EFFECT OF URBANISATION ON URBAN

FRINGES
CASESTUDY:RAIPUR,CHHATISGARH

SUBMITTED BY:
PALLAVI AGARWAL
M.EKISTICS(III SEM)

URBANIZATION -AN INTRODUCTION:

Urbanisation or Urban Drift is the physical growth of urban areas as a result of global
change. Urbanization is also defined by the United Nations as movement of people from rural to

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urban areas with population growth equating to urban migration. Rural to Urban migration is a
response to diverse economic opportunities across space.

The study of urbanisation has evinced interest from a wide range of experts. The
multidisciplinary gamut of the subject invokes the interest from ecologists, to urban planners and
civil engineers, to sociologists, to administrators and policy makers, and finally the common
man. This is because of the multitude of activities and processes that take place in the urban
ecosystems everyday. Urban ecosystems are the consequence of the intrinsic nature of humans as
social beings to live together. Thus when the early humans evolved they settled on the banks of
the rivers that dawned the advent of civilisations. An inadvertent increase in the population
complimented with creativity, humans were able to invent wheel and light fire, created
settlements and started lived in forests too. Gradually, with the development of their
communication skills by the form of languages through speech and script, the humans effectively
utilised this to make enormous progress in their life styles. All this eventually led to the initial
human settlements into villages, towns and then into cities. In the process humans now live in
complex ecosystems called urban ecosystems.

An unprecedented population growth and migration, an increased urban population and

urbanisation are inadvertent. More and more towns and cities bloomed with a change in the land
use along the myriad of landscapes and ecosystems found on earth. Today, humans can boast of
living under a wide range of climatic and environmental conditions. This has further led to
humans contributing the urban centres at almost every corner of the earth. These urban
ecosystems are a consequence of urbanisation through rapid industrial centres and blooming up
of residential colonies, also became hub of economic, social, cultural, and political activities.

Historically it has played a significant role in the urbanization process of several countries and
continues to be significant in scale, even though migration rates have slowed down in some
countries (Lall, Selod and Shalizi, 2006). In India, though rural-urban migration has been found
to be modest (accounting for around 30 per cent of the total urban growth), in the context of
urban poverty, urban slums and informal sector employment a great deal has been talked in

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reference to rural-urban population mobility. In other words, much of the urban ills are attributed
to the rural-spills.

Population in the urban areas expands due to the following three factors:
• natural growth of population
• rural to urban migration and
• reclassification of rural areas as urban in course of time.

Around two-fifth of the total urban growth in the Third World is accounted by the rural-to-urban
migration (Gugler, 1988).

With a significant fall in the mortality rate, the natural growth of urban population has grown at a
high level thus raising the long run supply of labour substantially. In fact, in developing
countries the natural growth of urban population is not significantly lower than its rural
counterpart although fertility rate declined considerably in most of the developed countries
because of significant changes in the socio-economic life styles of the urban population. In the
Indian case although the urban birth and death rates are found to be much lower than their rural
counterparts for the periods 1971-80 and 1981-89, the urban rates of natural increase were only
marginally lower than the rural rates. As can be seen from Table 1 much of the urban growth
continues to be due to natural growth of population. Even during 1991-2001 natural growth
played a major role in stepping up the urban growth. However, around one-fifth of the urban
growth is accounted by rural to urban net migration. There was a continuous rise in the
contribution of net migration to total urban growth since the sixties though between 1991 and
2001 there has been a slight decline in the rate compared to the previous decade (Table 1).

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URBANISATION AND URBAN SPRAWL

‘Urban sprawl is the growth of a metropolitan area through the process of scattered
development of miscellaneous types of land use in isolated locations on the fringe, followed by
the gradual filling-in of the intervening spaces with similar uses’.
Urban sprawl, and the economic and regulatory systems which create it, not only produce an
inefficient and unpleasant environment on the urban fringe, but adversely affect the inner city
and the rural areas as well. (Bosselman, 1968)

Urban sprawl is a worldwide phenomenon. In developed countries about 3,000 sq Km area of

agricultural land is covered every year by urban growth. Japan has lost about 7.3 percent of its
agricultural land to buildings and roads. European countries like Norway and the Netherlands
have lost 1.6 percent and 4.3 percent respectively. (O.E.C.D. 1979). Similarly Allen, (1980)
reported that the U.S.A. and Canada have lost 4,800 Sq km. of prime cropland under roads,
building and reservoirs and other non-farm uses. In India also 180,000 sq km (5.5 percent of the
total area) is under other non-agricultural uses, which only includes land under industrial uses,
residential, commercial, transportation and vacant land.

Deshpande (1992) has recognized the process of urban sprawl like the “floating water” which
occupies every place available for its spread. Prakash (1985) has identified sprawl as “haphazard

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physical explosion”, while Markedly has described it as not only “haphazard” but as “disorderly
and discontinuous development”.

According to the Oxford Dictionary, the word sprawl is defined as ‘to spread out or stretch out
(something) in a wide or straggling manner’. Longman Dictionary of Contemporary English
defines sprawl as follows: ‘ To stretch out awkwardly or to spread ungracefully, e.g., the city
sprawls for miles in each direction’. Awkard and irregular spatial growth of a town or city
mainly due to increase in population can be termed as urban sprawl. Hence, any area, which is
under the jurisdiction of a municipal corporation, cantonment, or any notified town, and exceeds
its administrative boundary and grows outward without any check, is considered to be a sprawl.
The area, which the increasing population occupies, will indicate the nature and type of sprawl

In India, with an unprecedented population growth and migration, an increased urban population
and urbanisation is inadvertent. More and more towns and cities are blooming with a change in
the land use along the highways and in the immediate vicinity of the city. This dispersed
development outside of compact urban and village centres along highways and in rural
countryside is defined as sprawl (Theobald, 2001). Urbanisation is a form of metropolitan
growth that is a response to often bewildering sets of economic, social, and political forces and to
the physical geography of an area.

Some of the causes of the sprawl include - population growth, economy, patterns of
infrastructure initiatives like the construction of roads and the provision of infrastructure using
public money encouraging development. The direct implication of such urban sprawl is the
change in land use and land cover of the region.

Sprawl generally infers to some type of development with impacts such as loss of agricultural
land, open space, and ecologically sensitive habitats. Also, sometimes sprawl is equated with
growth of town or city (radial spread). In simpler words, as population increases in an area or a
city, the boundary of the city expands to accommodate the growth; this expansion is considered
as sprawl. Usually sprawls take place on the urban fringe, at the edge of an urban area or along
the highways.

Causes of urban sprawl

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Conditions favorable to urban sprawl can be identified as follows:
• lower land price compared to developed areas of the main city
• availability of un-built agricultural land
• high rate of urbanization and rapid development activities
• availability of some municipal services in mixed development without paying for it
• less control on urban development being located outside the urban limit
• lower taxes on industries
• influence of speculators on the agricultural land owners for selling land to developers
• high rate of urbanization
• results of failure to match demand of urban infrastructure and services

Benefits of the rural-urban fringe for economic developments:

Urban Sprawl - forms, patterns, types.

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Sprawl development consists of three basic basic spatial forms:

1. Low density sprawl:

It is the consumptive use of land for urban purposes along the margins of existing
metropolitan areas.This type of sprawl is supported by piecemeal extensions of basic
urban infrastructures such as water ,sewer ,power and roads.

2. Ribbon:

It is development that follows major transportation corridors outwad from urban

cores.Lands adjacent to corridors are developed ,but those without direct access remain in
rural uses/covers.Over time these nearby “raw” lands maybe converted to urban uses as
land values increase and infrastructure is extended perpendicularly from major roads and
lines.

3. Leap frog development:

It is a discontinuous pattern of urbanization ,with patches of developed lands that are

widely separated from each other and from the boundaries ,albeit blurred in cases ,of
recognized urbanized areas. This form of development is the most costly with respect to
providing urban services such as water and sewerage.

Characteristics and Effect of Urban Sprawl

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Raipur is the State Capital of Chhattisgarh. Raipur Municipal Corporation is the core town
forming Raipur Standard Urban Area. It is situated in Raipur tehsil of Raipur district with a
population of 6,05131 (2001). It is observed that it urban area has extended to 64.29 sq. km in
2001 from 25.17 sq. km in 1971. The change in areal extend of the municipal corporation of
Raipur has come due to the inclusion of the part of the eight villages viz Mathpurena (0.01 sq.
km), Mowa (2.00 sq km), Bhanpur (1.20 sq km), Amlidih (1.50 sq .km), Labandih (2.00 sq km),
Telibandha (2.00 sq km), Khamtari (0.30 sq k.m.) and Tatibandh (0.25 sq. km) vide Govt. of
Madhya Pradesh, Notification dated 21st Feb 1977. This areal extension has been incorporated in
the census record of 1981.It clearly indicates that a portion of eight villages had, in fact, been
merged with the city and had become a part of the expanding urban sprawl. Number of town’s
has also increased from 3 in 1971 to 20 in 1991. The changes in composition of main workers
were also alarming. The percentages of persons engaged in primary activities are 16 percent, 8.9
percent and 4 percent in the census years 1971,1981,1991 respectively. The figures for secondary
activities for corresponding years were 20 percent, 29 percent and 32 percent while in territory
activity 65 percent, 63 percent and 68 percent people were engaged in the same census years.
Raipur being such an urban center has recently got the administrative function of the state
capital. Hence, expanding very fast in almost all directions.

Aim And Objectives

The basic aim and objectives of the study is to examine the process of urban sprawl and
transformations of occupational pattern. In order to understand their processes, causes and
consequences the following aims and objectives of the study are outlined:

1. To identify the process of sprawl (1971-2001)

2. To analyse the relationship between urban sprawl and emerging land use pattern in
Raipur city
3. To probe into the relationship between urban sprawl and the socio-economic
transformations of dwellers of the City.
4. To suggest suitable planning measures to counter the undesirable consequences of urban
sprawl on the city’s land use.
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Hypothesis

The rate, type and direction of urban sprawl is governed by the spatial pattern of urban activities.

Study Area

Raipur M.C. (Municipal Corporation) is the core town forming Raipur S.U. A. (Standard Urban
Area) situated in Raipur tehsil of Raipur district. The study area extends between 21012'N to
21018'N Latitudes and 81033' to 81041'E Longitudes. As such it covers above 6' latitude and 8'
longitude with an area of about 64.29 sq km . The average elevation is about 295 mtrs above
mean sea level. The city occupies the northwestern part of Raipur district. Raipur City is situated
in the fertile plains of Chhattisgarh region .It is located on eastern plateau region of Mahanadi
basin (sedimentary), This region has undulating plateau with mounds and valleys. .Raipur is
located in fertile valley of river Kharun. River Kharun is the principal river of this City, which is
a tributary of Mahanadi. It rises about 13kms to the west of Raipur City forming the boundary
between the districts of Raipur and Durg. The city is well drained and moderately permeable.
The whole of Raipur city is part of the open Chhatishgarh plain, which is thickly populated and
closely cultivated. Ground water table is about 10 m above. This region is gently sloppy (3-8 %
slope) with moderate erosion and normal relief Parent material is limestone and shale, which
have moderate water holding capacity.

The climate of this region is characterized by a hot dry summer and well distributed rains in the
monsoon seasons. The cold season commences from December and lasts till the end of
February .The hot season follows thereafter and continues till about the second week of June.
The southwest monsoon season is from middle of June to the end of September. October and
November constitutes the post monsoon season. The temperature is 46?C in summer and fall to
8?C in winter. The area receives an average rainfall of 1400 mm.

Total population of Raipur city, according to 2001 census, is 6,05131persons but the decadal
population growth marked quiet uneven pattern varying from 10.03 percent during 1901-1911 to
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47.35 percent in 1961-71 and 51.13 percent in 1991-2001. The sex ratio for Chhattisgarh
according to the 2001 census is 990, which is very high when compared to most other regions of
India. Except for Kerala, the new state of Chhattisgarh has a higher sex ratio than all other states.
The sex ratio of population was recorded as 921 in 1971, which has increased from 925 in the
2001 census. The average level of literacy of the town has arisen to 82.42 percent in 2001 from
73.79 percent Work participation rate of Raipur town was 29.66 percent in 1991. In 1971,1981
and 1991 the total number of persons engaged in Cultivation activities were 1833, 2588 and 2333
respectively. Whereas agricultural labours were 1121, 2651 and 2727 for the same census years.
Household industries (manufacturing, processing. servicing and repair) has engaged 2067, 2032
and 2472 while other activities their were 7117, 93983 and 20961persons respectively for the
same census years.

Industrial development in this district is mainly because of availability of wide spread minerals,
coal, electricity and cheap labour . There are large deposits of limestone used for cement
production. The largest proportion of land use in the city is the residential i.e. 55.78 percent. This
is followed by transport and communication (12.51percent), public and semi-public, (12.43
percent), industrial (12 percent), commercial (4.97 percent) and recreational (2.36 percent)
purpose. Number of occupied residential houses increased from 59,219 in 1971 to 77340 in
1991.

Urban Sprawl In Raipur City

The problems created by the haphazard and unrestricted growth of city creates several problems
like unhygienic slums, polluted environment, pattern less development of residential, industrial
and commercial areas resulting in traffic bottle necks and many other problems, all known and
felt by the residents of the city. A particular process leads to a particular pattern. In turn the
process itself is dependent on several factors like the history of the region, its site and situation,
the social customs, the population, the administration and so on and so forth. An insight into the
problems created by the haphazard growth of a city can be gauged from all these different
variables and pertains to specific academic fields.

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In the present study the spatial growth of the city has been discussed with a focus on dynamics of
land use and occupational transformation. The firm believes, that the demographic pressure is the
main cause for expansion (sprawl) of the town has prompted an urge to correlate the population
with the spatial expansion.

Population acts on land through a spectrum of activities, which can broadly be classified as
agricultural, commercial, industrial, transportation and administration etc. Needless to say that
the amenities and daily needs of individuals have a prominent impact on urban growth. The
factors like, rugged topography, water barriers such as oceans, seas, rivers etc., control the
sprawl of the city. The urban process, especially in the developing countries are the result of a
very complex system with varied and numerous elements acting in two different directions, one
in the direction which provides the ways for growth and leads to engulfment of the surrounding
areas and the other which retards and check the expansion.

Delineation of Sprawl

As the concept of the sprawl is complex and complicated, its delimitation is even more
complicated. It requires a multi- point data. The oldest possible data is taken as the base and
successive expansion are superimposed in chronological order. . However, there are many
studies to demarcate the limits of urban sprawl or rural urban fringe. Sinha (1980) in his study
delineated the fringe area of Patna on the basis of four factors like time taken to reach the
administrative (M.C.) boundary, number of daily commuters come in all seasons, milk and
vegetable supply to city from surrounding areas, and easy accessibility to city.

Sirvastava and Ramachandran (1974) demarcate the fringe of Delhi and worked out a STAGE
MODEL depicting various stage of which village around a metropolis may pass through and
ultimately is urbanized. They have suggested heterogeneous factors that are responsible for
formation of fringe in Delhi.

Deshpande (1973) in his study on urban sprawl has adopted a quantified technique for the
delimitation of urban sprawl. It is based on certain observations, like the built up land at the
fringe of the city which is not apart by more than 0.5 km from suburban milk booths. To
establish this fact an exercise is carried out and this distance is arrived at by walking from milk
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booths at fringe to the last house up to 0.5 kms radial distance. If there was any house found
within this distance the ride was extended to by another 0.5 km. However, there were very few
cases where the house (built up land) was found beyond 1-km radius. Hence, a distance of 0.5
km between the two nearest built up area is incorporated into the main built up land. Any area,
which is beyond 0.5 km distance, has been omitted. Hence, standardization has been achieved in
the delineation of the urban areas to identify the sprawl that makes the study of urban growth a
little more precise, and it eliminates the undesirable human bias. Here after the distance that
separates an urban area from its fringe will be termed as sprawl limit.

In the present study the city is delimited by super imposition of series of maps from 1971 to
2001. It is covering several important factors like villages merged in the city in different period
of time, build up area, process of urban sprawl, changing occupational structures, sites for
industrial establishments and the limits of the essential services etc.

Determinants Of Urban Sprawl

It is observed that the rate, at which a particular area grows i.e. sprawls, is not uniform both in
time and space. There are several factors, which governs the growth rate and are also responsible
for the growth to continue in a particular direction. The “traffic nodes” are assumed to be the
most important factor for the beginning of settlements, which continue to grow with the passage
of time. Hence, transportation in general is the most important factors in governing the type and
rate of growth of the urban areas. The impetus, generated due to the installation of
any “industry” is the next important factor in the growth of the city. With the establishment of
the industry, population is attracted from various directions in search of economic opportunities.
Tertiary activities like services, commercial and other activities follow it, and the area grows
larger. Here transportation gives the direction but the impact of industrialization is strong which
generates the faster growth of the city, than transportation. As the area develops, commercial
centres and services come up to specialize in particular functions. Hence, “commercial
activity” becomes the third important factor after transportation and industry in influencing the
type and direction of growth of urban areas. The physical factors of the region like rivers, plains,
hills etc traditionally were the most important factors for determining the direction of growth of a
city but in present era when technology has immensely improved, this factor are not considered
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to be a constraint, yet it has been placed as the fourth important factor which influences the
growth of the city. By and large, the urban sprawl is characterized with the unlimited outward
extension, low density residential and commercial settlements, leapfrog development,
fragmentation of powers over land use among many small localities, dominance of transportation
by private automotive vehicles, no centralized planning or control of land uses, widespread strip
commercial development, great fiscal disparities among localities, segregation of types of land
uses in different zones, reliance mainly on the trickle- down or filtering process to provide
housing to low income household, limited meaningful consumer choices about where and how to
live, segregates housing, stores and work place from one another and decrease social and civic
interaction and support, short gain over long term public benefits. Raipur sprawl process is very
rapid because of location of Durg and Bhillai Industrial area within 30 k.m, Industrial growth
centre, city centre, airport and railway network.

The effect of sprawls may lead to loss of open space, increased cost of infrastructure, loss of
rural character, farms and forest land, community character, urban population to non urban areas,
urban decay and increase energy consumption, water pollution, air pollution increased time in
traffic/ vehicle miles traveled, increased in house starts and building permits.

Types Of Sprawl

Urban sprawl may be classified on various bases both qualitative as well as quantitative. In the
present study the urban sprawl of the Raipur city is mainly classified qualitatively on the basis
of: (a) the geometry of growth, (b) density of built up land (c) involvement of nature or man and
(d) spilled out of built up area with respect to administrative boundary. A brief account of these
is given here and attempt has been made to show four types of urban sprawl in Raipur city.

1. Depending upon the geometry of growth it is divide into two types linear and non-
linear. :

In the linear type of sprawl the growth of built up land is in a ribbon like fashion as seen along
the transportation arteries, rivers, canals etc. Linear- continuous sprawl is identified along the
National highway No-6 from Nagpur to Mahasamund and state highway from Bilaspur to
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Dhamtari. The non-linear type could be of any shape. Within this category one can find regular
or perfect geometrical shape of towns, which are planned. This later category is more common.
In the non-linear category the central business district (C.B.D.) is clearly defined, whereas in the
linear type the C.B.D. is not clear, as the geometric center of this type is difficult to identify.

2. Depending upon the density of build- up land a sprawl can be divided into two types
nucleated/continuous and scattered/non continuous.

In the nucleated sprawl there is no break in built up extension of land i.e. the continuity is present
without any gap. As per this study the gap between the two adjacent built up land is zero.
Hypothetically, there do not exist any break-up between two houses. This already has been
defined as the sprawl limit. Nucleated is identified in the city towards the center. In non-
nucleated/scattered/non-continuous sprawl, the sprawl limit is not zero but however, it cannot
exceed 0.5 kms as per the norms set for in this study. This type of sprawl is also referred to as a
“leap frogging” type. Which is identified in the southwestern region of Atari and non- nucleated
(non-continuous) towards the southeastern region near Amlidih.

3. Depending upon the involvement of nature or man, a sprawl can be divided into two
types natural and imposed.

Natural sprawl is that which grows freely like an organism. The only control is natural features
like mountains, sea, rivers, plains etc. As for example Mumbai and Chennai cities are facing
obstruction for growth on one side by the presence of seas. Imposed type of sprawl refers to the
growth of the town due to the intervention of man i.e the planning of town example Chandigarh,
Gandhi Nagar.

4. Depending upon the spill out of built up area with respect to the administrative
boundary of that region a sprawl can be divided into two types-over bound and
under bound.

Over bound sprawl is that which crosses the administrative boundary. e.g. Raipur with respect to
the Raipur M.C. as per 1991.Underbound sprawl does not cross the administrative boundary
during its growth. However, in this case it may be possible that the administrative boundary is
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expanded to accommodate the sprawling of the town or city. The high-rise building can be
termed as vertical sprawl.

Process Of Urban Sprawl Of Raipur City

The first settlement of Raipur city was the Raipura village, near Mahadev ghat on the bank of
Kharun River. The second one came up close by at Purani Basti and the third settlement emerged
as Budhapara along the Budha talab , which served as the major source of water for the people.
Contrary to the present postion, during the beging of the 9th century the town has considerably
expanded more towards south and west , and extended right up to Mahadev ghat .

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In 1825 the Britishers colonel Agnew laid down the main street of the town known as Bensley
Road and approved the construction of houses and shops in a planned manner .At the same time
the city also expanded in eastward direction. The road started by colonel Agnew in 1825 and
completed by captain Smith in 1859, had just a few shops some 100 years ago. Today, it is an
important commercial street named as Malviya Road, which connects the Great eastern road with
Kotwali.

In 1867 the municipality was created in Raipur. The Municipality was reconstituted in
1883,1903 and 1925-26 under the Central Provinces and Berar Municipality act of 1922 .In 1909
Gole Bazar was made by Colonel Twyford. In 1951 the total area of Raipur M.C. was 8 sq miles
occupied by 16,823 residential houses. The area increased to 9.72 sq miles or 25.17 sq kms,
while the number of occupied houses arose to 25,785 in 1961.

Raipur was the seventh largest town of the Central Provinces with a population of 19119 in
1881, the number went up to 32114 in 1901 and now after hundered years the population is
touching around 10 lakhs.

PROCESS OF SPRAWL

Although the Raipur city has grown over centuries in various phases. But in the present study its
process of sprawl has been examined during 1970 and 2001, when it has been very rapid
specially after its becoming the state capital. The process of sprawl has been discussed in three
phases depending upon the availability of data and material. These are Phase I during 1971-81;
phase II during 1981-1991and phase III during 1991-2001. A brief discussion of each phase is
given below.

 Period between 1971-1981

The incorporation of villages within the Raipur M.C. was not uniform in all direction. The
village land was acquired mainly to provide for necessities of the expanding city. The expansion
of the city during is period of time was very little in the eastern part as only one village
Telibandha was incorporated in that direction along with National highway No.-6 .The sprawl

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had started with new dimension and magnitude owing to industrial activity. The rate of growth
was slow in 1971and it was extended up to Khamtari in northwest, which was in a linear stretch
along transport artery. The southern part extended up to Dungania, which however had been
stagnant for long. The details of villages are given in table.

VILLAGES. MERGED IN CITY 1971-1981

Name Area In Acres Status

Dungania 516 O.G
Chirhuldih 863 Partly
Khamtarai 1,109 Partly
Pandritarai 575 Wholly
Telibandha 454 Partly
Gudiyari 64 Wholly

O.G. Outgrowth
Although southern part had developed in past due to historic reasons but there was no major
incentive for growth in this direction during the later period

The main thrust of urban growth was towards the central part of the city where the market like
cloth market of Pandritarai and Gudiyari, which are major centers for trade that primarily dealt
with textiles and grocery, needed space. The area occupied by build up land in 1970 was 3596
hectare. The details of villages merged in 1971 are given in table.

Period between 1981-1991

With the formation of Raipur Development Plan in 1976 for Raipur city the highest number of
villages were incorporated. It was necessary to prepare a comprehensive plan for the projected
population of almost 10 lakhs people. Thus large space was required for this purpose.
Consequently, eight villages had surrendered their cultivated land and their peoples to the city,
which increased by nearly more than 50 percent. The incorporation of these villages took place
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in 1977 but it was officially mentioned in 1981 census. When the eight villages merged in Raipur
(M.C) partially and wholly are Kota, Lalpur, Mowa, Khamtarai, Telibandh, Chiprdih, Dungania,
Hirapur, Pandritarai, and Dumartalab. The details are given in the table below

The expansion of the city was in all direction but largely towards the south and the west. This
was primarily the result of the concentration of industries, jobs and other services in B .S.P and
Industrial growth center of Durg District

1981 -1991 VILLAGES MERGED IN CITY

Name Area In Hectares Status

Kota 566.90 Partly
Lalpur 369.15 Partly
Mowa 387.69 Partly
Khamtarai 197.57 Partly
Telibandh 227.92 Partly
Chiprdih 236.56 Wholly
Dungania 5.82 Wholly
Hirapur 589.79 Wholly
Pandritarai N.A Wholly
Dumartalab N.A Partly

 Period between 1991 – 2001

The magnitude of built up area increased to 8640 hectares. In the year 1991 the main hindrance
in the path of development was physical in nature. Lack of adequate public transport facility was
another impediment. Population restricted to the elite class, who owned vehicles, was residing in
these areas in very widely dispersed houses. The eight villages namely Mathpurena, Mowa,
Bhanpuri, Amlidih, Labhandih, Telibandha, Khamtari and Tatibandh were merged during this
period. The Bhanpuri industrial area in the west was major cause of development and

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conversation of vacant and agricultural land to the build up status. The southwestern sector had a
fast growing front, especially along the transportation artery (N-H No.6), while the westward
sprawl, mainly due to the rapid rate of industrialization in Bhanpuri industrial area and location
of Durg, Billai industrial center. The details of Villages merged in 1991 - 2001census are given
in the table.

During late 1990’s the extension of urban sprawl of city was inhibited. In the northern direction
the sprawl crossed Bhanpuri and reached to Rawabhat in east Jora. As observed the pull factors
was the cement industry around Bhanpuri and Urla areas and poultry farms around Labhandih
area.

VILLAGES MERGED IN CITY1991 -2001

Name Area In Hectares Status

Mathpurena 0.01 O.G
Mowa 2.00 O.G
Bhanpuri 1.20 O.G
Amlidih 1.50 O.G
Labhandih 2.00 O.G
Telibandh 2.00 O.G
Khamatari 0.30 0.G
Tatibandh 0.25 O.G

The northwestern sector witnessed tremendous sprawl. It appeared to have merged with the
township of Urla industrial center in coming decades. The area along the N.H-6 & State highway
was already built up. Those that were still lying inbuilt were the plots layouts awaiting are likely
to come under construction in a few years. The southern direction has still not seen much sprawl.
However, it was observed that the density of population has increased considerably. People
returning from metropolitan cities including the capital of India, after Raipur emerged as state
capital, had removed their building and have mostly constructed double storied houses. Some of
19
them were bonafide residents of the region in the past. The extreme south is also appeared
unattractive for the reason that one had to commute for old city to developed urban area to meet
his needs and wants. This was a unique example of obscure sprawl due to social factors.

Dynamics Of Urban Land use In Raipur City

In India, unprecedented population growth coupled with unplanned developmental activities has
led to urbanization, which lacks infrastructure facilities. This also has posed serious implications
on the resource base of the region. The urbanization takes place either in radial direction around
a well-established city or linearly along the highways or such other linear phenomena. This
dispersed development along highways, or surrounding the city and in rural countryside is often
referred to sprawl (Theobald, 2001). Some of the causes of the sprawl include – population

20
growth, economy and proximity to resources and basic amenities. Patterns of infrastructure
initiatives like the construction of roads and service facilities (such as hotels, etc.) also often
encourage the regional development, which eventually leads to urbanization. The direct
implication of such urban sprawl is the change in land use and land cover of the region. The
ability to service and develop land heavily influences the economic and environmental quality of
life in towns (Turkstra, 1996). Identification of the patterns of sprawl and analysis of spatial and
temporal changes would help immensely in the planning for proper infrastructure facilities.

Urban sprawl is also referred to as irresponsible, and often poorly planned development that
destroys green space, increases traffic, contributes to air pollution, leads to congestion with
crowding and does not contribute significantly to revenue, a major concern. Increasingly, the
impact of population growth on urban sprawl has become a topic of discussion and debate.
Typical conditions in environmental systems with gross measures of urbanization are correlated
such as population density with built-up area (Berry, 1990). The relation of population growth
and urban sprawl is that the population growth is a key driver of urban sprawl. But there are
number of centripetal forces which derive the population from neighbouring areas. These are
broadly industrialisation, better job opportunities, education, market facilities, administration etc.
The single most powerful contributing to land use is the increasing population. The growth of
urban areas in the city has been phenomenal. From a mere population of 205986 of Raipur in
1971 it has increase to 605747 in 2001. The cause of population growth is migration like Delhi,
Raipur, too, has a large percentage of people who came in from outside to earn their livelihood,
and decided to settle here. On the contrary there are several centrifugal forces that leads to the
physical expansion of the cities. These driving forces are industrial planning, city planning etc.
The land use change has occurred due to increase of industrial expansion, trade and commerce
centers, transport, government offices, residences and housing, dairy, nurseries and civic
facilities.

Dynamics Of Land use Pattern In The City

Due to a number of socio-economic factors the land use pattern in the city has undergone a sea
change over the period of time. However depending upon the availability of data the dynamics of
21
land use has been described and explained here during the first and second development plan.
The first development plan of Raipur city was made in 1976 when the undivided Madhya
Pradesh Government drafted the Raipur Development Plan aimed at the judicious use of urban
land, improving the infrastructure and streamlining the traffic system to prepare the city for
coming 20 years (1976-1995). The plan envisaged development of 5750 hectares of land to
accommodate the expected 5 lakhs population. Of this, 40 percent land was earmarked for
residential use, 16.53 percent for public use, 4.87 percent for commercial use, 14.78 percent for
industrial use, and 9.5 percent for recreation and 14.26 for traffic. As far as the implementation
was concerned, by 1988 only the housing sector saw 2050 hectares of land utilized and a little
more after that. In commercial sector, the percentage of implementation was 64 percent and in
industrial sector it stood at 50.5 percent. Land earmarked for public utilities was 950 hectare, of
which only 450 hectares has been put to use. Sadly, it is the recreation area that has suffered the
most with the land utilization being only 18.18 percent. The existing land use pattern is shown in
the adjoining fig below.

The pattern of land use in Second Development Plans viz 2000 clearly indicates that 55.3 percent
of land is devoted for residential purpose, 4.8 for commercial use, 11.6 percent for
industrialization use, 12.1 percent for public and semi public use 2.7 for recreational use and
13.5 percent for transportation use to accommodate and serve about 10 lakh population of city.
The comparative study of the land use pattern of both the development plan indicates that the
availability of land use per thousand population has declined from 7.19 ha in the year 1978 to

22
6.18 in the year 2001.The land use pattern of 1976-91 is shown in the fig below.

LAND UTILISATION RATE (Hectare per 1000 persons)

Catagory 1976 2001

Industrial 1.7 1.3
Residential 4.01 3.4
Trade And Commerce 0.36 0.30
Recreational 0.17 0.17
Transportation 0.90 0.83

Source Town and country planning of Raipur (M.C) 2001

Industrial Land use Pattern

A large number of industries are established in and around Raipur city. These include cement
industry and steel industries, However new firms are located in the fringe area because of non-
availability or high cost of land in the centre, In course of time the worker employed in these
limits would change their residence to live near their place and so move to new houses built in
the fringe area or outgrowth towns. This is universal phenomenon and noticed in Raipur also.
During the past 30 years a number of industrial units have come up in the city. Its impact finds
expression not only in overall pattern of spatial development but also in the economy of fringe
community.

23
Urla and Bhanpuri are important industrial growth centres of Raipur city. Besides these industrial
units, other small industrial units also cater their goods and services to the city at larger extent.
Escalation in number of workers engaged in secondary activities of the city shows expansion of
industrial activities with in the city but besides these expansion land utilisation rate decrease
from 1.7 hact/1000 persons in1971 to 1.35 hact/1000 persons in 2001. Various types of
industries have mushroomed in and around the city, which may broadly be grouped into general
industries, Household and Service Industries, Agro based industries and Forest Based Industries.
A statement of land use devoted to these groups of industries is given in table.

AREAL COVERAGE OF VARIOUS INDUSTRIES 2001

Type Of Industries Area (Ha.) Percent To Total

General Industries 620 53.91
Household and Service Industries 80 6.96
Agro based Industries 250 21.74
Forest Based Industries 200 17.39
Total 1150 100

In 1971, there were only 10 industries in the city. By 2001, the number of industries had spiralled
to 81. The number of connection of electricity in industries has increased phenomenally from
1815 in 1971 to 2293 in 1991

The Industrial development in and around the city during past three decades has changed the
land use pattern of the city. The development plan 1976-91 envisaged 850 ha. of land for
industrial purpose ,out of which 429 ha of the land has been developed under industrial use up to
1994. Industrial areas proposed at Urkura, Birgaon and Bhanpuri have been developed, whereas
in Khamtari, Gondwara and Gogaon, nearly 10 percent of the total land proposed has been
developed. This is mainly because most of the proposed area is still under private ownership.
More industrial development took place in – Industrial Estate at Urla by AKVN covering a total
area of 298 ha. , while the industrial growth center at Siltara occupied about 1310 ha.

24
Major Industrial Growth Center

Although the industries are unevenly distributed in Raipur but two industrial complexes can be
easily identified. A brief account of each of these is given below:

GROWTH CENTER URLA

 State Government Approved In 1984

 Acquisition Of Land Start From 1981.
 Sarora 19.134 Hectares
 Rawabhata 54.823
 Total Area- 162.729 Hectares
 Number Of Large Units 43
 Small Units 381 Area 78.63 Hectares
 Provinding Direct Employment To 16500 Persons

Major Products

The major products of the industries may broadly be grouped into the category viz (a) Steel
products (b) Agro based products (c) Gas products (d) Aluminium products (e) Wood products
and misc.

INDUSTRIAL AREA OF BHANPURI

 Bhanpuri Industrial Growth Center Area 54.139 Hectares Of Area In R.M.C

 Maintained By M.P. Audyogic Kendra Vikas Nigam

Number Of Large Scale Units- 2 And Small Scale 53

Employees – Large 330,Small Scale 289

25
 Main Product Of Industries is Vanaspati Oil, Steel Ingots, Jute Twine Railway Sleepers,
Etc.

Residence And Housing

 Land under residential area forms a major use of the total urban land in Raipur. About 55
percent of the total developed land is under this category. The present pattern of
residential land use shows a mixed character of both planned and unplanned growth in
the city. Like other cities of the state, the heart of the inner zone is highly congested. The
peripheral areas have very low density of houses. Existing physical features like Budha
Talab have played an important role in influencing the pattern of residential area.

Although the area under residence in rural villages has also increased, a principally large
area has gone under residence and housing complexes in the urban centres particularly in
the city of Raipur. Fig shows the trend of increase in number of household during 1971
and 2001 In 1971 there were only 34758 households which has increase to 63065,78445
and 114039 in the subsequent census 1981,1991,2001 respectively. It clearly emerges
from trend their has been growth of 30.5 percent in the year 2001 over the base year of
1971. On the contrary the areal coverage of residential area has decreased from 55.7
percent in the year 1971 to 55.3 percent in the year 2001. It clearly indicates the
horizontal expansion, congestion and vertical expansion of the houses. Consequently the
land available per thousand male has declined from 4.01ha in the year 1976 to 3.46
hectares per thousand in the year, 2001.

26
 The population of Raipur city has increased threefold since publication of plan in
1976,Consequently nearly 10,000 dwelling units have been added in the different
residential areas. Such development is out come of joint efforts by RDP and Private
Setor. This development is mainly in the form of RDA residential scheme in which area
has been divided into different residential plots and corporate housing. As per studies
carried out by Town & country Planning Raipur nearly one third population is living in
Jhuggi- Jhopdi and slum settlements occupying strategic and precious locations and they
cover nearly two percent of total land of the city.

The development plan 1991 envisaged 2300.00 hect. of land for residential development
which mainly includes areas around the city. Nearly 65 percent of the areas proposed
were utilized for the same use. Some of the areas still lying undeveloped. The residential
development according to plan proposal includes residential schemes carried out by RDA
over an area of 1003.97 hectares.

 RAIPUR: FAMILY SIZE AND HOUSING REQUIREMENTS

Particulars 1981 1991 2001 2005

Population in Lakhs 3.38 4.61 7.50 10.00
Additional Population - 1.23 2.89 2.50
Average Family Size 4.7 4.5 4.45 4.43
Additional Families - 27.33 64.49 56.43
Housing Requirement 32.58 55.81 113.85 164.64
 Source : Town and Country Planning,Raipur

 The pressure of urban development is mainly along Shankar Nagar road, Mahasamund
Railway line, Dhamtari road and G.E.road. On these roads and railway lines new colonies
and group housing societies have stated development works without permission. The
trend of unauthorized development towards these directions created a pressure on land
disposal. Thus 562 hect. land has been developed against the proposal of development
plan.

27
Trade And Commerce (Commercial Area)

These are business centers where selling of finished products is carried out for day-to-day usage
in urban areas. These areas are intermixed with residential areas. At few places commercial areas
can aggregate to form definite clusters especially at the core i.e. CBD. The establishment of
Bhilai Steel Plant (BSP) gave a boost to trade and commerce in Raipur. Along with Durg, several
towns like Raipur and Rajnandgaon also developed with the coming up of the BSP. Durg was
basically a forest area owned by private individuals who received hefty compensation when they
sold their property to the government for setting up the plant. While the plant was being set up,
about 60-70 Russian families stayed in Raipur for several years, giving a fillip to the business of
local traders.

Arial coverage of this category has increased from 170 ha to 180 hectare in 1971 and 2001
respectively, but land utilization rate decrease from 0.36 ha per thousand persons to 0.30 hect per
thousand persons in the year 2001 which indicates increasing pressure of population on available
land area. The land reserved for commercial use was distributed under different categories of
activities. RDP 1991 envisages commercial development in the form of following categories-

1. Commercial areas at city level

1. A Trade center
2. B Whole sale market
3. C Specialized market
4. D Mandi
5. E Categorized Market
6. F Weekly market
2. Commercial area at P.U. level
3. Commercial area at sector level

28
According to the development plan proposal only 64 percent of the commercial areas has been
developed it includes the following complexes.

1. Commercial complex at Sharda Chowk, D.K Hospital chowk and Vivkanand Ashram.
2. Bombay Cloth Market at Pandari
3. Vegetable Market at Labhandih
4. Grain Mandi, along the G.E. road near Telebandha Tank.

However city level commercial areas viz wholesale and specialized markets, mandis, categorized
markets etc. are partly developed. Still some of these activities are functioning within the town.
Katora talab which is surrounded by residential colonies has taken the shape of retail commercial
area due to absence of organized shopping centre. Jaistambh as a center is still functioning as a
main central business district catering to the needs of extended city and floating population.

Concentration of commercial activities along major transportation corridor has created problems
of parking and traffic problems. Therefore, the new plan proposal should be based on following
strategies.

1. Central area is proposed to retain its character as a city center.

2. Hierarchical shopping centers at suitable locations are proposed so as to reduce
increasing pressure on existing city and further conversion of residential uses in to
commercial.
3. Relocation of wholesale and incompatible uses creating land use and traffic problems.

Recreational

The places (land cover) where people visit to seek entertainment like parks, playground, open or
close theatres are covered under recreational land use. The land under recreational use was 85
hect hectare in 1976 which recorded increase of 15 hect in 2001 but the land use rate remained
same i.e. 0.17 hect per thousand persons .It has been observed that 15 percent of the total
29
proposed recreational area has been developed. Nearly 15 percent of recreation area has been
converted into residential use by the Govt. from time to time. Nearly 30 percent of the total
proposed recreation area is still lying vacant. The local population is using partially developed
recreational area as play ground. Nearly 25 percent of land has been encroached and converted
into other uses without permission. The major areas which could not be developed as city park
are located at village Dumar Talab, near Ring road in the village Raipur Khas, Khamardih,
Telibanha village, Sonadongari, Kota, Bhanpuri and Kapa village.

The main reason of the low percentage of implementation of this land use may be attributed to
the Jhuggi-Jhopdi resettlements and the unauthorized construction in private areas,. The
implementing agencies could not take action at proper time due to financial constraints and
practical problems. The present parks like Moti Park, Gandhi Park, Anupam Park and Neelabh
Park are serving as city parks. Moti Park is the major city park. New parks along tanks in central
area were proposed on the lines of Buddha tank, but none of them is developed. Vacant land
opposite Buddha tank is used for open recreational use.

Transportation

Raipur occupied a strategic position on the national transportation network that include rail, road,
airway linking the city with various important cities like, Bhopal, Delhi, Kolkata and Mumbai. It
is well connected with regional and district centres. Raipur has a potential role to play as a
30
regional center for distribution of goods and services in the Chattishgarh Region. Raipur
occupies a location where, Bombay Howrah railway line, National highway Nos 43, and 6. State
highway No 5 and other important regional road get converged. The convergence of regional
transport routes in the city and their mixing with intercity traffic create traffic disorders in the
management of traffic movement. There exists National Highway (N.H.-6) and state highway
which carry passengers to and fro and cater to the industrial, commercial and Government
sectors of the population. Length of road has increased from 109 to 580 km in 1971 and 2001
respectively .The details are given in the fig above. Most of the roads largely exist in the urban
area. The area under transportation was only 12.5 in 1978-91, which has increased to 13.5 in
2001, but land utilization rate has decreased from 0.90 hact per thousand persons to 0.83 hact per
thousand persons in 2001

Transport demand in most Indian cities has increased substantially, due to increases in
population as a result of both natural increase and migration from rural areas and smaller towns.
Availability of motorized transport increases in household income, and increases in commercial
31
and industrial activities have further added to transport demand. In many cases, demand has
outstripped road capacity. Greater congestion and delays are widespread in Indian cities and
indicate the seriousness of transport problems. A high level of pollution is another undesirable
feature of overloaded streets. The transport crisis also takes a human toll. Statistics indicate that
track accidents are a primary cause of accidental deaths in Indian cities. The main reasons for
these problems are the prevailing imbalance in modal split, inadequate transport infrastructure,
and its sub optimal use. Public transport systems have not been able to keep pace with the rapid
and substantial increases in demand over the past few decades. Bus services in particular have
deteriorated, and their relative output has been further reduced as passengers have turned to
personalized modes and intermediate public transport.

The mode of Transport -The existing airport in the east of Raipur city at Mana is serving the
city. Though, the air traffic at present is not sufficient but in years to come it will increase due to
economic prosperity. It is proposed to reserve additional land for expansion of Airport.

Railway station located on main railway line i.e. Bombay- Howrah serves the needs of the city as
well surrounding region. Hence present railway station is proposed to be equipped with
additional facilities and amenities. Similarly stations falling within planning area i.e Sarona and
Urkura are proposed to be developing as per future requirement. A new station at Shankar Nagar
is proposed for extension areas.

Number of roads in the city is 54 in 2001 and 21 are proposed roads in 2005

Study of present status of traffic reveals that total number of mechanized vehicles has increased
many folds. Cycle rickshaw a predominant mode of passenger transport plays an important role
in city traffic. Due to lack of public transport system in the city the only means for transport of
passenger traffic is cycle rickshaw. The number of Cycle Rickshaw has increased from 5871 in
1990 to 6436 in 1995. Intermixing of fast and slow moving vehicles on city road is a major
problem for safe and efficient traffic.

Personised transport- Bicycle that is a common men’s transport in city other mechanized mode

32
of transport are cars, scooters and mopeds. Despite ongoing urbanization, the demand for bicycle
in Chhattishgarh is the highest in the country. Of every 100 people, 98 own a cycle as against the
national average where only eight persons out of every 100 own a bicycle.

Public transport- No efficient public transport system is functioning in the city. Madhya
Pradesh State Road Transport Corporation has only three city buses on the following route
University, Mahadeoghat and Mana. Due to lack of mass transport system, resident of the city
are facing problem to reach work centers and newly developed colonies. A well-organized mass
road transport system is therefore needed. About 820-hectare area was allotted for transportation
purpose in 1976 out of which 450 hect. has been developed during 1976-1991.

Thus, transportation proposals are carried out to the tune of 54.87 percent. The main
development of Regional Bus station and Bus deport, Over- Bridge at Telgani Naka, city bus
terminal centres, Ring Road, Transport Nagar at G.E. Road near Oswal Re-rolling Mill. Major
Roads proposed in the RDP 1991 could not developed except few roads .The poor
implementation status of major roads has resulted in traffic circulation problem.

The central area of Raipur is characterized by narrow and over crowded street sand poor
accessibility. In order to improve accessibility to the central area and convenient circulation RDP
1991 envisaged inner ring road, link road between different commercial and residential areas,
Pedestrian Park, road widening and parking places etc. But the level of implementation of
circulation is poor. It is due to tedious implementation problems and financial constraints. The
condition of central area roads are deteriorating day by day due to influx of various commercial
activities along the roads. It has resulted encroachments on road space by thellas, gummites,
garbage’s, footpath sleepers that reduce the available width of the roads. Hence .a well-organized
mass road transport system is needed for the city.

General Land use Pattern Of City

The relative importance of each of these land use naturally varies within the area and in order to
understand this aspect; the proportion of area devoted to each land use is shown in the map. The
33
Industrial areas are dominant in the northwestern part of the study such as Rawabhata, Bhanpuri
and Sarora. Similarly the commercial area is found in the center core of city and residential area
is located in the western and southern part of the city where the area devoted to residential land
use is relative higher than other part of the city, Between the residential and commercial area, a
belt of mixed residential cum commercial land use emerge in Pantritarai, Fafadih etc.

The study area can be divided into functional areas on the basis of land use characteristics Raipur
serves as an administrative center for Chhattisgarh region. The city is required to hold
administrative entities of all the hierarchies viz, state division or Zonal, district and local level.

The administrative zone in the southwestern part of thecenterof city and northeastern part of the
city that is Jora stands out clearly. No other land use is dominant in this area except in a couple
of pockets. The location of Raipur, along the main transport routes of the country like NH6 and
N.H.43 and state highway 5 has made Raipur as a nerve center of regional trade and commerce
cum industrial center.

Raipur has already attained the status of principal education center of higher learning.
Engineering, Technical Training Course, Indra Gandhi Agricultural University and Ravishankar
University are some of the higher order education centers that have already come up in the city.
These institutions together with organizations like research and development let Raipur a status
of education cum research center of the region.

Conclusion
It can be concluded that the urban growth during the period 1997- 2001 has affected the land use
change in different categories. Large amount of change has occurred in residential, industrial and
commercial establishment. “Raipur has just expanded not developed, and expanded
haphazardly .The planners have been unable to cope with the speed of expansion”, says
journalist Srivastava Describing the city as symptomatic of an ill society and embodiment of a
decaying system, he feels there is no apparent remedy to this situation and that the city is heading
for a doom with the coming up of the new capital.

34
35
Process of Land Acquistion And Occupational Change

The story of land use change and acquiring land use for Raipur city is quite similar to the stories
of other cities undergoing planned industrialization followed by urbanization process like Jharia
in Jharkhand, Raniganj and Durgapur in west Bangal, Korba in Chhattisgarh, Singrauli in Uttar
pradesh, Singareni in Andra Pradesh and Chandrapur in Maharashtra. It is a story of the
conversion of relatively market agrarian economy into a more open market based economy.
Industrial displacement has two major fallouts – change in land use and change in occupational
pattern. The alteration of the local economic system began in Raipur, as else where with land
acquisition.

Process of Land Acquisition

Prior to commencement of the present study undertaken morphological and social system of
entire city was thoroughly familiarized to make study fair and relevant. Generally, each village
undergoes gradual but a definite change till it gets completely amalgamated to the urban limits
and becomes a part and parcel of the urban system. A stage model has been developed by
Scholars like Srivastav and Ramachadran (1974) and Gopi (1978), which describe the process of
development in stages. This model suggests a theoretical base narrowing to principles for the
formation of stages of change. This development has four aspects as under spatial interaction
with the city, social dimensions, physical and economic aspects.

These four development aspects lead to transformation. Each stage has been ascribed
characteristics-the presence or absence of which tags the villages under respective stage. The
main criterion of stage formulation rests with percentage engaged in primary activity, daily
commuters regularly coming to the city for work and pattern of land use, occupation and land
use pattern .In addition, location also plays an important role in the process of transformation. A
village that is easily accessible or sited along the roads and highways can easily jump a stage.

The same model has been taken to illustrate the growth of Raipur city villages. Following are the
stages through which each village including selected villages passes before emerging as
urbanized village. The phases in the evolution of urban village is presented in the table.
36
Rural Stage

This stage includes the rural village, located on the periphery of an urban area but still untouched
by its influence. Villagers are completely dependent on the natural environment. There is less
internal differentiation in the occupation of the people, their ways of life, behaviours, perception
etc. Agriculture, which is mainly subsistence, is the main occupation of the people in these
villages, the inhabitant themselves produce the goods according to their needs. Thus, the needs
of the villagers are met within a small radius. All the six villages pass through the first stage and
move towards second stage, which is known as Urbanizing Stage

Urbanizing Stage

This is the second stage in the development process when the village comes under the influence
of the expanding urban center and the process of change is set in motion. During this stage, a
village, located on the periphery of the urban area still retains its rural character with
considerable number of people still engaged in agriculture and related activities. However, the
landowner have been issued notices for the acquisition of their land and in most of the cases, the
villagers have collected compensation for their land. But in the absence of urban development in
the vicinity of such villages due to longer distance between the built up area and the village,
villagers still cultivate the land. The villagers have frequent contacts with the city but remain
little affected by the urban area. Thus, many villagers are still lacking in health and educational
facilities and industrial and commercial establishment. Also, there is not much transformation in
the morphology of the village. The houses remain Kutcha and the same is true with roads etc On
the whole, Amlidih village is passing through this stage where private builders come into the
village. In the process of rural transformation and development it brings the village people in
touch with the city and this in turn, starts the process of diffusion of urban lifestyle

STAGE MODEL

37
Stages Economic Activity Morphological & Social System
 Kucha house
 Isolated villages  Unpaved streets
 Compact settlement
I Rural stage
 Dominance Of Agriculture
 No proper drainage
Subsistence Economy
 Very low literacy level
 Village come under urban influence
II Urbanizing
 Same as in first stage
stage
 Area retain its rural character
 Modern reinforced
 Commercial Agricultural- market
 Pucca Houses
III Urbanized oriented Increase in secondary and
 Better transport facilities
stages territory jobs Establishment of farm
houses and industries
 Increase in literacy rate
 Establishment of Industries
In addition to the above given
IV Change in  Commercial land use – Retail shops
changes, social change due to contact
Land use
with the city
 Small scale and cottage Industries
 Dominance of urban
morphological character
 Dominance of secondary and tertiary business establishments,
activities shops etc
V Urban
 Disappearance of rural
Village
 Emergence of Distinct land use
character
pattern
 Becomes a part of the Urban
Society.
Urbanized Village

The third stage of villages results from the gradual expansion of the built–up area of the city,
bringing the urban villages closer. The area immediately adjacent to the city is ideally more
accessible, followed by major and minor roads. Due to less distance between the built up area
38
and the village few amenities like primary schools, fair price shop, City bus services etc have
come into existence.

Also, this is the stage when agriculture losses its pre-eminence as a dominant source of
livelihood. But a little is still under cultivation. It may be on lease basis in some of the villages of
this stage. Besides this, diffusion of urban way brings change in the occupation of the people.
The younger generation gets attracted by the city jobs and they take – up non-forming jobs either
locally or in the nearby urban centres to supplement their family income. The character of the
community becomes complicated because of labour, diversification of activities and
occupational mobility. Similar characteristics and trends is presently experienced by the
Labhandih and Mathpurena mainly because both the villages have recently merged villages in
the city

Change in the Land use

This phase is characterized by morphological changes imposing factory building, new attractive
residential building etc. This consequently leads to the diversification of economic activity.
Initially, the requirement for skilled workers are met by the city population but gradually the
factory workers decide to live near the place of the work and may shift their residence into the
villages. This ultimately results in the construction of houses and much of agricultural land falls
into misuse. This initiates the process of succession and invasion leading to the transformation of
land from agriculture to urban uses. Gradually, the suburbs and satellite towns come up. Village
is now dependent upon the neighbouring highly developed centres. There is also change in the
occupation where most of the people are engaged in non-forming activities. The village is no
longer inhabited exclusively by the traditional inhabitants. There is infiltration of strangers and
gradually, the demand for more houses makes the village living place for low class people. At
this stage, village is on the verge of becoming a slum.Similar tendency has been observed in
Bhanpuri for the last 15 years.

Urban Village

This is the final stage when the land acquisition process ceases now, agricultural is no more a
predominant economic activity but, however, some pockets of specialized and intensive farming

39
may continue. Urban villages of this stage have been completely absorbed by the city and have
become part of its built up area. Tatibandh is passing through this stage.

Most of the village now, have lost their traditional rural character to a large extent engulfed by
the high class residential areas, industries, office and commercial establishments, the
occupational characteristics of the urban village in this stage have also completely changed.
These villages attract persons with low income who find employment in the vicinity of the urban
villages. Thus, the natives of these villages find themselves living with many immigrants from
different parts of the country. It results in changes in the social structure of these villages, a
structure that is quite different from that of the villages of previous stages.

The impetus of urbanization and migration into the city also disturb the demographic structure of
the urban villages which provides cheap residential sites .It changes not only demographic
structure but also techno-economic, political, social, cultural structures. Consequently it results
into the changes in land use pattern.

Conclusion and Suggestions

It is observed that the rate at which a particular area grows i.e. sprawls, is not uniform both in
time and space. There are several factors, which governs the growth rate and are also responsible
for the growth to continue in a particular direction. The “traffic nodes” are assumed to be the
most important factor for the beginning of settlement, which continue to grow with the passage
of time. Hence, transportation in general is the most important factors in governing the type and
rate of growth of the urban areas. The impetus, generated due to the installation of any “industry”
is the next important factor in the growth of the city. With the establishment of the industry,
population is attracted from various directions in search of economic opportunities. Tertiary
activities like services, commercial and other activities follow it, and the area grows larger. Here
transportation gives the direction but the impact of industrialization is strong which generates the
faster growth of the city, than transportation. As the area develops, commercial centers and
services come up to specialize in particular functions. Hence, “commercial activity” becomes the
third important factor after transportation and industry in influencing the type and direction of
growth of urban areas. The physical factors of the region like rivers, plains, hills etc traditionally
were the most important factors for determining the direction of growth of a city but in present
40
era when technology has immensely improved, this factor is not considered to be a constraint,
yet it has been placed as the fourth important factor which influencing the growth of the city. The
area occupied by build up land in 1970 was 3596 hectare. The magnitude of built up area
increased to 8640 hectare in 1991

The northwest sector witnessed tremendous sprawl. It appeared to have merged with the
township of Urla industrial center in coming decades. Already area along the N.H-6 and State
highway has been built up. Those that were still lying un-build were the plot layouts awaiting are
likely to come under construction in a few years. The southern direction has still not seen much
sprawl. However, it was observed that the density of population increased considerably. People
returning from metropolitan cities including the capital of India, after Raipur emerged as state
capital, had removed their building and have mostly constructed double storied houses, some of
them were bonafide residents of the region in the past. The extreme south is also appeared
unattractive for the reason that one had to commute for old city to developed urban area to meet
his needs and wants. This was a unique example of obscure sprawl due to social factors.

A large number of industries are established in and around Raipur city. These include cement
industry and steel industry; New firms are located in the fringe area also because of non-
availability or high cost of land in the center. In course of time the worker employed in these
limits would change their residence to live near their place and so move to new houses built in
the fringe area or outgrowth towns. This is universal phenomenon and is also noticed in Raipur.
During the past 30 years a number of industrial units have come up in the city the impact of
which finds expression not only in overall pattern of spatial development but also in the
economy of fringe community. Industrial expansion to the fringe area has accelerated the
expansion of residential land use and led to rise in the value of non-agricultural land use.

Land under residential area forms a major use of the total urban land in Raipur. About 55 percent
of the total developed land is under this category. The present pattern of residential land use
shows a mixed character of both planned and unplanned growth in the city. Like other cities of
the state the heart of the inner zone is highly congested. The peripheral areas have very low
density of houses. Existing physical features like Budha Talab have played an important role in
influencing the pattern of residential area.
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Although the Raipur city has grown over centuries in various phases. But in the present study its
process of sprawl has been examined during 1971 and 2001, when it has become very rapid
specially after it’s becoming the state capital.

The incorporation of villages within the Raipur M.C. was not uniform in all direction. Their land
was acquired mainly to provide for necessities of the expanding city. The expansion of the city
during is period this time was very little in the eastern part as only one village Telibandha was
incorporated in that direction. Along with National highway No.-6 the sprawl had started with
new dimension and magnitude owing to industrial activity. Though the rate of growth was slow
in 1971 and it was extended up to Khamtari in northwest, which was in a linear stretch along
transport artery. The southern part extended up to Dungania, which however had been stagnant
for long. The southern part though developed in past due to historic reasons but there was no
major incentive for growth in this direction during the later period.

Age composition of the population is very important parameter in the process of overall
development in general and rural development in particular because it not only ascertains the
workforce and level of dependency but a favourable age composition is also instrumental in the
adoption of new ideas and process which bring economic benefits and prosperity. Hence, if the
leadership of household is in the hands of energetic younger generation, the probability of
prosperity and overall change is more.

The study reveals that the younger generation of less than 30 years of age are coming towards
the decision making process of the household matter specially related with migration decision
and more on economic issues. Although there are variation in villages but by and large, about 34
percent of all respondents belongs to younger generation and other 32 percent to lower middle
age group, which was not the cases even two decades before. They will accelerate the process of
transformation due to their higher level of education, more mobility and interaction as compared
to older generation who resist to change from their age-old practices, and adoption of innovation.
Therefore, the younger generation specially the educated ones should be encouraged to take the
lead in the decision making process of the household matters.

Education is of course, unfailing engine of change and is the chief instrument through which
society socializes its members for bringing desirable change. It is the aggregate of all social

42
process through which people develop abilities, attitudes and other form of behaviour of positive
values. Hence, special focus has been given in this study on educational status of respondents,
and the household, preference of the school and its is very encouraging because only 8 percent is
illiterate and nearly 25 percent are less educated. As such nearly 55 percent are under moderate,
while 12 percent are highly educated categories. This is mainly due to urbanization process.

However, there is lot of variations in the educational status of different villages. The educational
status of village’s merges in 1971-1981 is high as compare to village’s merges in 1991-2001.

The Size of family is another social parameter, which has undergone a change across the board.
Earlier the large size of family was considered as a measure of social security and instrumental
for generating income but now they have realized the merits and advantages of the small and
medium size family which is reflected by the fact that the small size of family accounts roughly
45 percent of the total household, while the medium size covers roughly 42 percent of the total
households. As such almost 87 percent of the households belong to small and medium size of
family, which shows a positive sign of social transformation. The family size is very much
associated with the adoption of family planning programme. The study reveals that the educated
younger people are in favour of changing the structure of their family. In the ultimate statistical
analysis, a little less than 13 percent of the total number of households belongs to the higher
categories. However, as expected, urban respondents are more receptive to family planning
programme than the rural once.

Income is the basis for transformation in other economic parameters such as standard of living,
housing conditions and so on. The index of standard of living indicates that nearly 20 percent
respondents belong to high category, while 39 percent fall under medium category. As such 41
percent have low standard living and majority of them are working in industries.

Occupation structure of the city is one of the major indicators of level of development of a
nation. In India, which is basically an agricultural country, agriculture and allied activities are the
main occupation of the rural masses. In 1971,1981 and 1991 the total number of persons engaged
in cultivation activities were 1833, 2588 and 2333 respectively, whereas agricultural labours
were 1121, 2651 and 2727 for the same census years. Household industries (manufacturing,
43
processing. servicing and repair) has engaged 2067, 2032 and 2472 while other activities their
were 7117, 93983 and 20961persons respectively for the same census years. The expansion of
the city into the surrounding countryside forced large number of workers out of their traditional
occupations and agricultural. The illiterate and unskilled workmen could not find suitable jobs in
the city, which resulted in a serious problem of unemployment and has increased the dependency
burden to a large extent, In the beginning, lack of experience in urban occupations, cast
considerations for the change in occupation and low literacy, caused a steep rise in the
dependency ratio during 1971-81 period.

The planning of city requires a multifaceted, comprehensive and time bound approach with
provision to monitor the implementation at regular intervals. It has been observed that there is
immense scope for further development in the fields of industrial and agricultural development
due to availability of abundant resources but authorities are so far encouraging industrial
development only.

The demographic trends are highly explosive. The ever-increasing population is occupying the
surrounding of Raipur at tremendous pace. Each decadal sprawl has converted large areas of
agricultural land into waste and vacant land. It was due to private builders, who have converted
the peripheries of the build up land into wastelands to be developed subsequently into the plots

The sprawl of the city leaves marked impact on the land use pattern. The growth of Raipur city
not only changes the land use pattern of the surrounding but also the internal morphology of
city.
With the formation of Raipur Development Plan in 1976 for Raipur city the highest number of
villages were incorporated. It was necessary to prepare a comprehensive plan for the projected
population of almost 10 lakhs people. Thus large space was required for this purpose.
Consequently eight villages had surrendered their cultivated land and their peoples to the city,
which increased by nearly more than 50 percent. The expansion of the city was in all direction
but largely towards the south and the west. This was primarily the result of the concentration of
industries, jobs and other services in B.S.P and Industrial growth center of Durg District.

44
Scarcity of houses leads to mushrooming of slums resulting higher magnitude of density of
population, haphazard and unorganized pattern of development The vertical sprawl in the core of
the city is observed to be growing at a tremendous speed.

Mode of transportation (state transport) is almost nil. It cause increase in number of personalized
transport and resultant traffic jam and congestion in the city. Study of present status of traffic
reveals that total number of mechanized vehicles has increased in many folds. Cycle rickshaws a
predominant mode of passenger transport plays an important role in city traffic. Due to lack of
public transport system in the city the only means for transport of passenger traffic is cycle
rickshaw. A cycle rickshaw has increased 5871 in 1990 to 6436 in 1995. Intermixing of fast and
slow moving vehicles on city road is a major problem for safe and efficient traffic.

The city of Raipur since its inception, which dates back to the year 1857,has grown to its own till
the year 1976, when it was put under planning authority. Planning process was more or less
absent during this period of 600 years. The planning authority namely Raipur Development
Authority drafted the first master plan in 1976 for the period of two decades (1976-1995). But by
then it was too late. The expansion of Raipur city was not equitable with a huge population
growth especially after the formation of Bhilai steel plant and Durg emerging as important
industrial areas. The influx due to large streams of in migrants leads to deterioration of physical,
social and economic lifestyle of people.

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