15 Oct 2016 160210907pyxqesvfpfrigiaexpansion

Project Pre-Feasibility Report for Airport Expansion
Towards application for Environment Clearance
Oct, 2016
Delhi International Airport (P) Limited
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Prefeasibility Report: IGIA Expansion
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 LEED - Leadership in Energy and Environmental

ACI - Airports Council International Design
ARFF - Aircraft Rescue and Fire Fighting LOS - Level of Service
ATC - Air Traffic Control MLCP - Multi Level Car Parking
ATM - Air Transport Movement MLD - Million Litres Per Day
BWFS - Bird Worldwide Flight Services MoEF&CC - Ministry of Environment, Forest and
CAGR - Compound Annual Growth Rate Climate Change
CAR - Civil Aviation Requirements MPPA - Million Passengers Per Annum
CDM - Clean Development Mechanism MRO - Maintenance Repair Overhaul
CII - Confederation of Indian Industry MTPA - Million Tonnes Per Annum
CPD - Commercial Property Development MW - Mega Watt
CSR - Corporate Social Responsibility NACIL - National Aviation Company of India
DCSC - Delhi Cargo Service Center Limited
DGCA - Directorate General of Civil Aviation NCAER - National Council of Applied Economic
DIAL - Delhi International Airport (P) Limited Research
DJB - Delhi Jal Board NCAP - National Civil Aviation Policy
FY - Financial Year NCR - National Capital Region
GA - General Aviation NTP - North Terminal Precinct
GFC - Global Financial Crisis OMDA - Operations, Management and
GHG - GreenHouse Gas Development Agreement
GSDP- Gross State Domestic Product OOG - Out of Gauge
GSE - Ground Service Equipment RWY - Runway
HAVC - Heating, Ventilation and Air Conditioning STP - South Terminal Precinct
IATA - International Air Transport Association T1 - Terminal 1
ICAO - International Civil Aviation Organization T2 - Terminal 2
IGBC - Indian Green Building Counci T3 - Terminal 3
IGIA - Indira Gandhi International Airport T4 - Terminal 4
ILS - Instrument Landing System TWY - Taxiway
IMF - International Monetary Fund ULD - Unit Load Devices
LCC - Low-Cost Carrier
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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 India passenger traffic growth
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.
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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.
IGIA Historical Passengers Passenger Forecast Scenarios
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.
Air Cargo Volumes by Segment 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
Total Passenger ATM Forecast Noncommercial ATM Forecast
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.
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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.
Estimated Capacity - 3-Runway System + Estimated Capacity - 4-Runway System + ATC and
ATC and Taxiway Improvements - West Flow Taxiway Improvements - West Flow
Queue Model Results for Airfield Summary of Runway Capacity Scenarios vs.
Development Scenarios Demand
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.
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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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Projected Arriving and Departing Passenger ATM Projected Arriving and Departing Passenger
Profiles – NTP (Rolling Hours) ATMProfiles - STP (Rolling Hours)
Domestic Terminal Capacity Gap International Terminal Capacity Gap
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
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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.
Estimated Stand Requirements– NTP Estimated Stand Requirements – STP
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 Outbound and Inbound Traffic by Intersection
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).
Roadway LOS Definitions
Page 15 of 72
Peak Hour Roadway LOS
A. Green = LOS C or better; Yellow = LOS D; Orange = LOS E; Red = LOS F
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 STP Passenger Car Parking Gap Analysis
Complex Parking Demand
Page 16 of 72
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.
Taxi Staging Forecast Bus Parking and Staging Forecast
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
Page 17 of 72
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.
Catering Facilities Requirements
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.
Page 18 of 72
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 Demand
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.
Required Freighter Parking Position
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 %.
Page 19 of 72
 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
Total Contribution of IGI Airport’s Operation to the National and Regional Economies
Contribution to the National Contribution Relative to the Delhi's

economy economy
% of GDP % of Employment % of GDP % of Employment
Direct and Indirect 0.18 0.11 5.51 8.47
Impact
Induced Impact 0.27 0.23 8.01 17.43
Total Impact 0.45 0.34 13.53 25.90
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.
Page 20 of 72
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
Page 21 of 72
IGI Airport Environmental Setting
Sl.No Particulars Details

1 Latitude 28°34'07" N
2 Longitude 077°06'44"E
3 a. Annual Max. Temp – 48.4
b. Annual Mini. Temp – -2.2
Climate Condition
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 Rashtrapati Bhwan (10-km, NE)
Historical/Archaeological
Humayun Tomb (14-km, E)
places
Qutub Minar (8-km, SE)
14 Nearest defense and other Indian Air force at IGIA, Aviation Research Center at IGIA,
establishments Delhi Cantonment and Gurgaon Cantonment.
15 Major Water Bodies Najafgarh Nalla (8-km, NW)
16 Small and medium scale industries within 10 km radius of
Industries/Industrial Area
the site.
Seismic Zone Zone IV
17
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.
Page 22 of 72
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
Page 23 of 72
 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 1 Rendering
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
Page 24 of 72
 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

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
Phase Taxiway between T/W “P” and RWY
10 Threshold
Airside
3A Taxiway connecting T/W P and
Airside
RWY 10/28
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
Page 25 of 72
Phase-3A
Page 26 of 72
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:
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

Phase Construction of Pier ‘Z’ with Passenger Boarding Bridge (PBB) on
Terminal
both side of Pier
3B
New Terminal 4 Stage 1 and Apron Terminal
Multi-level car park at T4 Landside
MRO Facility Support Support
MRO Phase 1 Support
Page 27 of 72
Phase-3B
Page 28 of 72
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:
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
Phase
Construction of Pier ‘Y’ with Passenger Boarding Bridge (PBB) on
4 both side of Pier
Airside
Terminal 4 Stage 2 and Apron Airside
MRO / Aircraft Parking Terminal
Page 29 of 72
Phase 4
Page 30 of 72
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.
11L-29R Runway Development
Taxiway improvements
The followings are proposed taxiway improvements that would allow the airfield to accommodate
future demand till 2034.
Airfield Taxiway Improvements
Page 31 of 72
Page 32 of 72
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 Expansion – Departures Level
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 Terminal 1 Expansion – Ground Level
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.
Page 33 of 72
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 Expansion – Arrival Level
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 Terminal 1 Apron
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.
Page 34 of 72
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
Page 35 of 72
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
Page 36 of 72
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
Page 37 of 72
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.
Page 38 of 72
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 Airport Facilities
- Water Demand Calculation Breakdown for Hotel and CPD
Water Demand Calculation Breakdown for Airport Facilities

- Water Demand Gap Analysis
Water Demand Gap Analysis
Page 39 of 72
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.
DEMAND LOAD AT
Phase 66KV S/S LEVEL
(MVA)
3A 228.09
3B 30.94
4 23.59
TOTAL ESTIMATED 282.62
LOAD
Currently IGIA have 7.84 MW Solar PV systems for renewable energy generation. Use of
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 Phase 3A Plan
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.
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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.
STP Facilities
- 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.
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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 - Airport Express Metro is an express rail service providing access from
Access 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 Inter-precinct rail station, connecting the NTP and STP, which may take
Passenger the form of an automated people mover (APM) or metro rail
Mover/Metro Rail connection.
connections
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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
Page 49 of 72
IGIA 2034 Land Use Summary Areas and Percentages
Land Use Plan 2034
4.3. Topography
The picture given below gives the site topography.
IGI Airport Map
Page 50 of 72
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
Page 53 of 72
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
Water Treatment Plant
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
Page 54 of 72
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.
Sewage Treatment 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
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
Use of Duel Hydrant
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
Landscaping
Page 56 of 72
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.
CNG Station Multi-Level Car Park Metro
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 Solar Plant
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
Chiller System
20000 TR (8×2500 TR), which makes it one of the largest
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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
Rainwater 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.
Page 58 of 72
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.
ACI Carbon Accreditation
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.
Page 59 of 72
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.
Page 60 of 72
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.
Page 61 of 72
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
CSR Foundation
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.
Page 62 of 72
 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.
Community Development
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.
Page 63 of 72
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.
Page 64 of 72
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.
Page 65 of 72
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.
Page 66 of 72
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
 Community Development
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
RO System
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.
Page 67 of 72
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 Twin Bin System
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.
Page 68 of 72
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.
DEMAND LOAD AT
Phase 66KV S/S LEVEL
(MVA)
3A 228.09
3B 30.94
4 23.59
GRAND TOTAL 282.62
ESTIMATED LOAD
Currently IGIA have 7.84 MW Solar PV systems for renewable energy generation. Use of
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.
Page 69 of 72
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 CAPACITY
(INR CRORES) (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.
Page 70 of 72
Annexure 1: Picture showing high facility demand
Terminal
Page 71 of 72
City side
Airside
End of the Document
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Project Pre-Feasibility Report for Airport Expansion

Towards application for Environment Clearance

Delhi International Airport (P) Limited

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

AAI - Airports Authority of India LEED - Leadership in Energy and Environmental

2. Introduction of the Project

2.2. Identification of Project and Project proponent

2.2.1. Project Proponent

Other notable achievements are –

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

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

2.3. Identification of the project

Currently the IGI Airport infrastructure has the

2.4. Need for the Project

2.4.1. Growth & Forecast of IGI Airport

Passenger Growth & Forecast

IGIA Historical Passengers Passenger Forecast Scenarios

Air Cargo Growth - Import/Export

Air Cargo Volumes by Segment Cargo Forecast Scenarios (in tonnes)

Total Passenger ATM Forecast Noncommercial ATM Forecast

2.4.2. Demand & Supply Gap:

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

Airfield Design Standards

Existing Airfield Capacity

Runway Capacity Scenarios

Estimated Terminal Demand

Domestic Terminal Capacity Gap International Terminal Capacity Gap

Estimated Stand Requirements– NTP Estimated Stand Requirements – STP

Landside facilities requirements are based

Key Roadway Gap Analysis

Determining when additional roadway capacity

Roadway LOS Definitions

Taxi Staging Forecast Bus Parking and Staging Forecast

IV. Support Facility

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

Aircraft Rescue and Fire Fighting

Flight Catering Facilities

Catering Facilities Requirements

Ground Service Equipment Staging and Storage

The overall capacity of the existing cargo terminals is

The current six cargo facilities at IGIA and their

Cargo Apron Requirements

The aircraft parking positions requirement is derived

2.4.3. Economic Benefit

Contribution to the National Contribution Relative to the Delhi's

3.1. Type of Project

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

Sl.No Particulars Details

3.3. Alternative Site Considered

3.5. Project description

Summary of Phase 3A scope:

Phase Expansion Projects Functional Area

Summary of Phase 3B scope:

Phase Expansion Projects Functional Area

Connecting taxiway between south parallel taxiway 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

Multi-level car park at T4 Landside

MRO Facility Support Support

MRO Phase 1 Support

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

Summary of Phase 4 scope:

Phase Expansion Projects Functional Area