EXECUTIVE SUMMARY - Environmental Clearance

Consultancy Services for Preparation of Detailed Project Report for development of Greenfield International Airport

at Bhiwadi, Rajasthan

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EXECUTIVE SUMMARY

Delhi - Mumbai Industrial Corridor (DMIC) is India's most ambitious infrastructure programme aiming to

develop new industrial cities in the influence area of the corridor as "Smart Cities" and converging next

generation technologies across infrastructure sectors. DMICDC has proposed Khushkhera – Bhiwadi –

Neemrana Investment Region (KBNIR) as one of the proposed 8 Global Cities, to be developed on the

principles of sustainable development in the State of Rajasthan. DMICDC envisions a Green field airport

providing timely transfer facilities for passenger and cargo from developments in its catchment area.

DMIDC appointed Airports Authority of India to undertake the Detailed Project Report for the project and

AAI in turn appointed RITES Ltd. as Consultants.

Project Location

Bhiwadi is situated at 28.21°N, 76.87°E. It is 65 km away from New Delhi, 200 km from Jaipur, 90 km from

Alwar, 22 km from Gurgaon (Manesar) and 60 km from Faridabad. It can be reached by National Highway

NH8 (Delhi-Jaipur highway) from New Delhi. Nearest railway station is Rewari Junction, 26 km south of

city. Nearest Airport is Indira Gandhi International Airport, approx. 50 km north of the city. The airport is

proposed to be set up near Bhiwadi in Tijara & Kotkasim Mandal in Alwar district. An approximate area of

approx. 2058 hectare has been earmarked for the Bhiwadi International Airport.

The proposed airport site is roughly 6.2 km long on east-west direction & 3.5 km on north south direction.

The area covered by the airport site is 2058 hectares. The area is mostly flat and the difference between

maximum level (274.7 m AMSL) and minimum level (256.1 m AMSL) is 18.6 m.

The wind rose diagram indicates 95.15% coverage for up to 10 knots in the East – West direction. The land

proposed for acquisition for the airport is favorably oriented.

It has been observed that there are High Tension Power Lines passing through the approach/take-off zones

at both ends of runways. All of these Electrical lines & Towers are to be relocated or made underground.

The list of obstructions protruding the obstacle limitation surfaces is given in the OLS report.

The sub-soil strata encountered consists predominantly of layers of Sandy Silt & silty sand classified as ML

& SM respectively.

Review of Traffic

The traffic study undertaken by DMIDC, ICAO and AAI have been reviewed and updated. Extensive

consultations were carried out with AAI for the Study. AAI informed that planning for another international

airport in NCR at Jewar, Greater Noida is in advance stage and same may come up within 3-5 years of

development of BIA. It was informed that the development of airport at Jewar will distribute the traffic by

https://en.wikipedia.org/wiki/New_Delhi

https://en.wikipedia.org/wiki/Jaipur

https://en.wikipedia.org/wiki/Gurgaon

https://en.wikipedia.org/wiki/National_Highway_8_(India)


https://en.wikipedia.org/wiki/Rewari_Junction_railway_station

https://en.wikipedia.org/wiki/Indira_Gandhi_International_Airport



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half between Jewar and BIA. Under the Baseline scenario, Greenfield domestic operations will start in the

year 2022-23 and will continue for 3 years till 2024-25. The Greenfield international operations will start

in the year 2024-25. As IGI Airport is expected to saturate in the year 2025-26 with the unserved demand

of 5.5 Million (domestic + international), it has been assumed that 2% of un served international demand

and 1% of un served domestic demand will be catered at BIA in the initial years which would gradually

increase up to 24% and 12% for international and domestic demand respectively. The traffic forecast for

passengers, aircraft movements and freight carried out for domestic, international and overall traffic

under Baseline scenario is presented below. Four phases of development for incrementing the passenger

handling capacity to cater to increasing travel demand proposed under the baseline scenario are as under:

• Phase I: Year 2022 to Year 2027: Capacity 3 Million

• Phase II: Year 2027 to Year 2032: Capacity 11 Million

• Phase III: Year 2032 to Year 2042: Capacity 30 Million

• Phase IV: Year 2042 to Year 2052: Capacity 65 Million (Max. capacity)

Long Term Forecast for BIA (Horizon Year 2051-52)

YEAR

AIRCRAFT MOVEMENTS ('000) PASSENGERS (in Millions) FREIGHT ('000 MT)

INTL. DOM Total INTL. DOM Total INTL. DOM Total

2022-23 0.0 3.7 3.7 0.0 0.4 0.4 0.0 4.0 4.0

2023-24 0.0 3.7 3.7 0.0 0.4 0.4 0.0 4.0 4.0

2024-25 2.2 3.7 5.8 0.3 0.4 0.8 16.4 4.0 20.4

2025-26 2.2 4.6 6.8 0.3 0.8 1.1 17.0 5.0 22.0

2026-27 3.4 12.7 16.1 0.6 2.2 2.9 21.6 12.3 33.9

2027-28 5.4 20.6 25.9 1.0 3.6 4.6 34.8 19.4 54.2

2028-29 7.2 28.0 35.1 1.4 5.0 6.3 47.2 26.0 73.2

2029-30 8.7 34.9 43.7 1.7 6.3 8.0 58.9 31.8 90.7

2030-31 10.2 41.3 51.4 2.0 7.5 9.5 68.9 36.9 105.8

2031-32 11.4 47.0 58.3 2.3 8.6 10.9 77.8 41.2 119.0

2032-33 12.3 51.9 64.2 2.6 9.6 12.1 85.4 44.6 130.1

2033-34 13.1 55.8 69.0 2.8 10.4 13.2 91.7 47.2 138.8

2034-35 13.7 58.7 72.4 2.9 11.0 14.0 96.4 48.7 145.0

2035-36 14.0 60.4 74.3 3.1 11.5 14.5 99.4 49.1 148.6

2036-37 14.0 60.6 74.6 3.1 11.6 14.7 100.7 48.4 149.1

2037-38 16.0 69.5 85.5 3.6 13.3 16.9 115.4 55.4 170.9

2038-39 18.3 79.1 97.4 4.1 15.2 19.2 131.5 63.2 194.7

2039-40 20.7 89.7 110.5 4.6 17.2 21.8 149.1 71.6 220.8

2040-41 23.4 101.3 124.8 5.2 19.4 24.6 168.4 80.9 249.3

2041-42 26.4 114.0 140.4 5.9 21.8 27.7 189.5 91.0 280.6

2042-43 29.6 128.0 157.5 6.6 24.5 31.1 212.6 102.1 314.8

2043-44 33.1 143.2 176.3 7.4 27.4 34.8 237.9 114.3 352.2

2044-45 36.9 159.8 196.8 8.3 30.6 38.9 265.6 127.6 393.2

2045-46 41.1 178.1 219.2 9.2 34.1 43.3 295.9 142.1 438.1

2046-47 45.8 198.0 243.8 10.2 37.9 48.2 329.1 158.1 487.2

2047-48 50.8 219.9 270.7 11.4 42.1 53.5 365.4 175.5 540.9

2048-49 56.3 243.8 300.1 12.6 46.7 59.3 405.2 194.6 599.8

2049-50 62.4 270.0 332.4 13.9 51.7 65.7 448.7 215.5 664.2

2050-51 69.0 298.6 367.6 15.4 57.2 72.6 496.3 238.4 734.7

2051-52 76.3 330.0 406.2 17.0 63.2 80.2 548.4 263.4 811.8



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Planning Parameters

Keeping in view the development objectives, the aerodrome reference code derived based on the

dimensions of the aircraft likely to operate at this airport as per provisions of ICAO (Annexure 14) shall be

4F.

Runway

Two parallel runways are planned to meet the traffic projections and handle the ultimate capacity of appx.

65 million passengers. The runways (Code 4F compliant) are proposed to be oriented in the 09-27 direction.

The distance between main parallel runways is kept as 2550 m which facilitate simultaneous IFR (precision

approach) operations as per ICAO recommendations. The length of main runway(s) in 09-27 orientation

for critical design aircraft Airbus A380, is recommended as 4000 m. The width of runways is proposed as

60 m.

A system of parallel taxiways is proposed to connect the runway exits. Runway connects to a full parallel

taxiway through six runway exits (two perpendicular exits and four rapid exits). From the main parallel

taxiway six perpendicular taxiway connectors link up to a second parallel taxiway.

Main commercial aircraft apron with nose-in parking arrangement is planned. The approximate paved

area of the apron is 1,40,000 m2 in phase 1 sufficient to park 10 Airbus A320/Boeing 737 type aircrafts

and 6 Airbus A-340/B777 type aircrafts. The apron can be further expanded to encompass a total area of

10,39,268 m2.

Long Term Parking

Aircraft long-term parking apron covers an area of 1,20,000 m2 that can accommodate 16 Code C type

aircraft in remote stands.

General Aviation Apron

An area of 1,00,000 sqm is catered for General Aviation.

Cargo Apron

Keeping in view the present cargo projection the cargo apron is designed to accommodate up to 2 wide

body freighters having an area of 52,000 m2 with future provision for expansion.

Terminal Building

The passenger terminal building is to be developed in phases in line with the growth in demand. The first

phase will be constructed to meeting the anticipated traffic of 3 mppa and second phase will be developed

to meet 15 mppa. In phase 3, the terminal capacity will be enhanced to 30 million and the ultimate

development will cater to handle 65 million passengers per annum.



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Adopting the value of 25 m2 per peak hour pax, the area of proposed Passenger Terminal Building in each

phase is as under:

• Phase 1 of 22,500 m2

• Phase 2 of 90,000 m2

• Phase 3 of 1,12,500 m2

• Phase 4 of 2,62,500 m2

The overall area of terminal building in the ultimate will remain at 4,87,500 sqm to handle 65 million

passengers.

Domestic / International Cargo Building

The air cargo complex is located on east side of the airport. It can be used for processing of import, export

and transshipment cargo. It will be spread over an area of 300,000 m2. In phase-1, a building of 2760 m2

will be developed for handling 36,400 MT of cargo which can be further expanded by 12,500 m2 to handle

1,49,000 MT of cargo in phase-2 and 45,000 sqm area in the ultimate phase.

Air Rescue and Fire Fighting (ARFF)

An area of 17,000 m2 is marked for the ARFF facility. The area proposed for the ARFF building is 2000 sqm.

ATC Tower and Technical Building

An area of 15,000 m2 is reserved adjacent to the West side of the passenger terminal building for

accommodating the technical building of aeronautical services and the control tower. To meet the

minimum line of sight, the height of the tower is recommended as 40 m above the average runway level,

which will facilitate un-obstructed view of operational area as well as the surrounding space. The ATC

tower will provide Aerodrome Control and Flight Information Services. An area of 3000 sqm is considered

for the ATC tower and Technical Building.

Heavy Airfield Maintenance

The proposed airfield maintenance compound will have an overall size of 20,000 m2. The area of the

maintenance heavy building shall be around 3,000 m2 in phase-1 which shall be extended by another 4,000

m2 in phase 2 and 7000 sqm in the ultimate phase.

Maintenance Repair and Overhaul (MRO) Facility

A total area of 60,000 sqm is earmarked for the purpose. However, the development of this facility would

be at the discretion of the developer.



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Aviation Academy

An area of 10,000 m2 is reserved for development of the aviation academy and its associated

infrastructure. However, the development of this facility would be at the discretion of the developer.

Metro Access

Provision has been made for metro access to the Airport. This access can be underground or elevated. The

development of this facility would be at the discretion of the developer which would depend on various

factors such as cost economics and traffic.

Terminal Area Access Road

For opening Phase, two lanes of terminal area access roads shall be required which can be widened up to

six lanes with the increase in traffic.

Fuel Farm

The fuel farm will cover an area of 60,000 m2, including Jet A1 fuel tanks, AV gas Cisterns, maintenance,

storage of water for firefighting, fuel pumps, administrative offices and car and truck parking lots.

Catering Facility

An area provided for the catering facility is 20,000 m2.

Vehicular Parking

An area of 40,000 m2 has been reserved for parking positions in phase-1 south of Terminal building. In

addition, an area of 35,000 sqm has been earmarked for employee parking separately.

An area of 10,000 m2 has been reserved for 100 parking positions in phase-1 east of cargo Terminal

building. This would serve as parking positions for cargo trucks, trailers, staff parking, agents and visitors.

CNS and Airfield Lighting

Both approaches of the runway are proposed to be provided with Instrument Landing System with Cat1

approach lighting facilities and VOR-DME, D-ATIS, AMSS, ADS-B, ASMGCS, ASR, MSSR etc.

Project Phasing

The Bhiwadi International Airport (BIA) is being planned and designed to accommodate the traffic growth

in three phases of development. The development of the airport facilities is planned as follows:



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• Phase 1: In Phase 1, the airport is initially designed with a level of service adequate to satisfy the

demand of 3 million passengers per annum. This is accomplished by providing BIA with one runway

and one processing terminal building with associated piers for both domestic and international

passengers

• Phase 2: The Phase 2 development at the airport is designed to meet the demand for 15 million

passengers per annum. In this phase, apron will be expanded to meet airside demand along with

additional terminal building (for both domestic and international passengers).

• Phase 3: The phase 3 will comprise development of parallel runway, expansion of apron with all

associated aircraft movement area, terminal and landside facilities adequate to handle 30 million

passengers

• Phase 4: The phase 4 (Ultimate) will comprise development of parallel runway with all associated

aircraft movement area, terminal and landside facilities for ultimate handling capacity of 65 million

passengers.

Cost Estimate

Based upon the facilities shown in the Airport Layout Plan described in Chapter 5 of this report and

implementation program described earlier, the cost estimates for the construction of the Bhiwadi

International Airport have been computed as per details given below:

Item

No. Description

Phase 1

Cost (INR)

Phase 2

Cost (INR)

Phase 3

Cost (INR)

Phase 4

Cost (INR)

1 Land Development / earthwork Cost 786,966,131 167,491,751 406,660,226 808,043,081

2 Airside Works 5,730,082,643 745,583,750 5,105,918,150 8,739,380,575

3 Terminal and Other Buildings 3,294,500,000 11,119,850,000 12,943,000,000 33,116,000,000

4 City Side pavement works 669,560,944 18,000,000 20,000,000 90,000,000

5 Electrical installations 3,982,407,856 262,035,787 389,222,904 3,637,838,503

6 ATC/ATM/CNS equipment 737,675,213 - 247,350,216 651,989,321

7 Airside lighting / equipment etc. 708,703,203 148,053,333 219,733,333 995,423,203

8 Terminal Equipment 426,855,982 1,052,056,064 1,277,056,064 2,176,781,072

9 Sub-total 1 to 8 16,336,751,973 13,513,070,684 20,608,940,893 50,215,455,755

10 Contingencies @ 3% on 9 490,102,559 405,392,121 618,268,227 1,506,463,673

11 Offsite infrastructure 250,000,000 - 250,000,000 -

12 Trial run and testing / commissioning 250,000,000 - - -

13 Non-aeronautical area 250,000,000 500,000,000 500,000,000 1,000,000,000

Phase total 9 to 13 17,576,854,532 14,418,462,805 21,977,209,120 52,721,919,428

Grand Total 106,694,445,885

Financial Analysis

The results of financial analysis indicate are as given below:

Financial Analysis

Parameter

Value



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The Project has an IRR of 11.83% which is more than the WACC of 11.8% which indicates that project is

financially viable.

***

Project IRR 11.83%

Equity IRR 12.25%



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1. INTRODUCTION

1.1. General

Delhi - Mumbai Industrial Corridor (DMIC) is India's most ambitious infrastructure programme aiming to

develop new industrial cities in the influence area of the corridor as "Smart Cities" and converging next

generation technologies across infrastructure sectors.

The objective is to expand India's Manufacturing & Services base and develop DMIC as a "Global

Manufacturing and Trading Hub". The programme will provide a major impetus to planned urbanization

in India with manufacturing as the key driver. In addition to new Industrial Cities, the programme

envisages development of infrastructure linkages like power plants, assured water supply, high capacity

transportation and logistics facilities as well as softer interventions like skill development programme for

employment of the local populace. In the first phase eight new industrial cities are being developed.

DMICDC has proposed Khushkhera – Bhiwadi – Neemrana Investment Region (KBNIR) as one of the

proposed 8 Global Cities, to be developed on the principles of sustainable development in the State of

Rajasthan.

1.2. Khushkhera- Bhiwadi- Neemrana Investment Region

The Khushkhera- Bhiwadi- Neemrana Investment Region is to be developed in an identified area of around

165.6 sq. km (Figure 1). The objective is to create a world-class city—in this area, with industry as the main

driver of economic development and employment with non-industrial/non-processing uses. Supportive

residential, commercial, and institutional land uses are provided based on industry-driven demand and

integrated in the comprehensive concept master plan that includes a strategy, framework and concept

plan. The broad vision for the KBNIR Area is to be a leading place for Rajasthan’s manufacturing industries.

1.3. Aerotropolis Project

DMICDC envisions a Green field airport providing timely transfer facilities for passenger and cargo from

developments in its catchment area. In line with this objective, a location has been identified near Bhiwadi

in the State of Rajasthan. The proposed Greenfield airport, bordering on the proposed Bhiwadi-Tapookra-

Khushkhera (BTK) Industrial Complex has been proposed by DMICDC in relation to the Kushkhera –

Bhiwadi – Neemrana Investment Region and is termed as the Aerotropolis Project. Figure 2 shows the

location of the site identified for the airport.

Bhiwadi is situated at 28.21°N, 76.87°E. It is 65 km away from New Delhi, 200 km from Jaipur, 90 km from

Alwar, 22 km from Gurgaon (Manesar) and 60 km from Faridabad. It can be reached by National Highway

NH8 (Delhi-Jaipur highway) from New Delhi. Nearest railway station is Rewari Junction, 26 km south of

city. Nearest Airport is Indira Gandhi International Airport, approx. 50 km north of the city.



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DMICDC proposes to set up Greenfield International Airport near Bhiwadi in Tijara & Kotkasim Mandal in

Alwar district. An approximate area of 2000 hectare has been earmarked for the Bhiwadi International

Airport. The land proposed for the airport is predominantly agricultural. The land has been identified for

the airport based on the pre-feasibility study conducted by Airports Authority of India in consideration of

the operational requirements. Ministry of Civil Aviation has already granted approval of ‘Site Clearance’ and the Ministry of Defence has accorded ‘No Objection Certificate’ for the proposed airport.

The airport is proposed to be developed in Phases to handle an ultimate capacity of approx. 80 million

passengers in future, with two parallel runways. The runway is planned to accommodate Airbus 380 type

aircraft. Besides the runway, the airport will be provided with other facilities such as connecting taxiway,

apron, air traffic control tower, fire stations, electrical sub-stations, refueling facilities, hangar and

maintenance facilities, flight catering, terminal buildings to handle international and domestic passengers

and cargo and other infrastructure facilities. The airport will be equipped with Navigational Aids for all

weather operations.

1.4. Objective of the Assignment

The Objective of this assignment of consultancy service is to prepare DPR for the proposed development

of Greenfield International Airport including preparation of Master plan and Environmental Impact

Assessment study. The scope of consultancy services broadly includes:

• Traffic Forecast update

• Collection of meteorological data

• Topographical survey & update of OLS

• Master Planning

• CNS-ATM facilities

• Crash Fire Rescue services

• Cargo facilities

• Land use plan

• Soil Investigations

• Rough Cost Estimates

• Financial Analysis

• Social Impact Assessment

• Multi-modal transport integration proposal

• Environmental Impact Assessment

• Preparation of documents for Clearances

This Detailed Project Reports is accordingly submitted covering the above aspects.

Consultancy Services for Preparation of Detailed Project Report for development of Greenfield International

Airport at Bhiwadi, Rajasthan

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2. TRAFFIC FORECAST

2.1. Introduction

This chapter presents the traffic potential and forecast for Greenfield airport at Bhiwadi called Bhiwadi

International Airport (BIA). The start year of operations for BIA has been taken as year 2022-23 and

the forecast has been done for a 15-year period. The forecasts have been done under three scenarios

namely Baseline, Pessimistic and Optimistic scenarios. The forecasts include following details under

each scenario:

• Annual international and domestic passengers

• Annual international and domestic aircraft movements

• Annual international and domestic freight in Metric Tonnes (MT)

The forecasts have been done under three phases of development:

• Phase I (Short Term): Year 2022 (Year of commissioning) to Year 2027

• Phase II (Medium Term): Year 2027 to Year 2032

• Phase III (Long Term): Year 2032 to Year 2037

To forecast the traffic for above development phases at BIA, an in depth understanding of the BIA and

its region was required for which a detailed literature study was conducted and is presented below.

2.1.1. Approach & Methodology

There is no prescribed methodology for projecting traffic at Greenfield airport. The traffic at

Greenfield airport is generally seen in the light of regional air traffic. As BIA lies in close vicinity of IGI

Airport and the catchment areas of the two airports overlap, the approach adopted for this assignment

relate to BIA traffic during green field operations as one diverted from IGI once IGI reaches its

saturation.

Thus, the methodology adopted to forecast traffic for Bhiwadi International Airport (BIA), involves an

in depth understanding of the forecasts made for BIA and its region which includes IGI airport.

Forecasts made by ICAO and AAI for IGI have been studied in detail. It is concluded that projections

made by ICAO and AAI for IGI for next 15 years (without capacity constraint) is not exclusive traffic for

IGI but is the regional air travel demand that needs to be catered. This establishes the vision that BIA

would be an alternative to IGI and would cater to unserved demand of IGI, once IGI reaches its

saturation level.

To update and validate the projections made for IGI traffic forecast, curve fitting technique on past 10

years of air traffic data of IGI was applied to get the best fitted curve which was used to predict the

traffic for next 15 years. The results obtained were compared with forecasts made by AAI and ICAO.

Further, scenario based approach was adopted on parameters of saturation year of IGI and % share of

BIA in the surplus traffic after saturation of IGI. Three scenarios namely, Baseline, Pessimistic and

Optimistic have been formulated to forecast the traffic at BIA. The start year of operations for BIA is

taken as year 2022-23 and the forecast for passenger, cargo and aircraft movement for domestic and

international operations has been done for a 15 years period.



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2.2. Literature Study

Planning for an airport at Bhiwadi is going on for quite some time and in past, some studies have been

carried out by different agencies. The literature study throws light on projections of traffic at BIA –

made by different studies with different set of assumptions.

Master Plan of Shahjahanpur – Neemrana – Behror

Shahjahanpur – Neemrana – Behror (SNB) is located in North East area of the Rajasthan state. Area of

SNB is 550.6 Sq. Km with total 137 villages falling in this region. As per Census 2001, the population of

this region is 0.23 Million. SNB is located 120 km from Delhi and is accessed by NH48 connecting SNB

to Gurgaon and Delhi in North and Jaipur in South. SNB has been envisioned with following objectives:

• To take advantage of proximity with National Capital Territory for promoting Domestic and

Foreign investments

• Develop infrastructure of international standards to respond to fast changing commercial and

financial requirements of the region and to provide comprehensive and consolidated facilities

with competitive environment for private investors

• Balanced and fast paced development of regional centers as identified under Regional

Development Plan of National Capital Territory – 2021

• Financing and development of Khushkhera – Bhiwadi – Neemrana Investment Region (KBNIR)

proposed under DMIC scheme

The Khushkhera - Bhiwadi- Neemrana Investment Region (KBNIR) is part of the larger Shahjahanpur

Neemrana Behror Master Plan. KBNIR is to be developed in an identified area of around 165.6 square

kilometres with an objective to create a world-class city with industry as the main driver of economic

development and employment with non-industrial/non-processing uses.

Supportive residential, commercial, and institutional land uses are provided based on industry-driven

demand and integrated in the comprehensive concept master plan that includes a strategy,

framework, and concept plan. The broad vision for the KBNIR Area is to be a leading place for

Rajasthan’s manufacturing industries. Proposed population for SNB including KBNIR, Behror and other

areas for year 2041 is given in Table 1.

Table 1 - Proposed Population SNB – Y 2041

Region Population

(in Million)

Khushkhera Bhiwadi Neemrana

Investment Region (KBNIR)

1.38

Behror 0.11

Remaining area under SNB 0.33

Total Population 1.82



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2.2.1. Master Plan of IGI, Delhi Integrated Airport Limited (DIAL), 2016

IGI airport is spread over an area of 2,066 ha located in Palam, Delhi, at a distance of 15 km from New

Delhi Railway Station. IGI is developed and operated by DIAL (Delhi International Airport Limited), a

joint venture consortium of GMR Group, Airports Authority of India, Fraport and Malaysia Airports

Holdings Berhad (MAHB).

IGI is the busiest airport in India by passenger traffic since 2009 and it handled 57.70 million

passengers, 3,97,799 aircraft movements and 0.86 Million Metric Tonnes (MT) of cargo in the Year

2016-17. The immediate influence area of IGI covers whole of Northern India and it outreaches to all

major domestic and international destinations. Two passenger terminals (T1 - Domestic and T3 –

Domestic and International), a dedicated Haj terminal and a cargo terminal operate from IGI.

IGI's current handling capacity is 65 million passengers which is likely to exhaust in coming years. The

New Master Plan prepared for IGIA provides a three-phased development program for the airport

namely Phase 3A, Phase 3B and Phase 4 for horizon year 2020, 2025 and 2034 respectively (Figure 3).

The implementation of Master Plan will increase the design capacity of IGI to 109 million passengers

per annum.

2.2.1.1. Recent Developments (Source: TOI, Feb 10, 2017)

Delhi International Airport (Pvt) Ltd (DIAL) has sought environmental clearance to begin expansion

plan to lay a fourth runway, expand terminal capacity and build supporting infrastructure. Immediate

planning is to expand present terminal T1 by 2020 under Phase 3-A increasing T1's capacity from 18

million at present to 30 million and increasing IGIA's overall passenger handling capacity to 75 Million

PPA.

Construction on T4 would form part of `Phase 3-B', scheduled to be executed by 2025, estimated to

increase IGI's capacity to 92 Million PPA. Once in place, T4 may serve domestic passengers while T3

would exclusively be used for handling international passengers. The final expansion, Phase-4 is

stipulated to begin after 2026 and is expected to increase the airport's capacity to 110 Million PPA,

expected to exhaust by 2034.



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2.2.2. Feasibility Report for Development of Aerotropolis, DMICDC, 2011

The Aerotropolis project was identified as an Early Bird Project for Public Private Partnership (PPP) by

DMICDC and a Pre-feasibility Study with Master Plan and Financial Model was carried out by DHV,

KUIPER COMPAGNONS, ECORYS and CUSHMAN WAKFIELD on behalf of DMICDC in the Year 2011. The

study forecasted that the airport will handle 4-5 million passengers in its initial years and the demand

will grow to 10 million passengers per annum in 10 years of commissioning. Table 2 presents the three

Phases of development recommended and estimates of passenger / cargo traffic for BIA:

Table 2 - Traffic Projections BIA- Feasibility Report

Phase

Passengers (Million) Cargo ('000 Tonnes)

Phase I 10 11

Phase II 50 300

Phase III 82 773

The study estimated that the airport will reach the projected 82 Million growth in the year 2041 under

the optimistic scenario whereas under the base case scenario, total passengers handled at the

proposed airport will be 34.4 Million in year 2041. The report envisioned BIA as a passenger as well as

cargo facility and forecasted in Phase I it would handle about 11000 tonnes of cargo, expected to rise

to about 773000 tonnes by Phase III. This study did not elaborate the year of development phases and

estimated the traffic irrespective of traffic at IGI.

2.2.3. Air Traffic Forecast Project for Airports in the National Capital Region of India, International

Civil Aviation Organization (ICAO), 2014

The ICAO report made projections for air traffic for NCR region. Since at the time of forecast, there

was only one airport in the National Capital Region (NCR), the forecast for IGI essentially attempted

to predict how much demand there is for air travel in the NCR.

The historical data on IGI used for projections for demand at IGI was till the year 2012. The forecast

considered the ultimate handling capacity of IGI to be 100 million for passengers and 3.2 Million MT

for cargo. GDP elasticities for each of the four sectors of air transport (international and domestic

passenger traffic, international and domestic cargo traffic) were used to make forecasts. The base

forecast was based on IMF forecasted GDP growth rates, high forecast was made on the basis of GOI

projected growth rate and low forecast were based on the basis of modest growth rates. ICAO

forecasted the demand under three scenarios namely base, high and low scenarios. Forecast prepared

by ICAO anticipated that passenger traffic and aircraft movements at IGI would reach saturation points

as follows:

• For passengers, under the base, high and low scenarios, in the years 2024, 2022 and 2026

respectively

• For air traffic movements, under the base, high and low scenarios, in the years 2024, 2022,

2026 respectively



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Though ICAO projected saturation of IGI as given above, it argued shift of demand from IGI to Bhiwadi

airport may not materialise as given in the Aerotropolis report prepared by DMICDC. Table 3, Table 4,

and Table 5 give the projections made by ICAO for NCR region.

Table 3 - Traffic Forecast by ICAO for NCR – Base Scenario

Year

Aircraft Movements ('000) Passengers (Millions) Freight ('000 MT)

Intl Dom Total Intl Dom Total Intl Dom Total

2012 80.4 200.3 280.7 11.57 22.80 34.37 358.1 188.3 546.4

2013 86.4 209.5 295.9 12.61 24.21 36.82 369.9 201.9 571.8

2014 92.9 219.2 312.1 13.75 25.71 39.46 382.1 216.4 598.5

2015 99.9 229.2 329.1 14.98 27.31 42.29 394.7 232.0 626.7

2016 107.4 239.8 347.1 16.33 29.00 45.33 407.8 248.7 656.4

2017 115.4 250.8 366.2 17.80 30.80 48.60 421.2 266.6 687.8

2018 127.4 278.4 405.8 19.74 35.33 55.07 445.2 289.2 734.5

2019 140.7 309.0 449.7 21.89 40.52 62.42 470.6 313.8 784.4

2020 155.3 343.0 498.3 24.28 46.48 70.76 497.4 340.5 837.9

2021 171.5 380.7 552.2 26.93 53.31 80.24 525.8 369.4 895.2

2022 189.3 422.6 611.9 29.86 61.15 91.01 555.8 400.8 956.6

2023 202.0 467.4 669.4 32.22 68.48 100.71 587.4 439.7 1027.2

2024 215.5 517.0 732.5 34.77 76.70 111.47 620.9 482.4 1103.3

2025 230.0 571.8 801.7 37.51 85.91 123.42 656.3 529.2 1185.5

2026 245.4 632.4 877.7 40.48 96.22 136.69 693.7 580.5 1274.2

2027 261.8 699.4 961.2 43.67 107.76 151.44 733.3 636.8 1370.1

2028 279.3 773.5 1052.9 47.13 120.69 167.82 775.1 698.6 1473.6

2029 298.1 855.5 1153.6 50.85 135.18 186.02 819.2 766.3 1585.6

2030 318.0 946.2 1264.3 54.86 151.40 206.26 865.9 840.7 1706.6

2031 339.3 1046.5 1385.9 59.20 169.57 228.76 915.3 922.2 1837.5

2032 362.1 1157.5 1519.5 63.88 189.91 253.79 967.5 1011.7 1979.1

Table 4 - Traffic Forecast by ICAO For NCR – High Scenario

Year



2012 80.4 200.3 280.7 11.57 22.80 34.37 358.1 188.3 546.4

2013 88.8 211.1 300.0 13.03 24.76 37.79 374.6 206.9 581.5

2014 98.2 222.5 320.7 14.67 26.89 41.56 391.8 227.4 619.2

2015 108.5 234.5 343.0 16.52 29.20 45.72 409.8 249.9 659.8

2016 119.9 247.2 367.1 18.60 31.71 50.31 428.7 274.7 703.4

2017 132.5 260.5 393.0 20.94 34.44 55.38 448.4 301.9 750.3

2018 150.2 297.5 447.7 23.87 40.95 64.83 481.1 334.8 815.9

2019 170.3 339.8 510.1 27.22 48.69 75.91 516.3 371.3 887.5

2020 193.2 388.0 581.2 31.03 57.89 88.92 553.9 411.7 965.7

2021 219.0 443.1 662.2 35.37 68.84 104.21 594.4 456.6 1051.0

2022 248.4 506.1 754.5 40.32 81.85 122.17 637.8 506.4 1144.2

2023 270.0 574.9 844.9 44.44 94.45 138.88 684.3 569.7 1254.0

2024 293.5 653.1 946.6 48.97 108.99 157.96 734.3 640.9 1375.2



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Year



2025 319.0 741.9 1060.9 53.96 125.78 179.74 787.9 721.0 1508.9

2026 346.8 842.8 1189.6 59.47 145.15 204.62 845.4 811.2 1656.6

2027 376.9 957.4 1334.4 65.53 167.50 233.04 907.1 912.6 1819.7

2028 409.7 1087.6 1497.4 72.22 193.30 265.52 973.3 1026.6 2000.0

2029 445.4 1235.6 1680.9 79.58 223.07 302.65 1044.4 1155.0 2199.3

2030 484.1 1403.6 1887.7 87.70 257.42 345.12 1120.6 1299.3 2419.9

2031 526.3 1594.5 2120.7 96.65 297.06 393.71 1202.4 1461.7 2664.2

2032 572.0 1811.3 2383.4 106.50 342.81 449.31 1290.2 1644.5 2934.7

Table 5 - Traffic Forecast by ICAO for NCR – Low Scenario

Year



2012 80.4 200.3 280.7 11.57 22.80 34.37 358.1 188.3 546.4

2013 85.1 207.5 292.6 12.38 23.89 36.27 367.4 198.7 566.1

2014 90.0 215.0 305.0 13.25 25.04 38.29 377.0 209.6 586.5

2015 95.2 222.7 317.9 14.17 26.24 40.42 386.8 221.1 607.9

2016 100.7 230.7 331.5 15.17 27.50 42.67 396.8 233.3 630.1

2017 106.6 239.0 345.6 16.23 28.82 45.05 407.1 246.1 653.2

2018 116.1 261.8 377.8 17.74 32.45 50.19 427.1 264.1 691.2

2019 126.4 286.6 413.0 19.39 36.54 55.93 448.0 283.3 731.4

2020 137.6 313.8 451.5 21.19 41.15 62.34 470.0 304.0 774.0

2021 149.9 343.7 493.6 23.16 46.33 69.49 493.0 326.2 819.2

2022 163.2 376.3 539.6 25.31 52.17 77.49 517.2 350.0 867.2

2023 172.9 410.6 583.4 27.03 57.55 84.58 542.5 379.1 921.6

2024 183.1 447.9 631.0 28.87 63.47 92.35 569.1 410.6 979.6

2025 193.9 488.7 682.6 30.84 70.01 100.85 597.0 444.6 1041.6

2026 205.3 533.1 738.5 32.93 77.22 110.15 626.2 481.5 1107.7

2027 217.4 581.7 799.1 35.17 85.17 120.35 656.9 521.5 1178.4

2028 230.2 634.6 864.8 37.56 93.95 131.51 689.1 564.8 1253.9

2029 243.8 692.3 936.2 40.12 103.62 143.74 722.8 611.7 1334.5

2030 258.2 755.4 1013.6 42.85 114.30 157.14 758.3 662.4 1420.7

2031 273.5 824.1 1097.5 45.76 126.07 171.83 795.4 717.4 1512.8

2032 289.6 899.1 1188.7 48.87 139.06 187.93 834.4 777.0 1611.4

2.2.3.1. Traffic Projections for Bhiwadi

Bhiwadi airport is a part of the KBNIR scheme of DMICDC which envisioned the airport to serve the air

travel demand created from KBNIR. ICAO predicted that even if KBNIR develops as envisioned, there

would be only a small population in the immediate catchment of Bhiwadi airport that could provide a

source of traffic for air carriers who might choose or be induced to set up services at the new airport.

Also, any services at Bhiwadi would be attractive if they serve destinations people living in that area

would want to reach, or if they serve points from which people wish to get in the NCR.



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Given the much higher level in choice of services available at IGI, the greater convenience and/or

accessibility of any services at Bhiwadi would not compensate for the lack of choice of destinations

and the limited number of points of origin for inbound services. As such ICAO projected that the

demand originating from KBNIR would be directed to IGI for the choices of air travel and not to Bhiwadi

for its geographical proximity to the KBNIR.

ICAO envisioned BIA as both passenger and cargo airport. ICAO forecasted that a new airport at

Bhiwadi, commissioned to begin service in 2018-19, would initially have little overall impact on the

passenger and cargo traffic at IGI. In the short to medium term, it was found likely that an airport at

Bhiwadi would principally be attractive to low cost and charter carriers.

ICAO was of the opinion that as 80-85% of cargo moves in the belly hold of passenger aircraft, cargo

operation can be easily induced to use new airport, as shippers are necessarily not concerned with the

routing the cargo takes, so long as it is delivered in timely fashion and a competitive cost. However,

ICAO made projections only for passenger traffic based on the following assumptions:

• The commissioning of the new airport shall be 2018-19.

• The development plan provided by DMICDC considered for the traffic estimation at airport.

At its opening, the airport would therefore have a passenger capacity of 10 million per annum.

• The required road and other surface access and other infrastructure would be in place.

• The industrial development for the KBNIR would proceed as planned.

• In the years preceding the commissioning of the airport, the airport operator would actively

promote the new airport and would solicit air carriers to use it so that, on its opening, services

would immediately be available at some level and would grow from there.

• Charges to air carriers for the use of the airport in the initial years might not fully reflect the

full cost of the provision of the airport's facilities but there would be no other financial

inducements or subsidies offered to carriers to operate into or out of the new airport.

Table 6 presents the projected passenger traffic and aircraft movement at BIA, as estimated by ICAO.

The comparison of the traffic forecast for BIA suggests that ICAO forecast is a fraction of what was

projected in the Aerotropolis report. The ICAO report estimated that the total passenger demand of 2

Million per annum in third phase of development as against estimated 82 Million per annum

(optimistic scenario) in the previous report. ICAO was of the opinion that when IGI saturates, the

distribution of traffic between two airports would be complex and would depend upon following

factors:

• Would the two airports be operated as competitors by separate or independent entities?

• Would the two airports be operated as by separate or independent entities but as a “system” under a policy framework of some kind allocating various types of traffic to one airport or

another?

• Would the airports be operated as a “system” by one entity on the basis of coordinated commercial or other objectives? Which entity would assume this responsibility?

Table 6 - Traffic Projections at Bhiwadi Airport- ICAO Report

YEAR

AIRCRAFT MOVEMENTS ('000) PASSENGERS ('000)

INTL DOM TOTAL INTL DOM TOTAL

2018 2.2 2.2 262.8 262.8



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YEAR

AIRCRAFT MOVEMENTS ('000) PASSENGERS ('000)

INTL DOM TOTAL INTL DOM TOTAL

2019 2.2 2.2 262.8 262.8

2020 1.5 2.2 3.7 211.7 262.8 474.5

2021 1.5 2.2 3.7 211.7 262.8 474.5

2022 2.2 5.1 7.3 317.55 613.2 930.75

2023 2.3 5.5 7.8 339.78 674.52 1014.3

2024 2.5 6 8.5 363.56 741.97 1105.53

2025 2.6 6.4 9 389.01 816.17 1205.18

2026 2.8 7 9.8 416.24 897.79 1314.03

2027 2.9 7.5 10.4 445.38 987.56 1432.94

2028 3.1 8.1 11.2 476.56 1086.32 1562.88

2029 3.3 8.8 12.1 509.92 1194.95 1704.87

2030 3.5 9.5 13 545.61 1314.45 1860.06

2031 3.7 10.2 13.9 583.8 1445.89 2029.69

2032 3.9 11 14.9 624.67 1590.48 2215.15

2.2.4. Report on Traffic Potential Assessment of the Proposed Bhiwadi Greenfield Airport, Airports

Authority of India (AAI), 2016

Indian Aviation witnessed considerable growth after year 2014 which necessitated the revision of

ICAO forecast which was based on data up to 2012-13. The year 2012-13 had witnessed a decline in

the domestic passenger growth over the previous year at all Indian airports taken together, at

Northern Region and at IGI also. Similarly decline in the traffic was noticed for domestic aircraft

movements and all categories cargo traffic. But after 2012-13, air traffic both domestic and

international grew significantly.

In line with ICAO report, AAI also envisioned BIA as an alternative passenger airport to IGI, primarily

catering to passenger traffic. Airports Authority of India (AAI) revised the ICAO forecast for IGI in view

of the improved economic and business scenario and air traffic growth in India and made projections

for both domestic and international passenger, cargo traffic and aircraft movement at IGI. The Report

also made projections for passenger traffic at BIA as diverted traffic from IGI. For cargo traffic it made

no projections on the assumption that IGI has sufficient capacity to handle cargo traffic.

2.2.4.1. Passenger Traffic Forecast at IGI- AAI Report, 2016

Indian Aviation registered significant growth during 2015-16 due to improvement in GDP growth rate

from 5.6% for 2012-13 to 7.6% in 2015-16, ease of doing business policies, decrease in oil prices and

entry of new airlines such as Vistara, Air Pegasus and True Jet.

AAI revised ICAO projections for IGI in view of the improved economic scenario in line with the ICAO

methodology and have estimated growth rates for traffic based on the GDP elasticities with the

categories of air traffic viz. passenger, cargo and aircraft movements with the base year 2014-15 and

reworked and readjusted them for the base year 2015-16. It has been projected that passenger

demand at IGI will grow at 15.9% for the period 2016-17 (Table 7). Thereafter, the growth rates have

been moderated with decline every 5-year period.



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For the period from year 2017 - 22 growth rate adopted was 10.8%. Whereas for next five years period

from year 2022-27 and 2027-2032, the rate of growth in traffic at IGI was estimated as 9.4% and 7.6%

respectively. This decline may be due to the development of other airports in the 500 km catchment

of IGI such as Jaipur, Lucknow, Amritsar and Chandigarh etc. It can be seen from the Table 7 that IGI

is projected to have demand of 211 Million passengers in the year 2031-32 and it will saturate by the

year 2023-24 considering its capacity of 109 Million PPA. Thus, there will be surplus passenger traffic

to be catered by other airports in the region.

Table 7 – AAI Passenger Forecast for IGI Airport

YEAR

PASSENGERS (in Millions)

INTERNATIONAL DOMESTIC TOTAL

2015-16 (BASE YEAR) 14.2 34.3 48.4

GROWTH RATE 6.00% 20.00% 15.90%

2016-17 15.0 41.1 56.1

GROWTH RATE 7.00% 12.00% 10.80%

2017-18 16.1 46.1 62.1

2018-19 17.2 51.6 68.8

2019-20 18.4 57.8 76.2

2020-21 19.7 64.7 84.4

2021-22 21.0 72.5 93.5

GROWTH RATE 7.00% 10.00% 9.40%

2022-23 22.5 79.7 102.2

2023-24 24.1 87.7 111.8

2024-25 25.8 96.5 122.2

2025-26 27.6 106.1 133.7

2026-27 29.5 116.7 146.2

GROWTH RATE 6.00% 8.00% 7.60%

2027-28 31.3 126.1 157.3

2028-29 33.2 136.2 169.3

2029-30 35.1 147.0 182.2

2030-31 37.3 158.8 196.1

2031-32 39.5 171.5 211.0

b) Aircraft Movement Forecast at IGI, AAI Report, 2016

AAI has forecasted the aircraft movement at IGI for the period from year 2016-17 to 2031-32 based

on growth rates derived using GDP elasticities (Table 8). It is projected that IGI will have 1.13 million

aircraft movement by the year 2031-32.

Table 8 – AAI Forecast for Aircraft Movement at IGI Airport

YEAR AIRCRAFT MOVEMENTS (in '000)

INTL. DOM Total

2015-16 (BASE YEAR) 89.1 255.0 344.1

GROWTH RATE 5.00% 16.00% 13.20%

2016-17 93.5 295.8 389.4



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YEAR AIRCRAFT MOVEMENTS (in '000)

INTL. DOM Total

GROWTH RATE 6.00% 9.00% 8.30%

2017-18 99.1 322.5 421.6

2018-19 105.1 351.5 456.6

2019-20 111.3 383.1 494.5

2020-21 118.1 417.6 535.7

2021-22 125.2 455.2 580.4

GROWTH RATE 5.00% 8.00% 7.40%

2022-23 131.4 491.6 623.0

2023-24 138.0 530.9 668.9

2024-25 144.9 573.4 718.3

2025-26 152.1 619.3 771.4

2026-27 159.7 668.8 828.6

GROWTH RATE 4.00% 7.00% 6.40%

2027-28 166.1 715.6 881.8

2028-29 172.8 765.7 938.5

2029-30 179.7 819.3 999.0

2030-31 186.9 876.7 1063.6

2031-32 194.4 938.1 1132.4

c) Freight Traffic Forecast at IGI, AAI Report, 2016

Growth rates based on the GDP elasticities associated with cargo air traffic with the base year 2014-

15 and reworked and readjusted for the base year 2015-16 were used to forecast air cargo traffic. It

has been forecasted that freight traffic at IGI will grow for next five years i.e. till year 2021-22 at 7.4%

which is slightly lower than past 10 years trend (Table 9). Thereafter, a growth rate of 6.6% has been

assumed for next five years.

The forecast suggests regional freight traffic demand of 2,149 Thousand MT for the year 2032. The

total freight handling capacity of IGI is 3,200 Thousand MT which is much more than the anticipated

cargo demand at IGI.

Table 9 – AAI Freight Traffic Forecast for IGI Airport

YEAR FREIGHT (in '000 Metric Tonnes)

INTL. DOM Total

2015-16 (BASE YEAR) 492.1 295.1 787.2

GROWTH RATE 11.00% 5.00% 8.80%

2016-17 546.2 309.9 856.1

GROWTH RATE 7.00% 8.00% 7.40%

2017-18 584.4 334.7 919.1

2018-19 625.3 361.4 986.8

2019-20 669.1 390.3 1059.4

2020-21 715.9 421.6 1137.5

2021-22 766.1 455.3 1221.3

GROWTH RATE 7.00% 6.00% 6.60%



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YEAR FREIGHT (in '000 Metric Tonnes)

INTL. DOM Total

2022-23 819.7 482.6 1302.3

2023-24 877.1 511.6 1388.6

2024-25 938.5 542.3 1480.7

2025-26 1004.1 574.8 1578.9

2026-27 1074.4 609.3 1683.7

GROWTH RATE 5.00% 5.00% 5.00%

2027-28 1128.2 639.7 1767.9

2028-29 1184.6 671.7 1856.3

2029-30 1243.8 705.3 1949.1

2030-31 1306.0 740.6 2046.6

2031-32 1371.3 777.6 2148.9

d) Passenger Traffic Forecast at BIA – AAI Report, 2016

AAI in their report have discussed following traffic components while making projections at BIA.

• Normal traffic: This component represents the traffic growth at any airport over the base year

demand. As BIA is a green field airport, AAI has forecasted that there will be non-existent

normal traffic on the BIA.

• Diverted traffic: Traffic diversion happens from one airport to another due to improved

facilities, increased connectivity, saving in time and distance etc. Traffic diversion also happens

due to congestion or connectivity issues experienced at a previously preferred airport. As per

AAI forecast, due to proximity of IGI and BIA, traffic diversion will take place to BIA with

saturation of IGI in year 2023-24.

• Induced traffic: Traffic demand generated from the catchment of the airport due to economic

development, improvement in regional economy and connectivity etc. is called induced

traffic. AAI forecasts that development of Khushkhera Bhiwadi Neemrana Investment Region

(KBNIR) will induce additional traffic flow to BIA.

AAI made traffic forecast for BIA by updating the ICAO projections for BIA with following assumptions:

• Commissioning of the new airport at Bhiwadi will be in the Year 2020-21

• IGI with capacity of 109 MPPA will saturate in the Year 2024

• After saturation of IGI, Bhiwadi airport would serve as alternative to IGI

• Government may provide incentive for the diversion of the traffic from IGI to the proposed

airport

• In the first four years of commissioning of the proposed airport, low cost carriers would

operate an average of 10 flights per day i.e. initially, 3,650 domestic aircraft movements per

annum are likely to be handled at Bhiwadi Greenfield Airport.

• It is assumed that Boeing 737 category aircraft operating at an average load factor of 80% of

used for this domestic service i.e. on an average 120 passengers per flight is expected at the

initial stage. Therefore, 0.4 Million domestic passengers are likely to be handled at Bhiwadi

airport in the initial years.

• In the third and fourth year, an international service would start operating on an average of

six flights a day and therefore 2190 international aircraft movements per annum are likely to

be handled at Bhiwadi Greenfield airport.



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• Assuming A-320 aircraft would be used for this service at an 80% load factor thus providing

145 passengers per flight. Therefore, 0.3 Million international passengers are likely to be

handled at the third and fourth year of operation of Bhiwadi airport.

• In the fifth year, i.e. 2024, when IGI is beginning to saturate, domestic services would rise to

18 flights per day and international services would rise to 10 flights per day.

• From the sixth year onwards i.e. on saturation of IGI airport, a growth factor of 10% and 7%

respectively for domestic and international passengers and 8% and 5% respectively for

domestic and international aircraft movements have been assumed, reflecting the type of

growth that could be expected at such airport if it existed in isolation.

AAI envisaged that air traffic potential of the proposed green field airport would be mainly from traffic

diverted from IGI airport in the initial phase once the convenient connectivity is offered to the

passengers. It is also proposed that induced traffic may also contribute to traffic growth of Bhiwadi

airport.

It also assumes that the estimation of ratio of non-scheduled to scheduled operations is very difficult

at an early stage since the number of aircraft movement in the beginning years of proposed airport is

kept low. Based on above assumptions, the projection for passenger traffic at BIA is given in Table 10.

Table 10 – AAI Assessment of Traffic Potential for New Greenfield Airport at Bhiwadi

YEAR AIRCRAFT MOVEMENTS ('000) PASSENGERS (in Millions)

INTL. DOM Total INTL. DOM Total

2020 3.65 3.65 0.00 0.44 0.44

2021 3.65 3.65 0.00 0.44 0.44

2022 2.19 3.65 5.84 0.32 0.44 0.76

2023 2.19 3.65 5.84 0.32 0.44 0.76

2024 3.65 6.57 10.22 0.53 0.79 1.32

2025 3.83 7.1 10.93 0.58 0.84 1.43

2026 4.02 7.66 11.68 0.64 0.90 1.54

2027 4.23 8.28 12.51 0.70 0.97 1.67

2028 4.44 8.94 13.38 0.78 1.03 1.81

2029 4.66 9.65 14.31 0.85 1.11 1.96

2030 4.89 10.43 15.32 0.94 1.18 2.12

2031 5.14 11.26 16.4 1.03 1.27 2.30

2032 5.39 12.16 17.55 1.13 1.35 2.49

2033 5.66 13.13 18.79 1.25 1.45 2.70

2034 5.95 14.18 20.13 1.37 1.55 2.92

2035 6.24 15.32 21.56 1.51 1.66 3.17

2.2.5. Unaddressed Passenger Demand in the Region

A comparison of the traffic projections made by AAI for the region, IGI ultimate capacity and

projections made for BIA reveals that there is large demand which remains unsatisfied after IGI

reaches its ultimate capacity. As per AAI projections, IGI will reach its capacity of 109 Million PPA in

the year 2024. In this scenario, the alternative airport should be able to cater to the additional



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demand. However, the projections made for IGI and BIA leaves a huge gap between demand and

supply (Table 11).

Table 11 – Unaddressed Passenger Demand (In Million)

YEAR AAI FORECAST

FOR IGI

AAI FORECAST

FOR BIA

UNADDRESSED

DEMAND AFTER

IGI SATURATION

2016-17 56.1 - -

2017-18 62.1 - -

2018-19 68.8 - -

2019-20 76.2 0.4 -

2020-21 84.4 0.4 -

2021-22 93.5 0.8 -

2022-23 102.2 0.8 -

2023-24 111.8 1.3 1.5

2024-25 122.2 1.4 11.8

2025-26 133.7 1.5 23.2

2026-27 146.2 1.7 35.5

2027-28 157.3 1.8 46.5

2028-29 169.3 2 58.3

2029-30 182.2 2.1 71.1

2030-31 196.1 2.3 84.8

2031-32 211 2.5 99.5

2032-33 - 2.7 -

2033-34 - 2.9 -

2034-35 - 3.2 -

In the year 2031-32, with IGI saturating in 2024, the surplus demand would be approx. 102 million

which would have to be handled by other airports. AAI forecast for BIA considers that the traffic at

BIA would majorly be constituted of diverted traffic from IGI, however projections show only 2 Million

traffic leaving unsatisfied demand of 99.5 Million. It can be assumed that some of the demand may be

diverted to other regional airports as that of Chandigarh, Jaipur, Lucknow etc., but still a large portion

of demand would remain unaddressed.

2.2.6. Comparison of Traffic Projections for BIA under different Studies

A comparison of the traffic forecast for BIA (Table 12) reveals that the forecasts vary significantly

among different studies. The Aerotropolis report projects BIA with great potentials and forecasts to

become alternate to IGI while the ICAO and AAI reports present a very conservative forecast for BIA.

Table 12 – Traffic Forecast for BIA under different Studies

FEASIBILITY REPORT ICAO REPORT AAI REPORT

Phase Passenger

(in Millions)

Cargo

('000 Tonnes)

Passenger

(in Millions) Cargo

Passenger

(in Millions) Cargo

Phase I 10 11 0.26 (Y 2018) - 0.4 (Y 2020) -

Phase II 52 300 1.5 (Y 2028 - 2.1 (Y 2030) -

Phase III 82 773 2.2 (Y 2032) - 3.2 (Y 2035) -



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Page | 19

2.2.7. Inferences from Literature Study

Following inferences can be drawn from the literature review carried out for the study:

• There are wide variations between the traffic forecasts made for BIA under different studies

• AAI envisions IGI to get saturated in the 2024 whereas Master Plan of IGI estimates its

saturation by the year 2034.

• Growth of traffic at IGI and saturation year of IGI would affect the traffic at BIA.

• BIA is envisaged as an alternative airport to IGI and will cater to diverted traffic once IGI reach

its ultimate capacity.

• In ICAO and AAI forecast, there is a huge gap between the traffic projections at BIA and

unsatisfied demand at IGI after it reaches its ultimate capacity.

Wide variations in the traffic forecast for IGI by various studies and BIA as alternative airport to cater

to traffic diverted from IGI, it becomes imperative to update/validate the forecast made for IGI and

BIA. As AAI forecast is the update of ICAO projections, AAI forecast has been taken as base for further

study.

2.3. Traffic Potential of the Region

IGI is projected to have a demand of 211 Million passengers at in the year 2031-32 by AAI and its

capacity of 109 Million PPA is likely to exhaust by the year 2023-24. It can therefore be concluded

that the forecasted traffic is not an IGI exclusive traffic but is the overall air travel demand of the

region, considering that the region will have infrastructure in place to cater to that demand. Trend

Analysis over the historical data has been adopted to validate the projections made for IGI and project

the demand for BIA.

2.3.1. Trends in Passenger Traffic at IGI

To study the growth trends in traffic at IGI, last 10 year data was considered wherein the air traffic has

seen major changes. Year wise analysis indicates that the growth of passengers has been steady at IGI.

The domestic and international passenger traffic at IGI grew at the rate of 11.4% and 8.8%

respectively. The overall passenger traffic growth at IGI was 10.4% for the 5 years period from 2011-

16 as well as for a 10 years period of 2006-16 (Figure 4).

Trend curve fitting over the historical data of last 10 years has been adopted to study the growth

pattern and project the demand. Different curves were fitted to the 5 years data of passenger traffic,

cargo traffic and aircraft movement (Year 2006-11) and the one which gives best fit in terms of

coefficient of best fit was selected to project traffic for next 5 years. The curve which gives the least

variation in observed and predicted values was selected as the most preferred curve and adjusted for

predicting the future traffic for horizon years.

Figure 5 gives the curve fitted to 5 year data set of total passenger traffic, the equation obtained and

the predicted values for next 5 years (Year 2011 - 16).



__________________________________________________________________________________

Page | 20

Figure 4 – Passenger Traffic on IGI Airport

Table 13 gives the comparison between observed and predicted traffic at IGI. It can be seen from the

Table that the exponential curve fits the best and gives the least variation of average 4.5% between

the observed and predicted values.

The best fit exponential equation has been used to forecast the traffic for duration of 15 years i.e. for

a period from 2016-17 to 2031-32 (Table 14). It is observed from the forecast results that IGI would

saturate in the year 2025-26 with the total traffic of 114 Million passengers. Assuming unlimited

passenger handling capacity at IGI, the traffic potential of IGI is forecasted to be 197 Million for the

year 2031-32. This forecast gives traffic figures similar to the AAI forecast. The traffic figures as given

in IGI Master Plan (109 million in Year 2034) seem to be pessimistic figures.

Table 13 – Variation Under Different Trend Curves for Passenger Traffic Forecast at IGI

YEAR

OBSERVED VALUES

PREDICTED

LINEAR EXPONENTIAL POLYNOMIAL POWER

VA

LUE

IN

MIL

LIO

N

%

VA

RIA

TIO

N

VA

LUE

IN

MIL

LIO

N

%

VA

RIA

TIO

N

VA

LUE

IN

MIL

LIO

N

%

VA

RIA

TIO

N

VA

LUE

IN

MIL

LIO

N

%

VA

RIA

TIO

N

2006-07 20.4 19.1 6% 20.6 -1% 20.9 -2% 18.1 11%

2007-08 24.0 22.0 8% 22.5 6% 22.6 6% 23.1 4%

2008-09 22.8 24.8 -9% 24.6 -8% 24.5 -7% 26.7 -17%

2009-10 26.1 27.7 -6% 27.0 -3% 26.8 -3% 29.6 -13%

2010-11 29.9 30.6 -2% 29.5 1% 29.4 2% 32.0 -7%

2011-12 35.9 33.4 7% 32.3 10% 32.2 10% 34.1 5%

2012-13 34.4 36.3 -6% 35.4 -3% 35.4 -3% 36.0 -5%

2013-14 36.9 39.1 -6% 38.7 -5% 38.8 -5% 37.8 -2%

2014-15 41.0 42.0 -2% 42.4 -3% 42.6 -4% 39.4 4%

2015-16 48.4 44.9 7% 46.4 4% 46.6 4% 40.9 16%

AVG. 6.0% AVG. 4.5% AVG. 4.6% AVG. 8.4%

0

10

20

30

40

50

60

2006-07 2007-08 2008-09 2009-10 2010-11 2011-12 2012-13 2013-14 2014-15 2015-16

Mil

lio

ns INTERNATIONAL

DOMESTIC

TOTAL PASSENGER TRAFFIC



__________________________________________________________________________________

Page | 21

Table 14 – Passenger Forecast based on trends for the Region

YEAR PASSENGER FORECAST

(in Millions)

YEAR PASSENGER FORECAST

(in Millions)

2016-17 50.8 2024-25 104.7

2017-18 55.6 2025-26 114.6

2018-19 60.8 2026-27 125.4

2019-20 66.6 2027-28 137.3

2020-21 72.9 2028-29 150.2

2021-22 79.8 2029-30 164.4

2022-23 87.3 2030-31 180.0

2023-24 95.6 2031-32 197.0

2.3.2. Trends in Aircraft Movement at IGI

In the year 2015-16, IGI catered to 48.5 Million passengers and 0.78 Million MT of cargo. This indicates

that 62 passengers were catered against every tonne of cargo lifted at IGI in this duration. It can be

concluded that majority of aircraft movement at IGI has been to cater to passenger traffic. Historically,

a comparison of aircraft movement and passenger travelled indicate that on an average, 121 persons

travelled per aircraft in past 10 years (Table 15). However, due to ever changing technology, aircrafts

are able to carry more and more passengers. As such, latest figures of 140 passengers carried per

aircraft in the year 2016 can be taken as current average passenger capacities of aircrafts.

AAI have forecasted 1.13 Million aircraft movements for the year 2032. The curve fitting methodology

on historical data, similar to that of passenger traffic projections, has been adopted for aircraft

movement and presented in

Table 16 . Figure 5 gives the curve fitted to 5 year data set, the equation obtained and the predicted

values for next 5 years (Year 2011 - 16).

Table 15 – Average Passenger Travelled per Aircraft at IGI Airport

YEAR TOTAL PASSENGER

TRAFFIC

TOTAL AIRCRAFT

MOVEMENT

PASSENGERS /

AIRCRAFT

2006-07 20.44 0.19 110.4

2007-08 23.97 0.21 112.2

2008-09 22.84 0.22 105.1

2009-10 26.12 0.23 114.0

2010-11 29.94 0.26 117.2

2011-12 35.88 0.30 121.4

2012-13 34.37 0.28 122.4

2013-14 36.88 0.29 126.8

2014-15 40.99 0.30 136.2

2015-16 48.42 0.34 140.7

AVERAGE 120.6



__________________________________________________________________________________

Page | 24

Table 16 gives the comparison between observed and predicted aircraft movements at IGI. It can be

seen from the Table that the exponential curve fits the best and gives the least variation of average

3.5% between the observed and predicted values. It can be observed from Table 17 that IGI will reach

0.63 Million aircraft movements in the year 2025-26 – the saturation year of IGI as per past trends.

Table 16 - % Variation under various trend curves for Aircraft Movement

YEAR

OBSERVED VALUES PREDICTED

LINEAR EXPONENTIAL POLYNOMIAL POWER

VA

LUE

('0

00

)

%

VA

RIA

T

ION

V

ALU

E

('0

00

)

%

VA

RIA

T

ION

V

ALU

E

('0

00

)

%

VA

RIA

T

ION

V

ALU

E

('0

00

)

%

VA

RIA

T

ION

2006-07 185.2 190.3 -3% 194.7 -5% 188.6 -2% 175.8 5%

2007-08 213.6 206.1 4% 207.1 3% 205.5 4% 209.3 2%

2008-09 217.4 221.9 -2% 220.3 -1% 222.1 -2% 231.7 -7%

2009-10 229.2 237.6 -4% 234.3 -2% 238.5 -4% 249.1 -9%

2010-11 255.5 253.4 1% 249.2 2% 254.5 0% 263.5 -3%

2011-12 295.5 269.2 9% 265.1 10% 270.3 9% 275.9 7%

2012-13 280.7 285.0 -2% 281.9 0% 285.8 -2% 286.8 -2%

2013-14 290.8 300.7 -3% 299.9 -3% 301.0 -4% 296.6 -2%

2014-15 300.9 316.5 -5% 319.0 -6% 315.9 -5% 305.5 -2%

2015-16 344.1 332.3 3% 339.3 1% 330.6 4% 313.7 9%

AVG. 3.50% AVG. 3.50% AVG. 3.50% AVG. 4.70%

Table 17 – Forecast based on trends for Aircraft Movement in the Region

YEAR AIRCRAFT MOVEMENT ('000) YEAR AIRCRAFT MOVEMENT ('000)

2016-17 360.9 2024-25 591.3

2017-18 383.9 2025-26 629.0

2018-19 408.3 2026-27 669.0

2019-20 434.3 2027-28 711.6

2020-21 462.0 2028-29 756.9

2021-22 491.4 2029-30 805.1

2022-23 522.6 2030-31 856.3

2023-24 555.9 2031-32 910.9

2.3.3. Freight Traffic Forecast for IGI

The cargo traffic handled by IGI in the year 2015 was 0.71 Million Metric Tonnes with average daily

cargo handled to be about 1956 Metric Tonnes. The freight traffic grew at IGI at an overall rate of 8.5%

for the period from 2006-07 to 2015-16 (Figure 7).



__________________________________________________________________________________

Page | 25

Figure 7 – Freight Traffic on IGI

2.3.3.1. Freight Traffic Potential at IGI

Freight traffic forecast for IGI by AAI and projections given in IGI Master Plan vary widely. As per

Master Plan, it is expected that volume of cargo handled at IGI will be 1.5 Million MT per annum by

year 2034 whereas AAI projections suggest demand of 2.1 million MT in 2031-32. Approach of curve

fitting over past data same as that of passenger traffic has been applied to historical data (Figure 8).

It is observed that exponential form of regression fits best with variation of 4.9% and yielding R2 value

of 0.909 (Table 18)

The best fit regression equation has been used to forecast the freight traffic for duration of 15 years

i.e. for a period from 2016-17 to 2031-32 (Table 19). It is observed from the forecast results that there

will be a demand of 2.3 Million MT freight at IGI in year 2031-32, similar to the AAI forecast for IGI.

Table 18 - % Variation under various trend curves for Freight Traffic Forecast at IGI Airport

OBSERVED PREDICTED

YEAR FREIGHT IN MT LINEAR EXPONENTIAL POLYNOMIAL POWER

VA

LUE

S

('0

00

)

%

VA

RIA

TIO

N

VA

LUE

S

('0

00

)

%

VA

RIA

TIO

N

VA

LUE

S

('0

00

)

%

VA

RIA

TIO

N

VA

LUE

S

('0

00

)

%

VA

RIA

TIO

N

2006-07 389.49 379.46 3% 394.94 -1% 401.37 -3% 355.87 9%

2007-08 432.86 418.47 3% 423.82 2% 425.77 2% 431.87 0%

2008-09 426.26 457.48 -7% 454.82 -7% 453.83 -6% 483.64 -13%

2009-10 497.39 496.49 0% 488.08 2% 485.54 2% 524.10 -5%

2010-11 600.05 535.51 11% 523.77 13% 520.90 13% 557.80 7%

0

100

200

300

400

500

600

700

800

900

2006-07 2007-08 2008-09 2009-10 2010-11 2011-12 2012-13 2013-14 2014-15 2015-16

Th

ou

san

ds



__________________________________________________________________________________

Page | 26

OBSERVED PREDICTED

YEAR FREIGHT IN MT LINEAR EXPONENTIAL POLYNOMIAL POWER

VA

LUE

S

('0

00

)

%

VA

RIA

TIO

N

VA

LUE

S

('0

00

)

%

VA

RIA

TIO

N

VA

LUE

S

('0

00

)

%

VA

RIA

TIO

N

VA

LUE

S

('0

00

)

%

VA

RIA

TIO

N

2011-12 568.36 574.52 -1% 562.07 1% 559.91 1% 586.93 -3%

2012-13 546.31 613.53 -12% 603.18 -10% 602.57 -10% 612.75 -12%

2013-14 605.70 652.54 -8% 647.29 -7% 648.89 -7% 636.03 -5%

2014-15 696.54 691.56 1% 694.62 0% 698.86 0% 657.30 6%

2015-16 787.17 730.57 7% 745.42 5% 752.48 4% 676.92 14%

AVG. 5.30% AVG. 4.90% AVG. 5.00% AVG. 7.50%

Table 19 – Freight Traffic Forecast Based on Trends for Region

YEAR FREIGHT ('000

MT)

YEAR FREIGHT ('000

MT)

2016-17 799.9 2024-25 1406.9

2017-18 858.4 2025-26 1509.8

2018-19 921.2 2026-27 1620.2

2019-20 988.6 2027-28 1738.7

2020-21 1060.9 2028-29 1865.9

2021-22 1138.5 2029-30 2002.3

2022-23 1221.7 2030-31 2148.8

2023-24 1311.1 2031-32 2305.9

2.4. Traffic Forecast for BIA under Present Study

2.4.1. Vision

Above study has established that the region has a huge air travel demand which needs to be satisfied

once IGI reaches its capacity. Thus, in line with vision established by ICAO and AAI, development of

BIA is envisaged as alternative airport to IGI for meeting the demand of air travel in the region once

IGI gets saturated.

It is expected that development of KBNIR will bring economic prosperity in the region. ICAO in their

projections has considered the development of KBNIR and its impact on air traffic. ICAO projections

have been updated by AAI considering the GDP elasticities with respect to air traffic. Thus, it is

assumed that impact of KBNIR development on air traffic has already been taken into consideration.

The site identified for BIA is approx. 2000 Ha in area which is similar to that of IGI. Also, the catchment

of both the airports is same. As such, BIA has the potential to become airport similar to that of IGI in

terms of handling air traffic.



__________________________________________________________________________________

Page | 28

2.4.2. Scenario Formulation

With above vision, projections for traffic at BIA have been made. It is debatable that what percentage

of the surplus demand of IGI will get converted as BIA’s demand and in which year, thus, to take into account all possibilities, three scenarios have been formulated for projecting the demand at BIA and

its phase wise development. These scenarios namely, Baseline, Pessimistic and Optimistic scenarios

are based on parameters of IGI saturation year and % share of BIA in the surplus traffic after saturation

of IGI.

2.4.2.1. IGI Saturation Year and its Impact

The saturation of IGI would result into decline of service levels at IGI entailing gradual shifting of

services to alternate airport i.e. BIA, provided BIA is able to render desired service levels to passengers

and operators. The saturation year of IGI derived from the traffic forecast based on past growth trends

indicates that the passenger demand would surpass the ultimate capacity of IGI (109 Million PPA) in

the year 2026. The IGI Master Plan projections forecast saturation of IGI in 2034 and AAI forecast

predicts saturation of IGI in the year 2024. Above analysis reveals that different studies have predicted

different saturation year for IGI. Accordingly, for Baseline scenario, IGI saturation year has been

assumed to be 2026, for pessimistic scenario it is 2034 and for optimistic scenario it is 2024.

2.4.2.2. Share in Surplus Demand

Surplus demand unaddressed due to saturation of IGI, has been taken as one of the major parameter

for scenario formulation. However, during stakeholder consultation it was stressed that the process

of shifting of operations from an established existing airport to a new airport (which is located far from

existing airport), is very gradual. Accordingly, only some portion of the surplus demand is envisaged

to be shifted to BIA.

Further, considering the growth of air traffic, other airports in the region such as Jaipur, Lucknow and

Chandigarh are being developed / expanded by AAI to cater to higher passenger volumes. It has been

discussed with AAI and DMICDC that development and connectivity offered by these airports in the

vicinity would improve by the time IGI gets saturated and these airports would be able to cater to

larger volumes of air traffic, further reducing the share of BIA in the surplus demand.

Accordingly, under Baseline scenario, the share of BIA in surplus demand is considered to be 1% for

domestic and 2% for international passengers, rising gradually in the period of 15 years up to

maximum of 12% and 24% for domestic and international traffic respectively. Similarly, under the

Optimistic scenario a maximum shift of surplus demand has been envisaged to be 18% and 35% for

domestic and international traffic. Table 20 gives the details of the parameters for each scenario.

Table 20 – Scenario Formulation

Sa

tura

tio

n

Ye

ar

of

IGI % Share of BIA in Surplus Demand at Different Stages of Saturation of IGI

International Domestic

in

Saturation

Year

5th Year

of

Saturation

10th Year

of

Saturation

Year

2036-

37

in

Saturation

Year

5th Year

of

Saturation

10th Year

of

Saturation

Year

2036-

37

Baseline 2026 2% 12% 22% 24% 1% 6% 11% 12%

Pessimistic 2034 Greenfield Operations

Optimistic 2024 3% 15% 28% 35% 1% 8% 14% 18%



__________________________________________________________________________________

Page | 29

2.4.3. Other General Assumptions

There are certain other basic assumptions which are common for all scenarios. These are:

a) About BIA

• BIA will be operational in year 2023.

• BIA will be a passenger and cargo airport.

• BIA will be well connected to all major locations in the region including IGI.

b) Catchment

• Catchment area of BIA and IGI is same.

• BIA will cater to share of surplus demand at IGI as envisaged under each scenario and

remaining demand would be catered to by other airports in the vicinity.

c) Demand

• The demand forecasted by AAI for IGI represents the air travel demand of the region.

• Any traffic on IGI, BIA or any other airport in the NCR would be subset of the overall demand

projected for IGI.

• Due to surplus cargo capacity at IGI as against forecasted cargo demand, the cargo demand at

BIA will primarily be belly cargo capacity and will be governed by number of aircraft

movements for passenger traffic.

• Development of any other airport in the region will impact the traffic on BIA.

d) Commissioning of BIA and Greenfield Operations

As a prerequisite for BIA to develop and operate, it has been assumed that Government will provide

necessary incentives to carriers for the diversion of the traffic from IGI to BIA. As BIA will start as a

Greenfield airport, initial year operations have been proposed in line with the AAI forecast for BIA.

However, as the saturation year of IGI changes under each scenario, the duration of Greenfield

operation changes under each scenario. Base line scenario will have 3 years of Greenfield operations

whereas pessimistic scenarios will have 11 years of Greenfield operations.

Under the Optimistic scenario, there would be only domestic operations in the first year i.e. for the

period 2022-23 and thereafter BIA will have to cater the surplus demand diverted from IGI. The

Greenfield international operations under the Optimistic scenario will start from year 2023-24 and

form next year the international operations will also be governed by the surplus demand diverted

from IGI (Table 21).

Table 21 – Greenfield Domestic Operations under different scenarios

Saturation

Year of IGI

Greenfield Domestic

Operations (No. of

Years)

Greenfield International

Operations (No. of Years)

Baseline 2026 5 6

Optimistic 2024 3 3

Pessimistic 2034 15 15



__________________________________________________________________________________

Page | 30

e) Initial Greenfield Operations at BIA

Greenfield operations at BIA are based on following assumptions:

• In the initial years of commissioning of BIA, it has been assumed that low cost carriers would

operate an average of 10 flights per day i.e. initially, 3,650 domestic aircraft movements per

annum are likely to be handled at BIA. It is assumed that Boeing 737 category aircraft

operating at an average load factor of 80% will be used for Greenfield domestic service i.e. on

an average 120 passengers per flight is expected at the initial stage.

• International service would start operating on an average of six flights a day and therefore

2190 international aircraft movements per annum are likely to be handled at BIA. For

Greenfield international operations, it is assumed that A-320 aircraft would be used for this

service at an 80% load factor thus providing 145 passengers per flight.

The scenarios formulated to forecast the demand at BIA and the projections made under each

scenario have been detailed in following sections.

2.4.4. Baseline Scenario

Under the Baseline scenario, Greenfield domestic operations will start in the year 2022-23 and will

continue for 3 years till 2024-25. The Greenfield international operations will start in the year 2024-

25 and will continue for 1 year. As IGI, under this scenario, is expected to saturate in the year 2025-26

with the unserved demand of 5.5 Million (domestic + international), it has been assumed that 3% of

un served international demand and 2% of un served domestic demand will be catered at BIA in the

initial years which would gradually increase up to 40% and 30% for international and domestic demand

respectively. The traffic forecast for passengers, aircraft movements and freight carried out for

domestic, international and overall traffic under Baseline scenario is presented (Table 22). Three

phases of development for incrementing the passenger handling capacity to cater to increasing travel

demand proposed under the baseline scenario are as under:




Table 22 – Traffic Forecast for BIA – Baseline Scenario

YEAR

AIRCRAFT

MOVEMENTS (‘000) PASSENGERS (Millions) FREIGHT (‘000 MT)

INT DOM TOTAL INT DOM TOTAL INT DOM TOTAL

Greenfield

Operations

2022-23 0.0 3.7 3.7 0.0 0.4 0.4 0.0 4.0 4.0

2023-24 0.0 3.7 3.7 0.0 0.4 0.4 0.0 4.0 4.0

2024-25 2.2 3.7 5.8 0.3 0.4 0.8 16.4 4.0 20.4

Saturation

of IGI 2025-26

2.2 3.7 5.8 0.3 0.4 0.8 17.0 4.0 20.9

Share in

Unserved

Demand of

the Region

2026-27 3.7 6.6 10.2 0.5 0.8 1.3 29.3 7.1 36.4

2027-28 3.8 7.1 10.9 0.6 0.8 1.4 31.7 7.7 39.4

2028-29 4.0 7.7 11.7 0.6 1.3 2.0 34.4 8.4 42.7

2029-30 5.5 12.5 17.9 1.1 2.2 3.3 36.8 11.4 48.1

2030-31 8.1 19.0 27.2 1.6 3.5 5.1 55.1 17.0 72.2

2031-32 11.4 27.4 38.7 2.3 5.0 7.3 77.8 24.0 101.9

2032-33 15.2 37.7 52.9 3.1 7.0 10.1 105.2 32.5 137.6



__________________________________________________________________________________

Page | 31

YEAR

AIRCRAFT

MOVEMENTS (‘000) PASSENGERS (Millions) FREIGHT (‘000 MT)


2033-34 19.7 50.3 69.9 4.2 9.4 13.5 137.5 42.5 179.9

2034-35 24.8 65.3 90.1 5.3 12.3 17.6 175.2 54.1 229.3

2035-36 30.7 83.0 113.7 6.7 15.8 22.5 218.7 67.5 286.3

2036-37 37.3 103.9 141.2 8.3 19.9 28.2 268.6 82.9 351.5

2.4.5. Pessimistic Scenario

The scenario is based on assumptions if all may not go as expected under the baseline scenario and

IGI is saturated in 2034 (as per IGI Master Plan). The demands forecast for pessimistic scenario has

been done in line with the methodology followed for Baseline and Optimistic scenario. However, the

traffic figures obtained were lower than the projections made by AAI for BIA. Accordingly, AAI forecast

for BIA has been considered for the Pessimistic scenario (Table 23). Three phases of development for

incrementing the passenger handling capacity to cater to increasing travel demand proposed under

the Pessimistic scenario are as under:




Table 23 – Traffic Forecast for BIA – Pessimistic Scenario

YEAR AIRCRAFT MOVEMENTS (‘000) PASSENGERS (Millions) FREIGHT (‘000 MT)


Greenfield

Operations

2022-23 0.0 3.7 3.7 0.0 0.4 0.4 0.0 3.6 3.6

2023-24 0.0 3.7 3.7 0.0 0.4 0.4 0.0 3.5 3.5

2024-25 2.2 3.7 5.8 0.3 0.4 0.8 14.2 3.5 17.6

2025-26 2.2 3.7 5.8 0.3 0.4 0.8 14.5 3.4 17.8

2026-27 3.7 6.6 10.2 0.5 0.8 1.3 24.5 6.0 30.5

2027-28 3.8 7.1 10.9 0.6 0.8 1.4 26.0 6.3 32.4

2028-29 4.0 7.7 11.7 0.6 0.9 1.5 27.6 6.7 34.3

2029-30 4.2 8.3 12.5 0.7 1.0 1.7 29.3 7.1 36.4

2030-31 4.4 8.9 13.4 0.8 1.0 1.8 31.0 7.6 38.6

2031-32 4.7 9.7 14.3 0.9 1.1 2.0 32.9 8.0 40.9

2032-33 4.9 10.4 15.3 0.9 1.2 2.1 34.8 8.5 43.3

2033-34 5.1 11.3 16.4 1.0 1.3 2.3 37.0 9.0 46.0

2034-35 5.4 12.2 17.6 1.1 1.4 2.5 39.1 9.5 48.7

2035-36 5.7 13.1 18.8 1.2 1.4 2.7 41.5 10.1 51.6

2036-37 6.0 14.2 20.1 1.4 1.6 2.9 44.0 10.7 54.7

2.4.6. Optimistic Scenario

The optimistic scenario is based on assumptions that all conditions remain favourable for BIA.

Under the Optimistic scenario, Greenfield domestic operations will start in the year 2022-23 and

will continue for 1 year till 2023-24. The Greenfield international operations will start in the second

year of commissioning in 2023-24.

Under this scenario, it has been assumed that IGI will saturate in the year 2023-24. Accordingly,

there will be un-served demand of 2.8 million PPA in the Year 2023-24 which will increase to 13.2



__________________________________________________________________________________

Page | 32

Million PPA in the next year. It has been assumed that 3% of unserved international demand and

1% of unserved domestic demand will be catered at BIA in the initial years which would gradually

increase up to 35% and 18% for international and domestic demand respectively. Traffic forecast

for passengers, aircraft movements and freight carried out for domestic, international and overall

traffic under Optimistic scenario is presented in Table 24.

Three phases of development for incrementing the passenger handling capacity to cater to increasing

travel demand proposed under the Optimistic scenario are as under:




Table 24 – Traffic Forecast for BIA – Optimistic Scenario

YEAR AIRCRAFT MOVEMENTS (‘000) PASSENGERS (Millions) FREIGHT (‘000 MT) INT DOM TOTAL INT DOM TOTAL INT DOM TOTAL

Greenfield

Operations 2022-23 0.0 3.7 3.7 0.0 0.4 0.4 0.0 3.6 3.6

Saturation

of IGI 2023-24 2.2 3.7 5.8 0.3 0.4 0.8 13.9 3.5 17.4

Share in

Unserved

Demand of

the Region

2024-25 2.2 3.7 5.8 0.3 0.4 0.8 14.2 3.5 17.6

2025-26 2.1 4.3 6.4 0.4 0.7 1.1 13.9 4.0 17.9

2026-27 4.1 8.5 12.6 0.8 1.5 2.2 27.4 7.8 35.1

2027-28 6.4 13.7 20.1 1.2 2.4 3.6 43.3 12.3 55.6

2028-29 9.2 20.5 29.7 1.8 3.6 5.4 63.3 17.9 81.2

2029-30 12.6 28.8 41.4 2.5 5.2 7.6 87.4 24.8 112.2

2030-31 16.6 38.9 55.5 3.3 7.1 10.4 116.0 32.9 148.9

2031-32 21.1 51.0 72.2 4.3 9.3 13.6 149.2 42.3 191.4

2032-33 26.3 65.2 91.5 5.4 12.0 17.5 187.2 53.1 240.3

2033-34 32.0 81.8 113.8 6.8 15.2 22.0 230.3 65.3 295.7

2034-35 38.4 101.0 139.4 8.3 19.0 27.2 278.9 79.1 358.0

2035-36 45.5 122.9 168.4 10.0 23.3 33.3 333.2 94.5 427.7

2036-37 53.2 147.9 201.1 11.9 28.3 40.2 393.5 111.6 505.1

Figure 9 presents a comparison between the growth of passenger traffic at BIA under different

scenarios.



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Figure 9 – Comparative Picture – Baseline, Pessimistic and Optimistic Passenger Forecast at BIA

2.4.7. Factors Facilitating the Materialization of Demand at BIA

As explained above, the demand at BIA will primarily share in surplus traffic after saturation of IGI.

The distance of BIA from Delhi gives BIA an inherited disadvantage which need to be nullified to extent

possible by adopting measures addressing its effects. In our opinion, following measures will go a long

way in facilitating the materialization of demand as envisaged in different scenarios:

• Coordinated operations of IGI and BIA, preferably by a single entity, to allow seamless

experience to the users.

• BIA is well connected to all major locations in the region including IGI.

• The connectivity to BIA should be fast, efficient and comfortable so that user may prefer BIA

on the criteria of ease of access / dispersal.

• BIA is operational before IGI gets saturated.

• BIA is developed as a passenger and cargo airport.

• International arrival / departures are allowed at BIA.

2.4.8. Modified Forecast for BIA

Extensive consultations were carried out with AAI for the Study. AAI informed that planning for

another international airport in NCR at Jewar, Greater Noida is in advance stage and same may come

up within 3-5 years of development of BIA. It was informed that the development of airport at Jewar

will distribute the traffic by half between Jewar and BIA. Accordingly, assumptions for BIA’s share in surplus traffic at IGI have been modified and are presented in Table 25.

0.00

5.00

10.00

15.00

20.00

25.00

30.00

35.00

40.00

45.00

Baseline

Pessimistic

Optimistic



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Table 26 gives the modified long-term forecast for BIA. As given in previous sections, BIA is expected

to achieve a demand of about 28 Million in year 2037 under the Baseline Scenario. Under the Modified

Baseline Scenario, BIA is expected to achieve a passenger demand of 14 Million in year 2037. The %

share in surplus demand of the region beyond year 2037 is assumed to be constant as that of in year

2037.

Table 25 – Modified Baseline Scenario Considering Development of Jewar Airport

International Domestic

Year 2027 Year 2032 Year 2037 Year 2027 Year 2032 Year 2037

20% 14% 9% 18% 12% 7%

2.4.9. Long Term Forecast for BIA – Modified Baseline Scenario

In accordance with the above assumptions, long term forecast for BIA is presented for 30 years

horizon. As indicated in the Table 26, the BIA is expected to achieve annual traffic of 80 Million

Passengers in the Year 2051-52. Following development phases are proposed for BIA under this

scenario:




• Phase IV: Year 2042 to Year 2052: Capacity 65 Million

Table 26 – Long Term Forecast for BIA (Horizon Year 2051-52)

YEAR

AIRCRAFT MOVEMENTS

('000) PASSENGERS (in Millions) FREIGHT ('000 MT)


2022-23 0.0 3.7 3.7 0.0 0.4 0.4 0.0 4.0 4.0

2023-24 0.0 3.7 3.7 0.0 0.4 0.4 0.0 4.0 4.0

2024-25 2.2 3.7 5.8 0.3 0.4 0.8 16.4 4.0 20.4

2025-26 2.2 4.6 6.8 0.3 0.8 1.1 17.0 5.0 22.0

2026-27 3.4 12.7 16.1 0.6 2.2 2.9 21.6 12.3 33.9

2027-28 5.4 20.6 25.9 1.0 3.6 4.6 34.8 19.4 54.2

2028-29 7.2 28.0 35.1 1.4 5.0 6.3 47.2 26.0 73.2

2029-30 8.7 34.9 43.7 1.7 6.3 8.0 58.9 31.8 90.7

2030-31 10.2 41.3 51.4 2.0 7.5 9.5 68.9 36.9 105.8

2031-32 11.4 47.0 58.3 2.3 8.6 10.9 77.8 41.2 119.0

2032-33 12.3 51.9 64.2 2.6 9.6 12.1 85.4 44.6 130.1

2033-34 13.1 55.8 69.0 2.8 10.4 13.2 91.7 47.2 138.8

2034-35 13.7 58.7 72.4 2.9 11.0 14.0 96.4 48.7 145.0

2035-36 14.0 60.4 74.3 3.1 11.5 14.5 99.4 49.1 148.6

2036-37 14.0 60.6 74.6 3.1 11.6 14.7 100.7 48.4 149.1

2037-38 16.0 69.5 85.5 3.6 13.3 16.9 115.4 55.4 170.9

2038-39 18.3 79.1 97.4 4.1 15.2 19.2 131.5 63.2 194.7

2039-40 20.7 89.7 110.5 4.6 17.2 21.8 149.1 71.6 220.8

2040-41 23.4 101.3 124.8 5.2 19.4 24.6 168.4 80.9 249.3

2041-42 26.4 114.0 140.4 5.9 21.8 27.7 189.5 91.0 280.6

2042-43 29.6 128.0 157.5 6.6 24.5 31.1 212.6 102.1 314.8

2043-44 33.1 143.2 176.3 7.4 27.4 34.8 237.9 114.3 352.2

2044-45 36.9 159.8 196.8 8.3 30.6 38.9 265.6 127.6 393.2

2045-46 41.1 178.1 219.2 9.2 34.1 43.3 295.9 142.1 438.1



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Page | 35

YEAR

AIRCRAFT MOVEMENTS

('000) PASSENGERS (in Millions) FREIGHT ('000 MT)


2046-47 45.8 198.0 243.8 10.2 37.9 48.2 329.1 158.1 487.2

2047-48 50.8 219.9 270.7 11.4 42.1 53.5 365.4 175.5 540.9

2048-49 56.3 243.8 300.1 12.6 46.7 59.3 405.2 194.6 599.8

2049-50 62.4 270.0 332.4 13.9 51.7 65.7 448.7 215.5 664.2

2050-51 69.0 298.6 367.6 15.4 57.2 72.6 496.3 238.4 734.7

2051-52 76.3 330.0 406.2 17.0 63.2 80.2 548.4 263.4 811.8

2.5. Peak Hour Traffic

This section details the peak hour analysis for Bhiwadi International Airport (BIA). Peak Hour Traffic is

considered for planning of airport facility requirements. Estimates for the peak hour passenger traffic

levels and the peak hour aircraft movements have been made for the Modified Baseline Scenario

traffic projections based on the Summer schedule of Domestic and International flights 2017 available

on the DGCA website. The peak hour estimates have been carried out for 20 years duration i.e. from

Year 2022-23 to Year 2041-42. The methodology for projecting peak hour traffic involved the following

steps:

• Assessment of aircraft movements for a design day

• Assessment of existing flight schedules

• Arriving at a likely design day flight schedule for future phases of airport expansion

• Computation of arrival, departure and 2-way peak hour passenger traffic for a design hour

2.5.1. STEP 1: Assessment of Aircraft Movements for a Design Day

Based on industry benchmarks and given that air travel demand typically displays a seasonal trend,

the design day has been estimated as the day when the aircraft movements at the airport are 15%-

20% higher than the average daily aircraft movements. Accordingly, the aircraft movements for the

design day have been estimated as:

Aircraft movements for the design day = Annual air craft movements for the design year / 300

The number of aircraft movements for a design day over the various design phases for domestic and

international operations is presented in Table 27 and Table 28 respectively. As the international

operations have been proposed to start from Year 2024-25, the same period has been taken as the

first design phase for international design hour computations.

Table 27 – Domestic Aircraft Movements for Design Day

Design Phase Annual Aircraft

Movements

Design Day Aircraft

Movements

Year 2022 3650 12

Year 2027 12742 42

Year 2032 46965 157

Year 2037 60606 202

Year 2042 114049 380



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Page | 36

Table 28 – International Aircraft Movements for Design Day

Design Phase Annual Aircraft

Movements

Design Day Aircraft

Movements

Year 2025 2190 7

Year 2027 12343 41

Year 2032 11352 38

Year 2037 14004 47

Year 2042 26354 88

2.5.2. STEP 2: Assessment of Existing Flight Schedules

Having estimated the number of aircraft movements for the design day, existing domestic and

international flight schedules at Indira Gandhi International Airport (IGIA) have been considered to

assess the likely schedule for the design day.

As indicated in Figure 10, the peak hour for 2-way aircraft movement corresponds to 1000 to 1100

hours accounting for a total of 77 aircraft movements (36 arrivals and 41 departures) which is 7% of

the total aircraft movement. The peak hour for arrival corresponds to 2100 to 2200 hours with a total

of 38 aircraft arrivals i.e. 7% of the total arrivals and the peak hour for departure corresponds to 600

to 700 hours with a total of 48 aircraft departures which is 9% of the total departures.

Figure 10 – Existing Domestic Aircraft Movement at IGI Airport

Similarly, for international traffic (Figure 11), the peak hour for 2-way aircraft movement corresponds

to 1300 to 1400 hours and 2300 to 2400 hours accounting for 16 aircraft movements (8% of total

aircraft movements) during each peak. The peak hour for arrival corresponds to 1100 to 1200 hours

with a total of 11 aircraft arrivals which is 10% of the total arrivals and the peak hour for departure

corresponds to 1300 to 1400 hours with a total of 15 aircraft departures which is 14% of the total

departures.

0

10

20

30

40

50

60

70

80

90

10

0

20

0

30

0

40

0

50

0

60

0

70

0

80

0

90

0

10

00

11

00

12

00

13

00

14

00

15

00

16

00

17

00

18

00

19

00

20

00

21

00

22

00

23

00

24

00

Do

me

stic

Air

cra

ft M

ov

em

en

t

ARRIVAL

DEPARTURE



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Page | 37

Figure 11 – Existing International Aircraft Movement at IGI Airport

2.5.3. STEP 3: Design Day Flight Schedule

As discussed before, the BIA will cater to the surplus traffic from IGI. As such the assumption to assess

the design day flight schedule is that the existing schedule at IGI will be maintained by the airlines at

IGI as well as BIA due to the passenger profile not undergoing significant change in future. As a result,

the peaks and troughs will follow the same pattern as today.

a) Domestic Peak Hour Traffic

As given in previous section, the existing flight schedules have been considered for calculating

domestic peak hour traffic separately for arrival (7% of total arrival), departure (9% of total departure)

and total arrival + departure (7% of total arrival + departure) aircraft movement. Table 29 gives

domestic flight schedule for design day at BIA.

Table 29 – Domestic Flight Schedule for Design Day

Design

Phase

Annual Aircraft

Movements

Design Day Aircraft

Movement

Arrival

Design

Hour

Departure

Design Hour

Total Design

Hour

Year 2022 3650 12 0 1 1

Year 2027 12742 42 1 2 3

Year 2032 46965 157 6 7 11

Year 2037 60606 202 7 9 14

Year 2042 114049 380 13 17 27

0

2

4

6

8

10

12

14

16

18In

tern

ati

on

al A

ircr

aft

Mo

ve

me

nt

ARRIVAL

DEPARTURE

TOTAL INTERNATIONAL



__________________________________________________________________________________

Page | 38

b) International Peak Hour Traffic

Existing flight schedules for international aircrafts have been considered for calculating international

peak hour traffic separately for arrival (10% of total arrival), departure (14% of total departure) and

total arrival + departure (8% of total arrival + departure) aircraft movement. Table 30 gives

international flight schedule for design day at BIA.

Table 30 – International Flight Schedule for Design Day

Design

Phase

Annual Aircraft

Movements

Design Day Aircraft

Movement

Arrival

Design

Hour

Departure

Design Hour

Total Design

Hour

Year 2025 2190 7 0 1 1

Year 2027 12343 41 2 3 3

Year 2032 11352 38 2 3 3

Year 2037 14004 47 2 3 4

Year 2042 26354 88 5 6 7

2.5.4. STEP 4: Design Hour Passenger Traffic

The average aircraft load factor for domestic and international movements as projected under the

Baseline forecast has been used to estimate the peak hour arrival, departure and 2-way passenger

traffic for domestic and international passengers. The peak hour passenger traffic has been computed

as following:

Number of aircraft movements for a design hour (x) average load factor of aircraft for that particular

design phase

a) Domestic Peak Hour Passenger Traffic

The average load factor for domestic flights for period from year 2022 to year 2042 has been

considered to estimate domestic peak hour passenger traffic at BIA (Table 32).

Table 31 – Design Hour Domestic Passenger Traffic

Design Phase Load Factor Arrival Design

Hour

Departure Design

Hour

Total Design Hour

Year 2022 120 51 65 104

Year 2027 120 179 226 363

Year 2032 183 1007 1272 2041

Year 2037 192 1361 1720 2759

Year 2042 192 2562 3236 5192

b) International peak hour Passenger Traffic

The average load factor for international flights for period from year 2025 to year 2042 has been

considered to estimate international peak hour passenger traffic at BIA (Table 32).



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Page | 39

Table 32 – Design Hour International Passenger Traffic

Design Phase Load Factor Arrival Design

Hour

Departure Design

Hour

Total Design Hour

Year 2025 145 55 75 80

Year 2027 145 308 420 448

Year 2032 203 397 541 578

Year 2037 223 539 735 784

Year 2042 223 1014 1383 1475

2.6. Conclusion

NCR region has a high potential for air travel and IGI, the major airport in the region, is expected to

achieve the saturation soon. Alternate airports at Bhiwadi and Jewar are at planning stage and are

expected to share some portion of the demand unserved by IGI. Some portion of this demand will be

diverted to other regional airports being upgraded or developed by AAI. As there are number of factors

on which demand at BIA depends, scenario formulation approach has been adopted for making traffic

projections at BIA. As the shifting of operations from an established existing airport is a slow process,

gradual increase in share of BIA in unserved traffic by IGI has been assumed under these scenarios.

It was informed by AAI that development of Jewar airport is expected within 3-5 years of BIA.

Operation of two competing airports in the region (IGI and Jewar) will have major impact on realization

of demand at BIA. Similar issues were raised by AAI and ICAO in previous reports. Taking above factors

in consideration, it has been projected that BIA will cater to 1 million passengers in 2025, 3 million

passengers in 2027, 11 million passengers in 2032, 15 million passengers in 2037, 30 million

passengers in 2042 and almost 80 million passengers in 2052.

It cannot be ignored that IGI is, and will be, in a better position than BIA or Jewar due to availability of

complete ecosystem. As such, the operation of all airports as an integrated system will play a major

role in distribution of passenger demand. Until all the airports are so regulated that they provide user

a seamless experience in terms of airport facilities as well as access / dispersal, the expected transfer

of additional traffic may not happen and traffic projections for BIA would go haywire. Further, the

impact of parameters such as willingness of the state to prepare for an alternative airport, well in

advance before saturation of IGI, and willingness of air carriers to shift to BIA, cannot be quantified at

this stage and has not been included. Due to uncertainty and reliance on so many factors for demand

materialization, it is recommended that the traffic forecast for BIA must be revised before

commissioning of the airport and at every 5 years interval thereafter.



__________________________________________________________________________________

Page | 40

3. SITE APPRECIATION AND FIELD INVESTIGATIONS

3.1. Project Location

Bhiwadi is situated at 28.21°N, 76.87°E. It is 65 km away from the New Delhi, 200 km from Jaipur,

90 km from Alwar, 22 km from Gurgaon (Manesar) and 60 km from Faridabad. It can be reached by

National Highway NH8 (Delhi-Jaipur highway) from New Delhi. Nearest railway station is Rewari

Junction, 26 km south of city. Nearest Airport is Indira Gandhi International Airport, approx. 50 km

north of the city.

DMICDC proposes to set up Greenfield International Airport (Aerotropolis) near Bhiwadi in Tijara &

Kotkasim Mandal in Alwar district. An approximate area of approx. 2058 hectare has been earmarked

for the Bhiwadi International Airport (Aerotropolis).

Figure 12 – Map showing the Location of Bhiwadi

3.2. Proposed land for Airport

Following villages are falling in airport area.

• 7 Villages in Kotkasim Tehsil – Roneeja, Berawas Khurd, Doomhera, Joria (Daulatpuri),

Ladpur, Gangapuri and Daika

• 5 Villages in Tijara Tehsil - Salaheda, Bhojawas, Jalalpur, Binoliya and Isroda

• 2 villages in Kisangadh Tehsil – Mundana, Sarkanpur

The Coordinates of the corner points of the proposed land are under:

• A-1 280 01’ 24.78” N, 760 44’ 34.41” E

• A-2 280 01’ 24.72” N, 760 48’ 21.39” E

• A-3 270 59’ 31.11” N, 760 48’ 20.41” E

https://en.wikipedia.org/wiki/New_Delhi

https://en.wikipedia.org/wiki/Jaipur

https://en.wikipedia.org/wiki/Gurgaon




https://en.wikipedia.org/wiki/Indira_Gandhi_International_Airport



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Page | 41

• A-4 270 59’ 31.07” N, 760 44’ 33.55” E

• A-5 280 00’ 00.34” N, 760 44’ 33.54” E

• A-6 280 00’ 00.23” N, 760 44’ 58.21” E

• A-7 280 00’ 55.46” N, 760 44’ 57.58” E

• A-8 280 00’ 55.54” N, 760 44’ 34.39” E

The land identified is adequate for the development of the proposed airport. However, for the

purpose of rehabilitation and resettlement of the affected families, additional land needs to be

identified by the District Administration.

3.3. Nearby Airports

Airports handling commercial operations near Bhiwadi are as under:

Table 33 – Nearby Airports

Airport IATA code Distance (km)

Indira Gandhi International Airport DEL 46,2

Jaipur International Airport JAI 185,8

Gwalior Airport GWL 252,7

Dehradun Airport DED 254,9

Chandigarh Airport IXC 274,3

Kanpur Airport KNU 398,6

Lucknow International Airport LKO 429,3

Jodhpur Airport JDH 435,7

Amritsar International Airport ATQ 437,4

The nearest airport at Delhi, operated by DIAL is located approximately 50 km (aerial dist.). As per

extant policies, satellite airports existing or new for non-commercial operations will be encouraged

even within 150 kms from the PPP airports subject to the provisions of OMDA/ Concessionaire

Agreements. As per the State Support Agreement with DIAL, the “Right of First Refusal (ROFR)” with regard to a second airport within a 150 km (One Hundred and Fifty Kilometer) radius of the Airport

will be given to the JVC by following a competitive bidding process, in which the JVC can also

participate if it wishes to exercise its ROFR”. The site clearance by Ministry of Civil Aviation and No

Objection Certificate by Ministry of Defence is already granted for development of the airport at the

proposed site.

3.4. Meteorological Data

The nearest meteorological aeronautical observatory is New Delhi. The following data has been

collected and reviewed:

• Wind Rose diagram for New Delhi (Palam) - 0830 Hrs.

• Wind Rose diagram for New Delhi (Palam) – 1730 Hrs.

• Climatological Table for New Delhi (Palam)

The copy of the wind data collected is given at Annex – 1.

http://www.airmilescalculator.com/airport/del/

http://www.airmilescalculator.com/airport/jai/

http://www.airmilescalculator.com/airport/gwl/

http://www.airmilescalculator.com/airport/ded/

http://www.airmilescalculator.com/airport/ixc/

http://www.airmilescalculator.com/airport/knu/

http://www.airmilescalculator.com/airport/jdh/



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ICAO Airport Planning Manual and Annex-14 specify that runways should be oriented in such a way

that aircraft of different reference field lengths can land at least 95% of the time with the cross-wind

components as given in Table 34 below.

Table 34 – Cross-wind component

Cross-wind Component Aeroplane Reference Field Length

37 kmph (20kt) 1500 m or over

24 kmph (13kt) 1200 m or up to but not including 1500 m

19 kmph (10kt) Less than 1200 m

The wind rose for Delhi indicates that the winds are predominantly from West and North-West

direction. 21% of the time the winds are from the West, 19.5 % from North West and 11.5 % Calm.

The direction East – West put together constitutes 32%, North West – South East 30%. The wind data

indicates that number of days with wind speed more than 19 kmph is about 44 days in a year i.e.

approx. 12%.

The wind rose diagram indicates 95.15% coverage for up to 10 knots in the East – West direction. The

land proposed for acquisition for the airport is favorably oriented.



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Page | 45

3.5. Other Climatological Data

Visibility: Visibility is an important parameter affecting the airport operations. Visibility data

obtained from the meteorological station, Delhi for the period 1981-2009 indicates that the area

experience visibility of 4-10 km for approx. for 12% of the duration in the morning hours and 47% of

the duration in the evening hours. No. of Days with visibility more than 10 km are negligible. The

visibility falls less than 1 km mostly in the months of winter for a duration of about 45 days in the

morning hours. The visibility between 1-4 km remains good for about 71% of days in the morning

hours and 50% of the days in the evening.

Rainfall:

The monthly rainfall ranges from 5.1 mm (Nov.) to 188.7 mm (Aug.), with the heaviest rainfall of 265.8

mm in 24 hours recorded in the year 1972.

Temperature:

The mean of the daily Maximum and Minimum temperature varies between 40.3 to 7.3 deg. C.

3.6. Topographical Survey & Obstruction Limitation Surveys

The site identified for the proposed airport is mostly covered by agricultural land and 14 Nos. villages

are falling in airport area.

Picture 1 – View of the Proposed Site



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Page | 46

Picture 2 – View of the Proposed site

The work of conducting topographical surveys and Obstacle Limitation Surveys has been undertaken

through M/s Aero Survey, the empaneled agency with AAI. The report submitted by the agency is

submitted separately.

3.6.1. Terrain and Salient Features of Site

The proposed airport site is roughly 6.2 km long on east-west direction & 3.5 km on north south

direction. The area covered by the airport site is 2058 hectares. The area is mostly flat and the

difference between maximum level (274.7 m AMSL) and minimum level (256.1 m AMSL) is 18.6 m.

Primarily two parallel runways (Runway 09L/27R & 09R/27L) measuring 4000 m respectively have

been planned along East/West Direction. The level difference of the Runways end for the Northern

Runway is about 9.5 Meters and for the Southern Runway is 10 M (East higher). The runways are about

2.5 kms, apart thereby enabling a simultaneous operation on both the runways.

A few villages viz. Bhojawas, Bherawas Khurd, Daulatpuri, Domerah, Salahera and Ronijo etc. are

located between the runways.

3.6.2. Obstacle Limitation Survey

Obstacle Limitation Survey has been carried out in conformity with the requirements specified in ICAO

Annex – 14.

It has been observed that there are High Tension Power Lines passing through the approach/take-off

zones at both ends of runways. The details are the same are shown in the OLS Charts. All of these

Electrical lines & Towers are to be relocated or made underground. The list of obstructions protruding

the obstacle limitation surfaces is given in the OLS report. It can be concluded from the Obstacle

Limitation Survey that the proposed site is free of any major obstructions except for those listed in

Table 39 and therefore technically feasible for development of the airport. All these obstructions

must be removed/relocated.

3.7. Soil Investigations

The soil report describes the various activities executed at site and in the laboratory and depicts the

nature of sub soil strata and evaluates the various soil properties required for the proposed

development of Greenfield Airport at Bhiwadi, Distt. Alwar, Rajasthan. This job of sub-soil exploration

was assigned to M/s Magma Infrastructure Pvt.Ltd.



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Page | 47

3.8. Geological Description of Site and Expected Structures

The site details with field test locations are given in fig (1) of report, submitted separately. The site is

located in alluvial plains region which is formed as a result of deposition of soil transported by river.

Borehole investigations was conducted at 11 pre-identified locations up to 6 m depth covering the

proposed runway, and buildings. For boring, shell and auger method was adopted as per IS: 1892-

1979. Casing was used as per requirement to retain the bore holes in position. The depth of bore holes

are given in respective bore log tables. The standard penetration tests were conducted at 1.5m

intervals in the bore holes. For conducting SPT, IS Code: 2131-1981 was followed. Standard split spoon

sampler attached to lower end of “A” drill rods was driven in the bore holes by means of standard

hammer of 63.5kg. falling freely from a height of 75 cm. The sampler was driven 45 cm. and the

number of blows required for each 15 cm. penetration was recorded. The number of blows for the

first 15 cm penetration was considered as seating drive. The number of blows for last 30 cm.

penetration were designated as SPT ‘N’ value.

Trial pits were excavated up to 3 m depth at 6 locations along the runways, samples collected and

tested at laboratory for determining the soaked CBR.

Plate bearing tests were conducted at 8 locations at a depth of 2- 3 m below ground level using a

square plate dimension of 30 cm x 30 cm to determine the safe bearing capacity of the soil.

3.8.1. Interpretations of Test Results

The classification of the sub-soil strata met at this site was done according to IS:1498-1970. From the

bore logs given in tables of bore holes (1) to (11), test results have been summarized as follows.

The sub-soil strata encountered consists predominantly of layers of Sandy Silt & silty sand classified as

ML & SM respectively. The sub-soil strata are loose to medium compacted up to the depth of

exploration below existing ground surface.

The ground water table was not encountered up to the depth of exploration below existing ground

surface in the bore holes during boring activities at site. Hence the effect of ground water table has

not been considered.

The test results of Soaked CBR Tests, Plasticity Index, Liquid Limits & Plastic Limits & Grain Size Analysis

on each of the collected samples are presented in the report. The load settlement curves were plotted

for K-value tests (plate bearing tests) as shown in relevant figures & the values of modulus of subgrade

reaction were found from the curves of plate bearing test results & are given in the report.

3.8.2. Proposed Depth & Type of Foundations

Based upon the visual examination of soil & field strata, field and laboratory test results and the type

of structures proposed at this site, the safe bearing capacity of sub-soil strata for Strip, Isolated & Raft

footings has been analysed and the results are tabulated as under:



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Table 35 – Details of Bore Holes, Building Area

Depth of foundation Below

existing natural Ground

level (m)

Type of foundation Width of

foundation (m)

Net safe bearing

capacity/ Allowable

Pressure intensity

(t/m²)

1.0 Strip footing 1.5

2.0

6.8

7.2

Isolated footing 2.0

3.0

4.0

7.8

8.6

9.4

Raft footing ≥6.0 9.6


2.0

8.6

8.9


3.0

4.0

9.9

10.5

11.3



2.0

10.5

10.8


3.0

4.0

12.1

12.5

13.1


Table 36 – Details of the Bore Holes, Pavement Area

Depth of foundation Below existing natural Ground

level (m)

Net safe bearing capacity/ Allowable

Pressure intensity

(t/m²)

Runway Area-1(Bore Holes 2,3 & 4)

1.5 12.3

2.0 14.5

3.0 19.2

Runway Area-2 (Bore Holes 9,10 & 11)

1.5 11.1

2.0 12.6

3.0 15.5



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3.8.3. California Bearing Ratio

The CBR values were taken from 6 different locations with depths ranging 2.0-3.0m. The soaked CBR

values were tabulated, arranged in ascending order and their 90th percentile is taken to give a single

CBR reference value. The CBR value is thus considered as 6.75.

Table 37 – CBR Results

LOCATION DEPTH(M)

GRAIN SIZE ANALYSIS

ATTERBERG'S

LIMITS NATURAL

DRY

DENSITY

NATURAL

MOISTURE

CONTENT

SOAKED CBR AT

NATURAL

DENSITY IS

CLASSIFICATION GRAVEL SAND SILT CLAY LL PL PI

% % % % % % % gm/cc % %

1 3.0 SM 0 74 26 0 N P _ 1.50 5.7 6.0

2 2.5 SM 0 63 37 0 N P _ 1.47 4.6 5.5

3 2.0 SM 0 66 34 0 N P _ 1.51 4.9 6.4

4 3.0 SM 0 65 35 0 N P _ 1.46 3.7 7.1

5 2.5 SM 0 69 31 0 N P _ 1.50 4.3 5.3

6 2.0 SM 0 66 34 0 N P _ 1.48 3.1 6.2

3.8.4. Modulus of Subgrade reaction (k-value)

The Ks values from the K value table from 8 locations were noted and tabulated. Then the mean value

of the K values was calculated and the S.D of the Values was subtracted from the mean to get a

compounded K value. The K value thus arrived works to 1.524 kg/cm3.

Table 38 – Results of Modulus of Subgrade Reaction ‘k ’value

TEST

LOCATION

DEPTH OF TESTING (M) K value(kg/cm³)

1 3.0 5.2

2 2.0 1.6

3 3.0 6.0

4 2.0 0.8

5 2.5 2.8

6 3.0 5.2

7 2.5 2.4

8 2.5 3.2

The Detailed Soil Report is submitted separately.



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4. PLANNING PARAMETERS

4.1. General

Important planning parameters considered for planning of various facilities for the proposed

Airport are discussed in following paras.

4.2. Traffic Parameter

The findings of the traffic forecast as discussed in Chapter 2 which are taken into account for

planning of the airport are given as under.

4.2.1. Design day ATM Projections

Design day ATM projections are presented below in Table 40 and Table 41 for domestic and

international aircraft movements respectively

Table 40 – Domestic Aircraft movements for Design Day

Design Phase (Year) Total Annual Aircraft Movements Design day Aircraft Movements

Year- 2022 3,650 12

Year- 2027 12,742 42

Year- 2032 46,965 157

Year- 2037 60,606 202

Year- 2042 114,049 380

Table 41 – International Aircraft Movements for the Design Day

Design Phase (Year) Total annual aircraft movements Design day aircraft movements

Year- 2025 2,190 7

Year- 2027 12,343 41

Year- 2032 11,352 38

Year- 2037 14,004 47

Year- 2042 26,354 88



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4.2.2. Peak Hour ATM Projections

• Domestic Peak Hour Traffic- As given in previous section, the existing flight schedules have

been considered for calculating domestic peak hour traffic separately for arrival (7% of total

arrival), departure (9% of total departure) and total arrival + departure (7% of total arrival +

departure) aircraft movement. Table 42 gives domestic flight schedule for design day at BIA.

Table 42 – Design hour aircraft movements for domestic traffic (in Nos.)

Year

Annual

Aircraft

Movements

Design Day

Aircraft

Movement

Arrival

Design Hour

Departure

Design Hour

Total

Design

Hour

Year- 2022 3650 12 0 1 1

Year- 2027 12742 42 1 2 3

Year- 2032 46965 157 6 7 11

Year- 2037 60606 202 7 9 14

Year- 2042 114049 380 13 17 27

• International Peak Hour Traffic - Existing flight schedules for international aircrafts have been

considered for calculating international peak hour traffic separately for arrival (10% of total

arrival), departure (14% of total departure) and total arrival + departure (8% of total arrival +

departure) aircraft movement. Table 43 gives international flight schedule for design day at

BIA.

Table 43 – Design hour aircraft movements for International traffic (in Nos.)

Year Annual Aircraft

Movements

Design Day Aircraft

Movement

Arrival Design

Hour

Departure Design

Hour Total Design Hour

Year- 2025 2190 7 0 1 1

Year- 2027 12343 41 2 3 3

Year- 2032 11352 38 2 3 3

Year- 2037 14004 47 2 3 4

Year- 2042 26354 88 5 6 7



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4.2.3. Peak Hour Passenger Projections

Similar to peak hour ATM projections, Peak hour domestic passenger movement

projections are presented below inTable 44 and Peak Hour International passenger

movement projections are given in Table 45.

Table 44 – Peak Hour Domestic Passenger projections

Phase /

Year

Average

Aircraft Load

Factor

Arrival Design

Hour

Departure Design

Hour

Total Design

Hour

2022 120 51 65 104

2027 120 179 226 363

2032 183 1007 1272 2041

2037 192 1361 1720 2759

2042 192 2562 3236 5192

Table 45 – Peak Hour International Passenger projections

Phase/Year

Average

Aircraft Load

Factor

Arrival Peak

Hour Passengers

Departure Peak

Hour Passengers

Two Way Peak

Hour passengers

2022 145 55 75 80

2027 145 308 420 448

2032 203 397 541 578

2037 223 539 735 784

2042 223 1014 1383 1475

Table 46 – BIA Cargo Design Parameters

Design Phase (Year) International FREIGHT

('000 MT)

Domestic FREIGHT ('000 MT)

Total ('000 MT)

Year- 2025 16.4 4.0 20.4



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4.3. Other Planning Parameters

4.3.1. Planning Guidelines

The airport Master Plan has been developed in compliance with the Standards and

Recommended Practices (SARP) of Annexure 14 and other documents of International Civil

Aviation Organization (ICAO).

4.3.2. Aerodrome Reference Code

Aerodrome Reference Code is defined by the characteristics of the largest aircraft intended to

use the airport. The parameters to categorize the Aerodrome reference code by ICAO are

mentioned in Table 47.

Table 47 – Aerodrome Reference Code

Code

Number

Aero plane

reference field

length

Code

Letter

Wing span Outer main gear

wheel span

1 Less than 800m A Up to and not

including 15m

Up to and not

including 4.5m

2 800m up to

1200m but not

including 1200m

B 15m up to and not

including 24m

4.5m up to and not

including 6m

3 1200m up to

18000m but not

including 1800m

C 24m up to and not

including 36m

6m up to and not

including 9m

4 Over 1800m D 36m up to and not

including 52m

9m up to and not

including 14m

E 52mup to and not

including 65m

9m up to and not

including 14m

F 65m up to and not

including 80m

14m up to and not

including 16m

Airbus A380, having reference field length 3350 m, wing span of 79.80 m and outer main gear

wheel span of 14.3 m is categorized under Code 4F by ICAO.

Keeping in view the development objectives, the aerodrome reference code derived based

on the dimensions of the aircraft likely to operate at this airport as per provisions of ICAO

(Annexure 14) shall be 4F.

Year- 2027 21.6 12.3 33.9

Year- 2032 77.8 41.2 119.0

Year- 2037 100.7 48.4 149.1

Year- 2041 168.4 80.9 249.3



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4.3.3. Aerodrome Reference Temperature

As per ICAO, the aerodrome reference temperature should be the monthly mean of the daily

maximum temperatures for the hottest month of the year (the hottest month being that

which has the highest monthly mean temperature) averaged over a period of years. The ART

of the Bhiwadi international airport, as derived from MET data of the nearest observatory in

Delhi is considered as 40.2°C as per the Meteorological Table for year 1961-1990 published by

Indian Meteorological Department (IMD).

4.3.4. Aerodrome Elevation

The elevation of the Bhiwadi International Airport, as derived from the topo sheets is between

256m to 275m. The Aerodrome Elevation for planning purpose is considered as 270 meters

above mean sea level (MSL) approximately, for basic planning purposes.

4.3.5. Runway Length

The characteristics of wide bodied aircraft predominantly in operation are as Tabulated below.

Table 48 – Aircraft Characteristics

Aircraft Length

(m)

Wing

span

(m)

Max. Take-

off Weight

(kg)

Max. Landing

Weight (kg)

Aircraft

Reference Field

Length (m)

B 747-400 70.6 64.4 396,890 285,764 2890+

B 767-400 61.4 51.9 204,120 158,757 3130+

B 777-300 73.9 60.9 299,370 237,680 3140+

A 300-600 54.1 44.84 171,700 140,000 2332+

A 310-200 54.1 44.84 165,000 138,000 1845+

A 330-200 58.8 60.3 238,000 182,000 2713

A 340-600 75.3 63.45 380,000 265,000 3185

A 380-800 73 79.5 560,000 386,000 3350+

Source: +ICAO

The Aircraft reference field length for the above aircraft is depicted in the following chart.



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Figure 15 – Aircraft Reference Field Length

The characteristics that govern the runway length are Airplane characteristics, Airplane

Operating weights, Flight distance (range), airport elevation, temperature, wind, runway

surface conditions and runway slopes. The runway length required for take-off and landing

varies for variants of engines and class of different aircraft. For the purpose of this analysis

the critical in the class of aircraft has been taken into consideration.

The parameters that govern the runway length requirement for Bhiwadi International Airport

are as given below:

(i) Aerodrome Elevation

(ii) Aerodrome Reference Temperature

(iii) Runway Slope

Commercial Aircraft Design Characteristics – Trends and Growth Projections’ by International Working Group, B777-300 requires the longest runway length and A340-600 requires the

longest landing length as can be seen from the graphs provided at Figure 16 and Figure 17. An

analysis of the runway length requirement for these aircraft is therefore necessary to evaluate

the extent of feasible operations of wide bodied aircraft.

1845

2332

2713

2890

3130

3140

3185

3350

0 500 1000 1500 2000 2500 3000 3500

Length (in Metres)

A 310-200

A 300-600

A 330-200

B 747-400

B767-400

B 777-300

A 340-600

A 380-800

Air

cra

ft

Aircraft Reference Field Length



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The take-off length requirement varies with varying models and engines of the aircraft. The

requirement of runway length for take-off and landing for the above aircraft, derived from the

Aircraft Characteristics for Airport Planning provided by the aircraft manufactures.

According to the graphs, the runway length required for operations with Maximum Take-off

Weight (MTOW) and Maximum Landing Weights (MLW) is tabulated as under:

Table 49 – Aircraft Take-off & Landing Length requirements as per Aircraft Performance Curves

Aircraft Take-off length (m) Landing Length (m)

Wide Bodied Aircraft (international operation)

Boeing 747-400 3800 2450

Boeing 767-400 3910 2150

Boeing 777-300 4450 2150

Airbus A300-600 3040 1840

Airbus A310-200 2660 2010

Airbus A330-200 3650 2190

Airbus A340-600 3910 2590

Airbus A380-800 3530 2240

Medium jets (Domestic operations)

Boeing 737 2860

Airbus 320 2180

ATR - 72 1560

ATR – 42 1480

From the above table it can be concluded that most of the wide body aircraft can operate in

a runway length of 4000m. Only for Boeing 777-300 some load restrictions / range restrictions

might be required to be imposed in a 4000m long runway and that too during few high

temperature hours during peak summers. For rest of the duration of the year Boeing 777-300

can also operate without any load penalty. Moreover Boeing 777-300 is used for long

(extended) range international flight and hence it is most likely to operate during night time

or early hours of the day when the temperatures are considerably low.



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4.3.7. Aeronautical zoning: Requirements for 4F Category

Airport zoning and obstruction restrictions are of paramount importance in order to ensure

safe landing, take off and maneuvering of aircraft in the surrounding airspace. Measures to

prevent or to remove dominant obstructions should, therefore, have the "force of law" and a

suitable notification would be required to be issued by the Govt. for limiting obstacles in the

vicinity of the airport.

As per ICAO, Annex-14, the following obstacle limitation surfaces shall be established for a

precision approach runway category I / II / III:

conical surface

inner horizontal surface

approach surface and inner approach surface

transitional surfaces

inner transitional surfaces; and

balked landing surface

The objects extending above the said surfaces should be regarded as obstructions. As far as

practicable these obstructions should be removed and if not feasible, they should be marked

in accordance with ICAO norms. No new obstructions should be permitted infringing upon

these laid down surfaces. The State Govt. should issue a notification in this regard for limiting

heights of new structures within the surfaces indicated above.

The objects protruding the outer horizontal surface may have operational significance to

determine altitudes for holding and initial approach area.

4.3.8. Obstacles observed around Bhiwadi Airport

The data of the Obstacle Limitation Surfaces obtained from field survey at site has been

utilized to evaluate the obstacles surrounding of the airport. The analysis indicates that few

obstacles protrude the obstacle limitation surfaces defined in ICAO Annex 14, as per details

given in Table 39. All these obstructions must be removed/relocated.



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5. MASTER PLAN

5.1. General

Based on the traffic projections and peak hour demands, the facilities required to meet short and long

term operational requirements are identified. The Master plan for the airport meeting the ICAO

requirements has been prepared for development of the airport in phases. The development plan

incorporates the airside and land side facilities, surface access, and utilities.

The aim of the Master Plan is to achieve the required capacity of the facilities against the demand

generated by aircraft, passenger, cargo and vehicular movement, with maximum passenger, operator

and staff convenience at lowest capital and operating cost at each stage of its implementation. The

master plan is drawn defining very clearly the ultimate development needs and the role of the airport.

The master plan for the proposed airport improvement works for the horizon year is drawn using the

parameters generated by demand, local conditions/constraints and relevant planning principals/

stipulations of ICAO and IATA.

The schematic development plan includes proposed airside facilities such as runway, taxiway system,

passenger and cargo apron, isolation bay, terminal facilities including passenger terminals, cargo

terminal complex, Air Traffic Control tower, hangar plots, Fire station/shed, administrative office

buildings, and electrical sub-station, staff housing, air-conditioning plant room, car park, airport access

systems and other developments complementary to the airport. The location of each component

facility is guided by its functional requirement, separation stipulation by ICAO and future expansion

requirements. The area of each component facility has been arrived at using the planning parameters

and established planning practices.

Provisions towards navigational, communication and ground visual aids have been incorporated in the

Master Plan based on prevailing meteorological/physical conditions, operational practices aimed at

and the compatibility with the on-board equipment.



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5.2. Airside Facilities

5.2.1. Runways

5.2.1.1. Number and orientation of Runways

Two parallel runways are planned to meet the traffic projections and handle the ultimate

capacity of appx. 80 million passengers.

The runways (Code 4F compliant) are proposed to be oriented in the 09-27 direction (parallel

to runway 09-27 and near parallel to 10-28, 11-29 of IGI Airport, Delhi). The main runway

towards south is designated 09R – 27L and the one towards north is designated as 09L – 27R,

in accordance with ICAO conventions.

The distance between main parallel runways is kept as 2550 m which facilitate simultaneous

IFR (precision approach) operations as per ICAO recommendations.

5.2.1.2. Runway Length

As per discussion under para 4.3.5 the length of main runway(s) in 09-27 orientation for critical

design aircraft Airbus A380, is recommended as 4000 m.

5.2.1.3. Declared Distances

The declared distances to be calculated for each runway direction comprise: the take-off run

available (TORA), take-off distance available (TODA), accelerate-stop distance available

(ASDA) and landing distance available (LDA).

Figure 19 – Declared Distances for Aircraft Operations

The above distances calculated for Bhiwadi airport are presented in the Table below:

Table 52 – Declared Distances for Aircraft Operations

Runway TORA (m) ASDA (m) TODA (m) LDA (m)

09L 4000 4000 4000 4000

27R 4000 4000 4000 4000

09R 4000 4000 4000 4000

27L 4000 4000 4000 4000

5.2.1.4. Runway Width

Airbus A380, having wing span 79.5 meters qualify under Aerodrome Reference Code 4F. As

per recommendations given at para 3.1.10 of ICAO Annex-14, the width of runway should not

be less than 60 m for Code F. The width of runways is proposed as 60 m.



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5.2.1.5. Runway Turn Pad

As per standards specified at para 3.3.1 of ICAO Annex-14, where the end of runway is not

served by a taxiway or a taxiway turnaround and where the code letter is D, E or F, a runway

turn pad shall be provided to facilitate a 180-degress turn of Aircraft. Accordingly, turn pads

are proposed to be provided at both ends. The pavement dimensions required for a 180° turn

and 90° turn for Code F as given by ICAO is shown below:

Figure 20 – Turn Pad for Code F - 180° turn



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Figure 21 – Turn Pad for Code F - 90° turn

5.2.1.6. Runway Strip

As recommended under para 3.4.1 of ICAO Annex-14, the runway strip shall extend before

the threshold and beyond the end of the runway for a distance of at least 60 m for code

number 4. It shall extend laterally to a distance of at least 150 m on each side of the centre

line of the runway and its extended centre line throughout the length of the strip. Within a

distance of at least 75 m from the centre line of the runway should be graded. For precision

approach runways, the portion to be graded extends to a distance of 105 m from the

centerline for the entire length leaving 150 m. from the runway ends as shown in Figure 22.

Accordingly, the area adjoining the runway shoulders are proposed to be graded.

Figure 22 – Runway Strip grading dimensions for Code F



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5.2.1.7. Runway End Safety Area

In terms of standards stipulated at para 3.5.1 of ICAO Annex-14, Runway End Safety Area is

required to be provided at each end of a runway strip for ARC 4 extending from the end of a

runway strip for a distance of at least 90 m. As per ICAO recommendations, RESA should

extend to a distance of at least 240 m where practicable. The width of a runway end safety

area shall be at least twice that of the associated runway and where practicable, the width of

a runway end safety area should be equal to that of the graded portion of the associated

runway strip.

RESA can be accommodated at both ends of proposed main runways beyond the runway

length of 4000 m. Accordingly RESA of dimension 240m x 150m is proposed to be provided on

both ends of parallel runways.

5.2.1.8. Runway Shoulders

As per recommendations given at para 3.2.1 of ICAO Annex-14, runway shoulders should be

provided for a runway where the code letter is F. Further in term of para 3.2.3 of ICAO Annex-

14, the runway shoulders should extend symmetrically on each side of the runway so that the

overall width of the runway and its shoulders is not less than 75 m, where the code letter is F.

Accordingly, 7.5 m wide paved shoulders, on either side of the parallel main runways, are

proposed.

5.2.1.9. Shoulders to turning pads

As per recommendations given at para 3.3.12 of ICAO Annex-14, the runway turn pads should

be provided with shoulders of such width as is necessary to prevent surface erosion by the jet

blast of the most demanding aircraft for which the turn pad is intended, and any possible

foreign object damage to the aircraft engines. As a minimum, the width of the shoulders

would need to cover the outer engine of the most demanding aircraft. Accordingly, 7.5 m wide

shoulders are proposed to be provided for turn pads of parallel main runways.

5.2.1.10. Blast pads

As per recommendations given at para 3.4.11 of ICAO, Annex-14, that portion of a strip to at

least 30 m before a threshold should be prepared against blast erosion in order to protect a

landing aero plane from the danger of an exposed edge. Following FAA standards, it is

proposed that at least 60 m length before the threshold be paved to protect the edges from

blast erosion as it is necessary to prevent surface erosion by the jet blast of the most

demanding aircraft.

5.2.2. Taxiway

5.2.2.1. Taxiway System

A system of parallel taxiways is proposed to connect the runway exits. Runway 09L/27R

connects to a full parallel taxiway through six runway exits (two perpendicular exits and four

rapid exits). From the main parallel taxiway six perpendicular taxiway connectors link up to a

second parallel taxiway.



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5.2.2.2. Length of taxiway

The length of the taxiway in a parallel taxiway system is generally equal to that of the runway.

The length of parallel taxiway is extended beyond the threshold 27 to provide connectivity to

the cargo apron.

Another taxiway system is proposed to connect the cargo apron. The purpose of this taxiway

system is serve cargo aircrafts which land on runway and are to be routed to cargo aircraft

apron.

5.2.2.3. Width of taxiway

The geometry of the taxiway pavements is a function of the design aircraft’s wheel track dimensions and pavement edge clearance requirements. As per recommendations given at

para 3.9.4 of ICAO Annex-14, a straight portion of a taxiway should have a width not less than

25 m for Code Letter F if the taxiway is intended to be used by airplanes with an outer main

gear wheel span equal to or greater than 9 m. In addition, the width of any section of taxiway

must be sufficiently wide to provide a minimum clearance between the outer aircraft wheels

and edge of the taxiway, of 4.5 m. On curved sections of taxiway, and at junctions and

intersections with the runway, the taxiway width is increased to enable aircraft to maneuver

on the taxiway pavement. Width of all the taxiways (parallel, perpendicular exits and rapid

exists) is accordingly proposed to be 25 m with suitable widening at turns.

5.2.2.4. Taxiway Shoulders

As per recommendations given at para 3.10.1 of ICAO-Annex 14, straight portions of a taxiway

where the Code letter is C, D, E or F should be provided with shoulders which extend

symmetrically on each side of the taxiway.

For Code F the overall width of the taxiway and its shoulders on straight portions is not less

than 60 m. Shoulders of width 17.5 m are proposed on either side of all the taxiways (parallel,

perpendicular exits and rapid exists) taxiway so that the overall width meets the requirement

of 60 m.

5.2.2.5. Taxiway Strip

As per recommendations given at para 3.11.2 of ICAO Annex-14, for Code F a taxiway strip

should extend symmetrically on each side of the centre line of the taxiway throughout the

length of the taxiway to at least the distance of 57.5 m. The centre portion of a taxiway strip

should provide a graded an area to a distance of 30 meters from the centre line of the taxiway.

With provision of shoulders of 17.5 meters the paved area of taxiway itself becomes 60 m in

width meeting this requirement. Accordingly, no further grading is proposed. The edge of

taxiway shoulder shall be gradually leveled to meet the existing ground profile to prevent

erosion from rains.

5.2.2.6. Isolated Aircraft Parking Position

As per standards stipulated at para 3.14.1 of ICAO Annex-14, an isolated aircraft parking

position shall be designated, or the aerodrome control tower shall be advised of an area or

areas suitable for the parking of an aircraft which is known or believed to be the subject of

unlawful interference, or which for other reasons needs isolation from normal aerodrome

activities. The isolated aircraft parking position should be located at the maximum distance



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Page | 72

practicable and in any case never less than 100 m from the parking positions, buildings or

public areas, etc.

Keeping in mind the above provisions the isolated aircraft parking position is located west of

parallel taxiway system. The dimensions of the isolated aircraft parking position are 120m x

120m.

5.2.3. Apron

5.2.3.1. Commercial Aircraft Apron

As per the recommendations given at para 3.13.1 of ICAO Annex-14, Aprons should be

provided where it is necessary to facilitate on and off loading of passengers, cargo and mail as

well as the servicing of aircraft without interfering with the aerodrome traffic.

Hence, main commercial aircraft apron with nose-in parking arrangement is planned in phase

-1 associated with runway 09L/27R. This is to facilitate the on and off loading of passengers.

The approximate paved area of the apron is 1,40,000 m2 in phase 1 sufficient to park 10 Airbus

A320/Boeing 737 type aircrafts and 6 Airbus A-340/B777 type aircrafts. The apron can be

further expanded in phase-2 & 3 to encompass a total area of 10,39,268 m2. The main apron

would include the following:

• A large area for contact aircraft positions

• Vehicle service roads

• Close and remote ground equipment stage zones

• Push back truck areas

To serve the passengers with a suitable pier service level of about 80% of annual passengers

it is anticipated that 6 Aero Bridges would be placed in positions, out of which four positions

are for code C aircrafts (A-320/B-737 etc.) and two positions for Code D, E aircrafts (A-340/B-

777 etc.) 40 remote parking positions are also catered keeping the requirement of night

parking, long term parking and General Aviation parking.

The composite aircraft parking envelope of aerobridge for code D, E, F aircrafts would be made

up of a rectangle of area of 12,000 m2 (120mx100m) and for code C aircrafts would be made

up of rectangle of area of 4,000 m2 (80mx50m) including in this area:

• A close GSE Staging area to place all the required equipment to make the handling

activity in the commercial apron when the stand is either occupied by an aircraft or

not.

• A tow truck zone of 9mx3m in front of the aircraft nose.

A vehicle service road between the aircraft parking stands and the pier of 20 m wide with 2

lanes in each direction will serve for ground vehicle maneuvers on the commercial apron.

As per the recommendations given at para 3.13.6 of ICAO annex 14, the minimum clearance

between an aircraft using the stand and any adjacent building, aircraft on another stand and

other objects comes out to be 4.5 m for code C and 7.5 m for code D, E, F which is being

adhered to in the design.

5.2.3.2. Long Term Parking

A long-term aircraft parking is catered west of general aviation apron. It is connected to the

second parallel taxiway through taxi lane connecting the general aviation apron.



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Aircraft long-term parking apron covers an area of 1,20,000 m2 that can accommodate 16

Code C type aircraft in remote stands.

5.2.3.3. General Aviation Apron

General aviation is all civil aviation operations other than scheduled air services and non-

scheduled air transport operations for remuneration or hire. General aviation flights range

from gliders and power parachutes to corporate business jets and VIP aircrafts.

The General aviation apron is proposed to be located west of commercial aircraft apron. It will

have 11 remote parking positions for code B/C type of aircrafts.

The area of the general aviation apron would be 1,00,000 m2.

5.2.3.4. Cargo Apron (Domestic / International)

Cargo apron is planned to be located on eastern side of the airport with dedicated access. The

cargo apron will be connected to parallel taxiway of main runway through a link taxiway 950

m in length and 25 m in width plus shoulders of 17.5 m wide.

Keeping in view the present cargo projection the cargo apron is designed to accommodate up

to 2 wide body freighters having an area of 52,000 m2.

A cargo road for ground ramp vehicles of 12 m wide, staging area of 18 m wide for storage of

ground handling equipment and unit loading area provided separately.

In future cargo apron can be extended both towards North and South.

5.2.3.5. Ground Support Equipment Area (GSE)

Ground Support Equipment (GSE) is the support equipment used to service aircraft between

flights. These include dollies, chocks, refuellers, tugs and tractors, ground power units, buses

etc. Staging area of 20,000 sqm will be located near the terminal building in phase-1 to stage

GSE. The facility is located on the east side of commercial apron in phase-1. There is a provision

of another GSE in phase-2. The GSE is connected to apron facilitated by vehicular service roads

on the apron.

The GSE maintenance area will include garages, workshops, restrooms, break areas, mess

facilities, storage rooms, paint booths, waste disposal, offices and employee parking. The

following ground handling / support equipment shall be essentially required:

• Passenger Steps with Vehicle

• Toilet & Water Service Units

• Catering / Cabin Cleaning High Lifts

• Ground Power Unit without Vehicle

• Baggage Carts

However, these shall be procured by operating airlines.

5.2.3.6. Suggested Pavement Structure for Runways, Taxiways and Aprons

Keeping in view the aircraft mix likely to operate, critical design aircraft, annual projected

aircraft movements, subgrade characteristics etc. the following pavement structure is

considered for cost estimation purpose:



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Rigid Pavement

Pavement Quality Concrete 40 cm

Dry Lean Concrete 20 cm

Granular Sub Base over compacted sub-grade 25 cm

Flexible Pavement

Surfacing Layers / Wearing Course:

Bituminous concrete surface course

With nominal 5.5% to 6% bitumen 50mm

Dense Bituminous Macadam binder course


Base Course Layers:

Bituminous Macadam course


Graded crushed stone base

Wet Mix Macadam) 300mm

Sub Base Course Layers:

Granular sub base course 300mm

Total thickness 925mm

5.2.4. Buildings

5.2.4.1. Passenger Terminal Building

5.2.4.1.1. Concept

The proposed Terminal Building at the BIA is planned keeping in mind the following criteria:

i Easy orientation for the travelling public approaching the terminal and within the

buildings (self-explanatory traffic flows and human dimensions).

ii Shortest possible walking distance from car parks to the terminals and, more

importantly, from passenger/baggage processing facilities to the aircraft and vice

versa.

iii Minimum level changes for the passengers within the terminal buildings.

iv Avoidance of passenger cross flows

v Shortest possible distance for the transportation of passengers and their baggage

between the terminals and aircraft parking positions when walking is not possible.

vi Compatibility of all facilities with existing aircraft characteristics and built in flexibility

to accept future generations of aircraft, as far as possible.

vii Design should be modular to cope with the future expansion of each sub system, or

to allow evolution in regulations and changes in nature of passenger flows.

Accordingly, a Linear concept has been envisaged.



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The Linear Terminal Concept consists of a horizontally long building with expansion capability

to either side by means of finger type concourses which may be straight or in any other

geometrical form. Aircrafts are parked at the face of the terminal. An airside corridor may be

located parallel to the terminal face with access to terminal and gate positions. Currently

London- Heathrow T4, Singapore- ChangiT2 and Munich airport terminals are planned using

this concept.

The passenger terminal building is to be developed in phases in line with the growth in

demand. The first phase will be constructed to meeting the anticipated traffic of 3 mppa and

second phase will be developed to meet 15 mppa. The building will be expanded to handle a

capacity of 30 million in Phase 3 and in the ultimate development will cater to handle 65

million passengers per annum.

Table 53 – Design Hour Passenger for Terminal Building

Parameter Phase-1 Phase -2 Phase – 3 Phase - 4

Total Passenger

Traffic

3 mppa 15 mppa 30 mppa 65 mppa

Peak Hour

Passengers (PHP)

capacity

900 4,500 9,000 19,500

The area of the terminal building is calculated considering the fact that the airport terminal

should be capable of handling peak hour passenger traffic at the target level of service

standard in the design year. The level of service standard proposed for the BIA is level C (IATA

level of service framework) which includes high level of service, conditions of stable flow, very

few delays and high level of comfort. Following the general norms, the following unit area is

proposed.

• Domestic Airport: 22-23 m2 per peak hour pax

• International Airport: 27-28 m2 per peak hour pax

• Integrated (Domestic + International) Airport: 24-25 m2 per peak hour pax.

Adopting the value of 25 m2 per peak hour pax, the area of proposed Passenger Terminal

Building in

• Phase 1 of 22,500 m2

• Phase 2 of 90,000 m2

• Phase 3 of 1,12,000 m2

• Phase 4 of 2,62,500 m2

5.2.4.2. Domestic / International Cargo Building

The air cargo complex is located on east side of the airport. It can be used for processing of

import, export and transshipment cargo. It will be spread over an area of 300,000 m2. In phase-

1, a building of 2760 m2 will be developed for handling 36,400 MT of cargo which can be



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further expanded by 12,500 m2 to handle 1,49,000 MT of cargo in phase-2 and 45,000 sqm

area in the ultimate phase.

The cargo complex would be provided with all ranges of facilities, under one roof at par with

any international airport. It will be equipped with modern cargo handling equipment like:

• Elevated Transfer Vehicle

• Forklifts

• High Mast Stackers

• Power Hydraulic Pallet trucks

A part of the cargo complex will be reserved for Customs and other quarantine facilities. The

Cargo complex will have spaces reserved for parking of vehicles and trucks.

5.2.4.3. Air Rescue and Fire Fighting (ARFF)

The level of protection to be provided for fire and rescue purposes depends upon the physical

dimensions of the predominant aircraft using an Airport. As per Annex 14 the critical aircraft

to be adopted is defined as the longest aircraft which makes 700 or more movements in the

busiest consecutive three months of the year.

For A380, the level of protection to be provided for rescue and firefighting should be equal to

Aerodrome Category 10, as per ICAO. However, in terms of para 9.2.3 of ICAO Annex-14,

where the number of movements of the aero planes in the highest category normally using

the aerodrome is less than 700 in the busiest consecutive three months, the level of protection

provided shall be not less than one category below the determined category.

Accordingly, one ARFF is provided for the phase-1. The level of protection at the airport

provided would be in compliance with airport category 9.

An area of 17,000 m2 is earmarked for the ARFF facility. The area proposed for the ARFF

building is 2000 sqm. Minimum usable amounts of extinguishing agents would correspond to

36,400 litres of water at a discharge rate foam solution of 16,600 litres per minute, and 450

kg of dry chemical powders. Rescue equipment will be adequate to meet DGCA CAR

requirements. The minimum number of ARFF vehicles present would be three.

A paved emergency access road of 5 m wide will be provided from the locations of the ARFF

facilities to both runways. A communication and alerting system will be provided linking the

ARFF station with the control tower and ARFF vehicles.

The operational objective of the rescue and firefighting service shall be to achieve a response

time not exceeding 3 minutes to any point of each operational runway, the response time

being the time between the initial call to the rescue and firefighting services and the time

when the first responding vehicles.

5.2.4.4. ATC Tower and Technical Building

An area of 15,000 m2 is reserved adjacent to the West side of the passenger terminal building

for accommodating the technical building of aeronautical services and the control tower.

To meet the minimum line of sight, grade intersection angle of 35’ and location of two parallel runways, the height of the tower is recommended as 40 m above the average runway level,

which will facilitate un-obstructed view of operational area as well as the surrounding space.

The ATC tower will provide Aerodrome Control and Flight Information Services.



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The ATC tower is proposed to be located approximately equidistant from both thresholds of

runway 09L – 27R and its distance from runway centerline is 750 m.

An area of 3000 sqm is catered for the ATC tower and Technical Block.

5.2.4.5. Heavy Airfield Maintenance

The heavy airfield maintenance area will be located on the west side of the airport, south of

aircraft long-term parking apron and will comprise of diverse maintenance-related facilities,

such as buildings / offices, workshops, parking, garages and staging areas for runway sweepers

(summer service), landscaping equipment (excavator, mower, etc.), transport equipment such

as flatbed trucks, and airfield electrical services for servicing medium voltage switchgears,

airfield lighting systems and communication network within the airport. The proposed

maintenance compound will have an overall size of 20,000 m2. The area of the maintenance

heavy building shall be around 3,000 m2 in phase-1 which shall be extended by another 4,000

m2 in phase 2 and 7000 sqm in the ultimate phase.

5.2.4.6. Maintenance Repair and Overhaul (MRO) Facility

BIA will have a provision for a Maintenance Repair and Overhaul (MRO) complex in future.

The MRO facility will provide full Aircraft base maintenance service infrastructure. It will cater

to the maintenance needs of the regional and global Airline customers. It will be developed

to provide Engineering and Maintenance service operations on Narrow Body Aircraft like

B737NG, ATR42/72 and A320 family of aircraft types and on wide body aircraft like B777 &

A330. The facility will include 1 Wide body hangar (Accommodates 2 narrow body aircraft

alternatively), 1 Narrow body hangar with 2 bays, and 1 Narrow body cum Paint Hangar. At

any point of time, maintenance services can be provided to five aircrafts simultaneously, with

wide and narrow body configuration. These hangars will be backed up with the necessary

workshops to handle Aircraft maintenance, paintings, avionics upgrades, interior

refurbishments, structural replacements etc.

A total area of 60,000 sqm is earmarked for the purpose. However, the development of this

facility would be at the discretion of the developer.

5.2.4.7. Aviation Academy

BIA will have a provision for an aviation academy. The aviation academy will be a state of the

art facility providing courses in pilot training, ground training, flying training, simulator

training, instrument rating course, ATC course, Aircraft maintenance engineering, Air

hostess/cabin crew etc. The academy would conduct courses accredited by Airport Council

International (ACI), International Air Transport Association (IATA), International Civil Aviation

Organization (ICAO), Directorate General of Civil Aviation (DGCA), Bureau of Civil Aviation

Security (BCAS) etc.

An area of 10,000 m2 is reserved for development of the aviation academy and its associated

infrastructure. However, the development of this facility would be at the discretion of the

developer.



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5.2.5. Support / Ancillary Facilities

5.2.5.1. Power Supply

In Phase 1, electric energy will be drawn via two independent feeders from the national grid

to one power station, which covers an overall area of 40,000 sqm. An area of 700 sqm is

catered for sub-station building under Phase-1 and 3300 sqm in Phase-2, an additional power

station is proposed to provide electrical service to the airport. An area of 126 Ha is earmarked

south of the airport for generating solar power.

5.2.5.2. Water requirement

The daily water requirement for phase-1 development is estimated to be around 290 KLD. It

is proposed to utilize around 137 KLD of recycled water from STP and remaining 153 KLD water

shall be arranged through supply form local authority.

5.2.5.3. Sewerage Treatment Plant (STP)

The daily sewerage generation for phase-1 development is estimated to be around 240 KLD.

A sewerage treatment plant of SBT technology shall be located near the western boundary of

the airport. An area of 10,000 m2 has been earmarked in the master plan. The recycled water

shall be utilized for flushing / landscaping etc.

5.2.5.4. Fuel Farm

The aviation fuel farm will be located on the western boundary of the airport on the south

side of the main approach road to the airport.

The fuel farm will cover an area of 60,000 m2, including Jet A1 fuel tanks, AV gas Cisterns,

maintenance, storage of water for firefighting, fuel pumps, administrative offices and car and

truck parking lots.

5.2.5.5. Catering Facility

The catering facility is located north of Electric substation and will include truck parking,

kitchens, food preparation areas, refrigerated storage, storage break rooms, locker facilities

with showers and restrooms, offices, delivery areas, and automobile parking.

The overall area provided for the catering facility is 20,000 m2.

5.2.5.6. Metro Access

Provision has been made for metro access to the Airport. This access can be underground or

elevated. The development of this facility would be at the discretion of the developer which

would depend on various factors such as cost economics and traffic.

5.2.5.7. Boundary Wall / Operational Fence

The area acquired shall be secured by a 3m high boundary wall with 0.6m high barber wire /

concertina overhang. For sanitization of air side (operational area) from city side (public access

area) a perimeter fence (chain link fencing) 2.4m high with 0.6m high barber wire / concertina

overhang shall be erected.



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5.2.5.8. Terminal Area Access Road

The terminal area access roads will serve airport passengers, visitors, and employees and

connect primary airport access road with terminal building and parking facilities. For opening

Phase, two lanes of terminal area access roads shall be required which can be widened up to

six lanes with the increase in traffic.

5.2.5.9. Service Roads

Service roads will be divided into two user categories: general and restricted. General-use

service roads are used for the delivery of goods, services, air cargo, flight kitchen supplies, and

the like. There is one service road perpendicular to the primary access road, providing access

to the ancillary facilities. Two lane undivided road having road widths of 7.5 m will be provided

until the ultimate phase

5.2.5.10. Peripheral Road

Peripheral (perimeter) road shall be provided all along the periphery of the airport on the

airside. The peripheral road shall provide access to all corners of the airport on air side for

movement of operational vehicles and emergency access to different parts of runway and

other airfield pavements / facilities. The width of peripheral road shall be 3.5m.

5.2.5.11. Vehicular Parking

A space of 40,000 m2 has been reserved for parking positions in phase-1 south of Terminal

building. In addition, an area of 35,000 sqm has been earmarked for employee parking

separately.

A space of 10,000 m2 has been reserved for 100 parking positions in phase-1 east of cargo

Terminal building. This would serve as parking positions for cargo trucks, trailers, staff parking,

agents and visitors

5.2.6. Visual Aids

5.2.6.1. Airfield Lighting

5.2.6.2. Approach lighting system (CAT-I)

Double Circuit runway edge lights along with runway end / threshold light, wing bar lights,

PAAIs and CCR’s are proposed to be provided at both ends of the main runway. The approach

lighting system shall consist of a row of lights on the extended centre line of the runway,

extending over a distance of 900 m from the runway threshold with a row of lights forming a

crossbar 30 m in length at a distance of 150, 300, 450 m, 600m and 750m from the runway

threshold. Apart from the approach lighting system, the following visual aids are to be

provided:

• Runway Centre Line Fittings,

• TDZ Fittings,

• Threshold & Runway End Fittings,

• Stop way lights



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• Taxiway centre line lights

• Taxiway edge lights

• Runway turn pad lights

• Stop bars

• Apron edge lights

5.2.6.3. Precision approach path indicator

Precision approach path indicator (PAPI) is proposed to be provided at both ends on main

runway as a visual aid to provide guidance information to help a pilot acquire and maintain

the correct approach (in the vertical plane) to an airport or an aerodrome. It is generally

located beside the runway approximately 300 meters beyond the landing threshold of the

runway.

5.2.6.4. Illuminated Wind Cone

Internally illuminated wind cones shall be provided located at the touch down zone and

complying with Annex 14 and Aerodrome design manual part-4. The wind cones shall be

internally illuminated by 240 volts, single phase A.C. supply fed from AGL substation through

2x25 sq.mm 1.1 kV grade underground cables and controlled from control tower.

5.2.6.5. Rotating Beacon

One aerodrome beacon complying with the standards and recommendations of ICAO Annex

14 shall be provided and mounted on roof of building at suitable location. The beacon shall

have power from AGL substation and controlled from control tower. A rotating beacon is

proposed to be installed at the top of ATC tower for identification of Bhiwadi airport.

5.2.6.6. Landing Direction Indicator

A landing direction indicator in the shape a “T” and complying with requirements of ICAO Annex 14 and Aerodrome Design Manual Part 4 shall be provided and mounted near midpoint

of runway between runway and boundary wall. The landing T shall be outlined by white lights

powered from AGL substation through 2x25 sq.mm 1.1 kV grade power cable and controlled

from control tower

5.2.7. Markings

Following markings are required to be provided on airfield pavements:

• Runway Designation Marking

• Runway Centre Line Marking

• Threshold Marking

• Transverse stripe & Arrows

• Aiming Point Marking

• Touchdown zone marking

• Runway Side stripe marking

• Taxiway centre line marking

• Runway turn pad marking

• Runway holding position marking

• Road holding position marking

• Apron movement guidance markings



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5.2.8. Navigational Aids

Provision of Navigational Aids will include following:

5.2.8.1. Instrument Landing System (CAT-I)

Ground-based instrument approach system that provides precision lateral and vertical

guidance to an aircraft approaching and landing on a runway, using a combination of radio

signals and high-intensity lighting arrays to enable a safe landing during instrument

meteorological conditions (IMC), such as low ceilings or reduced visibility due to fog, rain, or

blowing snow. If visibility is less than 800 m, Localizer is used for safe landing.

Figure 23 : Instrument Landing System

ILS is used in poor weather and low visibility conditions. It provides centre line of the runway

and decision height for landing even in zero visibility conditions.

Transponder-based radio navigation technology that measures slant range distance by timing

the propagation delay of VHF radio signals. Aircraft use DME to determine their distance from

a land-based transponder by sending and receiving pulse pairs – two pulses of fixed duration

and separation.

LP-DME is installed with an ILS glide slope antenna installation where it provides an accurate

distance to touchdown function.



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5.2.8.2. VHF Omni Directional Radio Range (VOR) with High Power Distance Measuring

Equipment (HP-DME):

Type of short-range radio navigation system for aircraft, enabling aircraft with a receiving unit

to determine their position and stay on course by receiving radio signals transmitted by a

network of fixed ground radio beacons.

5.2.8.3. Digital Automatic Terminal Information System (D-ATIS):

PA VHF broadcasting system for continuous dissemination of vital information (such as

updated airfield, meteorological and navigational aids serviceability information, etc.) to pilots

departing from or arriving at Bhiwadi Airport.

5.2.8.4. Automatic Message Switching System (AMSS):

A standard ICAO ground-to-ground communication system for the exchange of air traffic

control messages within the Aeronautical Fixed Telecommunication Network (AFTN) between

Bhiwadi and other airports.

5.2.8.5. Automatic Dependent Surveillance – Broadcast (ADS–B):

Cooperative surveillance technology in which an aircraft determines its position via satellite

navigation and periodically broadcasts it, enabling it to be tracked.

The information can be received by air traffic control ground stations as a replacement for

secondary radar. It can also be received by other aircraft to provide situational awareness and

allow self-separation.

5.2.8.6. Advanced Surface Movement Guidance and Control System (ASMGCS):

A system providing routing, guidance and surveillance for the control of aircraft and vehicles

in order to maintain the declared surface movement rate under all weather conditions within

the aerodrome visibility operational level (AVOL) while maintaining the required level of

safety.

5.2.8.7. Airport Surveillance radar (ASR) with Monopulse Secondary Surveillance Radar:

An airport surveillance radar (ASR) is a radar system used at airports to detect and display the

position of aircraft in the terminal area, the airspace around airports. The sophisticated

systems at large airports like Bhiwadi should consist of two different radar systems, the

primary and secondary surveillance radar.

• Primary Radar: This type of radar detects and provides both range and bearing

information of an aircraft within its effective coverage by radio wave reflection.

Depending on the application, the coverage will be within 80NM for approach control or

within 200NM for en route control purpose.

• Secondary Radar: This type of radar provides, after processing, the range, bearing, altitude

and identity (call sign) of an aircraft. The coverage can reach 250NM. A SSR can provide

more useful information than PSR but is subject to the proper functioning of the aircraft's

transponder. To provide the best accuracy of aircraft targets, the SSR is usually paired with

a PSR for air traffic control purpose.



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Figure 24 : Monopulse Secondary Surveillance Radar (MSSR)

Monopulse Secondary Surveillance Radar (MSSR) is a technique developed to overcome

common problems with surveillance radar systems by analyzing the received signals using a

computer and by transmitting from the radar at a much-reduced rate (about one tenth of the

previously used rate). As a result, Garbling and Fruit are reduced by about 90% while

directional accuracy is tripled compared to conventional SSR. This technique is known as

Monopause Secondary Surveillance Radar (MSSR)

The improved accuracy of MSSR allows radar separation minima to be reduced by about one

half - to 3 nm if the aircraft is within 40 nm of the antenna and 5 nm if more than 40nm from

the radar antenna.

5.2.9. ATC Equipment

The essential requirements are listed as under:

Figure 25: Very High Frequency (VHF) Radio

VHF frequency (Transmitter & Receiver) is used for air-to-air and air-to-ground, including air

traffic control communication. The ATC equipment shall consist of:

VHF Transmitter (Mains)

VHF Receiver (Mains)

VHF Transmitter (Stand-by)

VHF Receiver (Stand-by)

Manpack VHF/UHF – Trans receiver

OPR Panel for Transmitter / Receiver

DVTR & Racks

Antenna Mast, Lightning Arrestor for Mast

5.2.10. Meteorological Equipment

It is proposed to provide IRVR compatible with the proposed ILS system.



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Figure 26: Automated sensor suites for weather observation

Automated sensor suites which are designed to serve aviation and meteorological observing

needs for safe and efficient aviation operations, weather forecasting and climatology are used

to measure wind speed and direction, wind pressure and temperature.

5.3. Analysis of Airspace

An analysis of availability of airspace for the proposed Bhiwadi International Airport has been

carried out in the light of vicinity of IGI Airport and it has been observed that the proposed

airport with 2 parallel runways would be most ideal for aircraft operations. The analysis is

enclosed at Annex-2.

5.4. Development of Aerotropolis

An Aerotropolis is a metropolitan sub-region where the layout, infrastructure, and economy are

centered on an airport which serves as a multimodal "airport city" commercial core. It is similar in

form to a traditional metropolis, which contains a central city commercial core and commuter-linked

suburbs.

Development of Aerotropolis much depends on

(1) airport land availability,

(2) improved surface transportation access,

(3) growing air traveler consumer demands,

(4) airport revenue needs,

(5) new business practices, and

(6) site specific commercial real estate opportunities.

The possible industries that could evolve around the proposed Bhiwadi International Airport include:

• Logistic Parks and Free trade zones, Industrial park

• Aerospace industries

• Bonded warehouse and distribution centers

• Just in time manufacturing

• Convention centre



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6. MULTIMODAL TRANSPORT INTEGRATION

6.1. Background

It has been envisioned that the demand at BIA will primarily be a shift of surplus traffic from IGI. The

location of IGI gives IGI an inherited advantage of better connectivity which needs to be nullified to

extent possible to enable the envisaged shift of traffic from IGI to BIA. Following measures have been

found crucial for realization of the forecasted demand:

i. Coordinated operations of IGI and BIA, to allow seamless experience to the users.

ii. BIA is operational before IGI gets saturated.

iii. BIA is developed as a passenger and cargo airport.

iv. International arrival / departures are allowed at BIA.

v. BIA is well connected to all major locations in the region including IGI.

vi. The connectivity to BIA should be fast, efficient and comfortable so that user may prefer BIA

on the criteria of ease of access / dispersal.

The last two measures fall under the purview of multimodal integration. The following paragraphs

elaborate the incorporation of these two points for BIA.

6.2. Multimodal Transport Integration at IGI

Under the present Study, Trend Analysis over the historical data has been adopted to validate the

projections made for IGI and project the demand for BIA. IGI is projected to have a demand of 197

Million passengers in the year 2031-32 whereas its capacity of 109 Million PPA (Source: IGI Master

Plan) is likely to exhaust by the year 2025-26. It has been concluded that the forecasted traffic is not

an IGI exclusive traffic but is the overall air travel demand of the region, considering that the region

will have infrastructure in place to cater to that demand.

As such it can be established that the present passenger access / dispersal characteristics and

preferences as observed at IGI will generally be same for BIA. Following paragraphs provide an insight

into the existing transport infrastructure, passenger access / dispersal characteristics and passenger

preferences at IGI. The data has been derived from the primary surveys conducted at IGI by RITES

Limited for the Study of "Multimodal Transport Integration at 6 Metropolitan Airports in India".

6.2.1. External Connectivity

Car/taxi is the prominent mode of travel to IGI. These road based modes approach IGI through arterial

network of the city as National Highway No. 48 (NH8/48), Ring Road and Outer Ring Road of Delhi. As

these arteries are already choked, the external connectivity to the airport is severely affected. Public

transport connectivity is available at IGI in form of direct bus connectivity from major ISBTs in NCR and

the Airport Express Metro Service. The ridership of public transport system is low which is due to

limited connectivity of these modes attributed to limited network, limited service duration and high

number of interchanges.



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A Public Transport Center (PTC) is available at IGI however the PTC is mostly used as a pick and drop

point for bus based airport access / dispersal trips. A railway link is available in vicinity of IGI which is

not integrated to other systems accessing airport. No separate cargo terminal access roads are

available at IGI due to which goods traffic and passenger traffic share the road space inside the airport

premise.

6.2.2. Internal Circulation

Cars and taxis are prioritized at IGI with easy availability of parking, free pick up / drop offs and car/taxi

lanes closest to terminal buildings. Buses are usually directed to PTC from where the passenger

interchange is done by feeder bus service. The feeder bus stops are located at the start or end of the

terminal forecourt. Due to heavy influx of private cars and taxis, congestion is observed at terminal

forecourts during peak hours of operations.

The domestic and international terminals are physically separated at IGI due to which the inter-

terminal transfers are done by feeder buses which causes inconvenience to passengers. Table 54

presents the existing and planned connectivity at IGI.

Table 54 – Existing & Planned Connectivity Overview at Study Airports

Component Availability

Road Network NH8

Bus Airports Special Services by DTC

Inter Terminal Transfer Bus Service by DIAL

Metro/ Rail • Airport Express with 5 stations

• No suburban rail connectivity

Auto Yes, up till PTC

Private Taxi Yes

Parking (ECS) 5550

PTC Available with limited operation

6.2.3. Traffic Characteristics at IGI

A large volume of traffic in airport premise includes through traffic and traffic generated from ancillary

activities. Peak hour traffic volume share at the terminal curb-front is 7.2% at IGI. 93% of the traffic at

curb front at IGI is constituted of cars and taxis with only 1% of bus share. Table 55 presents the overall

traffic characteristics at IGI.

Table 55 - Overall Traffic Characteristics at IGI

Overall ADT (PCUs) 1,91,386

ADT at Terminal Curb-fronts (PCUs) 68,001

% Share of Curb-front Traffic in Overall ADT 36%

Peak Hour Traffic Volume at Terminal Curb-front (PCUs) 4,930

Peak Hour Share in ADT At Terminal Curb-front (%) 7.2%

Traffic Composition at Curb Front

Car: 51%

Taxi: 42%

Buses: 1%

Source: RITES Primary Survey, 2015



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6.2.4. Boarding – Alighting at PT/ IPT Stops

The boarding alighting figures (Table 56) derived from PT/IPT boarding /alighting locations reveals that

rail based public transport system has better patronage than road based public transport system at

IGI. The Airport Express Metro is carrying approx. 1.5 times more passengers than Bus system.

Table 56 - Boarding Alighting by Different PT/IPT Modes

Mode Patronage

Metro 22,506

Bus 14,227

Auto 2883


6.2.5. Parking

The parking supply at IGI is in surplus to the peak parking demand. Parking turnover at IGI is high at

3.1. Table 57 gives summary of parking at IGI.

Table 57 - Parking Summary

Overall Parking Supply (ECS) 9650

Peak Accumulation (ECS) 4488

Daily Accumulation (ECS) 15883

Average Parking Index (Nos.) 1.2

Average Parking Turnover (Nos.) 3.1


6.2.6. Travel Pattern

The results of mode wise analysis of airport passenger’s origin destination survey indicate that approx.

76% trips are being performed by private cars and taxis. The share of bus passengers at IGI is 12.6%

which includes shuttle passengers between T1 and T3. Direct metro/rail connectivity is available at IGI

with a reasonable modal share in favour of rail. As per the employee survey results, employees at IGI

make use of private transport to reach their work places at airport premise. The public transport share

in employee travel is lower than as observed in passenger travel. Table 58 gives the mode wise share

of airport passengers and employees at IGI.

Table 58 - Modal Share

Mode

Modal Share in %

Passengers Employees

Taxi 45.2 3.1

Car 29.2 33.4

Bus 12.6 11.1

Metro 9.0 2.6

Auto 2.8 1.8

2-Wheeler 1.2 48.1




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Though the patronage of Metro is higher than Bus system, passenger OD analysis reveals higher mode

share of Bus system. The difference is due to the fact that passengers arriving at the airport by Metro

are also accompanied by visitors. As the Passenger OD survey was carried out by interviewing

passengers and not the visitors, the difference is being reflected in the data.

Predominant purpose to make an air journey at IGI is business (29.5%) followed by service trips

(21.1%). A considerable amount of trips (13.9%) are also performed for tourism purposes at IGI. Table

59 gives the purpose wise share of trips at IGI.

Table 59 - Trip Purpose

Purpose % Share

Service 21.1

Business 29.5

Education 7.5

Shopping 3.7

Social 9.8

Tourism 13.9

Recreation 2.9

Others 11.7


Frequency of travel at IGI is highest for occasional trips i.e. trips performed after duration of 1 month

or more. Second highest frequency of trip is being performed at a monthly frequency. The average

trip length (ATL) of intracity trips is 24 km whereas ATL for intercity trips is 152 km (Table 60). The

average trip time and cost for intracity and intercity trips is in accordance with the ATL. Average trip

time is 1 hour and 4.3 hours for intracity and intercity trips respectively. Average trip cost is Rs. 244

and Rs. 1,878 for intracity and intercity trips.

Table 60 - Average Trip Length, Time and Cost - Passengers

Average Trip Length (km) Average Trip Time (hours) Average Trip Cost (Rs.)

Intracity Intercity Intracity Intercity Intracity Intercity

24 152 1.02 4.32 244 1878


6.2.7. User Opinion

Airport passengers have reported high waiting time of public transport as the major reason for not

opting public transport. Poor connectivity and high travel time of public transport are also some of the

issues faced by passengers. Airport employees find poor connectivity as major reason for not boarding

public transport followed by issues of overcrowding and high travel time. Table 61 gives summary of

opinion on existing public transport.



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Table 61 - Opinion on Existing PT Services

Passenger Opinion Employee Opinion

Major Issues 1 High waiting time Poor connectivity

Major Issues 2 High Travel Time High Travel Time

Major Issues 3 No seating Poor reliability of

service


In willingness to pay survey, passengers and employees showed willingness to pay additional cost over

and above the existing cost for better services (Table 62). At present, passengers are paying on an

average Rs. 10/km to access/disperse from IGI. During the willingness to pay survey, passengers

showed their willingness to pay on an average Rs. 12 per km for improved services in public transport.

Table 62 - Willingness to Pay Additional for better PT Services

Component Amount in Rs.

Willingness to pay Additional 50

Existing Trip Cost 245

Existing Trip Cost/km 10

Willingness to Pay 295

Proposed Trip Cost/km 12


It can be derived from above characteristics that air passengers and employees in NCR prefer public

transport over private transport for access / dispersal from the airport and are ready to pay higher for

a better service. However, this potential demand could only be realized if the public transport

connectivity is fast, seamless and comfortable. As BIA is farther from the City, fast, seamless and

comfortable public transport connectivity along with an easy road based connectivity becomes

essential for BIA.

6.3. Existing / Proposed Transport Connectivity in the Vicinity of BIA

There are a number of existing and planned major rail and road links in the vicinity of BIA. Optimum

utilization of these links has been proposed to provide easy connectivity to BIA.

6.3.1. Existing Linkages

The site for BIA lies between the Alwar Bhiwadi road and MDR-61A in South of Bhiwadi city. The

NH8/48 connecting Jaipur to Delhi is at an aerial distance of 20 km (approx.) from the site and is

accessible via MDR-61A. The Rewari Alwar Rail link is the nearest rail link, bypassing BIA from West. In

North, Kundli Manesar Palwal (KMP) expressway bypasses BIA connecting NH2 (Delhi-Kolkata

highway) to NH1 (Delhi – Amritsar Highway). The KMP is at an aerial distance of 30 km (approx.) from

BIA.



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Figure 27 Existing Linkages near BIA

6.3.2. Planned Linkages

6.3.2.1. Manesar Bawal Metro

Manesar Bawal Investment Region (MBIR) is planned as an industrial township in the influence area

of Delhi Mumbai Industrial Corridor (DMIC) situated at distance of about 100 kms from National

Capital Territory of Delhi. Gurgaon Bawal MRTS has been planned to provide rail connectivity from

MBIR to the NCR region. The total length of Gurgaon Bawal MRTS alignment is 82 Km. This MRTS is at

an aerial distance of 20 km (approx. distance from BIA to Bawal) and can be used as an option to

provide rail based connectivity to BIA. The details of the MRTS are as follows:

• Alignment Details

• Section 1: Gurgaon – Manesar (Panchgaon)

The MRTS alignment in Section 1 (Gurgaon to Panchgaon) will start from HUDA City centre metro

station and connect to Panchgaon with a section length of 35 km. The alignment will follow following

route:

HUDA City Center - Netaji Subash Marg - Sohna Road-Southern Peripheral Road (SPR)-Connecting

Peripheral Road (CPR) - Utility Corridor-60 m road in IMT Manesar – KMP Expressway – Panchgaon

Chowk.

• Section 2: Panchgaon to Dharuhera

From Panchgaon chowk, the alignment remains east of NH 8. The alignment connects proposed

National Defense University, Bilaspur, Sidhranwali and Rathibas villages. Total length of this section is

12 Km. Alignment enters Dharuhera Notified Area near village Kapriwas. The alignment then connects

to Dharuhera- Bhiwadi Bypass Road - Sector 22 & 23 - NH 8 - Sectors 8 & 9. Total length of alignment



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in this section is 10 Km. The total length of MRTS alignment in Section 2 (Panchgaon to Dharuhera) is

22 Km.

• Section 3: Dharuhera to MBIR and Rewari

Dharuhera to Bawal Town after exiting Dharuhera Notified Area, the alignment remains on North of

NH 8 and Masani Barrage and crosses Sahibi River. It enters MBIR through 80 m wide road near village

Nikhri and then connects to - Western Dedicated Freight Corridor - proposed Integrated Multimodal

Logistics Hub (IMLH) - Bawal. Length of Dharuhera - MBIR section is 25 Km.

• Spur Lines

In addition to above mentioned alignment, 2 spur lines have been proposed. These spurs are along

NPR in Gurgaon and link connecting MBIR with Rewari.

• NPR Spur in Gurgaon

Delhi Metro Blue line is planned to extend from Sector 21 Dwarka till IFFCO Chowk. It will enter

Gurgaon through NPR and turn towards Udyog Vihar from Sector 112. The Manesar Bawal spur along

NPR will take off from Sector 112 and continue till proposed Global City in Sector 36 B. Total length of

this spur will be 14 Km.

• MBIR Spur with Rewari

The spur to Rewari takes off from the intersection of NH 8 and 120 m wide Rewari bypass near village

Salahwas. It terminates at the end of by-pass in Rewari town near Inland Container Depot (ICD). The

length of MBIR - Rewari section will be 12 Km.

The total length of recommended and finalized MRTS alignment between Gurgaon and Bawal

including spurs is 108 Km. It is planned to develop Gurgaon Bawal Straight Section of length 82 Km in

Phase 1 whereas the spurs along NPR and connecting Rewari will be developed in Phase 1A and 1B.



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Figure 29 - Delhi Alwar RRTS Corridor

6.4. Multimodal Transport Integration at BIA

As given in previous sections, the data on access and dispersal characteristics at IGI have been

analyzed to derive various inferences. These inferences have been used to chalk out principles of

multimodal transport integration for BIA.

6.4.1. Road Connectivity

BIA is bound by MDR61A and SH25 in West and East respectively. Of these two roads, MDR61A

connects BIA to Jaipur in South and Delhi in North via NH8/48. As IGI airport is also situated along

NH8/48, it is recommended to plan passenger connectivity from this road. To plan for a seamless

connectivity, following proposals need to be taken:

• Link Road from BIA to MDR61A

• Grade separated trumpet junction near Kotkasim connecting Link Road to MDR61A

• Grade separated trumpet junction between Bolni and Beeranwas to allow seamless

connectivity of MDR61A with Alwar Bhiwadi road via a link road bypassing Kushkhera

o Trumpet interchange with Alwar Bhiwadi road near Tapukara

o Clover leaf interchange with KMP Expressway



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• Clover leaf interchange of MDR61A with NH8/48 for seamless interchange between these two

roads

6.4.2. Alternative Road Connectivity for Passengers

An option of connectivity via Dharuhera – Bhiwadi - SH25 can also be considered in initial years of

operations due to shorter route length. Road connectivity via this route would be 10 km shorter than

above mentioned connectivity via MDR61A. However, as this route passes through city area with

developed land use, this route would not be able to cater to the long-term requirements of BIA. Hence,

passenger connectivity to BIA has been recommended by MDR61A under this Study.

6.4.3. Modal Share

As of now, private transport is the prominent mode of travel at IGI with 75% share against 21% share

of Public Transport. This high share of private modes is the major reason for congestion at the terminal

curb-front at IGI. As the passenger demand is expected to increase manifolds in coming years, the

situation will be worsened with continuation of present travel patterns. Thus, higher preference needs

to be given to public transport connectivity in case of BIA. Further, the patronage figures indicate that

metro is the preferred mode over bus system at IGI.

Passengers revealed high waiting time, poor connectivity and overcrowding as the reasons of not

choosing public transport modes to access IGI. Whereas, in contrast to this, passengers and employees

have also showed their willingness to pay additional for a fast, well connected and comfortable public

transport system for travel to airport.

Taking cue from above inferences, it is imperative to plan for a rail based public transport system

well in advance for BIA. As such, the modal share of BIA has proposed in favor of public transport in

following phased manner (Table 63). The proposed modal share for BIA is in line with the proposed

modal share for BIA in the Study of Multimodal Transport Integration for 6 Metropolitan Airports.

Table 63 - Proposed Modal Share at BIA

Modes Modal Share at IGI in % Modal Share proposed for BIA in %

Existing Proposed Phase I Phase II Phase III, IV

Private 79.5 50 80 65 50

Public 20.5 50 20 35 50

As indicated in Table 63, the existing modal share of public transport at IGI is 20% which has been

proposed to be increased to 50% in the above referenced Study. However, as BIA is a Greenfield

airport, it is expected that majority of trips will access / disperse from BIA by private modes only in

initial phases and it will be difficult to achieve a modal share of more than 20% in favor of public

transport in the first phase of development of BIA. In future, the modal share is expected to increase

gradually to 50% by Phase III of BIA.

6.4.4. Public Transport Connectivity

It has been discussed above that the quality of public transport services will govern the patronage of

the public transport service parameters as fast, safe, convenient, availability for majority of operation

time of the airport and seamless integration with city network.



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6.4.4.1. Rail Based Public Transport Connectivity

Considering above parameters, rail based public transport connectivity to BIA should be preferred to

the road based systems. At present, the existing rail based system in the vicinity of BIA is the Rewari

Alwar Rail Link however this link will not be suitable to provide connectivity to airport passengers in

its present form.

Instead, the proposed RRTS Delhi and Manesar Bawal MRTS would be in line with the airport

passenger preferences. The alignment of Manesar Bawal MRTS and the Delhi RRTS is quite similar. As

given above, both the systems connect areas in immediate catchment of BIA to the NCR however, the

proposed alignment of both the systems do not provide direct connectivity to BIA. As such, future

expansion of these systems shall be envisaged to provide direct connectivity to the airport (Figure 30).

Figure 30 – Proposed MRTS Spur to BIA

As both BIA and the Manesar Bawal MRTS are part of the larger economic development scheme of

DMICDC, it would be easier to plan a spur from Manesar Bawal MRTS to BIA. As such, Manesar Bawal

MRTS has been selected as the preferred rail link to connect BIA. This spur will follow the alignment

of the MDR61A and will connect BIA with Manesar Bawal MRTS at an interchange at the junction of

MDR61A with NH8/48.

There are no stations proposed on this spur between the BIA and the interchange at NH8/48. Inside

BIA, the spur will have three stations to facilitate passenger interchange at the Public Transport Center

(PTC), Passenger Terminal and Cargo Terminal (Figure 31).



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Figure 31 – MRTS stations inside BIA

6.4.4.2. Road Based Public Transport Connectivity

The concept of Satellite Airport Stops (SAS) has been proposed for IGI to provide 24 hours of bus based

connectivity under the Study of Multimodal Transport Integration for 6 Metropolitan Airports. This

system includes designating ISBT's / major bus terminals as SAS followed by dedicated airport bus

services. These services may include feeder services to airport metro stations, interchange stations

with airport metro and direct special bus services to airport.

). The requirement of such services can be determined based on demand made by passengers while

booking the ticket for airport travel. The SAS buses will be exclusive for airport passengers and

accompanying visitors and will directly access the terminal curb front.

As rail based connectivity may take time to implement, it is proposed that SAS should be taken up for

connecting BIA from day 1 of its operation. The SAS stops will be nearest points of mass transport as

following:

• Rewari Railway Station

• Alwar Railway Station

• Dharuhera Station of Manesar Bawal

MRTS / Delhi Alwar RRTS

• HUDA City Centre Metro Station

• Gurgaon ISBT

• Gurgaon Railway Station

• IGI Delhi

• Aero city Metro Station



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Figure 32 - SAS Connectivity to Terminal

Airport passengers accessing an international airport exhibit a different travel pattern than that of

normal city travel with peak travel hours ranging from early morning to night. As the public transport

systems do not operate during these odd timings, passengers are left with no choice than to use the

private transport. However, this may become a deterrent while opting for BIA considering the cost of

commuting to BIA by a taxi as this cost will add up to the overall travel cost of the passenger. As such,

it is recommended that in addition to the locations listed above, connectivity during odd hours shall

be provided by SAS system from BIA to following locations in NCR:

• New Delhi Railway Station

• Anand Vihar ISBT and Railway Station

• Kashmere Gate ISBT

• Noida City Centre

• Dwarka ISBT

• Hazrat Nizamuddin / Sarai Kale Khan



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As online booking of air tickets is common, provision to book seat in SAS bus for access / dispersal at

the time of air ticket booking itself would add to the comfort of the passenger. The SAS booking

interface should enable the passenger to only fill in the origin and destination details to get a complete

travel itinerary with information on the expected boarding and travel time for access, dispersal and

trunk journey. This will allow the passenger to better prepare for the journey in advance and will allow

the bus service provider to plan the allocation of the feeder stock accordingly. Most of the application

based taxi and shuttle services are being operated across all metro cities based on similar principles.

The institutional arrangements for operations of SAS may be taken up as part of the Detailed Project

Report (DPR) for the Study.

6.4.4.3. Priority to Public Transport (PT) Modes

As derived from traffic data at IGI, direct bus / metro connectivity to the airport is required to enable

passengers to prefer public transport over other modes. The public transport stop should be available

at the terminal forecourt for easy access with adequate pedestrian infrastructure to minimize the

vehicular – pedestrian conflict. In accordance with this, direct connectivity to the terminal curb front

has been proposed for the MRTS spur and SAS above (Figure 33)

For easy implementation of the above, it is proposed that there should be five lanes at the curb front

for the movement of traffic. The lane allocation should be such that first lane shall be permanently

allocated for VIP vehicles. The second and third lane shall be reserved for SAS bus services and private

coaches. Last two lanes shall be reserved for private cars and taxis.

Figure 33 – Public Transport Priority at Terminal Curb front

6.4.4.4. Parking Requirements

The parking demand for BIA has been worked out on the basis of forecasted demand for BIA, proposed

modal share for BIA (Table 63) and existing parking characteristics at IGI (Table 57). The parking

TERMINAL BUILDING

VIP VEHICLES

SAS BUSES

PRIVATE COACHES

CARS

TAXIS PA

SS

EN

GE

R

WA

Y



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projections have been done for a capacity of 3 million, 18 million and 65 million PPA respectively (Table

64).

Table 64 - Parking Requirement at BIA (Ha)

Short-term Medium-term Long-term Car / Taxi 3.0 22 60.5

Employee 0.5 4.5 12.5

Bus 0.5 2.5 6.0

Total 4.0 29 79

6.4.4.5. Development of Public Transport Center

A Public Transport Centre (PTC) is an infrastructure created for integration of all access / dispersal

modes for the airport, far from the airport terminals so as to avoid congestion at curb front (Figure

34). It is proposed that a PTC shall be developed as part of the overall airport development plan. The

PTC will house following facilities under one roof:

• Bus Terminal for SAS Buses

• Bus Pick / Drop for Other Buses

• Car Parking

• Taxi Parking

• Station of Metro Spur from Manesar Bawal MRTS

• Waiting Area

• Commercial Development



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Figure 34 - Public Transport Connectivity to Terminal

The PTC will be fully operational from day 1 of operation of BIA however, some of the traffic

management strategies associated with PTC will be implemented at a later stage with higher influx of

vehicles. In later phases of BIA, passengers desiring to directly access the terminal by taxi / private cars

will pay higher fee as compared to the parking fee to be charged for parking the vehicle at PTC. The

passengers coming to PTC by taxi/private cars will board the airport metro spur from PTC metro

station to access the airport terminals.

6.4.4.6. Cargo Access and Segregation

6.4.4.6.1. Road Access

Separate entry has been envisaged for goods and passengers for minimum conflict and high safety. As

passenger movement by rail and road based modes has been planned via MDR61A, it is proposed that

provision for goods access should be made from SH25 by providing a road link till BIA (Figure 35). A

grade separated trumpet should be planned at the junction of BIA link road and SH25 for seamless

movement of goods vehicle in all directions.

PUBLIC TRANSPORT CENTRE

• CITY BUS STOP

• CAR PICK UP/DROP OFF

• CAR PARKING

• TAXI PICK UP/DROP OFF

• METRO STATION

TERMINAL FORECOURT

• MRTS STATION

• AIRPORT SPECIAL BUS

SERVICES

PT

C

STA

TIO

N

TE

RM

INA

L

STA

TIO

N



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Figure 35 – Cargo Access Road

As given in Section 6.4.2, SH25 may be used for passenger access due to its shorter route length in

comparison to MDR61A. If this alternate turns out to be the preferred connectivity option for

passenger access, the MDR61A is recommended to be developed for cargo access.

6.4.4.6.2. Goods Parking

Goods vehicle parking has been planned on the basis of goods parking characteristic as observed at

IGI Delhi i.e. a long-haul goods vehicle may halt for up to 3 days on the terminal for loading / unloading.

As such, the daily cargo transaction - worked out on the basis of annual cargo demand, has been

reworked for 3 days to estimate the parking requirement. The split of cargo between different types

of cargo vehicles have been done on the basis of split as observed at IGI.

Table 65 – Parking Required for Goods Terminal

Parameter Short term Medium term Long term

MAV (No. of Veh.) 3 17 57

3 Axle (No. of Veh.) 110 571 1971

LCV (No. of Veh.) 33 171 590

Total Area (Ha) 1 7 25

6.4.4.6.3. Rail Connectivity to Goods Terminal

In the initial phases, transfer of goods to and from BIA will be carried out by road based modes.

Provision for rail based connectivity with an option of direct rail link to the cargo terminal will be made

with increase in cargo demand. The rail based connectivity is also important in view of the regional

setting of BIA which is part of the larger Kushkhera Bhiwadi Neemrana Investment region (KBNIR). It

is proposed that a rail spur from the Dedicated Freight Corridor in the Rewari Alwar section may be

extended to access BIA.



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6.4.4.7. Phasing Plan

As given in paragraphs above, the requirements of multimodal integration will keep on changing with

increasing demand and accordingly the provisions will have to be changed. A phasing plan for different

multi modal facilities to be provided at BIA is given below (Table 66):

Table 66 – Phasing Plan for Multimodal Integration at BIA

Component Short Term Medium Term Long Term

Passenger Demand

(Millions)

3.0 15 65

Private Modal Share 80% 65% 50%

Road Connectivity • Link to MDR61A

• Grade separated

Trumpet at Junction

of MDR61A and

NH8/48

• Link to SH25

• Strengthening of

road connecting

SH25 to KMP

Expressway via

Tapukara and Tauru

• Grade separated

Trumpet at Junction

of MDR61A and BIA

Link Road

• Grade separated

Trumpet at Junction

of SH25 and BIA

Cargo Access Road

• Road strengthening

between Kotkasim

and Tapukara

• Grade separated

interchange near

Kotkasim

• Grade separated

interchange near

Tapukara

• Grade separated

interchange with

KMP expressway

Public Transport

Connectivity

24 hours of SAS

Connectivity

24 Hours of SAS Connectivity and Rail Based

Connectivity from Manesar Bawal MRTS Spur

Public Transport

Centre

Operational

Bus Priority at

Terminal Curb Front

Operational

Fare on Car/Taxi to

Access Curb Front No Yes Yes

Area required for

Parking of Road Based

Passenger Modes (Ha) 4 28 79

Cargo Demand ('000) 36.4 189.7 654.5

Area required for

Parking of Goods

Vehicles (Ha)

1 7 25

Rail Based Goods

Access

No Yes Yes



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7. PHASING AND COST ESTIMATE

7.1. General

The previous chapters of this report had presented the air traffic forecast and the description

of the proposed facilities to satisfy the ultimate demand. This chapter presents the project

phasing and the preliminary cost estimates at planning level for each one of the project

development phases.

7.2. Project Phasing

The Bhiwadi International Airport (BIA) is being planned and designed to accommodate the

traffic growth in three phases of development. The development of the airport facilities is

planned as follows:

▪ Phase 1: In Phase 1, the airport is initially designed with a level of service adequate to

satisfy the demand of 3 million passengers per annum. This is accomplished by providing

BIA with one runway and one processing terminal building with associated piers for both

domestic and international passengers

▪ Phase 2: The Phase 2 development at the airport is designed to meet the demand for

15 million passengers per annum. In this phase, additional apron & taxiways are built to

meet airside demand along with additional terminal building (for both domestic and

international passengers).

▪ Phase 3: The Phase 3 development at the airport is designed to meet the demand for

30 million passengers per annum. In this phase, additional apron & taxiways are built

to meet airside demand along with additional terminal building (for both domestic and

international passengers).

▪ Phase 4 (Ultimate Phase): The phase 4 will comprise development of parallel runway

with all associated aircraft movement area, terminal and landside facilities to cater

overall capacity of 65 million.

The phase-wise development of key components of airport is given in Table 67

Table 67 – Phase-wise Airport Development

Phase/Year Particulars Phase 1 Phase 2

Phase 3 Phase 4

Runway dimensions 4000m X 60m

(Runway-1)

-- -- 4000 x 60 m

(Runway -2)

Parallel taxiway network Partial length Partial length Full length – 2

Nos.

Full length – 2

Nos.

Commercial aircraft

apron

3,63,412 sqm 1,48,675 sqm

(additional)

5,27,500 sqm

(additional)

10,39,500 sqm

Passenger Terminal

• Capacity (MPPA)

• Area (sqm.)

3

22,500

15

90,000 (addl.)

30

1,12,500 (addl.)

65

2,62,500 (addl.)

Cargo Terminal

• Area (sqm.)

2,760

12,500

45,000



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7.3. Cost Estimate

This section of the report presents the preliminary cost estimates developed for this program

by phases. The preliminary cost estimates include infrastructure investment costs as well as

equipment costs associated with the investments.

Based upon the facilities shown in the Airport Layout Plan described in Chapter 5 of this report

and implementation program described earlier, the cost estimates for the construction of the

Bhiwadi International Airport have been computed.

The cost estimates are based upon the airport layout plan at master plan level developed

without any preliminary engineering analysis of any element. The basic costs of the project

for each phase (phases 1 and 2) are presented at price levels of year 2016-17 without any

escalation prices. The costs presented in this section of the report do not include the following

items:

• Cost of obtaining service connections from state authorities for electricity/water

supply/telephone etc. - (G)

• Cost of providing approach road connectivity, metro access

• Cost of Land, Cost of Obstruction removal and shifting of utilities - (G)

• Legal fees, design fees, finance cost, etc. - (C)

• Cost associated with resettlement and rehabilitation - (G)

• Cost associated with environment management plan - (C)

• Finish and finishing for tenant’s area (cargo, catering, and hangars, etc.) - (C)

• Site development cost associated with facilities outside airport boundaries - (G)

• The cost estimates are based upon the airport layout plan at master plan level

The items marked with (C) are to be borne by concessionaire and the ones marked with (G)

are to be borne by Government:

Table 68 – Project Cost by Phases

Item

No. Description

Phase 1

Cost (INR)

Phase 2

Cost (INR)

Phase 3

Cost (INR)

Phase 4

Cost (INR)

1 Land Development / earthwork Cost 786,966,131 167,491,751 406,660,226 808,043,081

2 Airside Works 5,730,082,643 745,583,750 5,105,918,150 8,739,380,575

3 Terminal and Other Buildings 3,294,500,000 11,119,850,000 12,943,000,000 33,116,000,000

4 City Side pavement works 669,560,944 18,000,000 20,000,000 90,000,000

5 Electrical installations 3,982,407,856 262,035,787 389,222,904 3,637,838,503

6 ATC/ATM/CNS equipment 737,675,213 - 247,350,216 651,989,321

7 Airside lighting / equipment etc. 708,703,203 148,053,333 219,733,333 995,423,203

8 Terminal Equipment 426,855,982 1,052,056,064 1,277,056,064 2,176,781,072

9 Sub-total 1 to 8 16,336,751,973 13,513,070,684 20,608,940,893 50,215,455,755

10 Contingencies @ 3% on 9 490,102,559 405,392,121 618,268,227 1,506,463,673

11 Offsite infrastructure 250,000,000 - 250,000,000 -

12 Trial run and testing / commissioning 250,000,000 - - -



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Item

No. Description

Phase 1

Cost (INR)

Phase 2

Cost (INR)

Phase 3

Cost (INR)

Phase 4

Cost (INR)

13 Non-aeronautical area 250,000,000 500,000,000 500,000,000 1,000,000,000

Phase total 9 to 13 17,576,854,532 14,418,462,805 21,977,209,120 52,721,919,428

Grand Total 106,694,445,885



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8. FINANCIAL ANALYSIS

8.1. General

In this chapter a quantitative analysis of the financial feasibility of the project for the development of

Greenfield International Airport at Bhiwadi, Rajasthan is undertaken. The objective of this analysis is

to evaluate the financial feasibility of the investment in the project from the perspective of the

Concessionaire.

Financial feasibility assessment follows the structure as shown in Figure 36 below:

Figure 36 – Structure of Financial Feasibility Assessment

The purpose of financial analysis is to two-fold (a) to assess the financial viability and (b) to evaluate

financial sustainability.

Financial viability of the project is evaluated by considering all cash inflows and outflows caused by

the project. This form of analysis is necessary to assess the degree to which a project will generate

revenues sufficient to meet its various financial obligations.

Financial sustainability evaluation determines if the project runs the risk of running out of money; the

timing of fund receipts and payments are crucial in implementing the project. Further it shows how in

the project time horizon, sources of financing (including receipts and any kind of cash transfers) will

consistently match disbursements year by year. Sustainability occurs if the net flow of cumulated

generated cash flow is positive for all the years of concession period.

The financial analysis results in two types of returns based on the following cash flows:

a. Return on Investment (capacity of operating net revenues to sustain the investment costs)

regardless of the way in which they are financed;

b. Return on equity capital where in the outflows are the own equity of the private investor

(when it is paid up), the financial loans at the time they are paid back, in addition to operating

costs and related interest, and revenues for the inflows.

This report presents the key findings of the financial viability analysis for Bhiwadi airport (“the

Airport”) project. Summary of financial statements for the project SPV have been provided in

Annexures for reference.

Free Cash Flows to

Project and to Equity

Total Investment

Total Operating Costs & Revenues

Financing & Other Assumptions

Outputs

IRR, NPV



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8.2. Key parameters

This section highlights the key parameters involved in Financial Feasibility Analysis for this project.

Certain assumptions are based on prevailing market conditions (cost, traffic, tariff, debt: equity ratio,

interest rates, escalation etc.), while certain assumptions are mandated by the existing regulatory and

legislative framework for the project (tax, depreciation, tariff etc.).

8.2.1. Milestone Dates

Important milestone dates in construction and commissioning of various phases of the project are

provided in Table 69 below:

Table 69 – Important Milestone Dates

MILESTONE

Date of Commencement of Construction 01-04-2019

Date of Completion of Project Construction (Phase -1) 31-03-2022

Date of Commencement of Concession 01-04-2022

Years of Concession (Concession Period) 30 years

End of Concession 31-03-2052

Date of Commencement of Operation of Phase 1 01-04-2022




Reporting Period Annually

Financial Year (FY) 1st April to 31st March

8.2.2. Capital Cost Estimates

Detailed estimate of capital cost is provided in Chapter 7. Construction cost is estimated as INR

1757.69 crs for the Phase - 1, INR 1441.85 crs for Phase – 2, INR 2197.72 crs for Phase - 3 and INR

5272.19 crs for Phase - 4. All cost estimates are based on FY 2016-2017 prices. A summarized capital

cost estimate on account of various items of works for each phase is provided in Table 70 below:

Table 70– Summary of Capital Cost Estimates

(All figures in INR Crs)

COST HEAD Phase 1 Phase 2 Phase 3 Phase 4

Land Development / earthwork Cost 78.70 16.75 40.67 80.80

Airside Works 573.01 74.56 510.59 873.94

Terminal and Other Buildings 329.45 1111.99 1294.30 3311.60

City Side pavement works 66.96 1.80 2.00 9.00

Electrical installations 398.24 26.20 38.92 363.78

ATC/ATM/CNS equipment 73.77 0.00 24.74 65.20

Airside lighting / equipment etc. 70.87 14.81 21.97 99.54

Terminal Equipment 42.69 105.21 127.71 217.68

Sub-Total 1633.68 1351.31 2060.89 5021.55



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COST HEAD Phase 1 Phase 2 Phase 3 Phase 4

Contingencies @ 3% 49.01 40.54 61.83 150.65

Offsite infrastructure 25.00 0.00 25.00 0.00

Trial run and testing / commissioning 25.00 0.00 0.00 0.00

Non-aeronautical area 25.00 50.00 50.00 100.00

Total 1757.69 1441.85 2197.72 5272.19

Grand Total 10669.44 Crores

The phasing plan considered in our analysis is provided in Table 71 below:

Table 71– Phasing Plan

Phasing Year 1 Year 2 Year 3

Phase 1 20% 50% 30%

Phase 2 25% 35% 40%

Phase 3 30% 30% 40%

Phase 4 30% 30% 40%

The escalation in construction cost is taken as 5% p.a. based on Construction Cost Index (CCI) published

by Construction Industry Development Council. Cost of debt is considered as 10% p.a. and Interest

during construction (IDC), if any, is proposed to be financed by equity. The completed project cost

(including escalation and IDC) is as calculated in Table 72 below:



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8.2.3. Financial Parameters

The various financial parameters used for undertaking the financial analysis are given below in Table

73 below:

Table 73 - Financial Parameters

Particulars Value

Debt 70%

Equity 30%

Long Term Interest Rate 10%

Loan Tenure for Loan during Phase 1 and Phase 2 15 Years

Loan Tenure for Loan during Phase 32 13 Years

Loan Tenure for Loan during Phase 41 6 Years

Moratorium 2 years

Cost of Equity 16%

WACC 11.8%

8.2.4. Revenue Estimates

International Civil Aviation Organization (ICAO) and International Air Transport Association (IATA)

broadly classify revenues accruing from an airport operation into two categories -

a) Aeronautical revenues

b) Non-aeronautical revenues

For each of the above two major revenue heads, the revenue sub-heads relevant for Bhiwadi Airport

are listed below -

Aeronautical revenues

a) Revenues from airfield use - fees paid by commercial airlines and private aircraft for landing

rights (landing);

b) Revenues from apron use - fees paid by commercial airlines and private aircraft for short-term

parking and overnight parking

c) housing;

d) Revenue from provision of cargo services, ground safety services, ground handling services

relating to relating to aircraft, passenger, and cargo

e) User Development Fees (UDF) to fund viability gap of the airports.

f) Passenger Service Fees (PSF)

2 Loan tenure is kept less than 15 years to ensure 100% loan repayment or zero outstanding in the last year of

concession period



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Non-Aeronautical revenues

a) Land, space at airports – includes rents paid by commercial airlines and others for the use of

land at the airports and of space in terminal buildings

b) Advertisements

c) Food and beverage income

d) Car parking

e) Flight kitchen royalty

f) Telecom

g) Airport service charges

h) Radio taxi

i) Into plane service

j) Other commercial income

The following figure summarizes the key aeronautical and non-aeronautical revenue generation

opportunities for any airport -

Figure 37 - Revenue sources for an Airport

The key drivers for the operating revenues of an airport are:

a) Volume of passenger and cargo traffic

b) Number and type of aircraft operations

c) Level of airport tariffs

d) Spending profile of passengers, airport and airlines employees, and other visitors using the

airport

e) Permitted use of the terminal and land associated with the airport for non-aeronautical

purposes

Detailed traffic estimates for Bhiwadi Airport are provided in Chapter 2. The capacity of 3 Million

passengers per annum during Phase 1, 15 million passengers per annum during Phase 2 and 30 million



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passengers per annum during Phase 3 and 65 million per annum during Phase 4 is dully taken in

account while calculating revenues from operations.

The basis for the revenue estimation for each of the revenue categories are provided in Table 74.

Aeronautical revenues estimation is based on the estimated categorization of Aircraft which will be

using the Bhiwadi Airport, while non-aeronautical revenues are estimated based on revenues

currently being generated for similar types of operating airport in India.

Table 74– Revenue Parameters

Revenue Item Tariff Units

AERONAUTICAL REVENUE

Landing Charges - Fixed

Domestic

Up to 100 MT 0 Rs./Landing

Above 100 MT 33120 Rs./Landing

International



Landing Charges - Variable

Domestic

Up to 100 MT 331.2 Rs./MT

Above 100 MT 445.1 Rs./MT

International

Up to 100 MT 650.4 Rs./MT

Up to 250 MT 874 Rs./MT

Type of Aircraft – Average Weight

Domestic

Up to 100 MT 65 MT

Above 100 MT 0 MT

International

Up to 100 MT 65 MT

Up to 250 MT 250 MT

Up to 350 MT 350 MT

Type of Aircraft – % Distribution

Domestic

Up to 100 MT 100%

Above 100 MT 0%

International

Up to 100 MT 10%

Up to 250 MT 75%

Up to 350 MT 10%

Up to 450 MT 5%

Parking Charges 5% of Total Landing Charges

Passenger Service Fee 130 Rs./Pax

User Development Fee

Domestic Passengers 130 Rs./Pax (both incoming & outgoing)



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Revenue Item Tariff Units

International Passengers 520 Rs./Pax (both incoming & outgoing)

NON-AERONAUTICAL REVENUE

Retail Area 20000 Rs./Sqm

F&B 15000 Rs./Sqm

Services 25000 Rs./Sqm

Terminal Office Space 3500 Rs./Sqm

Land Airside 2000 Rs./Sqm

Cargo Handling Revenue 20000 Rs./International Aircraft Turnaround

% Share of Cargo Handling Revenue 30% Of Total Cargo Handling Revenue

Car Parking 0.8 Rs. Crs/p.a.

Real Estate Real Estate

Phase 1 uptake 26 acres

Phase 2 uptake 132 acres

Phase 3 & 4 uptake 105 acres

Price 10 Rs. crs/acre

Annual escalation 10% p.a.

Aeronautical tariff escalation 4% p.a.

Non-Aeronautical tariff escalation 10% p.a.

The area (in sqm) for computing non-aeronautical revenue for each phase (based on changing level of

number of passengers) is as given below

Table 75– Area for calculating Non-Aeronautical Revenue in Terminal Premises

FY 2022 to

FY 2024

FY 2025 to

FY 2030

FY 2031 to

FY 2032

FY 2033 to

FY 2039

FY 2040 to

FY2041

FY 2042 to

FY2046

FY 2047 to

FY2048

FY 2049 to

FY2052

Retail Area 1125 2250 5625 11250 11250 22500 24375 48750

F&B 1125 2250 5625 11250 11250 22500 24375 48750

Services 450 450 2250 2250 4500 4500 9750 9750

Terminal Office Space 2250 2250 11250 11250 22500 22500 24375 24375

Land Airside 3375 3375 16875 16875 33750 33750 73125 73125

8.2.5. Operating Cost Estimates

Operating cost estimates have been worked out using benchmarks for similar airports operated by

Airports Authority of India (AAI)/ Private operators and is provided in Table 76 below:

Table 76 – Operating Costs – Phase wise

Operating

Phase

At Mar 2016

price levels

Phase 1 50 Crs/p.a.

Phase 2 275 Crs/p.a.





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Table 77– Total Revenues forecast for Bhiwadi Airport, FY 2022 - FY 2051 (in INR crores)

Particulars FY 2022 FY 2027 FY 2032 FY 2037 FY 2042 FY 2047 FY 2051

Aeronautical

Revenues 18.10 358.60 1109.70 1840.36 4052.33 8630.86 12263.65

Non-Aeronautical

Revenues 8.03 37.86 283.09 575.97 1079.11 1843.24 3900.39

Total Revenues 26.12 396.46 1392.79 2416.33 5131.45 10474.10 16164.04

8.2.6. Depreciation

For preparing financial statements, depreciation as per Companies Act, 2013 is used. The SLM & WDV

rates for a given life in years is provided in Table 78 below:

Table 78 - Depreciation Assumptions

Particulars SLM (%) WDV (%) Life

(No. of Years)

Air side Pavement Works

(Runway, Taxiway, Parallel taxiway, Apron) including earthwork 9.50% 25.89% 10

Terminal Building and other building works 3.17% 9.50% 30

City side Pavement Works (Internal road & Car park)

and boundary wall, drainage etc. 19.00% 45.07% 5

Electrical Works (AFL & EQUIPMENT) 9.50% 25.89% 10

8.2.7. Tax

Taxes and government charges are mainly depending on turnover (revenues) and/or income.

Calculation of various taxes in financial analysis is an important factor for correctly calculating projects’ benefit and cost. In accordance with relevant national regulations, taxes and surcharges to be paid by

Concessionaire include Income Tax, Minimum Alternate Tax and education surcharges. The tax rate

and methods for calculating and levying taxes is provided in Table 79 below:

Table 79 - Taxation Assumptions

PARTICULARS UNITS VALUE REMARKS

Corporate Tax Rate including

education cess and surcharge

% 34.61% Of Taxable Income

Minimum Alternative Tax Rate

including education cess and

surcharge

% 21.34% Of Book Profit

Corporate Tax exemption length Years 10 Any 10 consecutive years’ out of first 15 years of operation, this is

as per PPP Policy

Carry Forward Losses Period Years 8 As per Income Tax Act

MAT Credit Carry Forward Period Years 10 As per Income Tax Act



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8.3. Results

Based on the inputs of cost and revenues as mentioned above, the results of financial analysis are

given in Table 80 below:

Table 80 - Summarized Result of Financial Analysis

Financial Analysis Parameter Value

Project IRR 11.83%

Equity IRR 12.25%

It can be seen form table 73 that the Project has a IRR of 11.83 % which is more than the WACC of

11.8% which indicates that project is financially viable.

Consultancy Services for Preparation of Detailed Project Report for development of Greenfield International Airport at

Bhiwadi, Rajasthan

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Annex-2

Proposed International Airport at Bhiwadi

Requirement of airspace and provision of Air Traffic Services

1. An International airport is proposed to the southwest of Bhiwadi with two parallel runways. The

coordinates of Rwys are as follows:

Rwy 09L: 28 01 16.58N, 076 05 11.65E Rwy 27R: 28 01 16.58N, 76 47 37.96E

Rwy 09R: 27 59 53.70N, 076 45 11.67E Rwy 27R: 27 59 53.73N, 76 47 37.90E

Coordinates of the centre Point: 28 00 35.29N, 76 46 24.91E (calculated from Google earth)

Nearest major airport is IGI Airport Delhi.

Bearing and distance of centre point w.r.t. ARP IGI airport is 37.9NM/ 208.17 deg.

Bearing and distance of center point w.r.t. VOR IGI airport is 37.4NM/ 207 deg.

Bearing and distance of centre point w.r.t. VOR Jaipur airport is 86.7NM/ 035 deg.

Rwy length: 4000M for both the runways

Distance between the runway centre lines 2550M

Site elevation: As per Google earth the elevation is in the range of 850 to 890ft which is approximately

100 ft. more than IGI Airport (776ft).

Terrain: There does not appear to be high terrain located in the vicinity of proposed airport except

the Aravalli range which about 400 – 500 ft. above the aerodrome elevation and would not affect the

operational procedures.

2. Airport ground and navigational facilities:

2.1 Since it is planned to be a major airport with two parallel runways, it must cater for all weather

operations like IGI airport. During the winters due to heavy fog visibility in north India reduces almost

to NIL, therefore at least two main runways (27L and 27R) must be equipped with ILS Cat IIIB in order

to continue the operations up to 50M of Runway visual range(RVR) and avoid the delays and diversions.

The matching ground infrastructure with the Cat IIIB such as Rwy lighting system and Airport Surface

Movement and Ground Control System(ASMGCS) need to be provided. The other two Rwys (09L and

09R) may be provided ILS Cat I facility. In addition, at least one VOR should also be planned in order to

serve as an initial approach fix and as a terminal aid for landing for a non-precision approach as an

alternate to precision approaches. Surface movement radar(SMR) is also needed for monitoring the

simultaneous independent operations on parallel runways.

2.2 In addition the airport should be equipped with the terminal radar in order to provide the air traffic

control service to arriving and departing traffic operating at Bhiwadi. It is desirable that the radar

systems at both the airports (IGI & Bhiwadi) are integrated for smooth radar hand over of traffic.

3. Airspace:

3.1 As stated at para 1 the site is located at a distance of 37.4NM SSW of IGI airport Delhi. Control zone of

Delhi extends up to 30NM from East and then anti clockwise direction up to North and then follows

river Yamuna. The vertical limit extends up to 5000ft. Therefore, the site is located outside the Control

Zone of Delhi.


Bhiwadi, Rajasthan

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3.2 The inner control area(CTA) of Delhi extends beyond CTR (Annexure II) with vertical limits F50/F100.

3.3 The outer Control area (CTA) extends beyond the inner CTA limits with vertical limits F100/F460.

3.4 In order to protect the aircraft conducting the Instrument Flight Rules (IFR) operations at the proposed

airport at Bhiwadi it is necessary that the airspace with the lateral limits as a circle of 24.5 NM radius

centered at centre point of the airport is declared as the control zone. On the northern side the limits

would extend up to the limits of Delhi CTR (Annexure II). The vertical limits shall be up to 5000ft.

3.5 Beyond the limits of CTR of the proposed airport CTA may be maintained in the present form.

3.6 There is no necessity of any airspace requirement from the Defence authorities as the local flying area

of Agra is not affected, however a formal clearance is needed.

4. ATS Routes

4.1 The existing ATS routes TO/from Delhi are well structured and have been made unidirectional in order

to avoid the conflicts between outbound and inbound flights. The ATS routes (Annexure II) are given

below:

i. For South east (Lucknow, Varanasi, Kolkata etc.)

Outbound R 460 (R-126) via Aligarh VOR(ALI)

Inbound R594 (R-108) via Sikandarabad VOR(SSB).

ii. For South (Hyderabad Chennai etc.)

Outbound W20S (R-192) via AKELA

Inbound W20N (R-177) via OSRAM

iii For SSE (Agra, Khajuraho etc.)

Outbound W33S (R-142)

Inbound W33N (R- 162)

iv For south west (Mumbai, Ahmedabad etc.)

Outbound A474(R-213) via Jaipur VOR(JJP)

Inbound R218 via DIPAS, CHHILERKI VOR(CHI)

v. For West

Outbound G 333 (R-279) via PEKIX, MABOR VOR(R-085)

Inbound G 452 via ESDEM VOR, CHHELRKI VOR

vi. For North West (Amritsar, Jammu, Srinagar etc.)

Outbound A589(R- 297) via Butop

Inbound A466(R-312) via ELKUX, Sampla VOR (R-312)


Bhiwadi, Rajasthan

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4.2 ATS routes for the proposed airport:

The proposed airport is located very close to the ATS route A474 i.e. outbound to Jaipur. It is also close

to southbound and ATS Routes.

Standard Instrument departures and Arrival procedures (SIDs and STARs) for Delhi airport have been

published vide Aeronautical Information Publication(AIP) India Supplement No. 07/2011. As in case

of Delhi runway transitions have been provided to link the main Route with the SIDs and STARs. In

order to conduct the smooth flow of air traffic To/From the proposed airport SIDs and STARs would

be developed by providing the suitable transitions for outbound and inbound routes. Therefore, there

may not be any need to publish the separate ATS route from the proposed airport

5. Air Traffic Control Services

5.1 As an Air Navigation Service provider (ANSP) Airports Authority of India (AAI) would provide the air

traffic control service for the proposed airport. AAI shall be responsible for managing the airspace,

designing the ATS route structure and instrument approaches.

5.2 Tower Control:

Air traffic control services to all arrival released by approach control, all departures till handed over

to approach, all aerodrome traffic, coordination of startups for departing traffic. The vertical limit of

control tower may be made up to the Minimum Sector altitude(MSA).

Height of the control tower should be planned at least 100M AGL in order to match the best

international practices around the world. It must be equipped with fully functional automation system

to facilitate the work load of controllers.

5.3 Approach Control Service:

Approach control service may be provided by establishing a separate unit equipped with suitable

terminal radar system. The unit may be established preferably at the proposed airport. The

responsibility would be coordination with Delhi control for climb to higher level for departures and

providing the lower level to the arriving traffic. Separation of arrival and departures and, sequencing

of arrivals and handing over to Tower Control would be responsibility of approach control. Separation

of traffic following the SIDs and STARs would be the responsibility of Approach Control.

Vertical limits of approach control may be decided by mutual coordination procedures between Area

Control centre and Approach Control Office depending upon the sector of operations. Normally the

vertical limit of Approach Control would be up to F140.

5.4 Area Control Service:

This service shall be provided by Delhi Area Control Centre.


Bhiwadi, Rajasthan

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6. Coordination procedures for operations of SIDs and Stars

6.1 Departures:

Note: It is assumed that departures may be restricted to lower level initially in order to provide the

separations from the arrivals following the STARs.

6.1.1 Rwy 10/09 Delhi and 09L/09R Bhiwadi

i. For West(PEKIX), North West (BUTOP) and South west (REBON) (Annexure III)

Arrivals for Delhi are converging at AKBAN descending to F150. Therefore, departures from Bhiwadi

would proceed via AKBAN to PEKIX climbing to F100 or any other coordinated level. From PEKIX it may

proceed to MABOR or BUTOP. This would also resolve the conflict with the traffic departing from Delhi

and proceeding to PEKIX

For REBON (R-213 DPN) there is no conflict with arriving or departing traffic. Aircraft may be given

climb to F140 or any other pre-coordinated level.

ii For South (AKELA), South east(GURTI) / Aligarh(ALI) (ANNEXURE IV)

There is no conflict with arriving traffic for AKELA. Arrivals From south are routing via SAPLO and

descending up to F150 till SAPLO. Departures for ALI VOR may be routed via SAK VOR. Therefore,

departures may be permitted to climb up to F140 or any other pre – coordinated level. However,

separation of traffic inbounds to Bhiwadi from ATS route R594 (via Jalalabad) needs to be coordinated

with the Area Control.

6.1.2 Rwy 27/28 Delhi and 27L/27R Bhiwadi

i West(PEKIX), North West (BUTOP) and South west (REBON) (Annexure V)

As in case of Rwy 09L/09R Aircraft would proceed via AKBAN and PEKIX for West and North west and

direct to REBON for South west (Jaipur) climbing to F130.

ii For South (AKELA), South east(GURTI) / Aligarh(ALI) (ANNEXURE VI)

As in case of Rwy 09L/09R Aircraft would proceed to AKELA, GURTI and ALI VOR as shown in the

drawing climbing to F140.

However, separation of traffic inbounds to Bhiwadi from ATS route R594 (via Jalalabad) needs to be

coordinated with the Area Control.


Bhiwadi, Rajasthan

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6.2 Arrivals

6.2.1 Rwy 10/09 Delhi and 09L/09R Bhiwadi (ANNEXURE VII)

i. From ESDEM, DEPAS and BADAT

Aircraft descending to F100 and converging to WP1, may descend further when clear of departure.

ii. From Sampla:

Aircraft to route via Delhi VOR(DPN) then to WP 2 descending to F100 after clear of traffic from Delhi.

iii. From OSRAM, POSIG and R 594(WP 3)

All Aircraft to route via SAK VOR and then to WP 4 descending to F100.

6.2.2 Runway 27/28 Delhi and 27L/27R Bhiwadi (ANNEXURE VIII & ANNEXURE IX)

i. From ESDEM, DEPAS and BADAT

Aircraft descending to F100 and converging to WP 5, may descend further when clear of departure.

ii. From Sampla:

Aircraft to route via Delhi VOR(DPN) then to WP 6 descending to F100 after clear of arrivals at Delhi.

iii From ATS route R 594/POSIG/OSRAM

Aircraft from R594 to transition via WP 3 and then to SAK VOR and WP 7 descending to F100.

Aircraft from POSIG/OSRAM to route via SAPLO and WP 7 descending to F100.

7. Conclusions:

i. The proposed airport with two 4000M long parallel runways separated by 2550M laterally would

be most ideal for aircraft operations.

ii. When equipped with the facilities specified at para 2, the airport may be used in most challenging

weather conditions with the least no. of delays, holdings or diversions.

iii. For the purpose of airspace, a control zone with lateral limits of 24.7NM radius centered at Airport

centre point and limited by boundary of Delhi control zone may be established.

iv. There may not be any necessity to establish any separate ATS route from the proposed airport as

the transition routes may be stablished for SIDs & STARs.

v. It is feasible to provide the approach control service from IGI airport; however, it is preferable

that the unit is established at the proposed airport for better coordination with tower control and

better utilization of man power.

vi. Since the ATS routes TO/From Delhi are unidirectional, not much conflict is expected between the

aircraft operating at both the airports. Therefore, Aircraft bound for South from Bhiwadi may

climb up to F130/140 subject to clearance from the Aircraft conducting the STARs.

vii. Similarly, arrivals may be descended up to F100 or higher and handed over to approach control.


Bhiwadi, Rajasthan

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viii. The major conflict points occur in the following cases:

a) AKBAN - Arrivals to Delhi and departures from Bhiwadi to PEKIX and BUTOP

b) SAKRAS - Arrivals from ATS Route R594 (via Jalalabad) via WP 3 to Bhiwadi and departure

from Bhiwadi to Aligarh VOR (ALI)(R460) and GURTI(W33S). Conflict point SAK VOR. This

conflict may be avoided by suitable alignment of outbound and inbound transition routes.

c) SIDs from Delhi for ALI VOR and GURTI and arrival to Bhiwadi from ATS route R594 via WP

3. Conflict may be avoided by introducing the suitable check points at the intersections.

d) Arrivals from SAM VOR proceeding to Bhiwadi via DPN VOR would be crossing the STARs at

Delhi. Suitable level restrictions may be specified to resolve the conflict.

e) There is no airspace requirement from the defense authorities.

f) With the distance of 37.9 NM between the two major airports (IGI and Bhiwadi), safe and

smooth aircraft operations are feasible.

Disclaimer: This report has been prepared based on the Runway coordinates of the proposed airport

plotted on the Google map. The data regarding SIDs / STARs and ATS routes has been taken from AIP

Supplement and eAIP available on AAI web site. Therefore, data used in this report may differ slightly

from the updated data as available with AAI. The SIDs and STARs from the proposed airport are

developed theoretically in order to examine the inter-operability of both the airports and determine

the conflict points.

Enclosures : ANNEXURE I to ANNEXURE IX

EXECUTIVE SUMMARY - Environmental Clearance

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