project pre-feasibility report for airport expansion...

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Project Pre-Feasibility Report for Airport Expansion

Towards application for Environment Clearance

Oct, 2016

Delhi International Airport (P) Limited

Prefeasibility Report: IGIA Expansion

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Contents 1. Executive Summary ............................................................................................................................... 5

2. Introduction of the Project ................................................................................................................... 6

2.1. Background ....................................................................................................................................... 6

2.2. Identification of Project and Project proponent ............................................................................... 7

2.2.1. Project Proponent ......................................................................................................................... 7

2.2.2. Achievements ................................................................................................................................ 8

2.3. Identification of the project .............................................................................................................. 9

2.4. Need for the Project........................................................................................................................ 10

2.4.1. Growth & Forecast of IGI Airport ................................................................................................ 10

2.4.2. Demand & Supply Gap: ............................................................................................................... 13

2.4.3. Economic Benefit ........................................................................................................................ 19

3. Project Description .............................................................................................................................. 21

3.1. Type of Project ................................................................................................................................ 21

3.2. Location ........................................................................................................................................... 21

3.3. Alternative Site Considered ............................................................................................................ 22

3.4. Size or magnitude of the operations .............................................................................................. 23

3.5. Project description .......................................................................................................................... 23

3.6. Rrequired along with estimated quantity, likely source, marketing area of final products, mode of

transport of raw material and finished product ......................................................................................... 38

3.7. Resource optimization/recycling and reuse envisaged in the project ............................................ 38

3.8. Availability of water its source, energy/power requirement and source ....................................... 39

3.8.1. Water .......................................................................................................................................... 39

3.8.2. Energy ......................................................................................................................................... 40

3.9 Quantity of wastes to be generated (solid) and scheme for their management/ disposal .................. 40

4. Site Analysis ........................................................................................................................................ 42

4.1. Connectivity .................................................................................................................................... 42

4.2. Land Form, Land Use and Land Ownership: ................................................................................... 49


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4.2.1. Land Use ...................................................................................................................................... 49

4.3. Topography ..................................................................................................................................... 50

4.4 Existing Land Use Pattern ..................................................................................................................... 51

4.5 Existing Infrastructure ........................................................................................................................... 51

4.6 Existing Sustainable Infrastructure and Practices ........................................................................... 54

4.6 Soil Classification ................................................................................................................................... 60

4.8 Social Infrastructure ........................................................................................................................ 60

5. Planning and Land Use ........................................................................................................................ 63

5.1 Planning Concept .................................................................................................................................. 63

5.2 Population Projection ........................................................................................................................... 63

5.3 Land use planning ................................................................................................................................. 64

5.4 Assessment of Infrastructure Demand (Physical & Social) ................................................................... 64

5.4. Amenities/Facilities ......................................................................................................................... 65

6.0 Proposed Infrastructure .................................................................................................................. 66

6.1 Industrial Area ..................................................................................................................................... 66

6.2 Resident Area (Non Processing Area) ............................................................................................. 66

6.3 Green Belt ....................................................................................................................................... 66

6.4 Social Infrastructure ........................................................................................................................ 67

6.5 Connectivity .................................................................................................................................... 67

6.6 Drinking water management (Source & Supply of water) .............................................................. 67

6.7 Sewerage System ............................................................................................................................... 68

6.8 Industrial Waste Management ....................................................................................................... 68

6.9 Solid Waste Management ............................................................................................................... 68

6.10 Power Requirement and Supply ..................................................................................................... 69

7.0 Rehabilitation and Resettlement (R&R) .......................................................................................... 69

8.0 Project Schedule and Cost Estimation ............................................................................................ 69

9.0 Analysis of Proposal ........................................................................................................................ 70

Annexure 1: Picture showing high facility demand .................................................................................... 71


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Abbreviations

AAI - Airports Authority of India

ACI - Airports Council International

ARFF - Aircraft Rescue and Fire Fighting

ATC - Air Traffic Control

ATM - Air Transport Movement

BWFS - Bird Worldwide Flight Services

CAGR - Compound Annual Growth Rate

CAR - Civil Aviation Requirements

CDM - Clean Development Mechanism

CII - Confederation of Indian Industry

CPD - Commercial Property Development

CSR - Corporate Social Responsibility

DCSC - Delhi Cargo Service Center

DGCA - Directorate General of Civil Aviation

DIAL - Delhi International Airport (P) Limited

DJB - Delhi Jal Board

FY - Financial Year

GA - General Aviation

GFC - Global Financial Crisis

GHG - GreenHouse Gas

GSDP- Gross State Domestic Product

GSE - Ground Service Equipment

HAVC - Heating, Ventilation and Air Conditioning

IATA - International Air Transport Association

ICAO - International Civil Aviation Organization

IGBC - Indian Green Building Counci

IGIA - Indira Gandhi International Airport

ILS - Instrument Landing System

IMF - International Monetary Fund

LCC - Low-Cost Carrier

LEED - Leadership in Energy and Environmental

Design

LOS - Level of Service

MLCP - Multi Level Car Parking

MLD - Million Litres Per Day

MoEF&CC - Ministry of Environment, Forest and

Climate Change

MPPA - Million Passengers Per Annum

MRO - Maintenance Repair Overhaul

MTPA - Million Tonnes Per Annum

MW - Mega Watt

NACIL - National Aviation Company of India

Limited

NCAER - National Council of Applied Economic

Research

NCAP - National Civil Aviation Policy

NCR - National Capital Region

NTP - North Terminal Precinct

OMDA - Operations, Management and

Development Agreement

OOG - Out of Gauge

RWY - Runway

STP - South Terminal Precinct

T1 - Terminal 1

T2 - Terminal 2

T3 - Terminal 3

T4 - Terminal 4

TWY - Taxiway

ULD - Unit Load Devices

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1. Executive Summary

Delhi International Airport (P) Limited (DIAL) is operating, managing and developing Indira

Gandhi International Airport (IGIA) (IGI Airport) – the National asset and pride of Delhi. DIAL is a

Joint Venture consortium between GMR Group (64%), Airports Authority of India (AAI) (26%) &

Fraport AG (10%) and is headquartered in New Delhi, India. In January 2006, the consortium

was awarded the concession to operate, manage and develop Indira Gandhi International

Airport (IGIA), following an International Competitive Bidding process. DIAL signed the

Operations, Management and Development Agreement (OMDA) with the AAI on April 4, 2006

for an initial Concession term of 30 years, with the option to extend the term for an additional

30 years.

Indira Gandhi International Airport (Delhi Airport) is the primary civil aviation hub for India and

the National Capital Region of India. It is spread over an area of 5106 acres (2066 Ha), situated

in Palam, South-West of New Delhi. IGI Airport is the busiest airport in India in terms of

passenger traffic and second busiest in term of cargo traffic. The overall airport infrastructure

has the capacity to handle 62 MPPA and Cargo handling capacity of 1.5 MMTPA. In FY 2015-16,

it handled 48.6 million passengers at a growth of 18.1%, 344 thousand aircraft movement and

787 thousand tonnes of cargo has recorded a growth of 13% from last year.

India aims to become the third-largest aviation market by 2020 and the largest by

2030. Keeping in pace with increasing aviation demand and utilizing existing design capacity, it

is pertinent to expand and enhance the current airport infrastructure in order to ensure the

delivery of world class quality services to the passengers in compliance with the Operations,

Management and Development Agreement (OMDA).

This Prefeasibility Report is been prepared for the proposed expansion of terminal, runway &

taxiways, cargo and associated facilities to augment all airport operation infrastructural

capacity to handle forecasted passengers, aircrafts and cargo growth. The expansion and

development of IGI Airport is emphasized on developing world class standard in respect to

airfield infrastructure, terminals and supporting landside facilities with high level of safety,

operational standards and high quality of airport services with care to environment. Post the

expansion, IGI Airport will have the capacity to handle 109 MPPA from the existing 62 MPPA

and Cargo handling capacity of 2.2 Million Metric Tonnes Per Annum (MMTPA) from 1.5

MMTPA


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2. Introduction of the Project

2.1. Background

Indira Gandhi International Airport (International Air Transport Association (IATA) Code: DEL &

International Civil Aviation Organization (ICAO) Code: VIDP) serves as the primary civilian

aviation hub for India & the National Capital Region of Delhi, India. It is the busiest airport in the

country in terms of passenger traffic since 2009.

Being in Delhi, the national capital, and the extended NCR region, gives IGI Airport an

advantage in terms wider catchment to serve the passenger and associated stakeholders. IGI

Airport is acting as a home to Air India, IndiGo, SpiceJet and Vistara also facilitate the other hub

airline partners. IGI Airport ranks 25th in the list of world top 30 airports with 46 million

passengers in the calendar year 2015. IGI airport also has the second best growth in this top 30

list with 15.67%, only next to Shanghai with 16.27%. The airport has a combined peak hour

demand of 10,115 passengers which puts us at par with the busiest airports globally.

IGI Airport has received numerous awards and accolades including the Skytrax Award for the

“Best Airport in India and Central Asia” and “Best Airport Staff in India and Central Asia” 2014.

Most recently, DIAL was awarded two consecutive times The Best Airport Award in 2014 and

2015 in the 25-40 million passengers per annum category in the Airport Service Quality Survey

by Airports Council International (ACI).

On Environment front, IGI Airport’s Terminal 3 has achieved the Platinum rating from Indian

Green Building Council (IGBC), under the “Green Existing Building O&M Rating System” in Oct,

2016. This is a significant sustainability achievement on the environmental front by IGI Airport,

after being accredited as the First “Carbon Neutral” Airport in Asia Pacific recently by the

Airport Council International (ACI), Sep, 2016. Terminal 3 is also the first LEED Gold certified

Terminal building in India, under the “New Construction” category in Apr, 2011. IGIA also holds

the merit of First UNFCCC registered Clean Development Mechanism (CDM) project for energy

efficiency (Nov, 2013), First airport certified as Green Company for Platinum Level by Indian

Green building Council (IGBC) & Confederation of Indian Industry (CII) May 2015 etc.


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2.2. Identification of Project and Project proponent

2.2.1. Project Proponent

IGI Airport is operated and managed by Delhi International Airport (P) Limited (DIAL), a joint

venture, formed as a consortium between GMR Group (64%), Airports Authority of India (26%),

and Fraport AG (10%) under Private Public Partnership model.

During the scope of OMDA in 2006, DIAL commissioned new terminal (Terminal 3), new runway

(Rwy 11/29), taxiways and other associated facilities besides upgrading the existing terminals.

As per expansion scope, DIAL has commissioned a new runway 11-29 at IGI Airport on

September 25, 2008 and inaugurated the new domestic departure terminal 1D (T1D) on 26th

February, 2009. T1D increased the capacity of domestic departures to 10 million passengers per

annum. In March 2010, DIAL has completed the construction of integrated passenger terminal

(Terminal 3) in a record time of 37 months which facilitated the country in successful

completion of India’s prestigious Commonwealth Game in Oct, 2010.

The airport has best in class facilities and infrastructure compatible with International Civil

Aviation Organization (ICAO) standards and practices to handle largest of aircrafts and

International traffic. At present, there are three active passenger terminals, in which Terminal 1

and Terminal 3 operates for scheduled aircraft services and the Terminal 2 currently supports in

Haj Terminal service and it is further extended to provide service to two main scheduled airline

services by end of this year. It also has two main cargo Terminals to support cargo service

demands. Terminal 1C is used only for LCC arrival and Terminal 1D with total floor area of

40,924 m2 with a capacity to handle about 8 million departing passengers.

The integrated domestic and International Terminal 3 have 5.4 million sq ft. area with a design

capacity of 34 MPPA serves all international and full service domestic carriers. The 9 level

passenger terminal building has 2 piers each 1.2 km long having 78 Passenger Boarding Bridges

(including 3 Passenger Boarding Bridges for A380 or similar sized aircraft), 95 Immigration

counters (49 Outbound and 46 Inbound Immigration counters), 6 Common check-in islands -

168 check-in counters, In-line Baggage Handling System with capacity to handle 12,800 bags

per hour, 12 Baggage reclaim belts including 2 belts for Out of Gauge (OOG) bags, 6.7 million sq

ft. of apron area, 100 room Transit Hotel for Domestic and International passengers (68 rooms

for domestic transit and 32 rooms for international transit), 96 automatic travelators /walkways

(Longest one being 118 mts in length), over 20,000 sq mtrs. of retail space, Multi-Level Car Park

to accommodate 4300 cars, 7 MLD Water and 15 MLD Sewage Treatment Plant (total quantity

for entire airport, treatment plant inside airport premises only). The modular integrated Cargo


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Terminal 1 is spread over 70,000m2 and Cargo Terminal 250, 000 m2. There is an exclusive

apron adjoining it that can accommodate Code-F aircraft.

IGI Airport has total 3 runways. It has two main runways and one secondary runway. The two

main runways are runway 11/29, 4,430 m × 75 m (14,530 ft × 200 ft) with CAT IIIB instrument

landing system (ILS) on both sides, runway 10/28, 3,810 m × 45 m (12,500 ft × 151 ft), and the

secondary runway is 09/27, 2,813 m × 45 m (9,229 ft × 148 ft).

There are four certified ground handlers that handle the foreign flag carriers. The T1 Apron has

three GSE staging areas in total about 12,155m2. The T3 precinct has forty areas designated for

GSE storage totaling about 59,735 m2. Three of the four MRO sites at IGIA contain maintenance

hangars. The General Aviation facilities are located in the T1 precinct in the north east corner of

the airport having 28 code B aircraft parking stands.

DIAL has developed a unique concept of integrated ecosystem covering activity centers like

education, healthcare, leisure & entertainment, sports, hospitality and offices within the airport

named as Aerocity. Aerocity, a 43-acre commercial and hotel hub, having 16 hotels and around

5100 rooms, near the Indira Gandhi International Airport has provided great comfort and

hospitality to international and domestic passengers. Three roadways provide the main access

into IGI Airport with 8-lane Delhi-Gurgaon Expressway. The airport is served by the IGI Airport

Metro Express fast rail access. The 22.7 km (14.1 mi) line runs from the Airport metro station

located at Terminal 3 to the New Delhi metro station railway station. Currently Delhi Metro is

also extending its service to Terminal 1 to cater the multimodal connectivity to Terminal 1.

2.2.2. Achievements

DIAL has won Best Airport award in the 25-40 million passengers per annum category in the

Airport Service Quality Awards ceremony by the Airports Council International in 2 consecutive

year, 2014 and 2015. Also IGI Airport’s Terminal 3 has achieved the Platinum rating from Indian

Green Building Council (IGBC), under the “Green Existing Building O&M Rating System” in Oct,

2016.

Other notable achievements are –

- 1st Airport in Asia-Pacific to implement Airport-Collaborative Decision Making.

- 1st Airport in Asia having 7.84 MW scale of Solar Plant inside Airport

- British Construction Industry Awards

- KPMG Infrastructure Today Supreme Infra Trophy Award

- 100 Years Of Civil Aviation India (1911 - 2011) presented To GMR Group on 18th Feb., 2011


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- International Transport Industry Public Award "Golden Chariot" to IGIA

- Society Interiors Design Pioneer Award - Building Design Awards - T3 DIAL

- Outstanding cooperation Rosen Bauer International AG Austria

- GMR Infrastructure Ltd For Best Infrastructure Project In Airport April-2009

- Editorial Choice Award - Airport project of the year

- Essar Steel Infrastructure Excellence Awards 2011

- Certificate of Registration: Energy Management System - ISO 50001:2011

- World's Most Improved Airport - 2012

- International Cargo Airport Of The year Region - INDIA

- Best Managed Airport – CNBC Awaaz Tourism Awards

- International Safety Award - 2013

- Patwa International Award - Best Airport in Asia

- VCCIRCLE Awards 2014 - Infrastructure company of the year - GMR Airport LtdGolden Peacock

Environment Management Award - 2014

- Golden Peacock Award for Sustainability Management - 2015

- CII National Energy Management Award 2015-2016

- CII Green Company - Platinum Award - 2016

- First Carbon Neutral Airport in Asia Pacific Region - 2016

2.3. Identification of the project

Owing to the strong fundamentals of Indian economy, the country is amongst the fastest

growing aviation markets. India will become the world’s fastest growing major economy in

2016, surpassing China according to the International Monetary Fund (IMF) and the World

Bank. Liberalization of the aviation sector since 2003 has led to a diversified airline base within

the county. The industry which was earlier dominated by government owned Air India and

Indian Airlines (now merged) is now influenced by the privately owned network carriers

including Jet Airways, Indigo, Spicejet and Go Air. Among the recent entrants are AirAsia India

and Tata Vistara.

As per Indian Civil Aviation Policy, government has proposed to promote the growth of Indian

aviation sector in a significant manner as the development of this sector has a multiplier effect

on the economy. As per an International Civil Aviation Organisation (ICAO) study, the output

multiplier and employment multiplier are 3.25 and 6.10 respectively. The aim of the

Government is to provide an ecosystem for the harmonised growth of various aviation

subsectors, i.e Airlines, Airports, Cargo, Maintenance Repairs and Overhaul services (MRO),

General Aviation, Aerospace Manufacturing, Skill Development, etc.


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Governments National Civil Aviation Policy (NCAP), 2016 is also having a vision for aviation

stakeholders to create an eco-system to make flying affordable for the masses and to enable 30

crore domestic ticketing by 2022 and 50 crore by 2027, and international ticketing to increase

to 20 crore by 2027. Similarly, cargo volumes should increase to 10 million tonnes by 2027. The

NCAP, 2016 also outline one of its objectives as establish an integrated eco-system which will

lead to significant growth of civil aviation sector, which in turn would promote tourism,

increase employment and lead to a balanced regional growth.

Currently the IGI Airport infrastructure has the

capacity to handle 62 MPPA and cargo handling

capacity of 1.5 MMTPA. In FY 2015-16, it

handled 48.6 million passengers at a growth of

18%., 344 thousand aircraft movement and

787 thousand tonnes of cargo and has

recorded a growth of 13% from last year.

Keeping in account of the present aviation

demand and growth rate, it is now proposed to

expand the existing terminal and airside facilities

along with associated facilities to enhance the passenger handling capacity from current

62MPPA to 109MPPA and Cargo handling capacity 2.2 Million Metric Tonnes Per Annum

(MMTPA) from 1.5 MMTPA as per demand forecasted in order to cater to growing demand.

To cater the forecasted growth of IGI Airport and in line with our NCAP, 2016 vision and

objectives it is indeed that the existing airport requires major capacity enhancement programs.

The proposed expansion project will address the needs of forecasted growth of IGI Airport and

will be carried out in three phases with the expansion plans as Phase 3A during 2016-2020,

Phase 3B during 2021-2025 and Phase 4 - 2026-2034.

2.4. Need for the Project

2.4.1. Growth & Forecast of IGI Airport +

IGI Airport, India’s busiest commercial airport handles more than 1100 aircraft movements

daily. In addition to 7 domestic carriers, it is severed by 56 international carriers. IGI Airport has

witnessed a substantial passenger traffic growth over the past decade. In FY 2015-16, IGI

Airport handled 48.42 million passengers with a growth of 18.1%, which is an all-time high at

any Indian airport. International and domestic traffic was 14.15 and 34.27 million respectively.

India passenger traffic growth


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Passenger Growth & Forecast

The historical growth of passengers is given in the below graph. The airport had a Compound

Annual Growth Rate (CAGR) of 9.5 percent for the period 1995-96 to 2015-16. IGI Airport

handled 48.4 million passengers in FY2015-16 registering a growth of 18.1%. Total passengers

at IGIA, a sum of Domestic and International passengers, are forecast to grow on average at

5.6% annually reaching 109.3 MPPA in 2033-34 from 36.9 MPPA in 2013-14.

Air Cargo Growth - Import/Export

The historical growth of cargo is given in the below graph. The airport had a CAGR of 7 percent

for the period 1995-96 to 2015-16. IGI Airport handled 787 thousand tonnes of cargo in

FY2015-16 registering a growth of 13%. Imports were 22.8% of IGIA’s international air cargo

volumes in 1994-95 and their share increased to 44.8% by 2014. This increase is reflected in the

broader Indian trade statistics, both in volume and value terms, and demonstrates the strong

link between the increase in IGIA imports and the nation’s macroeconomic environment. With a

projected increase from 605,699 tonnes in 2013-14 to 1.8 million tonnes in 2033-34, total air

cargo volumes at IGIA are forecast to grow on average at 5.5% annually.

IGIA Historical Passengers

Air Cargo Volumes by Segment

Passenger Forecast Scenarios

Cargo Forecast Scenarios (in tonnes)


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Aircraft Movements

The historical growth of ATMs is given in the below graph. The airport had a CAGR of 7.9

percent for the period 1995-96 to 2015-16. IGIA handled 344 thousand schedule movements in

FY2015-16 registering a growth of 14.4%. It is expected that average aircraft sizes and load

factors will increase over time. The passenger aircraft movement is projected to grow from

281,034 movements in 2013/14 to 726,400 movements in 2033/34

According to the IMF, the global economy has grown at an average annual rate of 3.6% since

1994-94. Global air passenger traffic grew by 6.5% in 2015 as a whole – the fastest pace since

the post- Global Financial Crisis (GFC) rebound in 2010 and well above the 10-year average

annual growth of 5.5%. The rapid growth of the Indian economy and an increasingly liberalized

aviation policy has witnessed increased aviation growth. This growth in Indian aviation is

expected to generate significant demand for the aviation infrastructure and resources available

in India also enable the economic growth to benefit the whole region through the generation of

both direct and indirect economic value.

In line with the NCAP, 2016 and macro environment trend in India, the air traffic at IGI Airport is

also expected to show strong with sustained growth in the future. The actual and forecasted

airport traffic data indicates that there is significant increase in aircraft movement, passengers

and cargo handling in IGI airport and same is expected to increase further in the coming years.

The existing facilities are inadequate to cater services of handling increased volume of aircrafts,

passengers and Cargo. Hence, the airport capacity with respect to aircrafts, passengers and

Cargo handling needs to be increased as per the Master Plan and Expansion Plans as projected

as Phase 3A during 2016-2020, Phase 3B during 2021-2025 and Phase 4 - 2026-2034.

Total Passenger ATM Forecast Noncommercial ATM Forecast


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2.4.2. Demand & Supply Gap:

The relationships between demand and capacity are complex in the context of an airport. Each

element of the airport is governed by different parameters that determine capacity and process

demand on the basis of functionality of the element. A capacity assessment study of IGI Airport

facilities was carried to propose the requirements and development plans in Master Plan 2016.

The study objective is to ascertain the current service level & serviceability of each of the major

asset classes and to identifies the gaps between existing capacity and future facility

requirements and to understand the extent of additional airport facilities that are required &

development plans to efficiently serve future activity levels for each of the following functions:

I. Airside Facilities

II. Passenger Terminal Facilities

III. Landside Facilities

IV. Support Facilities

V. Cargo Facilities

The primary focus of the development strategy is to ensure that -

Capacities are built ahead of the traffic demand.

Capacity of Airside, Terminals, Landside and Support facilities are in sync and balanced.

In developing the strategy, the principles adhered to are:-

Demand management so that steep growth during peak hour is discouraged to the

extent possible.

Sweating of the existing assets through innovations/ improvements without

compromising on the high service levels and safety standards.

Establish traffic triggers for new capacity additions. Capacity must be available ahead of

the traffic demand.

Introduce new innovative technologies/best industry practices so as to enhance

passenger experience, improve operating efficiencies and inter terminal connectivity.

Promote sustainable developments based on environmental friendly technologies.

Facility requirements are identified to meet forecasted demand at IGIA without compromising

the level of service provided. The profile, composition and distribution of annual and peak hour

demand determine the facility needs – this includes aircraft types, airline mix, and many other

factors associated with the nature of forecast demand. The calculations for IGIA’s requirements

are based on industry standards and best practices recommended by ICAO, DGCA and IATA

guidelines (where applicable) to determine the demand and capacity gaps. The analysis is based

on the guidelines in DGCA CARS and ICAO Annex 14, Aerodromes and its associated manuals.


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I. Airside Facilities

Based on the forecast fleet mix, the Airbus 380 will be the critical design aircraft. The future

design aircraft classification takes in to consideration the airport design standards for planning

runways, taxiways, aprons and other facilities.

Airfield Design Standards

Aircraft operate from a North Terminal Precinct (NTP) and a South Terminal Precinct (STP). The

NTP (Runway 9-27 and 10-28) serves primarily Code C aircraft and the STP (Runway 10-28 and

11-29) handles other larger aircraft. With a view to plan for future airside facilities, the design

aircraft for the NTP will be Code E and for the STP will be Code F. Sometimes Code B or C

standards are also used for planning specific elements of the airside and other facilities.

Adopt the design aircraft wingspan dimension of 80 m for separation of aprons and taxi lanes

and length of 80 m for planning new aprons and taxiways.

Retain the present ICAO Code F minimum clearance of 7.5 m between adjacent stands.

Code E design standards will be used to plan the taxilanes in NTP. Code C and E aircraft

will be taken into consideration for planning some apron areas (including NTP),

particularly the apron areas that serve the domestic market.

Existing Airfield Capacity

Under both east and west flow conditions, which could vary throughout the day, the ATC uses

the IGIA’s runways dynamically to maximise operational efficiency and to balance the available

capacity with arrival and departure demands. Currently, across the year, the airport operates in

west flow for about 68.3% and in east flow for 31.7% of the time. Based on the application of

existing ATC procedures and the use of current ATC technology, the peak hour runway capacity

was estimated for the existing 3-runway system. The estimated capacity of the current airfield

was 75 ATMs per hour based on the analysis of IGIA flight strip data though the airfield has

operated at a higher capacity at times.

Runway Capacity Scenarios

The existing runway system along with taxiway improvements would serve 86 ATMs per hour,

using a highly dynamic runway use strategy. The 4th runway would increase capacity to 110

ATMs per hour in both west and east flows. The 3-runway system with ATC and taxiway

improvements would be able to handle between 593,500 and 620,500 annual ATMs at a delay

of 10 to 15 minutes per ATM, a portion of which would be attributable to ground infrastructure.

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This forecast is equivalent to 77.5 MPPA to 81.8 MPPA based on the aviation activity forecast.

Therefore, the 3-runway system would accommodate the growing demand at IGIA through

2024-25. The 4th runway in the southern part of the airport along with the taxiway

improvements would accommodate 776,000 to 790,500 annual ATMs or 108 to 110.7 MPPA

based on the assumed delay target. This 4-runway system would accommodate the projected

demand at IGIA up to the year 2033-34.

Aircraft Stands & Aprons:

Terminal 1 Apron has 70 numbers of parking stands and 28 numbers of General aviation

parking stands. Terminal 3 consists of Apron area of 6,30,000 square meters with 58 contact

stands and 54 parking bays. Reconfiguration of the entire T1 apron can accommodate a total of

85 aircraft parking stands in STP and adding additional contact stands and parking bays at NTP

will facilitate the effective passenger and aircraft movement as projected.

Queue Model Results for Airfield Development Scenarios

Summary of Runway Capacity Scenarios vs. Demand

Estimated Capacity - 3-Runway System +

ATC and Taxiway Improvements - West Flow Estimated Capacity - 4-Runway System + ATC and

Taxiway Improvements - West Flow

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Aircraft Maintenance/MROs:

Currently IGIA have four sites dedicated to aircraft maintenance, three of which include

maintenance hangars. Two sites are located within the T1 precinct, with a total of 4 GA hangars

and 7 airlines. The third location in the midfield east of the Cargo precinct has a large apron and

4 Code C hangars. The fourth area is at the western boundary beyond the T3 terminal, with only

an engineering building and an apron area. There are no hangars capable of servicing Code F

aircraft at IGIA. The ratio of 1 hangar for approximately 26,000 annual ATM used to estimate

IGIA’s future MRO facilities requirement indicates a need for 31 aircraft hangars. An industry

norm of 1 hangar per every 40,000 annual air traffic movements is suggested to derive the

future need. Therefore, a future plan to accommodate 21 hangars with land reserved for 10

more hangars is projected.

II. Terminals

Passenger Flow

Performance or Level of Service (LOS) criteria are the primary drivers for various functional

elements in the terminal. International benchmarks and best in class practices were adopted

for assessing terminal requirements. Bottle-neck facilities identified in the existing facilities

infrastructure were sweated to maximise existing capacity. The terminal inventory as a result of

the capacity maximisation of existing terminals was used as the baseline for demand-capacity

comparisons. This resulted in reducing the gap between future requirements and existing

provisions. Facilities at NTP (Terminal 1) would have to accommodate up to 30 MPPA by 2025-

26 from about 14 MPPA in 2013-14. Passenger traffic at STP (Terminal 3 & 4) would grow from

22.9 MPPA in 2013-14 to 79.3 MPPA in 2033-34. The study also addressed the needs of

additional facilities such as Check-in, Security & Emigration & Immigration etc.

Estimated Terminal Demand

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Gate Requirements

The Design Day Flight Schedules were evaluated to determine the number and type of aircraft

that would be on the ground at the same time for each terminal. It was assumed that LCC

carrier growth up to 30 MPPA could be accommodated in the NTP. All international and FSC

traffic would be accommodated in the STP and any excess LCC traffic from NTP.

The stand requirements are split between Operational stands & Remote/non-operational

stands. The highest stand demand occurs between 22:00 and 6:00 hours for both terminal

precincts. NTP would need 86 stands in 2025-26 out of which 46 would be operational.

Operational stands required during early morning hours are forecast to grow to 54 in 2033-34.

The stand needs between 9:00 and 21:00 hours would grow from 20 to 35 in 2033-34. The

Projected Arriving and Departing Passenger ATM Profiles – NTP (Rolling Hours)

Projected Arriving and Departing Passenger ATMProfiles - STP (Rolling Hours)

Domestic Terminal Capacity Gap International Terminal Capacity Gap

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stand usage pattern for STP is same as NTP but with less disparity in the usage between night

time and day time. STP will require 105 operational stands and 116 total stands in 2033-34.

III. Landside

Landside facilities requirements are based

on many factors, most important being

the number of landside passengers and

the associated vehicle demand. Study was

conducted between 9 AM to 11 AM to

obtain updated information on the vehicle

access into the STP at Northern Access

Road, Mahipalpur Road and Radisson

Road. The Northern Access Road,

providing a link to T3, serves 54% of the

inbound traffic and the Mahipalpur

intersection (connecting to the Spine Road) serves 9% volume of the inbound and remaining

37% is served by Radisson access.

Key Roadway Gap Analysis

Determining when additional roadway capacity

may be needed is accomplished through a level

of service (LOS) analysis. LOS can be estimated

based on the ratio of vehicle demand to

capacity (i.e., V/C ratio).

Estimated Stand Requirements– NTP Estimated Stand Requirements – STP

Roadway LOS Definitions

Outbound and Inbound Traffic by Intersection

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Parking Requirements

According to the gap analysis, the existing parking inventory (855 spaces) is insufficient to meet

both short and long-duration demand throughout the forecast period. One current

consideration is that existing facilities are temporarily constrained in part due to Delhi Metro

construction. However, it is clear that additional parking will be needed to support current

operations and future growth at the Terminal 1 complex. STP area has sufficient parking

capacity through 2020-21. However, the radio taxi stage parking within the MLCP will turn to

passenger car parking. Therefore, additional parking is required as new terminal facilities are

constructed.

NTP Passenger Car Parking Gap Analysis for T1

Complex Parking Demand STP Passenger Car Parking Gap Analysis

Peak Hour Roadway LOS A. Green = LOS C or better; Yellow = LOS D; Orange = LOS E; Red = LOS F

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Taxi Staging

In 2015-16 the existing taxi staging facilities in terminal 1 are sufficient to cater to current

demand. 180 additional taxi staging spaces are required in 2025-26.

IV. Support Facility

The support facilities requirement is determined by forecast passengers, aircraft movements,

aircraft fleet and gates, cargo tonnage and GA movements, and staffing.

Aircraft Rescue and Fire Fighting

ARFF facilities and their access routes are the most location-critical support facilities. The ICAO

standards for ARFF response time is 2 minutes to the end of each runway and 3 minutes to any

other part of the movement area, under optimum visibility and surface conditions. The average

total distance covered in the 2-minute response time is approximately 1,500 m. IGIA has 4 ARFF

stations: 2 in the north airfield, 1 to the west of T3 and 1 at the centre of the STP. In a 2 minute

total response time to all runway points, it is assumed that the response distance is less than

1,500 m and there are no distances greater than 2,378 m when driven in a straight line. When

driving on existing pavement, the routes from Station #1 and Station #2 exceed the average

recommended distances based on 80 km per hour assumption. Additional pavement to

facilitate shorter routes and the addition of a 5th (fifth) station would help to reduce the

average response times.

Fuel Farm

Fuel facilities must have at least a 5-day reserve based on the average daily demand. Fuel

demand at IGIA is expected to double by 2025 and possibly triple by 2034 necessitating

approximately 101,250 kiloliters fuel storage capacity by 2034 which is 2.4 times the existing

capacity. Available open areas adjacent to the existing 4.7 hectare fuel farm site at IGIA can

accommodate the 6 to 8 additional tanks that are required to increase the 5 day reserve to 2.4

to 3 times the current fuel consumption. The requirement for fuel dispenser trucks may

Taxi Staging Forecast Bus Parking and Staging Forecast

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increase with the provision of a fuel hydrant system at T1. When deriving the requirement for

fuel loading stations from the number of fuel trucks, it is assumed that during any given period,

up to 60% of the total trucks are being refuelled simultaneously. Assuming a 600 m2 area per

dispensing bay and a total facility requirement that equals 1.5 times the site area, future

estimates indicate the need for a 4,000 m2 jet fuel loading area when all but GA aircraft are

fuelled via hydrants.

The number of T1 apron stands currently fuelled by tanker trucks far exceeds the 6 GA

departures per hour assumed in forecast estimates. Therefore, while future estimates indicate

the need for a 4,000 m2 jet fuel loading area, the existing fuelling station capacity is projected

to meet future fuelling demand.

Flight Catering Facilities

The requirement for catering facilities depends on the number of passengers departing daily on

long-haul and short-haul flights that provide meal services. There are 4 catering companies

located in a 5.76 hectares area on the southern landside currently serving IGIA. They produce

approximately 50,500 meals per day or 0.88 meals per m2 and have an estimated capacity of

89,000 meals per day or 1.54 meals per m2. Based on 50,500 meals for 56,936 departing

passengers, the meal per passenger ratio in 2013-14 was 0.89. The total catering facilities area

should roughly equal the land area for a multi-story building and can be 2.5 floors high on the

building footprint.

Ground Service Equipment Staging and Storage

Based on the estimated number of GSE vehicles for an aircraft code group and the formula to

calculate stored GSE, IGIA requires 3,231 GSE to service the peak hour gate utilization: 902 in

the T1 precinct; 1,786 in the T3 precinct; and 297 in the cargo area. The remaining 2,671 GSE

total requirement will remain unused during the inverse peak hour (around 2 A.M.). At an

average of 37.5 m2 per individual GSE, the requirement is about 10 hectares of staging or

storage area. Based on ratios applied at other major international airports, IGIA needs 9

hectares to store GSE: 2.4 hectares for T1, 5.1 hectares for T3 and 1.5 hectares for the cargo

area.

Catering Facilities Requirements

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V. Cargo

The overall capacity of the existing cargo terminals is

relatively adequate to handle projected cargo

tonnage demand up to 2034. However, there are

bottlenecks that need to be alleviated on the

domestic cargo processing front, apart from

operational efficiencies that need to be achieved to

maximize capacity per unit land area.

The current six cargo facilities at IGIA and their

operators are: Cargo Terminal 1 (Celebi), Cargo

Terminal 2 (DCSC), CUDCT, Express facility

(Integrators-self handling operation), Blue Dart

facility (Blue Dart) and NACIL (Air India).

Cargo Apron Requirements

The aircraft parking positions requirement is derived

using the operating scenario of two turns per apron

position per day. At total of 16 freighter parking

positions are expected to meet the future demand.

2.4.3. Economic Benefit

IGI Airport has enabled economic growth benefitting the whole region through the generation

of both direct and indirect economic value, while maintaining world class service standards. IGI

Airport operations have a considerable economic and social impact in Delhi-NCR and

surrounding regions. These benefits extend far beyond the direct effect of an airport’s

operation on its community development to the wider benefits that air service accessibility

brings to business interests and to consumers.

The National Council of Applied Economic Research (NCAER) conducted the Economic Impact

Assessment of Delhi International Airport. Following are the key highlights of the study:

IGI Airport’s construction phase contributed INR 68.23 billion (0.104 %) to the National GDP

(in 2009–10) and its contribution relative to Delhi’s GSDP was 3.13 % and its operations (in

2009-10) contributed INR 294.7 billion (0.45 %) to the National GDP and its contribution

relative to Delhi’s GSDP was 13.53 %.

Facility Demand

Required Freighter Parking Position

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By 2020, the overall economic impact of IGI Airport is expected to be approx. INR. 909.5

billion, which will be 0.7 per cent of the National GDP and relative to Delhi’s GDP would be

22.2 per cent.

Also IGI Airport’s operation contributes 1578 thousand jobs (0.34 % of national

employment) and this represents as a ratio to Delhi’s employment a significant 25.9 %.

The total comprises of:

o 64 thousand directly contributed jobs

o 452 thousand indirectly contributed jobs through supply chain (multiplier

impact)

o 1062 thousand jobs in induced impact through tourism and investment

IGI Airport supports the employment directly on-site and in the surrounding area, as well as

indirectly across the value chain of airport operations. In addition, the income earned through

these direct and indirect activities generate the demand for goods and services in the economy,

thus generating further employment and income.

Total Contribution of IGI Airport’s Operation to the National and Regional Economies

Contribution to the National

economy

Contribution Relative to the Delhi's

economy

% of GDP % of Employment % of GDP % of Employment

Direct and Indirect

Impact

0.18 0.11 5.51 8.47

Induced Impact 0.27 0.23 8.01 17.43

Total Impact 0.45 0.34 13.53 25.90

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3. Project Description

3.1. Type of Project

The proposed project is to augment required airport operation infrastructural capacity to

handle forecasted passengers, aircrafts and cargo growth by expanding the terminal, runway,

taxiways, cargo and associated facilities. The expansion will be done within the existing airport

boundary and is interlinked with the existing airport infrastructure.

As per EIA Notification dated 14th September, 2006, as amended on 1st December, 2009; the

project falls under Category “A”, Project or Section ‘7(a)’

3.2. Location

IGI Airport spread over an area of 5,106 acres (2,066 ha), is situated in Palam, 15 km (9.3 mi)

south-west of the New Delhi. Location map is given below.

IGI Airport

Location Map

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IGI Airport Environmental Setting

Sl.No Particulars Details

1 Latitude 28°34'07" N

2 Longitude 077°06'44"E

3

Climate Condition

a. Annual Max. Temp – 48.4 b. Annual Mini. Temp – -2.2 c. Annual average Rainfall – 795.4 mm d. Predominant wind direction – West & East

4 Elevation above MSL 236.76 m

5 Present Land use at Airport Industrial Zone

6 Nearest Highway Delhi – Jaipur National Highway (NH-8), (3.8-km, N)

7 Nearest Railway Station New Delhi Railway Station 13.5 KM

8 Nearest Town Delhi

9 Nearest Village Palam (2 km distance)

10 Hills/Valley Nil

11 Ecologically sensitive zones Nil

12 Reserved forest Central Ridge Reserved Forest (14-km, NE)

13 Historical/Archaeological places

Rashtrapati Bhwan (10-km, NE) Humayun Tomb (14-km, E) Qutub Minar (8-km, SE)

14 Nearest defense and other establishments

Indian Air force at IGIA, Aviation Research Center at IGIA, Delhi Cantonment and Gurgaon Cantonment.

15 Major Water Bodies Najafgarh Nalla (8-km, NW)

16 Industries/Industrial Area

Small and medium scale industries within 10 km radius of the site.

17

Seismic Zone Zone IV

3.3. Alternative Site Considered

Since the proposed project is an expansion project of airport within its available land and

boundary, alternate sites have not been considered.

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3.4. Size or magnitude of the operations

IGI Airport operation is spread over an area of 5,106 acres (2,066 ha) of land. The present

airport infrastructure has the capacity to handle 62 MPPA and cargo handling capacity of 1.5

MMTPA. In 2015-16, IGIA handled 48.42 million passengers with a growth of 18.1%, which is an

all-time high at any Indian airport. International and domestic traffic was 14.15 and 34.27

million respectively. It handled 344 thousand aircraft movement and 787 thousand tonnes of

cargo in the last financial year. Post the expansion, IGI Airport will have the capacity to handle

109 MPPA from the existing 62 MPPA and Cargo handling capacity of 2.2 Million Metric

Tonnes Per Annum (MMTPA) from 1.5 MMTPA.

3.5. Project description

To cater to growing air traffic demand the current expansion project is proposed to augment

the required airport infrastructural capacity to handle forecasted passengers, aircrafts and

cargo growth by expanding its terminal, runway, taxiways, cargo and associated facilities of

airport. Post the expansion, IGI Airport will have the capacity to handle 109 MPPA from the

existing 62 MPPA. The proposed expansion will be carried out in three phases as Phase 3A

(during 2016-2020), Phase 3B (during 2021-2025) and Phase 4 (during 2026-2034) as per

requirements. The cost of overall infrastructural capacity development is estimated as

Rs.16,000 Crores, will be applied as per the needs of development program.

Phase 3A - 2016-2020

By 2020, the expected annual throughput will grow more than 60 million passengers. The major

development projects would be the expansion of Terminal 1, fourth runway, eastern cross field

taxiway, aprons, expansion of cargo, MROs and other airfield improvements, improvements to

central spine road and northern access road, reconfiguration of Terminal 3 and the Automatic

Passenger Mover (APM) connecting the two precincts. A series of airfield improvements will be

implemented with the existing runway system to maximize existing capacity. The development

of 4th runway 11L-29R will be in the southern part of the airfield adjacent to existing runway 11

R-29L. Terminal 1 will be expanded to handle a demand of 30 MPPA, along with improvements

to the landside and apron. Other scope of Phase 3A expansion and improvements are:

Filling void over Udaan bhawan to expand departure capacity at the departures level

10 contact gate pier for passenger convenience

The addition of 9 bussing gates and a bus-waiting lounge at ground level

Extension of the existing T1C (arrivals) northward along with the addition of 5 baggage

claim devices, toilets and landside retail

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Reconfiguration of the existing baggage claim area to have 4 belts with adequate

spacing between the belts (corresponding to IATA LOS C)

The entire Terminal 1 apron reconfigured to provide 86 aircraft parking positions,

including 10 contact gate positions

Hydrant fueling system for all aircraft parking positions

Realignment of access ramp for future parallel taxiway

Widening for inner, centre, and outer kerbsides

Widen arrival kerbside, and provide outer kerb for use by passenger cars

3,000-space car park, with entry and exit plazas

62-space bus parking and staging facility, with kerbs for loading and unloading

passengers

150-space employee parking lot

Underground APM/Metro Station with line to connect to STP

200-space flexible-use car park over the APM / Metro Station

Terminal 3 will be reconfigured to handle 35 MPPA international passenger traffic and 10 MPPA

domestic passenger traffic. Internal bottlenecks of emigration and immigration will be resolved

to facilitate a high level of service for international passengers. At the same time, domestic

passengers will have direct access to domestic Pier C and D through an infill between the south

face of the terminal and Pier C/D.

The northern access road corridor will continue to be main corridor for traffic arriving from

central and northeast Delhi to the south terminal precinct.

Northern Access Road Corridor Widening: Expanding the corridor-from the Central

Spine Road running north to the tunnels-to 5+5 lanes

Terminal 1 Rendering

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Tunnel Expansion: Constructing a new tunnel with a capacity of 5 lanes to the east as

the two existing tunnels running under the approach area, east of the Runway 10-28

cannot be expanded

Roadway Widening: Widening the roads to the north of the existing tunnels to

accommodate 5+5 lanes. The central spine road will be widened towards the median

from current 4+4 lanes to 6+6 lanes.

Summary of Phase 3A scope:

Phase Expansion Projects Functional Area

Phase 3A

Eastern Parallel Cross Taxiways Airside Taxiway Connecting T/W “P” and T/W “S” Parallel to T/W “N” Airside North GA apron/Taxiway/Helipad Airside Eastern extension of north parallel taxiway Airside Entry to 28 from P Airside Extension of east crossfield taxiway to T/W B Airside North parallel Taxiway to Runway 10/28 and related RET’s

Airside

Taxiway link between T/W K & T/WE3 Airside New Taxiway in between TWY Y and TWY Z7

Airside

Isolation Pad Airside Connecting Taxiway between T/W N and T/W S

Airside

Taxiway between T/W “P” and RWY 10 Threshold

Airside

Taxiway connecting T/W P and RWY 10/28

Airside

T1 Apron Airside West GA Apron Airside RET from RWY 28 Airside New Runway 11L-29R & RETs Airside Expansion of T1D – Departure Terminal 10 Passenger Boarding Bridge Pier Terminal Terminal Extension of T1 C – Arrival Terminal Extension of T3 - Infill Terminal

New 5 lane tunnel Landside T1 employee Parking Landside Widen Northern Access Road to 5+5 lanes Landside T1 MLCP Landside Automated People Mover Landside New cargo road connecting to NH8 Landside Central spine road widening to 6+6 lanes Landside 4+4 lanes tunnel under the Eastern Parallel Cross Taxiways Landside New Fire Station – ARFF 5 Support

T1 Catering Support

MRO Support

Cargo Apron Support

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Phase-3A

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Phase 3B - 2021-2025

By 2025, the expected annual throughput will grow to around 80 million passengers. A large

proportion of this growth will be accommodated by making use of currently unused capacity

outside the peak periods. The major development projects will be various airfield

improvements, the first stage of Terminal 4 and Terminal 3 Pier C reconfiguration.

Terminal 4 will be a domestic terminal, equipped with 38+ Code C and E MARs gates, thereby

providing domestic carriers the flexibility to up gauge aircraft. The terminal head house will

require a total area of about 151,464 m2 and the 2 angled piers, an area of about 60,000 m2.

The capacity of Terminal 4 is pegged at 34 MPPA.

Stage 1 of Terminal 4 would be constructed in 2024 along with the entire landside support

system. Half the head-house of Terminal 4 and Pier Zulu would be constructed to cater to a

demand of about 17 MPPA.

Terminal 4 will be accessed from the main Central Spine Road by an elevated flyover which

passes over the ground-level Terminal 3 exit roadway. An 8-level car park, with two

underground levels will serve the Terminal 4 public parking demand.

Summary of Phase 3B scope:


Phase

3B

Connecting taxiway between south parallel taxiway Airside

Improved Taxiway Configuration at the Convergence of Runways 09/27 and 10/28

Airside

Parallel taxiway south of RWY 10/28 Airside

RET from RWY 29 Airside Airside

Airside Connection in between Pier ‘A’ and Pier ‘Z’ Airside

Construction of Pier ‘Z’ with Passenger Boarding Bridge (PBB) on both side of Pier

Terminal

New Terminal 4 Stage 1 and Apron Terminal

Multi-level car park at T4 Landside

MRO Facility Support

Support

MRO Phase 1 Support

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Phase-3B

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Phase 4 - 2026-2034

By 2034, the expected annual throughput will grow to around 109 MPPA. A large proportion of

this growth will be accommodated by making use of currently unused capacity outside the peak

periods. The major development projects will be Terminal 3 Pier E and final stage of Terminal 4.

Pier C of Terminal 3 would be partitioned to accommodate international flights on the west

face. The east face of Pier C will accommodate domestic operations. Access to Pier C domestic

side, Pier D and newly constructed Pier E will be from the infill. Pier E (a new pier with 12 Code

C PBB’s and 2 remote stands) will be constructed to accommodate domestic operations.

Summary of Phase 4 scope:


Phase

4

Isolation Pad Airside Airside

RET from RWY 27 west to T/W E3 Airside

Construction of Pier ‘E’ with Passenger Boarding Bridge (PBB) on both sides of Pier

Airside

Construction of Pier ‘Y’ with Passenger Boarding Bridge (PBB) on both side of Pier

Airside

Terminal 4 Stage 2 and Apron Airside

MRO / Aircraft Parking Terminal

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Phase 4

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The proposed amendments to existing facility are –

Airside Development

The current IGIA airfield is composed of 3 runways (2 near-parallel runways, 10-28 and 11-29;

and a converging Runway 9-27). The study recommended development of 4th Runway 11L-29R

in the southern part of the airfield. This new, closely- spaced, parallel runway will be Code F

compliant and located 380 m to the north of Runway 11-29. Runway 11L will have a take-off

length of 3661 m and a landing length of 3515 m. Runway 29R will have a take-off length of

3830 m and a landing length of 3661 m.

Taxiway improvements

The followings are proposed taxiway improvements that would allow the airfield to accommodate

future demand till 2034.

Airfield Taxiway Improvements

11L-29R Runway Development

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Terminal Development

The terminal development includes expansion of T1 to 30 MPPA and new terminal

development, in the form of T4, to cater to 34 MPPA.

Terminal 1D Departures Level

Demolishing the existing Udaan

Bhawan and filling the void will add

a total of 5,858 m2 to the departure

level landside, and increase

departure capacity. The departures’

level will have a total of 31 security

check points. An approx. 8,375 m2,

10-PBB pier will increase boarding

efficiency, service level and

passenger convenience.

Terminal 1 Ground Level

The addition of 9 bussing gates and

a bus-waiting lounge at the ground

level will increase the T1D airside

capacity, and the addition of 4

security x-ray machines and 6 check-

in counters will increase landside

departure capacity. Outbound BHS

capacity will also increase. In total,

10,954 m2 will be added for

departures. T1C (arrivals) will be

extended northward by 12,920 m2 along

with the addition of 5 baggage claim devices, toilets and landside retail. The existing baggage

claim area will be reconfigured to have 4 belts with adequate distance (corresponding to IATA

LOS C) between the belts.

Terminal 1 Expansion – Ground Level

Terminal 1 Expansion – Departures Level

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Terminal 1 Arrival Level

The arrival level of the new pier will

require an 8,900 m2 area. A vertical

circulation to the ground level will

follow a connector from the pier to

the middle of the expanded T1C.

Transfer passengers will be able to

connect to departures level of T1D

from inside T1C, and would not

need to exit the building.

Terminal 1 Apron

Reconfiguration of the entire T1

apron can accommodate a total of

86 aircraft parking stands (46

operational stands and the

remaining primarily for RONs). Code

C operation will have 10 contact

stands with PBBs. Although, nose

loaders will be more cost efficient

for the Code C only operation, apron

drive PBBs are recommended to

preserve flexibility. The existing hangars will be

demolished and 4 new Code C hangars will be provided in the middle of the T1 apron. A fuel

hydrant system to be installed in the T1 apron will serve all 86 stands. The T1 apron provides

sufficient wing tip clearance between aircraft to accommodate the staging and maneuvering of

passenger buses and other GSE necessary to support aircraft processing. An extensive service

road network facilitates the efficient operation of passenger buses between the terminal and

the remote stands. During peak hours, if needed, some of the stands can be used for tow-

on/tow-off operations. The taxiway network enables power-in/power-out operations and

maximizes efficiency for peak hour aircraft maneuvering.

Terminal 1 Apron

Terminal 1 Expansion – Arrival Level

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South Terminal Precinct Expansion (Terminal 3 & 4)

The STP would cater to a demand level of 79 MPPA – 44 MPPA domestic and 35 MPPA international - in

2034. T3 would be reconfigured to accommodate 45 MPPA – 35 MPPA international and 10

MPPA domestic. New terminal construction (T4) would provide a domestic capacity of 34

MPPA.

Gate Configuration

In 2034, STP would provide 60 domestic and 45 international operational stands. Piers A, B, C

and around 4 gates of Pier D of Terminal 3 will handle international flights. The remaining Pier D

gates and Pier E (a new pier with 12 Code C PBB’s and 2 remote stands) will manage domestic

operations.

T4 piers, Pier Y and Pier Z will handle only domestic flights. 4 Pier Y gates will be Code E MARs

with the flexibility to accommodate 2 Code C aircraft per gate. Pier Y has 22 Code C, or 14 Code

C and 4 Code E gates. Pier Z has 20 Code C gates. To preserve the flexibility to up gauge in case

of fleet mix changes, all T4 gates should have apron-drive PBBs. The T4 apron has several

remote stands for RONs and tows. Opportunities to swing Pier Y in T4 and Pier A in T3 need to

be explored and would reduce the gating requirement of Pier E.

2034 South Terminal Precinct Plan

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Terminal 3 Expansion

An infill on the south side between

T3 and Pier C/D will provide a 10

MPPA domestic passenger capacity.

Domestic passengers departing out

of T3 will need to turn left after

checking in to access the infill,

which will provide them direct

access to Pier D and Pier E domestic

gates. A wedge-shaped link will

connect the domestic sections of

Pier D and Pier E.

The departure levels of T3 and the

infill will be at the same elevation.

The infill’s departure level will have

20 security check points and some

retail concessions in the security

hold area. The infill’s arrivals level

will have vertical circulation to go

up to the infill’s departures level, or

down to the bag claim hall and

security check points to screen the

D-D transfer passengers before they

proceed to the security hold area at

the departure level of the infill.

The link to Pier D provides

circulation, seating and concessions

facilities. The concessions area is

optimally located to enable

passengers to stay close to their

departures gate.

Terminal 3 Plan

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Terminal 4

T4 would be a domestic terminal, equipped with 38+ Code C and E MARs gates, thereby

providing domestic carriers the flexibility to up gauge aircraft. The terminal head house requires

a total area of about 151,464 m2 and the 2 angled piers require an area of about 60,000 m2.

The capacity of T4 is pegged at 34 MPPA.

Terminal 4 Area – Space Program

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3.6. Rrequired along with estimated quantity, likely source, marketing area of

final products, mode of transport of raw material and finished product

Airport being a service industry doesn’t process any raw material or deal in production

of products. The infrastructure build will be used to provide service to passenger and

airlines. Resources such as Drinking Water, Energy & Fuels will be used to provide best

in service passenger and airlines.

3.7. Resource optimization/recycling and reuse envisaged in the project

During construction material will be used as per requirements with the focus of

resources conservation.

It is proposed to reuse of an existing building materials where were possible during the

construction phase.

During operation the input resources such as Drinking Water, Energy & Fuels will be

used as per requirements with the focus of resources conservation & resource

optimizations.

During operation Municipal wastes will be managers per legal requirements; two bin

systems will be followed. All the recyclable wastes collected will be recycled by the

service provider and biological wastes will be composted away from the airport by

municipal authorized facilities.

The waste water generated will be treated and reused for flushing, horticulture and

HVAC (Heating Ventilation and Air Conditioning) activities. 15 MLD Sewage Treatment

Plant is operating 24x7, with the focus of zero discharge. Current sewage treatments

plant will facility all needs of water treatment requirements.

Waste such as Hazardous waste, E-Waste and Batteries will be managed as per

regulatory requirements.

Use of fly ash use will be considered as a part of resource optimization, recycling and

reuse as per engineering and operational requirements.

ISO 50001- Energy Management System is in place, energy conservation, energy

efficiency will be considered as a part of resources conservation & resource

optimizations.

Currently IGIA have 7.84 MW Solar PV systems for renewable energy generation. Use of

renewable energy and capacity enhancement will be considered for energy resource

optimization.

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3.8. Availability of water its source, energy/power requirement and source

3.8.1. Water

The water demand for the project will be met by different sources such as municipal water

supply, Delhi Jal Board and ground water resources. Total water consumption for 2015-16 was

3.9 MLD.

Proposed Water Requirement

- Water Demand Calculation Breakdown for Airport Facilities

- Water Demand Calculation Breakdown for Hotel and CPD

- Water Demand Gap Analysis

Water Demand Calculation Breakdown for Airport Facilities

Water Demand Calculation Breakdown for Airport Facilities

Water Demand Gap Analysis

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3.8.2. Energy

The energy to be consumed will be sourced from grid through M/s BSES Rajdhani Power

Limited. At present, to meet power grid failures, emergency power backups are provided with

the capacity of 42 MVA (Captive power plant of 14 x 3 MVA DG sets). The current operating

load is 45 KVA, connected load is 100 MVA. The total energy demand for the various Phases of

operations is given below.

Phase DEMAND LOAD AT

66KV S/S LEVEL (MVA)

3A 228.09

3B 30.94

4 23.59

TOTAL ESTIMATED LOAD

282.62


renewable energy and solar PV capacity enhancement will be considered as an energy resource

optimization program.

3.9 Quantity of wastes to be generated (solid) and scheme for their

management/ disposal It is unlikely that the current project development would have any significant impact on solid or

hazardous waste.

The company will follow rules and regulations with respect to handling and disposal of

Hazardous waste in accordance with the Hazardous Waste (Management, Handling and

Transboundary Movement) Rules 2008, as may be amended from time to time. The Hazardous

waste will be stored in separate designated hazardous waste storage facility.

Hazardous nature wastes generated at IGIA premises are engine oil, hydraulic oil, transformer

oil, lube oil and gear oil which are categorised under waste stream 5.1 (Used/spent oil) of

Hazardous Wastes (Management, Handling & Transboundary Movement) Rules, 2008. These

wastes were generated during maintenance of vehicles/equipment in workshops and electrical

sections from DG sets. No other hazardous waste is generated. Used oils/lubricants are stored

in barrels and being disposed in accordance to Hazardous Wastes (Management, Handling &

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Transboundary Movement) Rules, 2008 to authorised recyclers. DIAL had obtained

authorization under hazardous waste (M, H & TM) rules 2008 from Delhi Pollution Control

Committee (DPCC) on 29/1/2013 for five years valid from 06/06/2011 and valid till 05/06/2016.

DIAL has applied for the renewal of authorization on 09/05/2016and same is awaited. During

2015-16, 3.5 KL of Used Oils disposed to authorized recyclers. Hazardous Waste is regularly

disposed through recyclers which have authorization from Central Pollution Control Board

(CPCB), New Delhi.

Some of the precautions of storage and handling of hazardous materials and waste will be

followed are:

Dyked enclosures would be provided which will be able to contain complete contents of the largest tank. Diesel and other fuels would be stored in separate enclosures

Wherever possible, hazardous raw materials would be substituted by nonhazardous materials, such as cleaning solvents can be replaced with film-free biodegradable cleaners, usage of non-chlorinated strippers instead of strippers containing methylene chloride and substitution of water based paints for oil based ones

Separate storage of waste paints and thinners, contaminated rags and brushes to facilitate recycling and reuse. Rags could be laundered for reuse

Installation of on-site recycling equipment to be considered by large painting subcontractors

Vehicle maintenance area to be designed to prevent contamination of ground water by accidental spillage of oil; and maintaining appropriate inventory control.

Wastewater from the project will be treated in the existing treatment plant and will be reused for HVAC purposes. The increase in waste water would be well under the capability of the current wastewater management system and thus no substantial changes are anticipated.

DIAL is complying with all the applicable laws, rules and regulations with regard to the Solid

Waste Management at the IGI Airport. The overall management of solid waste is done by service

provider, currently M/s Delhi Waste Management (DWM) Company, Delhi for IGI airport, as per

the management of municipal solid waste parameters regarding collection, segregation, storage

and transportation. Waste is transported by using fully covered, specialized vehicles like

compactors and dumper by M/s DWM directly to MCD run compost/waste to energy plant.

Currently municipal solid waste of 10.57 MT/day recycled and 7.72 MT/day Municipal Solid

Waste/ Garbage disposed in MCD approved Compost and energy plant through service provider.

As per the current practice, during construction and operation phases twin bin system for

municipal waste collection and segregation will be adopted in the entire IGI Airport

infrastructures both terminal buildings and airside with signage supports in segregation of

waste at source by passengers, concessionaires and all service providers.

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4. Site Analysis

4.1. Connectivity

IGI Airport is highly connected with multimodal transport facility with dedicated metro express,

6 lane road infrastructure and northern accesses tunnel help in reducing vehicle use and traffic

conjunction. Surface access solutions have been identified to provide capacity to meet traffic

demand beyond 2034. The Delhi Metro to Terminal 1 and the inter-terminal APM will enable

IGI airport to cater to over 80 million origin-destination passengers.

Key features of the long-term development plan for the NTP include the following:

- Realigning departure kerb to allow

straightening of an airside road to

facilitate LVP operations

- Multilevel car parking area, adjacent to

T1D, to meet future passenger car

parking demand. Widening the current

departure kerb to provide additional

capacity.

- Flexible-use surface car park,

depending on operational needs, such

as VIP parking, commercial district

parking, executive employee parking,

etc. The car park is also the site for a

future inter-precinct rail station,

connecting the NTP and STP, which

may take the form of an automated

people mover (APM) or metro rail

connection.

- Bus loading area and staging lot north of the expanded Terminal 1D. Depending on on

the operational preference, this area may be used for both passenger pick-up and drop-

off.

- Employee car parking area within the NTP is provided for designated (managerial)

employees requiring close access to the terminal buildings. Other employees will park in

remote parking lots within the STP. A bus shuttle service will be provided to the remote

employee lot.

Phase 3A Plan

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Roadway Access:

- The existing access road network to T1 has sufficient capacity to accommodate a

demand level of 30-35 MPPA. Keeping the landside constraint in mind, the expansion of

T1 will augment capacity of the terminal to 30 MPPA. The Delhi Metro to T1 is expected

to reduce the burden on the roadway system significantly.

- Terminal 1 kerbside would be expanded to meet a future demand of 30 MPPA. The

departure kerb is elevated while the T1C arrival kerb is at ground. The percentage of

passengers taking public transit modes to the Airport would increase, resulting in a

decrease in kerbside requirements in the long term.

- Lane requirements are estimated based on the maximum PCU per lane at LOS C. Access

roadway lane requirements are calculated based on the IRC Design Standards, according

to which, one lane of traffic operating at LOS C can accommodate 950 PCU/hr. Based on

the analysis at least 2 lanes are required to access the T1D departure kerb and T1C

arrival kerb. However it is recommended to use 3 lanes for improved traffic flow.

- The departure kerb of T1D will be widened to provide for inner, outer and centre kerb

(while the existing kerb will still be used) along with the realignment of the access ramp,

The departure ramp needs to be realigned to facilitate LVP operations by the

straightening of the airside road parallel to Runway 10-28, to meet the future demand.

- The kerbside requirement in 2025 is 190 m which exceeds the available length of 160 m.

Taxis primarily use the centre kerb. However, during traffic overflow taxis can be

directed to use the inner kerb. Bus and VIP demand requires less than available length

providing additional capacity for taxis.

Parking:

- The public parking requirements are divided in 2 categories based on the duration of

parking where long duration indicates overnight parking. In 2025, the parking demand

level of NTP will be the greatest and 2,900 passenger car spaces will be required to meet

the future demand.

- A MLCP will be constructed on the site of the existing T1D car park to meet the demand.

The 6 level MLCP will provide 3000 parking spaces.

- As land area within the NTP is both very valuable and constrained, we recommend the

following strategy for providing employee car and two-wheeler parking at the Airport.

- A “flexible parking” lot is designated across the arrival kerb roadway from T1C. The

surface car park with a footprint of 6400 m2 will accommodate approx. 200 passenger

cars. This parking lot, depending on operational needs, can be used for VIP parking,

commercial district parking, additional employee parking, etc.

- The inter-precinct rail station will be below the site of terminal. Pedestrian tunnel will

be used for access between car park and the T1 Delhi Metro.

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Bus Staging:

- A site located to the north of T1C extension has been identified for bus staging facility.

Given its close proximity to the terminal, this site—depending on operational

preference—may be used for passenger loading and unloading. Due to its multi-

functionality this site is called the “NTP Coach Transport Centre”.

- The tourist coaches could continue to use the departure level kerb for passenger drop-

off while the passenger and long distance buses could use the Coach Transport Centre

for both pick-up and drop-off. Additional staging facilities will be provided in STP, due to

the land constraints in NTP.

Rail Access:

- A Delhi Metro Rail station (presently under construction) will connect the NTP to the metro rail network. The station will be close to both T1D and T1C. The future inter-precinct rail station will be located under the T1 flexible surface car park.

The key features of the development plan for the STP area are:

- Maintain Terminal 3 Facilities: Allow

expansion in the core terminal area for T4

without major impacts to existing landside

facilities at T3.

- T4 Multi Level Car Park: New car park

adjacent to T4 to meet passenger car parking

demand.

- Inter-Precinct Rail Station: Rail station (metro

rail or APM) to prov ide grade-separated

connectivity between the STP and NTP, with

intermediate stations at Aero City and the

Cargo / Commercial Area.

- STP Coach Transport Centre: Centralized bus station to serve both T3 and T4.

- A dedicated Cargo Road (2+2 lanes with 2 m median) is planned to provide access to the cargo zone from NH-8 corridor.

- The dedicated Cargo Road (2+2 lanes) and Radisson Road (4+4 lanes) have sufficient capacity to meet future demand. However, the Northern Access Road and Central Spine Road need to expand capacity to avoid peak hour operating conditions of LOS E and F. Though the planning target is LOS C, brief periods of LOS D are acceptable for long-term planning.

STP Facilities

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Northern Access Road Improvements:

The corridor width must be preserved to allow for 5+5 lanes within the Northern Access Road

corridor because of the following reasons:

- It is assumed that the Northern Access Road will continue to be the main access route

for traffic arriving from central and north-east Delhi into the STP.

- The airport bound traffic will prefer the Northern Access Road over the Radisson Road,

due to congestion along the NH-8 corridor.

- The Northern Access Road is forecast to operate at LOS F in the near term due to heavy

congestion. In the near-term, the available roadway capacity may be used for inter-

precinct buses to improve connectivity between the terminal precincts.

Roadway improvements will include projects on 3 major sections:

- Northern Access Road Corridor Widening: Widening of the section from central spine

road to the tunnel to 5+5 lane.

- Tunnel Expansion: Constructing a new 5 lane tunnel to the east as the two existing

tunnels running under the approach area, east of the Runway 10-28 cannot be

expanded.

- Roadway Widening: Widening the roads to the north of the existing tunnels to

accommodate 5+5 lanes.

- The 36 m right-of-way between the tunnels and the NSG junction provides adequate

land to widen the roadway (north of the tunnels) to 5+5 lanes. This provides additional

capacity and eliminates or minimises the need to acquire land. However, the final

roadway design and the detailed land survey will determine the need to acquire

additional right-of-way for the roadway expansion.

- The east-west section of the Northern Access Road (north of Aero City) need to

accommodate the following facilities need to pass from the north to the south through

this 78 m wide corridor:

The airside service road

The airside security fence (and buffer)

The Cargo Road carriageway (2+2 lanes)

The Northern Access Road carriageway (5+5 lanes).

- To accommodate the new Cargo Road and the widened Northern Access Road, the

existing airside boundary fence needs to be moved approx. 28 m to the north.

- The expansion of the Northern Access Road and the Cargo Road would require a 57 m

corridor to the west of Aero City.

- A flyover will be used to connect the southbound lanes of the Northern Access Road to

the westbound lanes of the Central Spine Road (towards T3 and T4), improving traffic

flow by avoiding the existing traffic signal.

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Central Spine Road Improvements:

- An increase in the number of lanes from the current 4+4 lanes to 6+6 lanes is

recommended. This number of lanes excludes merging and acceleration lanes, which

increases the total number of lanes within certain segments of the Central Spine Road

corridor. A single expansion project to 6+6 lanes is recommended to avoid separate

construction projects affecting IGIA’s main access road.

- Expansion of the Central Spine Road to 6+6 lanes will allow enough of a turning radius

for cars, trucks, and buses to utilize the existing u-turns along the central median of the

road. This was confirmed with an analysis of turning vehicles using Simtra PathPlanner

software.

Terminal Kerb Access:

- The roads providing access to Terminal 3 are maintained throughout the planning

period. Terminal 4 access will be from the Central Spine Road to an elevated flyover,

which passes over the ground-level exit roadway from Terminal 3. Once the flyover

passes over the exit roadway, vehicles to the departure kerb will stay to the right on an

elevated roadway. Vehicles accessing the arrivals kerb will stay to the left and along a

down-ramp going to ground level.

- T4 is to be constructed in two phases, with the initial phase to the west of the site and

extending it eastward in a later phase. Due to the cost and operational challenges, the

entire terminal kerbside and access roadways should be constructed in one project. The

kerbside configuration is expected to meet demand through the long-term planning

period.

Parking:

- An 8-level car park, with two underground levels will serve the T4 public parking

demand. A 50 m safety buffer will be maintained between the public parking facilities,

and all terminal facilities and the airside boundary. An elevated ramp over eastbound

Central Spine Road lanes will provide primary access to the car park while a ramp

connecting the departure kerb to the car park will provide secondary access, convenient

for drivers to drop off passengers at the kerb.

- Employee Parking: T4 will have ground-level pedestrian access from the car park. A very

limited area is provided for dedicated employee parking adjacent to the terminals. The

remote employee car park parcels provide 45,000 m2 of surface parking.

- A 5,100 m2 flexible parking lot, across the arrival kerbside roadway from T4 that

accommodates approx. 200 passenger cars, can be used for supplementary VIP parking,

commercial district parking and additional employee parking as per operational needs.

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- A 33,000 m2 remote taxi staging area for 1,300 taxis has been identified within the STP. This area, which represents 80% of the long term remote staging demand respectively, can be reduced by effective taxi management protocols.

- The proposed construction of a Coach Transport Centre along with the development of T4 will improve bus transportation within the STP. The facility will be used by both T3 and T4 passengers for various types of buses as per operational preference. Pedestrian corridors that connect T3 and the Airport Express rail station can be extended to provide access to the Coach Transport Centre .The site will also have loading and unloading bays. An approx. 20-bay facility next to the Coach Transport Centre will provide an additional 150 bus staging spaces.

Cargo Terminal Connectivity:

- A new 4-lane dedicated bi-directional Cargo Road, for serving the cargo zone will be

constructed. This will segregate passenger traffic and cargo traffic and complicated

turning movements to access Cargo area on the central spine road.

- Two parcels located along the Cargo Road, to the east of the existing cargo area will

serve as replacement staging areas when CPD parcels are developed in the current

cargo staging area. The two parcels will enable arriving cargo vehicles to park in the

staging area before proceeding to the cargo zone.

- Existing staging area is about 27,000 m2 of unpaved ground. The replacement area of

23,850 m2 is adequate to meet future demand.

Inter-Precinct Connectivity:

The largest populations moving between the two zones include:

- STP employees commuting to and from IGIA via the Delhi Metro station at T1.

- T1 arrival passengers transferring to international or domestic flights in the STP.

- STP arrival passengers transferring to a flight at T1.

- STP passengers and associated meeters/farewellers travelling to and from IGIA via the

Delhi Metro Rail.

- STP arrival passengers, who drive themselves to IGIA on departure, but depart from the

NTP (or vice versa).

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Various modes of connectivity to site:

Roadway Access Four roadways provide the main access into the IGIA, described below: Northern Access Road towards T3 T1 entry and exit roads Radisson Road from the Radisson round about to airport. Mahipalpur Road providing access to Terminal 3 The Northern Access Road is the primary road providing access

to Terminal 3 and is operating at LOS D during the peak hour.

Public Transport Access

- Airport Express Metro is an express rail service providing access from Terminal 3 to central New Delhi. It is unique in that passengers may check in to their flight and check baggage at the downtown New Delhi station, for selected airlines. - Delhi Metro Rail line is under construction with a station to be located adjacent to Terminal 1C. The line will run north of the Airport along Dwarka Road. Tunnels underneath the access roads will connect the terminal complex to the Metro station.

Airport Express Bus

- Presently, the Delhi Transport Corporation (DTC) operates a 24-hour Airport Express Bus originating at T3, passing T1, and terminating at the Inter State Bus Terminus (ISBT) near Kashmiri Gate.

Interstate Buses

Long-distance bus service is provided from the Airport to locations outside of metropolitan Delhi. From Terminal 3, interstate passengers alight adjacent to Terminal 2 or at the Public Transport Centre.

Taxis

- Taxis are second to private cars as the most common mode to access the airport. There are two kinds of taxi services at the airport: radio taxi and pre-paid (“yellow & black”) taxis.

Auto Rickshaws Auto rickshaws are an inexpensive and convenient mode of transport for some passengers. Although autos may access the ground level of Terminal 1D to a designated drop-off location, they are prohibited from the Central Spine Road and thus from accessing Terminal 3. Any Terminal 3 air passengers wishing to use autos must go to the Public Transport Centre and then transfer to the intra-terminal shuttle bus.

Automatic Passenger Mover/Metro Rail connections

Inter-precinct rail station, connecting the NTP and STP, which may take the form of an automated people mover (APM) or metro rail connection.

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4.2. Land Form, Land Use and Land Ownership:

The proposed land is categorized under industrial area and the land has been allotted to Airport

authority for airport development and operation purpose. As per Delhi Master Plan 2021 the

land has been embarked as Transportation.

4.2.1. Land Use

Land use has been categorized based on the following functional groups:

Airfield Dependent: Land uses with the highest location and area priority include those

that are fully within the airfield, or overlapping the airside-landside boundary.

Airport Supporting: Land uses with functional priority include those that are required for

the airport to function. Their location may be on the airside or landside but preferably

within the airport boundary.

Landside Commercial: Land uses that are fully landside and provide non-aviation

revenues. These uses have flexibility of location but should not interfere with the

functional operation of Airfield Dependent or Airport Supporting Land Uses.

Infrastructure and Open Space: These land use areas are determined by the needs of all

the land uses above. Since supporting infrastructure must be within the development

areas the first three groups determine the area required for this group. Open space

includes those areas remaining which cannot be developed.

IGIA 2034 Land Use Summary Areas and Percentages

Facility Categories for Land Use Functional Groups

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IGIA 2034 Land Use Summary Areas and Percentages

4.3. Topography

The picture given below gives the site topography.

IGI Airport Map

Land Use Plan 2034

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4.4 Existing Land Use Pattern

Existing Airport land allotted by Government for airport development and operations, it is as

per Master Plan 2021 embarked as Transportation & it is an industrial land used airport

business functions. There is no forest area, river & agriculture land associated with the existing

project land. The nearest boundary of forest is Central Ridge Reserved Forest which is more the

14-km from project boundary. There are no natural water bodies nearby; the major water body

available is Najafgarh Nalla which is 10 km from project site. National park, wildlife sanctuary

and eco sensitive area are quite away from the project site. There is no CRZ associated with the

project site.

4.5 Existing Infrastructure

Indira Gandhi International Airport is emerging as an important center for aviation growth due

to its central position with respect to Europe, Asia and Africa. Keeping in pace with the

increasing global customer expectations, the facilities and features at the DIAL airport have

continuously been upgraded to meet international standard. The major facilities at IGIA are

categorized as Airside, Terminal, Landside, Cargo & Support.

At present, there are three active passenger terminals, Terminal 1, Terminal 2 &

Terminal 3

Having two main Cargo Terminals by Celebi & Delhi Cargo Service Center and 5 Cargo

facilities & sheds such as Transit Cargo Sheds, Blue Dart facility, Domestic Cargo

Terminals, Express Facilities & NACIL.

Currently IGI Airport has three runways:

o Runway 11-29, 4,430 m × 75 m (14,530 ft. × 200 ft.) Code 4F, with CAT IIIB ILS and

AGL on both sides.

o Runway 10-28, 3,810 m × 45 m (12,500 ft. × 151 ft.) with CAT IIIB ILS system and AGL

on RWY 28, CAT I on the other end.

o Runway 09-27, 2,813 m × 45 m (9,229 ft. × 148 ft.) with CAT I facilities.

o At present Runway 11-29 is operated in mixed mode while Runways 10-28 & 09-27

are operated in segregated modes to meet the air traffic requirements.

Four roadways provide the main access into the IGIA, described below:

o Northern Access Road towards T3

o T1 entry and exit roads

o Radisson Road from the Radisson roundabout to airport.

o Mahipalpur Road providing access to Terminal 3.

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o The Northern Access Road is the primary road providing access to Terminal 3 and is

operating at LOS D during the peak hour.

Other public access facility are Express Metro and Metro Rail

Support facility are:

o Airport Rescue and Fire Fighting (ARFF)

o Fuel Farms

o Ground Service Equipment Staging and Storage

o GSE Maintenance & MRO’s

o Flight Cater Facilities

o Airport Administrations buildings

o Aerocity

o Passenger & Employee parking area

o Passenger Transport Center

o Power Stations

IGIA Airside is mainly comprised of:

The runway and taxiway system including adjacent restricted areas.

Aircraft Aprons designated for passenger aircraft, cargo and aircraft maintenance.

Visual aids on runway, taxiways and aprons to secure that aircraft can operate safely on

a 24 hours basis.

Navigational aids to secure the safe operations of aircraft when approaching, landing or

taking off from the airport.

Equipment for collection of surface meteorological data to serve air traffic controllers,

local meteorological services and forecasts

Air traffic control systems such as radio communication equipment and radar systems

Fuel Hydrant System

Fences and gates, drainage, water harvesting, airport rescue and firefighting facility and

vehicles and other equipment related to the airside.

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Existing Facilities at IGIA

IGI Airport Existing Facilities

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4.6 Existing Sustainable Infrastructure and Practices

At IGI Airport, DIAL is committed to conduct our business in an environment friendly and

sustainable manner by minimizing the impact of our activities on the environment with

necessary pollution control systems and safeguards. Environment Management is an integral

part of our business strategy towards achieving credibility and sustainability.

IGI Airport Green Infrastructure

IGI Airport operated with high focus on sustainable development in its function and around its

region by incorporating modern infrastructural development technique, advanced energy

efficient technologies, environment conscious work culture, collaborative and airport

partnerships program with regulators, stakeholders and communities. It has developed

strategies towards environment sustainability by balancing the triple bottom line requirements

of business. These strategies have yielded Terminal 3 of IGI Airport its first LEED Gold

Accredited airport in the world for its green footprint and first airport in the World to achieve

UNFCCC Clean Development Mechanism accreditation for its energy efficiency measures

adopted. Environment friendly infrastructures such as Sewage Treatment Plant, Water

Treatment Plant, Bridge Mounted Equipment, Fuel Hydrant Systems, and Multimodal Public

Accesses at IGI Airport have been benchmarked across the industry.

Water Treatment Plan (WTP)

Water treatment plant of 5 Million Litre per Day (MLD)

capacity is operating at IGI Airport to deliver good quality

portable water. State of the art separation technology

system is adopted to process the water and to meet the IS

10500 portable water quality and airlines quality criteria. It

is an automated controlled infrastructure, equipped with

energy efficient filters, pump and lightings. Variable

Frequency Drive pumps with pressure sensor controls the

pump flow volume by changing the speed and load as per

requirement. WTP infrastructure includes natural aeration,

Dual Media Filters (DMF) and Activated Carbon Filters

(ACF) followed by low pressure thin film composite

Ultrafiltration (UF) and Reverse Osmosis (RO) membrane

systems.

Water Treatment Plant

Water Treatment Plant

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Sewage Treatment Plan (STP)

Sewage Treatment Plant (STP) of 15MLD capacity is operating to treat the wastewater

generated from IGI Airport. It is a biological treatment method with nitrification and de-

nitrification treatment process. Treated water is processed with extend aeration before it is

being used for horticulture purposes. It also comprises of advanced treatment system such as

ultra-filtration (UF) and Reverse Osmosis (RO) to process the waste water for HAVC use. State

of the art circular bio reactor (nitrification and de-nitrification) chamber is process and energy

efficient. This continuous mixed plug flow bioreactor is selected due to high rate of biological

conversion than the conventional. It is equipped with high efficient porous membrane diffused

aerators to achieve the aeration with less residence time and high rate of air diffusion and mass

transfer. This plant is equipped with all primary, secondary and tertiary treatment system with

high efficient centrifugal sludge ticking unit. The clarified waster is further processed through

Dual Media Filters (DMF). State of the art membrane (UF & RO) system is used to process the

biologically treated and filtered water to meet the quality criteria of HVAC system requirement.

Entire STP has automated, controlled infrastructure, equipped with energy efficient filters,

pump and lightings. Variable Frequency Drives, pumps, sensors and controllers of flow, level

and pressure are main feature of this plant.

Fixed Electrical Ground Power (FEGP) & Pre Conditioned Air (PCA)

The bridge mounted equipment installed at IGI airport

comprising of Fixed Electrical Ground Power (FEGP) and

Auxiliary Power Unit (APU) supports the green building

initiative at IGI Airport. There are 78 stands at T3 equipped

with FEGP & Pre Conditioned Air (PCA) units which

prevents the use of Auxiliary Power Unit (APU), thus the

carbon emissions due to fuel combustion and related

Sewage Treatment Plant

Use of FEGP

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noise from aircraft APU gets reduced.

Integrated Building Management System:

Integrated Building Management System (IBMS) provides optimized energy efficiency, indoor

air quality, and occupant comfort, and sets the stage for minimal operation and maintenance

costs. A properly designed and executed IBMS generates substantial operational cost savings

and energy efficiency. IBMS controls HVAC systems operations for optimum flow of air and

temperature in the region, it controls lighting as per the passenger movement and lux

requirement and day lighting availability, it is also controlling indoor air quality in the terminal

building by allowing intake of fresh air. The entire lighting system is integrated with movement

sensors and programmed as per time schedules. It also provides optimum use of terminal

building zones according to the aircraft gate allocation. It allows the terminal to operate with

maximum energy performance by modeling, sensing, optimizing data and controlling the

electrical outputs to HVAC, Lighting, VFDs, ventilation, escalators and travellators.

Fuel Hydrant System

State of the art fuel hydrants system has been incorporated in the

T3 Apron’s to avoid fuel spillage, vaporization loss and vehicular

emissions. Fuel hydrant networks provides safe and clean aircraft

fuel supply service through a dedicated fuel circulation line from a

common storage facility to the aircraft fuel uplifting point. It also

has an intermediate residue collection and filtration chamber

which allows smooth and safe uplifting of aviation turbine fuel by

a dispenser to the aircraft. This environment friendly green

infrastructure prevents the soil contamination, water pollution, air

emission and highly supports in safe aircraft operation at T3.

Landscaping & Irrigations Systems

Landscaping and Tree plantations are very important green

initiative at IGI Airport. A very intensive and dense landscaping

works have been carried out at the IGI Airport cover more than

120 acres of land using thousands of medium to big shrubs and

trees besides lakhs of ground covers on the available land as per

the master plan. DIAL has planted and maintaining more than

19,000 trees around various water bodies in New Delhi. Entire

landscaping is irrigated with treated waste water having drip

Use of Duel Hydrant

Landscaping

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irrigation and automatic water efficient water dispensing system.

Multimode Connectivity

Terminal 3 is highly connected with multi modal transport facility which reduces pollution and

land development impacts from automobile use. Dedicated metro express, 6 lane road

infrastructure and northern accesses tunnel help in reducing vehicle use and traffic conjunction,

it also significantly contributes in emission reduction and resource conservation. The metro rail

station is located within 250 m from the building entrance. More than 5000 cars parking facility

with natural light system is also located within the T3 infrastructure along with electrical

charging facility.

Solar Power Plant

To promote green energy, DIAL has installed a 7.84 MW

solar power plant which helps in minimizing the

dependency on electricity supplied by the grid, supports in

Climate Change mitigation actions and emission reduction

initiatives of Airport. This mega scale installation is one of

the unique features at IGI Airport which was installed after

conducting a glare and radiation impact study on the

airport operation navigational system and glare to pilots to

ensure the safety of aircraft operation. DIAL has also

installed solar water heating systems to meet the hot

water demand through solar energy in the terminals.

Chillers & HVAC Systems

The central air conditioning system installed in IGI Airport is

highly energy efficient. The vapor compression chillers are

based on dual compressor system for optimum energy

utilization. The total capacity of the HVAC system at T3 is

20000 TR (8×2500 TR), which makes it one of the largest

Multi-Level Car Park Metro CNG Station

Solar Plant

Chiller System

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HVAC systems in the country. It comprises of energy efficient pumping systems (VFD installed

secondary pumping circuit and Cooling Tower fans). The total capacity of the cooling tower

system is 24000 TR (8×3000 TR). The entire water required for HVAC is being met by treated

water of STP, located in IGI Airport. Thus the requirement of freshwater for HVAC is eliminated.

DIAL has also implemented “Enhanced Refrigerant Management Systems” as a continued effort

to minimize environmental footprint. DIAL uses refrigerants such as R134a, which has Zero

Ozone Depleting Potential (ODP) as refrigerants in HVAC & refrigeration systems (HVAC&R).

Rainwater Harvesting:

IGI Airport has installed more than 300 rainwater

harvesting wells to harvest rain water and support

water sustainable operation. Rainwater harvesting

helps in improving the water resource at site as

well as neighborhoods around the airport. To

improve the Rainwater harvesting wells, most of

these structures were installed in the storm water

drains and all the roof top water from the buildings

are collected and possessed through harvesting

well. Water harvesting structures of 2 wells is been

converted into 3 wells in the potential areas which resulted in higher water percolation.

Further, the storm water downfall was controlled at the airport premises to increase the

rainwater holdup and recharge ability.

Energy Management at IGI Airport

Energy conservation is one of the key initiatives being adopted at IGIA. In this regard, IGIA has

achieved energy saving of 22% in the last five years from various energy conservation practices

jointly implemented with the cooperation of entire airport community. The Energy

management System at DIAL is certified under ISO 50001:2011, Certification Aug’2011 and is

the “FIRST Airport in the World” to be certified under ISO 50001:2011. In addition to enhance

energy conservation measures at terminals various energy efficiency measures have been

considered which includes VVVFD (Variable Voltage Variable Frequency Drives) in Travellators

and Escalators, Energy Efficient Chillers, VFD, Energy Efficient Building Envelopes. The energy

efficiency measures at IGI Airport have been registered as a Clean Development Mechanism

project under United Nations Framework Convention on Climate Change (UNFCCC). IGI Airport

is the First airport in the world to achieve this registration with UNFCCC.

Rainwater Harvesting

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DIAL has adopted the Green Company Rating System under CII and is the “First Airport in India”

to achieve the prestigious “GreenCo Platinum rating”. This framework helped us in assessing

our environmental performance in eight environment related parameters that is Energy

Efficiency, Water Conservation, GHG emission, Renewable Energy, Waste Management,

Material conservation and Recycling, Green Supply Chain and Innovations. DIAL also achieved

National Energy Excellence & Efficient Award from CII – GBC from 2012.

GreenHouse Gas Management:

DIAL being a responsible organization has taken up various initiatives to support in preventing

climate change. Carbon Emissions management is emphasized with DIAL regularly reporting

carbon/ GHG inventories to regulators, in fact DIAL has achieved ACI Airport Carbon

Accreditation- Level 3+ (Neutrality), DIAL is the first airport in Asia Pacific Region to have this

credentials & GHG inventories of DIAL is ISO 14064 certified.

Airport Collaborative Decision Making System is in pl ace to control the aircraft emissions. By

adopting Airport Collaborative Decision Making (ACDM) system and mixed mode operation in

all runways, the aircraft delays and its related emissions are reduced. As a part of emission

reduction initiative airlines are advised to start the engine after getting permission from Air

Traffic Controller (ATC).

At airside all passenger coaches are made to operate using CNG at airside and CNG Refilling

Station has been commissioned at IGIA, most of the airside vehicles are run by CNG. Multiple

cross and parallel taxiways made available so as to minimize extensive aircraft taxing time for

aircrafts approaching to and fro and related emissions. DG Sets are fed using Low Sulphur

Diesel at Airside & wet scrubbers have been installed along with exhaust and regularly

monitored.

ACI Carbon Accreditation

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4.6 Soil Classification

The area is mostly covered with soil mostly light with subordinate amount of medium texture

soils.

4.7 Climate data from secondary Sources

The climate of New Delhi is a monsoon-influenced humid subtropical climate with high

variation between summer and winter in terms of both temperature and rainfall. The

temperature varies from 46 °C in summers to around 0 °C (32 °F) in winters. The area's version

of a humid subtropical climate is noticeably different from many other cities with this climate

classification in that it features long and very hot summers, relatively dry and mild winters, a

monsoonal period, and dust storms. Summers are long, extending from early April to October,

with the monsoon season occurring in the middle of the summer. Winter starts in November

and peaks in January. The annual mean temperature is around 25 °C; monthly daily mean

temperatures range from approximately 14 to 34 °C. New Delhi's highest temperature ever

recorded is 49.1 °C while the lowest temperature ever recorded is −3.2 °C . Those for Delhi

metropolis stand at 49.9 °C and −3.2 °C respectively. The average annual rainfall is 784

millimeters , most of which is during the monsoons in July and August

4.8 Social Infrastructure

DIAL-CSR activities are carried out through the DIAL-Varalakshmi Foundation, which is guided

by Corporate Social Responsibility arm of the GMR Group. It performs its functions majorly on

the following social needs:

Education

Health, Hygiene & Sanitation

Empowerment & Livelihoods

Community Development

DIAL believe in sharing a special and continuing responsibility towards the society. The CSR

activities were initiated in Delhi since June, 2006. During this period several key CSR activities

took place in three communities linked to Indira Gandhi International Airport, Delhi. These are

Mehram Nagar village, Savda Ghevra JJ Colony and Shahabad Mohammadpur. Besides, DIAL

CSR is running a full-fledged vocational training center for the dropout youth from under-served

communities.

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The key activities implemented during by foundation are:

Education

The GMRVF team believes that quality education to all is essential to ensure social progress and

a good contribution towards this will be strengthening the government education system. With

this in mind, a range of programs were implemented.

Support To Govt. Schools Towards Quality Education

o Kid Smart Centre - Most of the children in Savda Ghevra JJ colony and Shahabad

Mohamadpur are studying in nearby MCD (Municipal Corporation of Delhi) School.

Towards creating an appropriate learning environment and improving the quality of

education, the “Kid Smart Program” (Technology-enabled early learning program) is

being running at two of the MCD Schools (I Block, Savda GHevra & Boys MCD

Primary School, Shahabad MOhammadpur) in partnership with IBM.

o 'School of Joy' BALA BADIS Bala Badis offer pre-school education that fosters all-

round development of children below the age of 5 years. DIAL-CSR is running 4

BalaBadis benefiting 122 children in Savda JJ colony & Mehram Nagar.

Education Support

o After-School Learning Centre (ASLC) - Supporting Children through Remedial Classes

To engage students in productive activities and to create interest in studies, DIAL-

CSR organizes after school learning activities for school children. Along with

prescribed school syllabus, the children were encouraged to participate in extra-

curricular activities also. 230 students have been benefitted in current reporting

period.

o Bridge Course for Dropout Girls - To support girls’ education and to develop and

enhance their chances of progressing in mainstream education, a bridge course was

initiated. 10 dropout adolescent girls were identified through support of volunteers

and children of Community Children’s Council. Apart from academic coaching,

training on basic health, reproductive health and financial literacy is imparted.

Adult Literacy Program (Computer Based Functional Literacy-CBFL)

o The CBFL program of TCS (Tata Consultancy Service) teaches reading skill to illiterate

women between 18 to 50 years of age, who have not attended formal school. It uses

animated graphics and a voiceover to show individual alphabets combined to give

structure and meaning to various words. 31 women were made functional literate in

current reporting period. DIAL-CSR has initiated three programs under this thrust

area viz. Reproductive and Child Health; Life Skill Education for Adolescents; and

General Health Awareness.

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Empowering the Differently- Abled person (Samarth):

Another significant initiative of DIAL-CSR is a community based rehabilitation program for

differently abled which is helping 320 differently-abled people from Savda Ghevra Colony

through different activities. As part of this initiative, the CSR unit has established Samarth, a

resource centre for differently abled person to provide institutional services like special

education, basic physiotherapeutic care etc. This year 23 such persons helped in getting

disability certificate, aid & appliances were provided to 115 differently able persons and 20 are

getting physiotherapy services. Apart from this, Non-Formal Education is being provided to 20

Differently Abled children with moderate categories of disability along with daily

supplementary nutrition in Savda Ghevra Colony.

Empowerment and Livelihoods

The thrust of Corporate Social Responsibility of Delhi International Airport Limited (DIAL) is on

channelizing youth and women towards

entrepreneurship and livelihood development, so

that they participate equitably in economic

progress. Towards this DIAL-CSR runs the “Centre

for Empowerment and Livelihoods” to provide

market relevant employable skills to under-

privileged dropout youth in the age group of 18-30

years. The objective and the vision of this

vocational training Centre is to “To enhance the

Knowledge, Skills and Capacities of drop-out youths from

marginalized sections of the society by providing employability training and facilitating

settlement.”

Centre for Empowerment and Livelihoods (CEL-D), Delhi was established in September 2009 to

provide quality vocational training and placement facilitation to under-privileged dropout

youth. It is a state-of–the-art facility situated at gate No. 15 of IGI International Airport,

Shahbad Mohammadpur, Delhi, with built up area of more than 10,000 Sq. ft. The centre is well

equipped with classrooms, hostel, mess, work shed, library, seminar hall, playground and so.

The Significant features of the Vocational Training Program-

Since inception in 2009, total 121 batches have been completed and over 2294 youth

have been trained and about 1893 placed. About 362 trainees are working in IGI Airport

in Delhi through different vendors.

CSR Foundation

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Residential vocational training centre having capacity to train approximately 750 youth

per year with the settlement success rate of 80%

Partner Support: Being part of a major infrastructure Company, the CSR Unit has approached

many of the Group’s partner companies and presented the case of vocational training as a win-

win situation for both parties with companies getting skilled manpower while creating

sustainable livelihoods for the under-privileged youth. This has led to some truly rewarding

partnerships with some of the industry leaders in the areas of Refrigeration and Air-

conditioning with Voltas, Electrical with Schneider, Skilled Cargo with CELEBI and many more

like minded companies.


DIAL-CSR team is running Community Resource Center (CRC) at Savda Ghevra to help

community to get access to Government schemes by providing them relevant information and

by providing resources for leisure and recreation like library, computers, information

dissemination, documentary films, folk tales, technical assistance and training on issues

important to their living. Foundation also helped 450 people to get enrolled in Pradhan Mantri

Jan Dhan Yojana; 300 people helped in getting Aadhar Card; 16 got old age pension & 6 women

helped in getting widow pension.

Also various awareness programs and activities were organized to create awareness on social,

national and environmental issues among the children of the community. During this reporting

period, 16 National and International Days were organized in Savda for children.

5. Planning and Land Use

5.1 Planning Concept

This is a planned airport development project to cater aviation demand as per Master Plan. The

proposed project is planned to be carried out in three phases. Facilities such as terminal

building, cargo facilities, runway, taxiways, airport supporting facilities, roadway etc. are

proposed in the project area. Other facilities such as power, transportation and communication,

social infrastructure facilities are locally available near project site.

5.2 Population Projection

The proposed project is projected to cater 109 million passengers per annum and 1.8 million

tonnes of cargo in 2034.

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5.3 Land use planning

Land use has been categorized based on the following functional groups:

Airfield Dependent: Land uses with the highest location and area priority include those

that are fully within the airfield, or overlapping the airside-landside boundary.

Airport Supporting: Land uses with functional priority include those that are required for

the airport to function. Their location may be on the airside or landside but preferably

within the airport boundary.

Landside Commercial: Land uses that are fully landside and provide non-aviation

revenues. These uses have flexibility of location but should not interfere with the

functional operation of Airfield Dependent or Airport Supporting Land Uses.

Infrastructure and Open Space: These land use areas are determined by the needs of all

the land uses above. Since supporting infrastructure must be within the development

areas the first three groups determine the area required for this group. Open space

includes those areas remaining which cannot be developed.

5.4 Assessment of Infrastructure Demand (Physical & Social)

The relationships between demand and capacity are complex in the context of an airport. Each

element of the airport is governed by different parameters that determine capacity and process

demand on the basis of functionality of the element. A capacity assessment study of IGI Airport

facilities was carried by reputed & competent external agency to propose the requirements and

development plans in Master Plan 2016. The study objective is to ascertain the current service

level & serviceability of each of the major asset classes and to identifies the gaps between

existing capacity and future facility requirements and to understand the extent of additional

airport facilities that are required & development plans to efficiently serve future activity levels

for each of the following functions:

VI. Airside Facilities

VII. Passenger Terminal Facilities

VIII. Landside Facilities

IX. Support Facilities

X. Cargo Facilities

The primary focus of the development strategy is to ensure that -

Capacities are built ahead of the traffic demand.

Capacity of Airside, Terminals, Landside and Support facilities are in sync and balanced

at each stage of development.

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In developing the strategy, the principles adhered to are:-

Demand management so that steep growth during peak hour is discouraged to the

extent possible.

Sweating of the existing assets through innovations/ improvements without

compromising on the high service levels and safety standards.

Establish traffic triggers for new capacity additions. Capacity must be available ahead of

the traffic demand.

Introduce new innovative technologies/best industry practices so as to enhance

passenger experience, improve operating efficiencies and inter terminal connectivity.

Promote sustainable developments based on environmental friendly / green

technologies.

Facility requirements are identified to meet forecasted demand at IGIA without compromising

the level of service provided. The profile, composition and distribution of annual and peak hour

demand determine the facility needs – this includes aircraft types, airline mix, and many other

factors associated with the nature of forecast demand. The calculations for IGIA’s requirements

are based on industry standards and best practices recommended by ICAO, DGCA and IATA

guidelines (where applicable) to determine the demand and capacity gaps. The analysis is based

on the guidelines in DGCA CARS and ICAO Annex 14, Aerodromes and its associated manuals.

As per demand - gap analysis the physical and social infrastructures needs have been

ascertained and proposed to meet the needs of growth. The propose expansion project has the

scope of expanding its terminal, runway & taxiways, cargo, support and associated facilities

capacity to handle forecasted passengers, aircrafts and cargo growth. The expansion and

development of IGI Airport is emphasized on developing world class standard in respect to

airfield infrastructure, terminals and supporting landside facilities with high level of safety,

operational standards and high quality of airport services with care to environment. Post the

expansion, IGI Airport will have the capacity to handle 109 MPPA and 1.8 million tonnes of

cargo in 2034.

5.4. Amenities/Facilities

Basic amenities/facilities such as road, power supply, communication, water supply, medical

and health etc. available for the proposed site. Site is well connected with road and other

infrastructure facilities. Medical facilities and communications facilities are such as post office,

telecommunication is available within the project site.

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6.0 Proposed Infrastructure

6.1 Industrial Area

It is proposed to construct following infrastructure to meet the growth demand of Airport.

Expansion and Construction of Airside Facilities such as Runway, Taxiways, Aprons &

Other Aeronautical facilities etc.

Expansion and Construction of Passenger Terminal Facilities such as expansion of T1,

T2, &T3 and construction of T4 etc.

Expansion and Construction Cargo facilities for cargo associated developments.

Expansion and Construction Landside Facilities such as Access Roads, Parking, Bus

Staging, Automatic Passenger Movers & Metro Rails etc.

Expansion and Construction of Support Facilities such as :

o Airport Rescue and Fire Fighting (ARFF)

o Fuel Farms

o Ground Service Equipment Staging and Storage

o GSE Maintenance & MRO’s

o Flight Cater Facilities

o Airport Administrations buildings

o Passenger & Employee parking area

o Passenger Transport Center

o Power Stations

o Utilities facilities

Detailed information regarding proposed infrastructures is given in Chapter 3.

6.2 Resident Area (Non Processing Area)

No residential area is proposed

6.3 Green Belt

A very intensive and dense landscaping works will be carried out at the project site using

thousands of medium to big shrubs and trees besides lakhs of ground covers on the

available land as per the master plan. DIAL has cover more than 120 acres of land using

thousands of medium to big shrubs and trees and planted and maintaining more than

19,000 trees around various water bodies in New Delhi. Entire landscaping is irrigated

with treated waste water having drip irrigation and automatic water efficient water

dispensing system. Green Belt around the project area will be developed to improve the

greenery without compromising bird and wildlife attraction hazards.

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6.4 Social Infrastructure The applicant shall carry out various social responsibility programs for development of

surrounding area as per requirement. DIAL- CSR functions majorly focused on the

following social aspects:

Education

Health, Hygiene & Sanitation

Empowerment & Livelihoods


Detailed information regarding social infrastructure available at DIAL-CSR is given in

Chapter 4.

6.5 Connectivity

Capacity augmentation of airport access road shall be part of the project. It is also

proposed to add addition rail based automatic people mover to provide better inter-

terminal connectivity. Roads with the project boundary will undergo modification. Traffic

diversion shall be planned for different construction stages. Routes shall be planned

keeping in view of traffic safety of different stream of traffic. Detailed information

regarding connectivity is given in Chapter 4.

6.6 Drinking water management (Source & Supply of water)

Treated water will be used for drinking water. A water

treatment plant of 5 Million Litre per Day (MLD) capacity

is operating at project site to deliver good quality

portable water. State of the art separation technology

system is adopted to process the water and to meet the

portable water quality and airlines quality criteria. It is an

automated controlled infrastructure, equipped with

energy efficient filters, pump and lightings. WTP

infrastructure includes natural aeration, Dual Media

Filters (DMF) and Activated Carbon Filters (ACF) followed by low pressure thin film

composite Ultrafiltration (UF) and Reverse Osmosis (RO) membrane systems which ensure

best drinking water. The water demand is met through ground water & DJB water supply.

RO System

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6.7 Sewerage System Centralized Sewerage System is in place at IGIA. Sewage Treatment Plant (STP) of 15MLD

capacity is operating to treat the wastewater generated at the project site. It is a

biological treatment method with nitrification and de-nitrification treatment process. It

also comprises of advanced treatment system such as ultra-filtration (UF) and Reverse

Osmosis (RO) to process the waste water for HAVC use. State of the art circular bio

reactor (nitrification and de-nitrification) chamber is process and energy efficient. This

continuous mixed plug flow bioreactor is selected due to high rate of biological conversion

than the conventional. It is equipped with high efficient porous membrane diffused

aerators to achieve the aeration with less residence time and high rate of air diffusion and

mass transfer. This plant is equipped with all primary, secondary and tertiary treatment

system with high efficient centrifugal sludge ticking unit. Treated water is processed with

extend aeration before it is being used for horticulture purposes.

6.8 Industrial Waste Management

No Industrial waste will be generated from the project.

6.9 Solid Waste Management

DIAL is complying with all the applicable laws, rules and

regulations with regard to the Solid Waste Management at

the IGI Airport. The overall management of solid waste is

done by service provider, currently M/s Delhi Waste

Management (DWM) Company, Delhi for IGI airport, as per

the management of municipal solid waste parameters

regarding collection, segregation, storage and

transportation. Waste is transported by using fully

covered, specialized vehicles like compactors and dumper by M/s DWM directly to MCD

run compost/waste to energy plant. Currently municipal solid waste of 10.57 MT/day

recycled and 7.72 MT/day Municipal Solid Waste/ Garbage disposed in MCD approved

Compost and energy plant through service provider.

As per the current practice, during construction and operation phases twin bin system for

municipal waste collection and segregation will be adopted in the entire IGI Airport

infrastructures both terminal buildings and airside with signage supports in segregation of

waste at source by passengers, concessionaires and all service providers.

Twin Bin System

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6.10 Power Requirement and Supply

The energy to be consumed will be sourced from grid through M/s BSES Rajdhani Power

Limited. At present, to meet power grid failures, emergency power backups are

provided with the capacity of 42 MW (Captive power plant of 3 x 14 MVA DG sets).

The total energy demand for the various Phases of operations is given below.

Phase DEMAND LOAD AT

66KV S/S LEVEL (MVA)

3A 228.09

3B 30.94

4 23.59

GRAND TOTAL ESTIMATED LOAD

282.62


renewable energy and solar PV capacity enhancement will be considered as an energy

resource optimization program.

7.0 Rehabilitation and Resettlement (R&R) The present proposal is for expansion of the airport infrastructure in the available

airport land within its boundary. No additional land acquisition is involved as part of the

proposed expansion. Hence, no resettlement and rehabilitation is involved.

8.0 Project Schedule and Cost Estimation The project will commence as soon as the environment clearance is obtained. The

project will be carried out in 3 phases. Detailed information regarding project Scope,

Schedule and Descriptions are in given in Chapter 3. The proposed expansion will be

carried out in three phases as Phase 3A (during 2016-2020), Phase 3B (during 2021-

2025) and Phase 4 (during 2026-2034) as per requirements. The cost of overall

infrastructural capacity development is estimated as Rs.16,000 Crores, will be applied as

per the needs of development program.

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Cost Estimates

The total estimated cost of the project will be 16,000 crores, will be applied as per the

needs of development program. The phase wise breakup of the cost is given below:

PHASES Year CAPEX AMOUNT

(INR CRORES)

CAPACITY

(MPPA)

Phase 3A 2016-2020 7000 75

Phase 3B 2021-2025 4000 92

Phase 4 2026 Onwards 5000 109

Total 16000 -

9.0 Analysis of Proposal The project will boast economic growth benefitting the whole region through the

generation of both direct and indirect economic value. Airport operations will have a

considerable economic and social impact in Delhi-NCR and surrounding regions. These

benefits extend far beyond the direct effect of an airport’s operation on its community

development to the wider benefits that air service accessibility brings to business

interests and to consumers. The construction and operation of airport will generate direct

employment opportunity, indirectly contributed jobs through supply chain, enhance

induced impact through tourism and investment and will highly contribute to National

and Domestic GDP Growth. Thus the project will prove beneficial to the area.

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Annexure 1: Picture showing high facility demand

Terminal

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City side

Airside

End of the Document

project pre-feasibility report for airport expansion...

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