Abstract

Abstract

Abstract

Abstract

We investigate the impact of the Golden Quadrilateral (GQ) highway project on the Indian organized manufacturing sector using enterprise data. The GQ project upgraded the quality and width of 5,846 km of roads in India. We use a difference-in-difference estimation strategy to compare non-nodal districts based upon their distance from the highway system. We find several positive effects for non-nodal districts located 0-10 km from GQ that are not present in districts 10-50 km away, most notably higher entry rates and increases in plant productivity. These results are not present for districts located on another major highway system, the North-South East-West corridor (NS-EW). Improvements for portions of the NS-EW system were planned to occur at the same time as GQ but were subsequently delayed. Additional tests show that the GQ project's effect operates in part through a stronger sorting of land-intensive industries from nodal districts to non-nodal districts located on the GQ network. The GQ upgrades further helped spread economic activity to moderate-density districts and intermediate cities. Document type: Preprint

Abstract

For the execution and planning of a highway, several factors must be analyzed, such as: preliminary studies, topographical survey, geometric design, recognition of the route and how it will be executed in order to ensure the least possible impact to the environment. During the definition of the route, it is important to study the region, the traffic capacity, the number of lanes, the design speed, among other factors. The route of a road must take into account economic factors and adjust to the topography of the terrain, in order to meet the needs of the community at the lowest possible cost and still ensure safety in its use. In the scope of this study, the curved section of the BR-494 federal highway in the state of Minas Gerais is evaluated. This choice is due to the high rate of accidents that have occurred there. It is evaluated through the presentation of calculations and arguments based on literature and standards, if the stretch of highway in question, presents its geometric elements consistent with the speed at which it was designed and signaled. As a proposition of a final model of correction for the stretch it is recommended the adoption of lanes with widths equal to or greater than 4.30m, taken the situation of design and occupation of the road. In addition, in order to level the slope of the stretch, a 40cm grounding is proposed at the end of the additional lane, which has an inverted slope. Finally, it is necessary to change the signaling of the curved section to a speed of 60 km/h, which is consistent with the geometric elements, as shown in the work. Therefore, only with the implementation of such improvements will the optimal geometry of the road be met, and only then can better traffic conditions be guaranteed for its users.