by rail to distant
places like Nagpur, Bombay and Culcutta. With the exception of jaggery which passes
direct to the wholesale from the producers and then to the retail market in various
places in the district almost all other commodities came to the local retail market and
from there to various small markets in the districts.
Transportation also helps for the movement of the workers and labourers
especially the agricultural labourers and contract labourers to the places where the
works were available. During the year 1991 the labourers preferred to travel by bus
because the train fair was higher than bus fair. The comparative fair for Bus and Train
in 1991 is given below.
From - To
Bus fair (Rs)
Train fair (Rs)
Second class (ordinary)
Tiruchirappalli – Karur
15
24
Tiruchirappalli – Kulithalai
7
13
Tiruchirappalli – Manaparai
7
11
Tiruchirappalli – Dindugal
16
22
Tiruchirappalli – Pudukkottai
6
12
Tiruchirappalli – Thanjavur
7
12
225
Thus the transport plays an important role in the transformation of the economy
of the Tiruchirappalli region. The transports help for the movement of the goods and
passengers and ultimately contribute for the economic growth of this region. The
ordinary unorganized labourers preferred to travel by the cheap mode of transport
system.
226