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PRE FEASIBILITY REPORT

TABLE OF CONTENTS

S. No Particulars Page No.

1 Project Background 33

2 Project Description 33

3 Site Analysis 41

4 Rehabilitation & Resettlement 44

5 Proposed Infrastructure 44

6 Project Schedule & Cost Estimates 45

7 Analysis of proposal 46

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1. PROJECT BACKGROUND

Airports play a significant role in globalization, connecting cities and countries. Airports are a

major part of a country’s infrastructure and foster economic activities by encouraging

international commerce and tourism and generating employment.

Arunachal Pradesh is the largest state in the North Eastern region and is without any airport. So

far Naharlagun, which is about 15 km from Itanagar, is connected by helicopter service. The

state capital of Itanagar is, therefore, neither connected to other states by air and nor by rail.

For better connectivity and overall development of the state, the Government of Arunachal

Pradesh has decided to place the state capital i.e. Itanagar on the country’s map in respect of

airports by constructing a new airport at Itanagar.

Five sites namely Nirjuli, Gumto, Imchi, Banderdeva and Holongi were examined for setting up

the airport. After examining all the sites, Holongi site was found suitable because of the

following topographical/geo-graphical and operational advantages:

• Approach and take off area is free from natural obstacle;

• Involvement of lesser earthwork;

• Less development cost in comparison to earlier site of Banderdeva;

• Possibility of all weather operation by A-321 class of aircraft;

• The faster accessibility through existing NH-52 A from Itanagar; and

• Least interference to airspace of existing operational airports in the vicinity.

In addition to construction of airport, it has been decided that the project will include provision

for commercial activities such as hotel and a convention center at the airport.

1.1 Project Proponent

Airports Authority of India (AAI) was constituted by an Act of Parliament and came into being on

1st April 1995. Currently, it manages a total of 125 Airports, which include 11 International

Airports, 08 Customs Airports, 81 Domestic Airports and 25 Civil Enclaves at Defence Airfields.

AAI also provides Air Traffic Management Services (ATMS) over entire Indian Air Space and

adjoining oceanic areas with ground installations at all Airports and 25 other locations to ensure

safety of Aircraft operations.

2. PROJECT DESCRIPTION

2.1 Type of Aircraft

The proposed project is a green field airport project which involves construction of a

new runway, a new terminal building and other aviation facilities including provision for

commercial activities such as hotel, convention center etc.

2.2 Location

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The proposed site is located in village Holongi, Baliajan tehsil, Papum Pare district,

Arunachal Pradesh. The site lies between Kokila and Holongi water streams and is

approachable from NH-52A.

The proposed site falls in Survey of India Toposheet No. 83 E/12, 83 E/16, 83 F/19 and

83 F/13. The location map and 10 km radius study area map are given in Figure-1 and

Figure-2 respectively.

FIG

UR

E-

1 (

IND

EX

MA

P)

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2.3 Details of Alternate Site

S.No Essential

parameters Banderdeva site Holongi site Remarks

1 Land availability

Forest land identified for

airport & available for

setting up of an airport

Land identified in paddy

field area, mostly private

land

State Govt. has issued

notification for

conversion for forest

land for airport at

Banderdeva and

acquisition of same has

been initiated.

2. Distance from

Itanagar 25 Km in east direction

20 Km in the South west

direction

Both sites connected

by NH 52A

3. Topography Terrain

Hilly terrain, for setting up

of the airport, heavy

cutting as high as 50m and

filling as deep as 40 m

approx involved.

Heavy river training work

involved for diversion of

two streams from site and

need to pass through box

culvert under the proposed

runway.

Plain area, minimum

cutting filling involved, in

fact only filling is involved

for 1-2 m height. Two

streams are passing at the

ends of proposed runway;

hence Heavy river training

work may not be required.

4. Accessibility

New approach road is

required from NH52 A to

reach the proposed site.

Approach road to site is

already available, only

need to be widen.

5.

Level difference

between

runway/airport site

and main road

Airport site would be

about 20 m above general

terrain level.

Airport elevation: 190m

Airport site would be

practically on same level as

connecting NH 52A.

Airport elevation: 100m

6 Instrument approach

procedures

Need to be assessed in

view of the obstacles

around the airport.

Instrument approach

possible for both ends of

proposed runway.

7 Runway Orientation 08/26 08/26 (true bearing

078/258 degrees)

8 Airport elevation 190 m Approx. 100 m Approx.

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9 Obstacle in the OLS

surfaces

Approach –Runway 08- 3

nos.

Approach of Runway-26—

1

Transition Surface has

many obstacles.

Approach 26-no natural

obstacle

Approach 08- Small portion

of hill may penetrate,

orientation of Runway may

be slightly modified to get

rid of hill in approaches

Transition Surface and

Horizontal Inner Surface, on

northern side, penetrated

by hills at some places but

Instrument Approach

possible.

Detail study of

obstacle of Holongi site

needed, if site is

considered.

10 Meteorological

condition

Frequency of low cloud

during monsoon and winter

season will be higher due

to high location, resulting

more diversion of flight

Frequency of low cloud

during monsoon and winter

season will be very less

due its location on ground

and near Brahmaputra

valley, resulting less

diversion of flight

11 Environmental issues

Heavy deforestation,

cutting and filling work

involved, may affect

ecology in that area

Flat ground, only filling of

1-2 m involved to raise the

general ground of Airport

12

Resettlement and

rehabilitation of

population

Minimum 60-70 houses in three

small villages

Chakma refugees

settled by State Govt. in

1964 can be easily

relocated in adjoining

area

13 Development Period 5 ½ years Four years

14 Critical airport Yes ,due to table top

location No ,due to ground location

15 Airspace conflict Lies in Jorhat control air

space (CTR)

Lies in Jorhat control air

space (CTR)

Approval of MOD

required

16 Conflict with Lilabari

Airport airspace

Yes, distance from

Lilabari airport is only

35KM

Less conflict as 60KM

away from Lilabari airport

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17 Development Cost Rs 989 Crores

Rs 550 croreApprox + Rs.

150 crore (land cost, R&R

cost and cost of hotels and

convention center)

Based on the findings of the Inter-Ministerial Committee (IMC), a meeting was held in

PMO on 09.07.2012, wherein, it was agreed that for technical & safety reasons the site

at Holongi is far superior & preferable to the site at Banderdeva.

2.4 Project Features

The aerodrome is to be planned for operation of A - 321 type aircraft. As per scope of

work, site measuring 320 hectares approx, has been proposed for developing new

airport. For planning of the aerodrome, following parameters are proposed:

Phase- I:

a. New runway of dimension 2300 m x 45 m with PCN 12.

b. New Terminal Building of area 5100 sq.m. for 100 arriving and 100 departing

passengers, at a time, with provision of further modular expansion.

c. Parking stand (apron), measuring 112 m x 96 m, with link taxiway of 23 m width,

for two aircraft of A - 321 type.

d. Construction of ramp area of dimension 20 m x 50 m for parking of ground

equipment.

e. Development of runway strip of dimension 2420 m x 300 m (with RESA)

f. Provision of blast pads, turn pads and RESA at both runway ends.

g. Construction of Control Tower-cum-Technical Block.

h. Development of drainage system.

i. Construction of fire station category VII.

j. Construction of boundary wall of 2.9 m height around the acquired land along with

perimeter road.

k. Provision of electric sub-station and other facilities.

l. Construction of car park for 100 cars and associated approach road.

m. Installation of DVOR DME.

n. Installation of ground lighting facilities viz. runway edge lights, PAPI at both ends

(of runway), threshold lights, runway end lights.

o. Construction of signal square area and wind sock.

p. Sewage treatment plant

2.4.1 Aerodrome Category

As per scope of work, the airport is to be developed for A 321 type aircraft,

aerodrome reference code (Aerodrome category) of the proposed airport will be 4C.

2.4.2 Aerodrome Elevation

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The elevation of the site proposed for the airport at Runway 08 beginning is 103.00

m and at Runway 26 beginning is 100.00 m above mean sea level (AMSL).

2.4.3 Runway Orientation

As per the preliminary study carried out on Google, the most suitable orientation of

runway, with least obstacles, has been considered as 080 degree/260 degree

(Magnetic). Runway 28 Beginning Co-ordinates (WGS-84) – 26 58”05.89” N, 93 39’

17.83” E. Thus runway designation of 08/26, which meets operational requirement,

is proposed.

2.4.4 Runway Configuration

The length of runway is proposed as 2300 m with width as 45 m. as per scope of

work. Reference Section 3.2.1 of Annex 14, for code letter 4‘C’. Though, single

approach lighting system has been proposed at Runway 28, CAT-I approach lighting

system proposed at Runway 08. It is proposed to extend the length of runway by

500 m (total 2800 m) to make it suitable for operation of Boeing 767 type of aircraft

in Ph-II.

2.4.5 Runway Strip

As per scope of work, runway strip of width 300 m is considered for preparing

Master Plan.

2.4.6 Taxiway

It is proposed to construct link taxiway, one for entry & other for exit of aircraft to

apron of approximately length of 250m each.

2.4.7 Apron

As per scope of work, apron of dimension 112 m x 96 m is considered to park two A

- 321 type aircraft, with power-in power-out configuration. Additional parking bays

of apron area, has been increased in phase-II construction.

2.4.8 Isolated Aircraft Parking Position

Reference Section 3.14 of Annex 14, provision of isolated aircraft parking stand is

required as a standard. It is proposed to provide the said stand, at extended portion

of the proposed part parallel taxiway, towards Runway 08, as shown on the Master

Plan.

2.4.9 GSD equipment parking area

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As given in the scope of work, GSD parking area is proposed close to the apron, as

shown in the Master Plan.

2.4.10 ATC Control Tower-cum-Technical Block

ATC control tower cum technical block, is proposed at the location, shown on the

Master Plan. At this location, control tower will have unobstructed clear view of the

movement area and aircraft on final approach to land, on both sides of runway.

2.4.11 Fire Station

As per scope of work. Aerodrome Category for rescue and fire fighting has been

decided to be category VII. For category VII, ICAO has recommended minimum two

fire-fighting vehicle (CFT). Further for this category minimum usable amount of

extinguishing agents, have been reco0mmended by ICAO, vide table 9.2 of Chapter

9 of Annex 14, as follows:

i. Water level (in CFT) of 18200 ltrs. for protein foam or 12100 ltrs for Aqua

Film Forming Foam (AFFF).

ii. Dry Chemical Power (DCP) of 225 KG.

It is proposed to provide 2 CFTs of water capacity 6000 / 7000 ltr. capacity with AFFF

/ with two ambulances or 3 CFTS of same water capacity if protein foam is to be

used (one CFT being spare for replacement, in case of active CFT becoming

unserviceable, in each case). Beside the CFT, it is proposed to provide at least one

ambulance, at Fire Station. Fire Station is proposed close to Technical Block.

2.4.12 PAPI

Provision of PAPI, as given in the scope of work, is proposed on port (left) side of

either runway.

2.4.13 DVOR

As required in scope of work, DVOR location is proposed, as shown in the Master

Plan, where VOR radials transmission will not be interfered, by any obstacle.

2.4.14 Aeronautical Ground Light (AGL)

2.4.14.1 Runway

Beside runway edge lights, threshold lights and runway end lights, as mentioned in

the scope of work, it is proposed to provide Approach Lights for both ends of

runway. With provision of DVOR, both runways shall be capable of instrument

approach. Simple approach lights upto 420 m, from threshold, are proposed, for

both runway.

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2.4.14.2 Apron

Apron Flood Light is also proposed for the main apron.

2.4.15 Passenger Terminal & Car Park

As per scope of work, new passenger terminal building of 5100 sq.m is proposed, to

accommodate 100 arriving and 100 departing passengers, at a time.

2.4.16 Roads

City side internal road network and connecting roads, two lanes, to National

Highway are proposed, as shown on the Master Plan.

2.4.17 Operational Area Perimeter Wall and Perimeter Road

Operational Area Perimeter Wall, with anti-scaling device, with total height of 2.9

m., is proposed as shown on the Master Plan. Also inner perimeter road of 3 m

width, all along the perimeter is proposed for inspection and patrolling by security

personnel. Fencing or wall for airport land can be provided separately as an anti-

encroachment measure.

Master plan showing the air side details is shown in Figure-3 (enclosed in separate

sheet overleaf).

Phase- II: DEVELOPMENT AS PER ULTIMATE DEVELOPMENT PLAN

a. Construction of parallel taxi track (length 2800 m)

b. Extension of runway from 2300 m to 2800 m for operation of Boeing 767 type of

aircraft.

c. Development of basic strip from 2420 mtrs. To 2920 mtrs. length.

d. Construction of additional parking bays / apron.

e. Construction of additional car parking space.

f. Development of additional land / site area.

g. Construction/ expansion of Terminal Building

h. Cargo Complex and Hangar

2.5 Water & Power Requirements

Water Requirement

The total water requirement would be 90 KLD which will be met from Kokila stream as

suggested by State Government.

Power Requirement

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Power required for the entire airport would be 1000 KW by construction of independent

33 KV line upto airport as suggested by State Government.

2.6 Waste water Generation & management

The wastewater generation mainly consists of sanitary waste, sewage from airport

terminal, flight kitchen, effluent from the workshop etc. The sewage and sanitary waste

from the buildings and airport terminal will be treated in Sewage Treatment Plant (STP)

comprising primary, secondary and tertiary treatment facilities. The treated wastewater

from the STP will be used for air conditioning, cooling water make-up and green belt

development.

It is estimated that about 72 KLD of wastewater will be generated from the proposed

airport. The entire wastewater that is generated from the airport will be recycled and

reused for non potable purposes.

2.7 Solid Waste Management

Solid waste generated from the proposed airport mainly comprises of food waste and

garbage waste. Further, small quantities of sludge from STP, medical waste and other

waste will be generated. Collection and handling of domestic solid waste would be done

in line with the provisions of the Municipal Solid Waste Rules 2000 (as amended).

3. SITE ANALYSIS

3.1 Connectivity

The proposed site at Holongi is located approximately at a distance of 20 Km in South

West of NH-52 A. The proposed site measuring 320 hectares approximately is mainly a

plain land and lies between two rivers i.e. Kokila and Holongi.

The site lies in the foothills. It’s size is approx 3.00 KM in length and 1.30 KM width,

adjacent to NH-52A near Holongi Check post.

3.2 Land form, Land use & Land ownership

The airport is proposed on 383.87 Hectares land out of which at present 320 Hectares

land will be developed for proposed airport and is being acquired by State Government.

State Government is additionally acquired another 40.41 Hectares for R&R.

A brief about the findings & analysis of the proposed site is mentioned below:

3.2.1 Operations of the aircraft:

As per the initial assessment of the Holongi site, the approach funnel of both the

runway 08 and 26 are clear of natural terrain and instrument approaches are possible

for both the runways.

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3.2.2 Safety Issues:

Rescue operations will be easier, in the approach and take off path. The Airport

proposed on the flat land, will be less prone to earthquake disasters.

3.2.3 Construction Issues:

The site being the flat land, it will be easier to develop the airport. The site is easily

approachable by NH-52 and NH-52A. The site will require filling of 2 to 3 m (approx.),

earth can be made available from the nearby foothills.

3.2.4 Future Expansion:

Expansion will be easier, if so desired, the land required for future extensions/expansion

may be acquired in the beginning itself.

3.2.5 Land Issues:

The site reported to be mostly private land, but other version as mentioned earlier also,

the land forms the part of Drupong reserved forest and part of which has been notified

for the established of the Chakma refugees. It was reported that land acquisition is likely

to pose following difficulties:

- Rehabilitation & Resettlement of Chakmas

- Acquisition of land

- Issue of cost of land

Chakmas being a sensitive issue, the State Government is to give consideration for the

resettlement of Chakmas refugees.

3.3 Topography

The proposed site is almost flat cultivable land. The site is inhabitated by a few Kachha

hut settlement. It was informed that the Chakma refugees have been settled in this area

and these huts belong to them. The other version was that this land forms the part of

Drupong Reserved Forests, part of which (under consideration for the Airport) has been

notified for the settlement of Chakma refugees. However, the land required for the

airport, needs acquisition by the State Govt. as per the existing provisions.

The level of Holongi site is below the NH-52A level by 2 to 3 m and will require earth-

filling. The water streams at both the sides would require to be trained. Approach path

of proposed runway are clear of obstacles except the HT lines.

In the northern side, there is a chain of hills which may form obstacles in the transition

surface and need to be addressed. The HT power lines, observed in the approach path

of the proposed runway, will need shifting.

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3.4 Proposed Land use pattern

The site proposed for Airport development is 383.87 along the National Highway 52A.

The runway orientation is angled to the longitudinal length of the site thus dividing the

site into two distinct areas. The area towards the NH 52A is the area being considered

for the development of the airport.

3.4.1 Operational Land Use

The runway orientation being the deciding factor, the land along the runway is to be

maintained as essentially required as mandated by ICAO. The same applies to the land

along the approach funnels.

Maintaining mandated distances for an apron/ taxi way and apron parking for Code “C”

aircraft, the location of the passenger terminal building is to be planned. The terminal

building is, therefore, proposed towards hill side on the proposed approach road to NH

52A

3.4.2 Terminal Complex & Other Facilities

It is proposed to construct Main Terminal Building, ATC cum Technical Block, Fire

Station, Sub-station and other Ancillary buildings for the optimum utilization of the land

in phases.

3.4.3 Commercial Land Use

There is proposal to construct hotels and convention centre near to the Main Road, NH-

52A, for convenience to the passengers and other users by State Govt.

3.4.4 Residential Land Use

A residential complex for the essential operational and other staff is also proposed

within the airport boundary. The site being flat, various types of houses like Type A, B, C

& D are proposed for officers and staff as per their entitlement.

3.5 Existing Infrastructure

Presently, the site is devoid of any infrastructure, except few settlements, and

transmission lines.

3.6 Social Infrastructure Available

The existing social infrastructure in the Itanagar which is located at about 15 km from

the site is:

• Hospital with ambulance;

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• Banks;

• Post office;

• Bus station;

• Fire station;

• Secondary school;

• Police station;

• Shopping complex;

• Sports infrastructure (Stadium & Camps etc);

• Community halls;

• Cinema halls; and

• Primary health care centres.

4. REHABILITATION & RESETTLEMENT

About 156 families would be affected due to the proposed project. Tentatively, Rs. 36 Crores is

being allocated for the rehabilitation of 156 chakma families from the proposed project.

5. PROPOSED INFRASTRUCTURE

5.1 Phase- I

5.1.1 Airport Works

• Construction of new runway in the identified orientation (8/26) of dimension 2300m

x 45 m with PCN 12, with 7.5m shoulders.

• Construction of new terminal building of area 5100 sq.m. for (200 passengers) 100

arriving and 100 departing passengers at a time, with provision of further modular

expansion.

• Construction of apron with link taxi way for entry and exit of aircraft (for two

aircrafts A-321).

• Construction of isolation bay with link taxiway.

• Construction of ramp area of dimension 20 m x 50 m for parking of ground

equipment.

• Development of runway strips of dimension 2420 m x 300 m (with RESA).

• Provision of turning pads and RESA at both runway ends.

• Development of water & supply / sewerage / drainage system.

• Construction of control tower cum technical block.

• Construction of fire station category VII.

• Construction of Pump House.

• Development of bore wells & rainwater harvesting.

• Construction of boundary wall of 2.9 m height around the operational area and

perimeter road as per BCAS norms.

• Provision of Electrical Sub-Station and other facilities.

• Construction of car park for 100 cars and associated approach road for all facilities

(minimum two-lane).

• Installation of VHF, HF, NDV, DVOR & DME.

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• Installation of ground lighting facilities viz. runway edge lights, PAPI at both ends

threshold lights, runway end lights & apron flood lightings etc.

• Construction of signal square area and wind sock.

• Construction of effluent / sewage treatment plant.

• Residential accommodation for AAI staff.

• Development of Horticulture & Landscaping works.

5.1.2 Construction of Hotel / Convention Center – with all facilities

5.1.3 Rehabilitation & Resettlement of Chakma Refugees.

5.2 Phase- II

• Construction of parallel taxi track (length 2800 mtr.)

• Extension of runway from 2300 mtr. to 2800 mtr. for operation of Boeing 767 type

of aircraft.

• Development of basic strip from 2420 mtrs. to 2920 mtrs. length.

• Construction of additional parking bays / apron.

• Construction of additional car parking space.

• Development of additional land / site area.

• Modular Expansion of Terminal Building

• Construction of Cargo Complex

• Construction of Hangar including facility for night parking

6. PROJECT SCHEDULE & PRELIMINARY COST ESTIMATES

General Abstract of Cost

S.No. ITEMS Cost in Crs.

A Development of land 60.00

B Boundary wall, road, drainage, water supply, bulk electric supply,

horticulture / landscaping 50.00

C Air side assets like runways, apron, link taxiway, isolation bay,

GSE area, RESA etc. 200.00

D Passenger Terminal Building 50.00

E ATC, Fire station, power house, DVOR, DME, CNS equipments,

aeronautical lighting and other equipment and facilities 80.00

F Residential area 10.00

G Hotel / convention center 50.00

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H

River training works, construction of bridges over Kokila and

Holongi streams, diversion of Nala and Airport Drainage Scheme

etc.

100.00

Total cost 600.00 Crores

7. ANALYSIS OF PROPOSAL

It is essential to have an airport at Itanagar, being the capital of Arunachal Pradesh as well as for

development of this area. After completion of airport, Itanagar will be well connected to other

cities of eastern sector and other states and will increase the tourist flow in this region.

The Airport has been planned at the revised location of Holongi, which has been selected and

approved by PMO/MOCA/State Govt./ Airports Authority of India. The location is ideally

situated on National Highway 52A and is just 20 km away from Itanagar. The airport has been

planned for operation of A-321 type of aircraft.