1, PRE FEASIBILITY REPORT - Welcome to Environmentenvironmentclearance.nic.in/writereaddata/Online/TOR/20_Oct_2016... · FORM 1, PRE-FEASIBILITY REPORT ADDITIONAL DOCUMENTS Development

FORM 1, PRE-FEASIBILITY REPORT

&

ADDITIONAL DOCUMENTS

Development of Green Field Airport at

Kothagudem, Khammam, Telangana

Environment Consultant:

Greencindia Consulting Private Limited,

NCR, Ghaziabad, UP (NABET/EIA/1013/034)

Project Proponent:

TELANGANA STATE INDUSTRIAL

INFRASTRUCTURE CORPORATION (TSIIC)

Pre-Feasibility Report For Development of Green Field Airport at Kothagudem, Khammam, Telangana TTOOCC--11

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TABLE OF CONTENTS

1. INTRODUCTION .......................................................................................................... 1-1

1.1 BACKGROUND ........................................................................................................... 1-1

1.2 PROJECT PROPONENT ............................................................................................. 1-2

1.3 AIRPORT SECTOR PROFILE ..................................................................................... 1-2

1.4 AIR CONNECTIVITY PATTERN .................................................................................. 1-4

1.5 NEED OF THE PROJECT ........................................................................................... 1-5

1.5.1 Traffic Analyses ................................................................................................... 1-6

1.6 EMPLOYMENT GENERATION .................................................................................... 1-7

1.7 STRUCTURE OF THE REPORT ................................................................................. 1-7

2. PROJECT DESCRIPTION ........................................................................................... 2-1

2.1. INTRODUCTION .......................................................................................................... 2-1

2.2. TYPES OF PROJECT .................................................................................................. 2-1

2.3. LOCATION & LINKAGE ............................................................................................... 2-1

2.4. SITE SELECTION & ALTERNATIVES ......................................................................... 2-2

2.5. PROJECT MAGNITUDE .............................................................................................. 2-4

2.6. DESCRIPTION OF THE PROPOSED PROJECT ........................................................ 2-4

2.6.1. Civil Works: ........................................................................................................ 2-4

2.6.2. Low Cost Terminal Building ................................................................................ 2-4

2.6.3. Miscellaneous Facilities ...................................................................................... 2-5

2.6.4. Electrical Works & Other Equipments/Services .................................................. 2-5

2.6.5. Communication, Navigation & Surveillance (CNS) Planning Works .................... 2-5

2.6.6. Miscellaneous Works: City Side ......................................................................... 2-5

2.7. CONSTRUCTION MATERIAL ...................................................................................... 2-5

2.8. RESOURCE OPTIMIZATION ....................................................................................... 2-6

2.8.1. Water Saving Practices and Reduction .............................................................. 2-6

2.8.2. Water Use Reduction ......................................................................................... 2-9

2.8.3. Domestic Use for 24 hours ................................................................................. 2-9

2.8.4. Water Use during Construction ......................................................................... 2-10

2.8.5. Water Conservation in Landscaping ................................................................. 2-10

2.8.6. Estimation of Water Demand for Landscape .................................................... 2-10

2.8.7. Measures for Reducing Water Demand for Landscape: ................................... 2-11

2.9. WATER REQUIREMENT & SUPPLY ......................................................................... 2-12

2.9.1. Water Source & Demand .................................................................................. 2-12

2.9.2. Water Storage .................................................................................................. 2-13

2.9.3. Water Distribution ............................................................................................. 2-13

2.10.WASTEWATER GENERATION AND TREATMENT ................................................. 2-13

2.11.STORM WATER DRAINAGE .................................................................................... 2-14





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2.12.POWER REQUIREMENT & SUPPLY ....................................................................... 2-14

2.13.SOLID WASTE MANAGEMENT ............................................................................... 2-15

2.14.FIRE SAFETY ........................................................................................................... 2-15

2.14.1. Fire Suppression ............................................................................................ 2-15

2.14.2. Fire Reserves ................................................................................................. 2-16

2.14.3. Pumping Arrangement .................................................................................... 2-16

2.14.4. Fire Fighting Fitments ..................................................................................... 2-16

2.15.AIR CONDITIONING SYSTEMS ............................................................................... 2-16

2.15.1. Outside Ambient Conditions ........................................................................... 2-16

2.15.2. Inside Design Condition: ................................................................................. 2-16

2.16.DESIGN PARAMETERS ........................................................................................... 2-17

2.16.1. Insulation: ....................................................................................................... 2-17

2.16.2. Noise And Vibration Controls .......................................................................... 2-17

3. SITE ANALYSIS........................................................................................................... 3-1

3.1 INTRODUCTION .......................................................................................................... 3-1

3.2 LOCATION & CONNECTIVITY .................................................................................... 3-1

3.3 PHYSIOGRAPHY ........................................................................................................ 3-1

3.4 HYDROGEOLOGY ...................................................................................................... 3-1

3.5 GROUND WATER STATUS ........................................................................................ 3-2

3.6 LAND OWNERSHIP .................................................................................................... 3-3

3.7 TOPOGRAPHY ............................................................................................................ 3-3

3.8 EXISTING LAND USE PATTERN ................................................................................ 3-3

3.9 EXISTING INFRASTRUCTURE ................................................................................... 3-4

3.10 . GEOLOGY & SOIL .................................................................................................... 3-4

3.11 . METEOROLOGY & CLIMATOLOGY ......................................................................... 3-4

3.12 . SEISMICITY .............................................................................................................. 3-8

3.13. WIND HAZARD .......................................................................................................... 3-8

3.14. ENVIRONMENTAL SENSITIVITY .............................................................................. 3-8

3.15 . SOCIAL INFRASTRUCTURE .................................................................................... 3-8

4. PLANNING CONSIDERATION .................................................................................... 4-1

4.1 INTRODUCTION .......................................................................................................... 4-1

4.2 PLANNING CONCEPT ................................................................................................ 4-1

4.3 AIRSIDE PLANNING ................................................................................................... 4-1

4.4 AIRPORT OPERATIONAL COMPONENTS–CITY SIDE ............................................. 4-8

4.5 AIRPORT OPERATIONAL COMPONENTS–COMMON FACILITIES .......................... 4-8





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4.6 ELECTRICAL FACILITIES PROPOSED FOR DEVELOPMENT OF KOTHAGUDEM

AIRPORT AT TELANGANA ......................................................................................... 4-9

4.7 OTHER FACILITIES .................................................................................................. 4-12

4.8 VISUAL AIDS FOR NAVIGATION (PHASE - 1) ......................................................... 4-14

4.9 SUMMARY OF FACILITIES FOR PHASE-1 .............................................................. 4-15

4.11 . WATER REQUIREMENT & SUPPLY ...................................................................... 4-17

4.12. WASTEWATER MANAGEMENT ............................................................................. 4-17

4.13. SOLID WASTE MANAGEMENT .............................................................................. 4-17

5. REHABILITATION & RESETTLEMENT PLAN ............................................................. 5-1

5.1 INTRODUCTION .......................................................................................................... 5-1

6. PROJECT SCHEDULE & COST ESTIMATES ............................................................. 6-1

6.1 INTRODUCTION .......................................................................................................... 6-1

6.2 QUANTITIES ............................................................................................................... 6-1

6.3 RATES ......................................................................................................................... 6-1

6.4 CONTINGENCIES ....................................................................................................... 6-1

6.5 WORKS TAX ............................................................................................................... 6-2

6.6 LABOUR CESS............................................................................................................ 6-2

6.7 SERVICE TAX ON CONSTRUCTION COST ............................................................... 6-2

6.8 PROJECT MANAGEMENT COSTS ............................................................................. 6-2

6.9 SERVICE TAX ON PMC .............................................................................................. 6-2

6.10 PRICE ESCALATION / VARIATION ........................................................................... 6-2

6.11 COSTS NOT INCLUDED ............................................................................................ 6-2

6.12 FINANCIAL ANALYSIS ............................................................................................. 6-10

6.13 FINANCIAL STATEMENTS ...................................................................................... 6-13

6.14 INCOME STATEMENTS ........................................................................................... 6-15

7. FINAL RECOMMENDATIONS ..................................................................................... 7-1

7.1 INTRODUCTION .......................................................................................................... 7-1





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LIST OF FIGURES Figure 1-1 : Proposed Airport in Telanagana ....................................................................... 1-2

Figure 1-2: Air Connectivity Pattern in India ........................................................................ 1-4

Figure 1-3: Air Connectivity Pattern Across India ................................................................ 1-5

Figure 2-1: Location of Site ................................................................................................. 2-1

Figure 2-2: Site Coordinates ............................................................................................... 2-1

Figure 2-3: Location of alternate sites ................................................................................. 2-2

Figure 2-4: Project Layout ................................................................................................... 2-5

Figure 2-5: Typical Layout of MBBR .................................................................................. 2-13

Figure 3-1: Hydrogeology of Khammam District ................................................................. 3-2

Figure 3-2: Site Photographs .............................................................................................. 3-3

Figure 3-3: study Area Map ................................................................................................. 3-3

Figure 3-4: Wind Rose Diagrams from IMD, Khammam ...................................................... 3-7

Figure 3-5: Environmental Sensitive Locations.................................................................... 3-8

Figure 6-1: Project Schedule ............................................................................................... 6-1

Figure 6-2 Revenue Aeronautical and Non-Aeronautical ................................................... 6-15





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LIST OF TABLES Table 1-1: Peak hour Passenger Forecast for Kothagudem Airport (Incoming + Outgoing) . 1-6

Table 1-2: Peak Hour Cargo potential in Tonnes ................................................................. 1-6

Table 1-3: Growth Rate for Forecast for Passenger & Cargo Traffic Projections ................. 1-7

Table 2-1: Details of Site Location....................................................................................... 2-1

Table 2-2: Comparative Evaluation of all three identified sites ............................................ 2-2

Table 2-3: Civil Work Details ............................................................................................... 2-4

Table 2-4: Construction Material Details.............................................................................. 2-6

Table 2-5: Standards for Drinking Water as per BSI ............................................................ 2-8

Table 2-6: Standards for Drinking Water as per CPCB ........................................................ 2-8

Table 2-7: Estimation for Domestic Use Water Reduction ................................................... 2-9

Table 2-8: Estimated Savings in Water ............................................................................. 2-11

Table 2-9: Estimation for Water Requirement ................................................................... 2-12

Table 2-10: MBBR Output Water Quality ........................................................................... 2-14

Table 2-11: Details of Transformer & DG Set .................................................................... 2-14

Table 2-12: Ducting Pattern .............................................................................................. 2-17

Table 3-1: Climate data on IMD for Khammam (1971–2000) .............................................. 3-5

Table 3-2: Sensitive Locations in Study Area ...................................................................... 3-8

Table 3-3: Social Infrastructure in villages of Proposed Project ........................................... 3-9

Table 4-1: Site location & Accessibility ................................................................................ 4-2

Table 4-2: Wind Direction .................................................................................................... 4-2

Table 4-3: Runway Length Requirements ........................................................................... 4-3

Table 4-4: Runway Length Calculation ................................................................................ 4-3

Table 4-5: Runway Dimensions .......................................................................................... 4-4

Table 4-6: Approach Runways ............................................................................................ 4-5

Table 4-7: Runway Meant for Take-off ................................................................................ 4-6

Table 4-8: Taxiway Dimensions .......................................................................................... 4-6

Table 4-9: Apron Dimensions .............................................................................................. 4-6

Table 4-10: Isolation Bay Dimensions ................................................................................. 4-7

Table 4-11: Load calculation (Phase - I) .............................................................................. 4-9

Table 4-12: Design of Transformer and DG Set (Phase - I) ................................................. 4-9

Table 4-13: Facility Listing for Phase-1 ............................................................................. 4-15

Table 6-1: Estimate Phase-1 ............................................................................................... 6-2

Table 6-2: CAPEX for the project ...................................................................................... 6-12

Table 6-3: Staff Requirements .......................................................................................... 6-13

Table 6-4: Expenditure Statement (30 years) .................................................................... 6-14

Table 6-5: Income Statement of the Airport after commissioning (30 Year) ....................... 6-16

Table 6-6: Cash Flow ........................................................................................................ 6-18

Table 6-7: Operational Charges ........................................................................................ 6-19

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11.. INTRODUCTION 1.1 BACKGROUND

Government of Telangana is planning to set up a Greenfield Airport near Kothagudem in Khammam

district in newly formed Telangana State. For this purpose the government has already identified a

potential site near Punukuduchelka village.

RITES Limited, a Government of India enterprise has been engaged by Telangana Government to

provide consultancy services for this work. Infrastructure and Investment department, Govt. of

Telangana, appointed RITES LTD (a Government of India enterprise) to prepare a Techno-

Economic Feasibility Study for development of a Greenfield airport at Kothagudem, vide letter no

241/Airports /2015 dated 01.12.2015.

Kothagudem is a City in Kothagudem Mandal in Khammam District of Telangana State, India. It

belongs to Telangana region. It is located 68 KM towards East from District headquarters

Khammam. It is a Mandal head quarter. Chunchupalle, 3 Incline, Sarvaram, Laxmidevipally,

Sujathanagar are the nearby Villages to Kothagudem. Kothagudem is surrounded by Palwancha

Mandal towards East, Tekulapally Mandal towards west, Chandrugonda Mandal towards South,

Julurupadu Mandal towards South.

Palwancha , Yellandu , Bhadrachalam are the nearby Cities to Kothagudem.

Post bifurcation, Government of Telangana has initiated development work at war footing in every

sphere of economy. In conformity with its efforts to develop economic condition of state,

infrastructure and investment department of Telangana Government has initiated an ambitious

endeavor of improving and developing air connectivity in the state. In this direction, it has planned a

Greenfield airport at Kothagudem in Khammam district. The airport shall enable people to have

access to safe, secure, sustainable and affordable air services.

The Proposed Airport site (identified by district administration) is located near Punukuduchelka

village and is approximately 22-25 kms North of Kothagudem town. The identified site is connected

by a single lane bituminous approach road from NH-221, leading to Punukuduchelka village and

beyond. It is 234 Kms from state capital Hyderabad.

As per 2001 census, Khammam district has a population of 27,97,370. The district has a population

density of 175 inhabitants per km2. Its population growth rate over the decade 2001-2011 was 8.5%.

Khammam has a sex ratio of 1,010 females for every 1,000 males.

The estimated cost of the project is INR 76.49 crores (in Phase I), and the total project cost is INR

193.12 crores.











Figure 1-1 : Proposed Airport in Telanagana

1.2 PROJECT PROPONENT

The Govt. of Telangana has shown keen interest in increasing private sector participation in the

development of infrastructure facilities in the State. In the past decade, it has built a proven track

record in Public-Private-Partnership (PPP) mode of development in Infrastructure projects in various

sectors.

TELANGANA STATE INDUSTRIAL INFRASTRUCTURE CORPORATION (TSIIC) has decided to

develop an airport at Kothagudem, Khammam, Telangana. The proposed airport is being planned

for operation of ATR 72 type of aircraft in phase I.

The recognition of the need to rope in private sector as development partners led the Govt. of

Telangana to delegate the project to TELANGANA STATE INDUSTRIAL INFRASTRUCTURE

CORPORATION (TSIIC). It is designated to don the multiple roles of a Developer, Advisory,

Financier and Manager as needed and to render a full range of services in every phase of project

development, from their inception to the completion.

1.3 AIRPORT SECTOR PROFILE

The Airports Authority of India (AAI) manages a total of 126 Airports, which include 12 International

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

The Airports Authority of India (AAI) is currently responsible for 126 airports of which 46 manage at

least 100,000 annual passengers.

The first category covers airports operated through joint-ventures with private airport operators and

currently includes the two largest airports in the country (Delhi and Mumbai), as well as Cochin,

Bangalore and Hyderabad.











The four largest Indian airports (Mumbai, Delhi, Chennai, and Bangalore) each handle more than 10

million annual passengers and accounted for more than 60% of national passenger traffic. India has

come through a period characterized by a major expansion of the air transportation industry and

proposed to develop 67 domestic airports across country.

India’s transformation from an agrarian economy to an urbanized one is an inevitable consequence

of GDP growth led by service sector and saturation of agricultural productivity. Air connectivity can

ensure integration of such urbanizing areas with the rest of the country and national economy.

Development of appropriate connectivity between robust urban agglomerations could check the

influx of migrants to large metro and provide for more balance regional development.

The civil air transport network has been called the Real World Wide Web. The Air network

map Shown in Figure presents the air connectivity within India and neighboring countries. It

has been observed that the improvement in air connectivity has brought tremendous benefits

to users of air transport services by:

Reducing time spent in transit,

Increasing the frequency of service,

Allowing for shorter waiting times and better targeting of departure and arrival times;

Improving the quality of service, such as reliability, punctuality and quality of the travel

experience.

Air traffic in India has increased over last five years. The compound annual growth rate (CAGR) of

total aircraft movement was 3.3% and of passengers 5.6% during year FY2011 to FY-2014.

Globally, Indian civil aviation is ninth market. It stands fourth in domestic passenger volume.

Table 1-4 Passenger Handled at Major in India (in millions) Sl. No. Airports City State 2012-13 2013-14 2014-15

1 Delhi International Airport Delhi Delhi 34.4 36.9 41.0

2 Chhatrapati Shivaji

International Airport Mumbai Maharashtra 30.2 32.2 36.6

3 Chennai International

Airport Chennai Tamil Nadu 12.8 12.9 14.3

4 Kempegowda

International Airport Bangalore Karnataka 12.0 12.8 15.4

5 Netaji Subhash Chandra

Bose International Airport Kolkata

West

Bengal 10.1 10.1 10.9

6 Hyderabad International

Airport Hyderabad Telangana 8.4 8.8 10.5

Source: Airports Authority of India, APAO

1.4 AIR CONNECTIVITY PATTERN

In India, with its geographical spread interspersed with deserts, seas, forests and hilly terrain,

regional and remote area air connectivity can play a crucial role in this context. Establishing or

relying on railway / road networks for connecting such parts of the country may not be time effective

or even viable (technically /financially) (Figure 1.1).











Also, while railway and road networks may be viable connectivity options to other parts of the

country (not impacted by issues of terrain, security, etc.), air connectivity provides a key advantage

in terms of time saving.

The routes connecting Tier-2 towns / cities to Tier-3 towns / cities1 only constitute about 7% of the

air transport market in India in terms of seat deployment. While routes can be configured

innumerous ways in terms of combination of frequencies, timing of the flights and aircraft sizes, a

number of these routes are likely to witness traffic that can be better serviced using small aircraft

such that the aircraft could be optimally utilized over the day as well as achieve viable PLF.

Figure 1-2: Air Connectivity Pattern in India











Figure 1-3: Air Connectivity Pattern Across India

1.5 NEED OF THE PROJECT

The basic need for developing this airport is to have an independent civil airport in Kothagudem

which will enable uninterrupted day/night operations for domestic air traffic to meet the growing

demand of air travel in the region. The nearest airport to proposed site is Warangal at a distance of

106kms which is non-operational at present. At present the nearest operational domestic airports to

Kothagudem are at Vijayawada (136 kms) and Rajahmundhry (148 kms). The nearest operational

civil enclave is at Vishakhapatnam (280 kms). The nearest international airport is at Hyderabad (235

kms) and the nearest air force base is at IAF academy in Dundigal (232 kms).

Recently Government of Telangana has decided to create new Kothagudem district (by

bifurcating Khammam District) with District Head Quarter at Kothagudem. As there is no

airport in the near vicinity of Kothagudem, a greenfiled airport will not only provide much

needed air connectivity but will also result in creating a demand centre for social as well as

economic growth.

Bhadrachalam, temple town of Lord Rama, located at a distance of 40 kms from

Kothagudem, is a very famous / worshiped pilgrimage center (second after Tirupati /

Tirumala in Andhra Pradesh). It has got a substantial religious tourism potential for

generating air traffic. Although the demand may be seasonal and not throughout the year.

Following industries / govt. establishments located in and around Kothagudem have also got

substantial potential for generating air traffic :

o The Singareni Collieries Company Limited (SCCL) is a government owned coal mining

public sector undertaking. SCCL is currently operating 16 opencast and 32 underground

mines in 4 districts of Telangana with a manpower of around 62,805. SCCL is

headquartered in Kothagudem and is producing 40 million tonnes of coal every year.

https://en.wikipedia.org/wiki/Government-owned_corporation

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

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











o Kothagudem Thermal Power Station is located at Paloncha in Telangana, India. The

power plant has an installed capacity of 1,720 MW with 11 units in operation. Another

unit of 800 MW is under construction. It is one of the largest coal based power plants of

Telangana Power Generation Corporation Limited (TSGENCO).

o The Heavy Water Plant at Manuguru, Andhra Pradesh is based on the Bi-thermal

Hydrogen Sulphide-Water (H2S-H20) Exchange Process. This plant with a capacity of

185 MTPA is the second largest in India based on this process.

o A unit of ITC Limited - Paperboards & Specialty Papers Division is based in

Bhadrachalam.

o National Mineral Development Corporation Ltd. (NMDC) is operating a coal based

Sponge Iron Unit, with a capacity of 2X100 TPD, which is located at Paloncha,

Khammam (Dist), Telangana near Kothagudem.

o Nava Bharat Ventures Limited {Nava Bharat Energy India Limited (NBEIL)} is operating a

150 MW Coal Fired Power Plant at Paloncha in Telangana, India.

Further this airport is also strategically located amidst disturbed areas and can also be used

by paramilitary forces for counter insurgency operations resulting in savings of government

establishments and life of the people residing in the area.

1.5.1 Traffic Analyses

The first and foremost parameters for planning of an airport is to establish air traffic demand and

forecast the growth of traffic to determine the type, adequacy and sizing of facilities to be provided.

This would ensure that oversized facilities are not created which then would become a financial

liability on the investments.

Traffic forecasts for any infrastructure development, especially a Greenfield airport carries a certain

amount of uncertainty. The present day Government policies have encouraged the growth of

aviation industry and therefore movement of cargo by air. This healthy growth is likely to continue in

the coming years.

Table 1-1: Peak hour Passenger Forecast for Kothagudem Airport (Incoming + Outgoing) Base Year Daily Passengers (2015) 2020 2025 2030 2035 2040 2045

85 147 256 419 645 992 1527

Source: Techno-Economic Feasibility, prepared by RITES

Table 1-2: Peak Hour Cargo potential in Tonnes

Peak hour Traffic(KG) Peak hour Traffic(T) (2015) 2020 2025 2030 2035 2040 2045 867.0 0.87 1.51 2.59 4.15 6.21 9.29 13.90


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

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

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

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











Table 1-3: Growth Rate for Forecast for Passenger & Cargo Traffic Projections

S No. Year Forecasted Growth Rate (%)

Passenger Traffic Cargo Traffic 1 First Five Years 11.7 11.80

2 5-10 Years 11.7 11.30

3 10-15 years 10.4 9.90

4 15-20 year 9 8.40

5 20-25 Years 9 8.40

6 25-30 Years 9 8.40


1.6 EMPLOYMENT GENERATION

The direct employment during operation phase in proposed project will be 250 people. However

indirect employment will be around 500 to 600 people who will be employed in taxi operations and

other allied services. During construction phase, 150 labours and 15 supervisors will be employed in

various construction, transportation and storage activities. It is also proposed that these labours will

be employed locally for the proposed project.

1.7 STRUCTURE OF THE REPORT

The purpose of this report is to establish techno-economic feasibility for the proposed project at

Kothagudem. The report is divided into seven chapters excluding this chapter, the details of which

are summarized below:

Chapter 2: Project Description- This chapter discusses the layout drawing and design

considerations for construction of new runway with all allied facilities like terminal, Building, Apron,

Apron Shoulder, Taxi Track, Runway Shoulder, boundary wall, perimeter roads and parking

facilities.

Chapter 3: Site Analysis- This chapter discusses the site profile, landform, and existing land use

and drainage pattern. The land details, climate and metrological parameters are also described in

various sections of the chapter.

Chapter 4: Planning Considerations- This Chapter presents the traffic forecasts for the airport

and the methodology used for arriving at the same. The air traffic has various segments including

traffic due to spillover from Hyderabad airport, tourism growth in Kothagudem has been considered.

Chapter 5: Proposed Infrastructure- This chapter discusses the Concept Plan for aviation support

facilities and utilities also provides for the redevelopment & re-planning of existing air strip. The

Kothagudem Airport Concept Plan proposed for the construction of a domestic airport for capacity of

221 passengers per day. The Concept Plan for the proposed airport defines the ultimate scope of

the proposal and the development of facilities in accordance with the requirements of traffic. Earlier

discussion on Traffic Analysis and Project Sizing are used as the basis for planning of the various

components.

Chapter 6: Rehabilitation and Resettlement (R&R) Plan- There is no R&R due to the proposed

project as the land has already been in possession of State Government. The process has been

initiated by State to transfer the land to Airport Authority.











Chapter 7: Project Schedule & Cost Estimates- This Chapter outlines the various clearances that

are needed for the airport to get operational.

Chapter 8: Final Recommendations- This chapter includes the recommendation for the

development of Greenfield Airport at Kothagudem, Khammam based on the above studies.











22.. PROJECT DESCRIPTION 2.1. INTRODUCTION

Telangana State Industrial Infrastructure Corporation (TSIIC) has decided to develop a Domestic

Airport near Kothagudem in Khammam district in newly formed Telangana State. In the initial stage

(Phase-I), the airstrip will be developed to cater for operation of AIRBUS A320 type of aircraft in all

weather conditions having a terminal building capacity of 1.17 million passengers per annum. The

terminal building will be designed for ATR-72 aircraft in phase I. This will involve construction of new

runway with all allied facilities like terminal building, Apron, Apron Shoulder, Taxi Track, Runway

Shoulder, boundary wall, perimeter roads and parking facilities.

The estimated cost of the project is INR 76.49 crores (in Phase I).

2.2. TYPES OF PROJECT

The proposed project is development of Greenfield Domestic Airport spread over an area of 345.2

Ha. (853 Acres), and involves construction of air side facilities, Land Side facilities & approach road.

The proposed project falls in Category 7(a) of the Schedule vide EIA notification 2006 amended to

date involving preparation of Environment Impact Assessment study and Environment Management

Plan. However general condition is not applicable to this project.

This project is independent and does not linked with other project/s which attracts directly or indirectly any provisions of schedule of EIA notification 2006 amended to date.

2.3. LOCATION & LINKAGE

The proposed airport is located at a distance of approximately 68km from Khammam in South-West

Direction. The details of location of the proposed airport are given in Table 2.1. The location of site

and the geographical coordinates of the site superimposed on Toposheet are provided in Figures

2.1 and 2.2 respectively.

Figure 2-1: Location of Site; Figure 2-2: Site Coordinates Table 2-1: Details of Site Location

Description Details Project Site Punukulachilka Reserved Forest in Kothagudem Mandal

Location Kothagudem, Khammam District, Telangana

Coordinates Points Latitude Longitude A 17° 45’ 20.03” N 80° 33’ 24.53” E

B 17° 44’ 24.32” N 80° 35’ 43.07” E

C 17° 44’ 08.70” N 80° 35’ 35.98” E

D 17° 44’ 21.69” N 80° 35’ 04.84” E

E 17° 44’ 06.78” N 80° 34’ 58.06” E

F 17° 44’ 32.69” N 80° 33’ 55.88” E

G 17° 44’ 47.66” N 80° 34’ 02.56” E

H 17° 45’ 06.55” N 80° 33’ 17.78” E

Total Area in hectares 345.2 Ha. (853 Acres: 572 Acres : 4450m x 520m for airside development and 247 acres : 2000m x 500m for city side development and 34 acre for approach road)

Access Road Kothagudem-Mardoku Road

PPRREE--FFEEAASSIIBBIILLIITTYY RREEPPOORRTT FFOORR DDEEVVEELLOOPPMMEENNTT OOFF GGRREEEENN FFIIEELLDD AAIIRRPPOORRTT AATT KKOOTTHHAAGGUUDDEEMM,, DDIISSTTRRIICCTT--KKHHAAMMMMAAMM,, TTEELLAANNGGAANNAA 22--22










Description Details District Headquarter Khammam- 68km SW

Nearest Town Kothagudem - 22km SSE

Nearest Railway Station Khammam- 68km SW

Nearest Airport Warangal – 106km NW

Interlinked Project This is independent project. Neither the proposed project nor other project/s are directly or indirectly linked and/or related to this project

Source: (i) Primary Survey and Site visit, Greencindia Consulting Private Limited, NCR, Ghaziabad; (ii) Toposheet no. 65C/5, 65/6, 65C/9 & 65C/10 Survey of India, Government of India.

2.4. SITE SELECTION & ALTERNATIVES

The Proposed Project is developed on Kothagudem airstrip with land area of approx. 345.2 Ha.

(853 acres). During the pre-feasibility stage three alternate sites were studied and their comparative

merits and demerits are summarized in the table below. The location of the alternate sites is shown

on the toposheet in Figure 2.3.

Figure 2-3: Location of alternate sites Table 2-2: Comparative Evaluation of all three identified sites

Parameter Site-1 near Ramavaram

Site-2 near Anisettipalli

Site-3 near Punukuduchelka

Proximity and Access 5-6 km from

Kothagudem, easily

accessible

10-11 km from

Kothagudem, easily

accessible

22-25 km from

Kothagudem, easily

accessible

Land Availability 1600m x 1500m in

09-27 orientation

insufficient for

proposed

development with no

scope for future

expansion

Sufficient land is

available in 09-27

orientation (requires

acquisition of forest

land and diversion of

rivulet) but no scope

for future expansion

Sufficient land is

available in 09-27

orientation (requires

acquisition of forest

land) and there is

scope for future

expansion on 27 end

by diverting road.

Future expansion possibility

Nil Nil On 27 end subject to

diversion of road

Runway orientation 09-27 09-27 11-29

Usability offers almost 100%

usability

offers almost 100%

usability

offers almost 100%

usability

Site elevation 95 to 105mm 110 to 150m 129 to 172mm

Property Acquisition Partially private and

Govt.

Partially private,

Govt. and reserved

forest

Reserved forest

Cost of construction Flat terrain, cost of

construction

moderate

Rolling terrain, cost

of construction high

Rolling / undulating

terrain, cost of

construction very

high

Airspace Not falling in the

“Restricted Air

Space” of Indian Air

Not falling in the

“Restricted Air


Not falling in the

“Restricted Air












Parameter Site-1 near Ramavaram

Site-2 near Anisettipalli

Site-3 near Punukuduchelka

Force Force Force

Obstacle Limitation 09 approach over

thickly populated

area and 27

approach restricted

due to presence of

high hills (344m to

431m above AMSL)

at a distance of

roughly 5kms

09 approach

restricted due to

presence of high

hills (287 to 341m

above AMSL) at a

distance of roughly

3.5kms and 27

approach restricted

due to presence of

high tension line

11 approach free

from any obstructions

for IFR operations

and 29 approach

suitable for VFR

operation only

Commercial Activity Kothagudem and its vicinity have got many big industries, coal

mines, thermal power station(s) to generate substantial air traffic.

Utility Services Utility services will have to be drawn from the nearest source.

Atmospheric conditions

Atmospheric conditions are favorable for air operations almost

throughout the year.

Hazards Sites are free hazards from smoke producing industry and menace

due to bird hazard.

Distance from nearby civilian airport

Nearest non operation airport : Warangal (106 kms)

Nearest operational airports : Vijayawada (136 kms) and

Rajahmundhry (148 kms)

Nearest operational civil enclave : Vishakhapatnam (280 kms)

Nearest international airport : Hyderabad (235 kms)

Nearest air force base : IAF academy in Dundigal (232 kms)

Envi

ronm

enta

l and

so

cial

fact

ors

Physical

Flat land, partially

agricultural, good

drainage properties

Rolling terrain land,

partially agricultural /

forest, good

drainage properties

Rolling / undulating

terrain land, total

forest, good

drainage properties

Pollution

Approach over

populated area shall

create noise pollution

issues

Both approaches

free of any

habitation no noise

pollution issue

Both approaches free

of any habitation no

noise pollution issue

Ecological

To be studied in

subsequent stages

To be studied in

subsequent stages

To be studied in

subsequent stages

Social

Few settlements

might require

rehabilitation

Virtually no

rehabilitation

No rehabilitation

Historical

To be studied in

subsequent stages

To be studied in

subsequent stages

To be studied in

subsequent stages

Source: FINAL Techno-Economic Feasibility Study for Development of Green Field Airport at Kothagudem, District-Khammam, Telangana, RITES

Regarding this the confirmation of site has been given by the project development authority, which

is enclosed as Annex II.











2.5. PROJECT MAGNITUDE

Telangana State Industrial Infrastructure Corporation (TSIIC) proposed to develop the airport at

Kothagudem, Khammam. In the Phase-I (2015-2030), the airstrip will be developed to cater for

operation of AIRBUS A320, type of aircraft.

2.6. DESCRIPTION OF THE PROPOSED PROJECT

Development of Kothagudem airport into 2 Phase airport for operation of AIRBUS A320 (Phase 1) in

all weather conditions will involve the following activities:

2.6.1. CIVIL WORKS:

Table 2-3: Civil Work Details

2.6.2. LOW COST TERMINAL BULDING

The peak hour traffic for first phase construction i.e. medium horizon period of 15 years (Year 2030)

is 419 passengers (arrival +departure) considering 10 sqm/passenger a terminal building of around

S. No. Description Phase-1 (m) 1. Runway 3000 X 450

2. Turning Pads 2 X 34.4 X 7.9

3. Taxiway

Parallel taxiway

263.9 X 18

---

4. Apron 217.2 X 107.8

5. RESA 2 X 240 X 90

6. Isolation Bay 92 X 103.8

7. Taxiway to Isolation Bay 263.9 X 18

8. Shoulders

9. a) to Runway -

10. b) To Taxiway 2 X 263.9 X 3.5

11. c) To Apron 2 x (217.2 + 107.8+15) X 7.5

12. d) To Isolation Bay 400 X 3.5

13. e) To Taxi for Isolation Bay 2 X 263.9 X 3.5

14. Overruns 2 X 60 X 45

15. GSE area 110 X 30

16. Peripheral Road 10,762 X 3.75

17. Terminal Building (Pre Engineered) – m2 4,000

18. Fire station Building (Pre Engineered) - m2 265

19. ATC Tower - sqm 144

20. Boundary Wall - 3.0m high with 0.6 m

concertina coil on top

13,026 m

21. Operational Chain Link Fencing - 2.0m high 2,000 m

22. Gates 4 nos.











4000 Sqm is planned to be constructed in first phase. To handle Passengers (arrival + departure)

car parking facility of 150 cars by 2030.

2.6.3. MISCELLANEOUS FACILITIES

Information and mandatory signage, canopies on city as well as on air side, new sub-station and AC

plant room, landscaping and horticulture work, provision of hooter system for access points,

provision of explosive detection system.

2.6.4. ELECTRICAL WORKS & OTHER EQUIPMENTS/SERVICES

Electric substation building of 304 Sqm is proposed to be constructed on city side to house HT and

LT panels, DG set, Transformers, APFC Panel, Bus duct cabling etc. with control office in phase-1.

Pump house and UG sump shall also be developed in phase-1 alongside of the substation for water

supplies to the airport.

2.6.5. COMMUNICATION, NAVIGATION & SURVEILLANCE (CNS) PLANNING WORKS

Provision of security system surveillance CCTV, Baggage Scanner, DFMDs, HHMDs, ILS, TVs etc.

2.6.6. MISCELLANEOUS WORKS: City Side

Sub Station equipments along with HT & LT distribution network.

Area Lighting.

Building Electrification.

X-Ray Baggage Scanner.

Baggage Conveyor.

Non-illuminated Retro reflective Sign Boards inside the building.

Door Fitted Metal Detectors and Hand Held Metal Detectors.

Sliding doors.

Water Coolers Hand Driers.

Flight Information Display System (FID)

Close Circuit Surveillance System (CCTV) (IP based)

Public Address System (IP based)

Fire Alarm Type (Addressable Type)

The project layout showing the component mentioned above are presented in Figure 2.4.

Figure 2-4: Project Layout 2.7. CONSTRUCTION MATERIAL

The construction material used in proposed project will be sourced from local approved vendors

through the contractor and the specification will be as per the conditions laid in contract. The

contractors work will monitor approved and certified by the Engineering-In Charge. The details of

construction materials are given in Table no. 2.3.











Table 2-4: Construction Material Details Sl. No Description Unit

1 GSB 70953.53 Cum

2 Stone Agg. 95455.91 Cum

3 Bituminous 1250.04 Kg

4 Structural Steel 82500.00 Kg

5 TMT bar 61100.98 Kg

6 Sand 834.26 Cum

7 Cement 5530.63 Bags

Source: GCPL

2.8. RESOURCE OPTIMIZATION

The resource optimization is always prerequisite for any development project and saving the

precious. This requires a new approach to viewing, evaluating, understanding, and communicating,

which ultimately requires new approaches to science, engineering, and economics. In quest towards

resource optimization in proposed project the tradition practices are substituted by modern practices

involving water reduction, rain water harvesting, energy conservation etc.

2.8.1. Water Saving Practices and Reduction

In India, the average domestic water consumption is 4.1% of the total water use. As per the Bureau

of Indian Standards, the per capita water requirement varies with building type. As per BIS, for

residential buildings with a population of 20,000-1,00,000, the per capita consumption is 100-150

lpcd and for those with population above 1,00,000, the consumption is 150-200 lpcd. Out of the 150

to 200 liters per head per day, 45 liters per head per day may be taken for flushing requirements

and the remaining quantity for other domestic purposes. For the other types of buildings, the water

requirement varies between 30 to 340 LPCD.

Water usage for applications such as flushing, bathing and washing is as high as 93% of water

demand in any building. However, measures can be adopted to reduce this demand through use of

water efficient practices and devices (efficient plumbing fixtures). These would result in significant

saving of water and contribute towards protection of the environment. Some of the common

practices and devices that can save water are covered below:

Monitoring water use: Use of water meter conforming to ISO standards should be installed

at the inlet point of water uptake and at the discharge point to monitor the daily water consumption.

This would also enable the user to identify if there are any points of leakages.

Use of water saving devices/ fixtures: About 40% of all water used indoors is in the

bathroom and toilets and more than 10% of that used is in the kitchen. The conventional fixtures

used in toilets use water at the rate of 12-15 liters per flush. In normal scenario, the taps and

showerheads in buildings consume water at the rate of 20 liters of water per minute. The flow rates

of these fixtures depend on the pressure at which these are operated. However there exists the

opportunity to lower the consumption through the use of following efficient fixtures:

Low flow flushing systems: Water consumption is more for flushing applications in any building.

Use of more efficient water saving toilets having dual flush system can result in a saving of at least











50% of water. Dual flush systems can be installed in order to allow different volume of water for

flushing liquids and solids. To facilitate efficient cleaning at low volume, it is possible to install

suitable water closets.

Sensor based fixtures: Sensors based fixtures functions only in the presence of user. Various

types of sensor based technologies are magic eye sensor for urinals, solenoid self operating valves

etc. Infrared and ultrasonic sensors discharge a set amount of water only when the taps are being

used thus resulting in water saving as compared to manually operated valves. In addition to its

advantage in reducing water consumption, sensor operated taps also result in better hygiene

particularly in a public place.

Urinals: By using automated flushing urinals usage of water is very high. By replacing these with

sensor-based urinals such as magic eye sensor, the water use is reduced to 0.4 liters per flush. In

place of conventional urinals, if the low flow urinals are used, water saving amounts to 3 liters per

flush.

Waterless Urinals: Waterless urinals are an efficient technique to save water. The system works

without any water but with the use of biodegradable liquid in the cartridge fitted at the bottom of the

urinal. Each cartridge is adequate for 7000 uses.

Water Taps: A normal tap works at a flow rate as high as 20 lpm. Use of low flow faucets along with

other water saving devices such as auto control valves, pressure reducing devices, aerators and

pressure inhibitors for constant flow, magic eye solenoid valve, and self operating valves can result

in 25 – 50% of water savings.

Tap aerators: Tap aerators can be effective by facilitating cleaning through increasing the pressure

at which the water is delivered even at low flow rates. Installation of flow regulators can be done

where the aerators cannot be installed.

Auto control valves: Automatic shut-off valves can be used to control the flow of water for a preset

time limit and with use, which is linked to the release of the lever or handle.

Pressure reducing device: The reducers can be used to control the pressure in the water line,

which will affect the discharge rate and also to maintain uniform flow at different levels. A pressure

reduction device can be installed when the pressure in the line exceeds 50-60 psi. It is observed

that a reduction of pressure from 80 to 65 and 50 psi can result in a reduction of water flow of 10%

and 25%, respectively.

Dual Plumbing System: Introduction of dual pipe in the buildings for use of water with different

water quality namely ground water with high hardness, municipal supply water, treated soft water

and recycled water can result in optimal use of water for different applications thus saving on the

high quality water. Installation of dual pipe plumbing for using recycled water / rain water can save

the potable water from municipal supply or ground water. There can be two lines, one supplying

fresh water for drinking, cooking and bathing etc and other for supply of recycled water for flushing,

landscape irrigation, car washing, thermal conditioning etc. This results in saving of more than one-

third of fresh water demand and life of existing sewerage can be improved and also promotes

decentralized treatment system. This system needs space for establishment and initial investment

and retrofitting.











Water Quality: In addition to providing adequate water supply for building occupants, quality

of water is also a key concern. Bureau of Indian Standards has recommended a set of parameters,

which should be complied with. These are given in Table 2.4.

Table 2-5: Standards for Drinking Water as per BIS

Sl No. Parameters Units Drinking Water IS:10500-2012 Acceptable Limit Permissible Limit

1 Colour Hazen 5 15

2 pH value - 6.5-8.5 No Relaxation

3 Turbidity NTU 1 5

4 Total Dissolved Solids Mg/l 500 2000

5 Anionic Detergents as MBAS Mg/l 0.2 1

6 Boron (as B) Mg/l 0.5 1

7 Calcium (as Ca) Mg/l 75 200

8 Chloride (as Cl) Mg/l 250 1500

9 Copper (as Cu) Mg/l 0.05 1.5

10 Fluride (as F) Mg/l 1 1.5

11 Iron (as Fe) Mg/l 0.3 No relaxation

12 Nitrate (as No3 ) Mg/l 45 No relaxation

13 Phenolic Compounds Mg/l 0.001 0.002

14 Sulfate (as SO4) Mg/l 200 400

15 Total Alkalinity (as CaCO3) Mg/l 200 600

16 Total Hardness (as CaCO3) Mg/l 200 600

17 Zinc (as Zn) Mg/l 5 15

18 Cyanide 9as CN0 Mg/l 0.05 No Relaxation

19 Lead (as Pb) Mg/l 0.01 No Relaxation

20 Total Arsenic (as As) Mg/l 0.01 0.05

21 Total Chromium (as Cr) Mg/l 0.05 No Relaxation

Source: IS: 10500:1991, Bureau of India Standards, New Delhi

Further as per the CPCB, water quality standards for different classes of inland waters have been

given for different applications which should be followed (Table 2.5).

Table 2-6: Standards for Drinking Water as per CPCB

Characteristics Unit Designated use class of inland waters A B C D E

Dissolved Oxygen, minimum

Mg/l 6 5 4 4 -

pH - 6.5-8.5 6.5-8.5 6.0-9.0 6.5-8.5 6.0-8.5

BOD (5days at 200c) Mg/l 2 3 3 - -

Total Coliform organisms, max

MPN/ 100 ml

50 500 5000 - -

Colour Hazen 10 300 300 - -

Chlorides (as CL), max Mg/l 250 - 600 - 600

Sodium Absorption ratio, max

- - - - - 600

Boron (as B) Mg/l - - - - 2

Sulphate(as So4) Mg/l 400 - 400 - 1000

Nitrates (as No3), max Mg/l 20 - 50 - -











Characteristics Unit Designated use class of inland waters A B C D E

Free ammonia (as NH3) Mg/l - - - 1.2 -

Conductivity at 250c, max Microhm/cm - - - 1000 2250

Arsenic (as As), max Mg/l 0.05 0.2 0.2 - -

Iron (as Fe) Mg/l 0.3 - 50 - -

Fluorides (as F) Mg/l 1.5 1.5 1.5 - -

Lead (as Pb), max Mg/l 0.1 - 0.1 - -

Copper (as Cu) Mg/l 1.5 - 1.5 - -

Zinc (as Zn), max Mg/l 1.5 - 1.5 - -

Manganese (as Mn) Mg/l 0.5 - - - -

Total Dissolved Solids Mg/l 500 - 1500 - 2100

Total hardness (as CaCO3)

Mg/l 300 - - - -

Magnesium (as Mg) Mg/l 100 - - - -

Chlorides (as Cl) Mg/l 250 600 - - 600

Cyanides(as CN) Mg/l 0.5 0.5 0.5 - - Source: IS: 10500:1991, Bureau of India Standards, New Delhi Notes: A= Drinking Water Source without conventional treatment but after disinfection; B= Outdoor bathing (Organised); C= Drinking water source after conventional treatment and disinfection; D= Propagation of Wild life and Fisheries; E= Irrigation, Industrial Cooling, Controlled Waste disposal Source: Central Pollution Control Board, Government of India, New Delhi

2.8.2. Water Use Reduction

To estimate the reduction in water use achieved by the building by following the mitigation

measures, use following steps: (i) Step 1: Estimate total water demand based on the occupancy and

type of building; (ii) Step 2: List various efficient fixtures and other measures and (iii) Step 3:

Calculate demand reduction as compared to the BIS per capita water consumption.

2.8.3. Domestic Use for 24 hours

Under normal conditions, water consumption per person for flushing is 45 liters (9 liter/flush with 5

numbers of uses). With efficient fixture (3 and 6 liter/flush), water use is 21 liter (3 liter /flush with 3

uses and 6 liter /flush with 2 uses). Water use per person for washing with normal fixture with a flow

rate of 20 liters per minute is 40 liter (assuming use for 2 minutes), while with efficient fixture (flow

rate of 7.5 lpm) is 15 liters (Table 2.6).

Table 2-7: Estimation for Domestic Use Water Reduction

Sl. No.

Category Normative Water consumption ( in

lpcd)

Normative in Water Consumption ( in lpcd

) Reduction ( in % )

1 Drinking Water 07 07 -

2 Bathing 20 20 -

3 Flushing 45 21 53

4 Washing 40 15 62

5 Miscellaneous 23 23 -

Total Per Capita

Requirement 123 86 36

Source: Manual on Construction Projects, Central Pollution Control Board, Government of India, New Delhi











2.8.4. Water Use during Construction

Water used shall be clean and reasonably free from injurious quantities of deleterious materials

such as oils, acids, alkalis, salts and microbial growth. Generally, potable water shall be used.

Where water can be shown to contain any sugar or an excess of acid, alkali or salt, that water

should not be used. As a guide, the following concentrations may be taken to represent the

maximum permissible limits of deleterious materials in water.

Limits of acidity: To neutralize 200 ml sample of water, it should not require more than 2 ml of 0.1

N caustic soda solutions.

Limits of Alkalinities: To neutralize 200 ml sample of water it should not acquire more than 0.1 ml

of 0.1 N hydrochloric acid.

Percentage of solids should not exceed:

Organic 200 ppm (0.02%)

Inorganic 3000 ppm (0.30%)

Sulphates 500 ppm (0.05%)

Alkali chlorides 1000 ppm (0.1%)

2.8.5. Water Conservation in Landscaping

Landscape forms an important part of the building environment. This is constituted by combination

of vegetation, paving and various other landscape features such as water bodies. The vegetation

includes lawns, shrubs, herbs and trees. In general, the water demand for lawns and shrubs are

higher as compared to trees, which does not require or require less water after establishment. In

addition, native species also require less water.

2.8.6. Estimation of Water Demand for Landscape

The water requirement of the landscape can be estimated using the following equation:

Water Requirement

(lpd) =

(Canopy area (m2) x Evapo-transpiration rate (mpd) x plant factor x

1000)

Irrigation Efficiency

Monthly Evapotranspiration rate (ET0): The potential evapo-transpiration rate (PET) is the

climate factor, refers to the amount of water required by the plant for healthy growth (depending

on the climate). Evapo-transpiration rate determines the rate at which plants lose water through

evaporation. It is affected by humidity and temperature at a given time. These rates vary with the

season and are different for different months.

Canopy area is the area covered by shrubs, grass covers, and for trees it is the plan view and is

assumed as 25 m2 per tree.

The plant factors are categorized as- (i) 1 for evergreen fruit trees, small shrubs, lush ground

covers; (ii) 0.7 for Newly planted native plants in semiarid and arid regions; ornamental or shade

trees and shrubs native to more humid areas (iii) 0.4 for plants native to the areas.











2.8.7. Measures for Reducing Water Demand for Landscape:

The water consumption for the gardening depends on the type of plant species and the plant

factors. As the plant factor for native species and trees is the minimum, one of the options to reduce

the water demand for gardening is to include more native species and low water consuming

species. Other options include use of efficient fixtures for watering, following certain best practices

to minimize losses and optimize consumption.

Efficient irrigation equipments:

Drip irrigation: To save water, drip irrigation is an efficient technique as it prevents loss of

water due to evaporation, run–off and percolation. Further, it has a better control and facilitates

uniform water distribution. However, this system cannot be used for lawns and ground covers

but for non –native turf and other non-xerophytes plants.

Sprinkler irrigation: Sprinkler irrigation system requires a network of pipes and pumping

system to maintain sufficient pressure for uniform distribution. It is best suited for areas with

sandy soils which have high infiltration rates. To prevent water logging, the system should be

designed in such a way that infiltration rate exceeds the application rate. Sprinklers which can

produce fine sprays are more efficient as compared to those that produce large water droplets.

The efficiencies of irrigation systems differ widely. Further, to improve the efficiency certain

measures can be followed, which includes use of a pressure regulator for pressures greater

than 30 psi which will significantly reduce the loss during watering.

Efficient central systems: An auto irrigation system with programmed time schedule can be

installed for optimal use of water. To avoid over watering particularly during the rainy season, a

rain shut-off device and soil moisture sensor should be used. It is also advisable to group the

plants based on their water needs to minimize water loss.

Fixed time schedule for watering: Time schedule for watering of plants plays an important role

in saving water. Irrigation should be done during the coolest time of the day (early mornings and

evenings) to avoid loss due to evaporation and wind drift. Also, the frequency of irrigation should

be reduced during the winters. Regular flushing of the irrigation lines and other parts should be

done. The use of combination of mitigation options can result in savings of water as indicated in

Table 2.3. The table indicates the reduction in water that is possible by stepwise reduction in

areas of high water consuming species. By reducing the lawn area by 50% and replacing it with

shrubs, it is possible to achieve 32 % savings and by further introducing native species to the

level of 25%, further increase in savings of 42% is achieved.

Table 2-8: Estimated Savings in Water S.

No. % 100% Lawn

50% Lawn: 50% Shrubs

50% Lawn: 25% Shrubs: 25% Native 100% native

1 Saving in

% - 32 42 64

Source: Manual on Construction Projects, CPCB, Government of India, New Delhi



TTEELLAANNGGAANNAA SSTTAATTEE IINNDDUUSSTTRRIIAALL IINNFFRRAASSTTRRUUCCTTUURREE

CCOORRPPOORRAATTIIOONN ((TTSSIIIICC))





GGRREEEENNCCIINNDDIIAA CCOONNSSUULLTTIINNGG PPRRIIVVAATTEE LLIIMMIITTEEDD NNCCRR,, GGHHAAZZIIAABBAADD

2.9. WATER REQUIREMENT & SUPPLY

2.9.1. Water Source & Demand

The project will utilize the ground water. The daily consumption of water during operation phase will be about 244 KLD of which 35 KLD will be

fresh water and 209 KLD will be recycled water. Table 2.9 provides the water requirement details.

Table 2-9: Estimation for Water Requirement

S. No. Parameters Quantity

Water Requirement in LPCD/Lperseat Water Requirement in KLD** Wastewater Generation (KLD) Sewage

Treatment Plan (20% excess) in

KLD Fresh Recycled Fresh Recycled Total

Fresh Recycled Total 80% 95%

A OPERATION PHASE a Passengers-numbers. 1430 10 15 14.3 21.5 35.8 11.4 20.4 31.8 MBBR

Technology b Visitors-numbers. 250 7 - 1.8 0.0 1.8 1.4 0.0 1.4

c Airport Staff-numbers 250 24 21 6.0 5.3 11.3 4.8 5.0 9.8

d Residential Area-population

0 65 21 0.0 0.0 0.0 0.0 0.0 0.0 62.3

e Kitchen, floor washing & Restaurant -seats

250 52 18 13.0 4.5 17.5 10.4 4.3 14.7

f Landscaping-m2

3,54,000

- 0.5

L/m2/day

0.0 177.0 177.0 0 0 0.0

g DG set Cooling (for 1 hr.) 570 -

0.9 L/kVA/hr.

0.0 0.5 0.5 0 0 0.0

Total Water Demand in KLD 35.1 208.7 243.8 28.0 29.6 51.9 B CONSTRUCTION PHASE a Daily Labour 75 45 0 3.4 0.0 3.4 2.7 0.0 2.7

Septic Tanks & Toilets

b Residential Labour 75 86 0 6.5 0.0 6.5 5.2 0.0 5.2

C Officials 15 45 0 0.7 0.0 0.7 0.5 0.0 0.5

Total Water Demand in KLD 10.5 0.0 10.5 8.4 0.0 8.4 Source: GCPL











2.9.2. Water Storage

Since the hours of supply may not be continuous, it is recommended to go for 3 days bulk storage at

the main receiving tanks, wherein the domestic water will receive the desired level of treatment.

Further to bulk storage, individual Buildings / Utility will have their own storage tanks catering to a

day’s requirement.

2.9.3. Water Distribution

Treated water will be pumped into the main header pipe to distribute water to the storage tanks

located in the individual building / utilities i.e Terminal Building, Maintenance Building, ATC Tower,

Commercial Building, Shopping Area and Admin Office Building.

The pump system at the receiving tank will be hydro-pneumatic type with pressurized diaphragm

tank for starting & stopping pumps.

Storage tanks in individual buildings will have solenoid controls to regulate & control the inflow.

From these storage tanks water will be pumped into the internal plumbing system of respective

buildings through variable speed hydro-pneumatic pumps.

The Terminal buildings, especially, will witness periodic peak flow surge along with relatively very

low demand periods. It is recommended for optimization of energy to go for multiple pump

configurations to offset such variance in demand. It is proposed to integrate the water system with

Building Management controls

2.10. Wastewater Generation And Treatment

The main source of drainage generation will be the discharges from toilets (water closet), urinals,

sinks, pantry’s, kitchen and other similar utilities. The total wastewater generation in operation

phase will be 52 KLD & 8.4 KLD from construction phase. The wastewater will be treated in 62 KLD

Moving Bed Biofilm Reactor (MBBR) technology based STP for the proposed project.

Figure 2-5: Typical Layout of MBBR











The MBBR technology has following advantages:

Smaller footprint.

Can be retrofitted to activated sludge systems for increased capacity or higher quality of

effluent.

Biomass recirculation not necessary.

High effluent quality in terms of BOD and suspended solids.

The MBBR technology has following disadvantages:

Increased power requirements for aeration, therefore increased operational costs.

Higher cost of media.

Must maintain high oxygen concentration.

Increased level of pre-treatment with fine screening.

Process sensitive to sustained peak hour flow.

Table 2-10: MBBR Output Water Quality Sl No

Parameters Inlet Outlet General Standards for Discharge of Environmental Pollutants Part-A : Effluents: Inland Surface Water

1 BOD 300 mg/l Less than 20 mg/l 30 mg/l

2. COD 400 mg/l Less than 150 mg/l 250 mg/l

3 Oil & Grease 50 mg/l Less than 10 mg/l 10 mg/l

4 TSS 200 mg/l Less than 50 mg/l 100 mg/l

5 pH 6.5-8.5 6.5-8.5 5.5 to 9 Source: CPCB

No treated waste water will be discharged outside the airport.

2.11. STORM WATER DRAINAGE

Area drainage shall be planned through a network of lined drains and RCC box / pipe culverts. The

storm water drainage system will lead to rain water harvesting pits in the site.

There will be appropriate drainage facility around the runway for storm water drainage. For taxiways

running parallel to the runway, covered storm water channels in RCC located in the project site

between runway & taxiway with concrete box inlets covered at the top with grating (Suitable for

Aircraft wheel load).

2.12. POWER REQUIREMENT & SUPPLY

Total load estimation for Kothagudem Airport works out to 1250 KVA (approx). The bulk power

supply of 1250 KVA will be drawn from the grid of State Electricity Board. The electrical supply

system includes HT panel, DG set, Transformer and other LT panels. The essential electrical

services shall be backed with DG sets along with PLC panel. All the electrical HT & LT cables shall

be laid as per the stipulations of CPWD specifications.

Table 2-11: Details of Transformer & DG Set Design for the Transformer Load

Total Normal Load in KW 912











Design for the Transformer Load Total Normal Load in KVA @ 0.8 P.F lagging 1140

Considering Diversity factor as 0.8 912

KVA Rating of T/F considering 80% Loading 1013

Transformer rating 1000 kVA Note:- 2 nos. Transformer of rating 1000 kVA. (1 working and 1 standby)

Design for the DG Set Load Total Essential Load in KW 340

Total Essential Load in KVA @ 0.8 P.F lagging 425


KVA Rating of DG set considering max 90% Loading 378

DG Set rating 450 kVA Note:- 2 no. DG set of rating 450 kVA (1 Working + 1 Standby)


2.13. SOLID WASTE MANAGEMENT

In Construction phase: Solid waste during construction phase will be collected and disposed as per

established laws and Procedures. The Organic waste will be treated at site.

In Operation phase: Twin bin waste collection system– green bins for bio-degradable wastes and

blue bins for non-biodegradable wastes shall be provided. Waste collection shall be done on a door

to door basis, and temporarily stored at identified locations before disposing as per established laws

and procedures at Khammam Municipality waste disposal site.

Hazardous waste shall be treated in accordance with Hazardous Waste Management Rules 2008,

Batteries waste shall be handled in accordance with Batteries Management Rules, 2010 and E

waste as per E waste Guidelines, 2008.

Bio Medical Waste shall be collected and disposed in accordance with Bio Medical Waste

(Management and Handling) Rules, 1998

2.14. FIRE SAFETY

2.14.1. Fire Suppression

This section only deals with the fire protection services related to Hydrants, Sprinklers and

Extinguisher. Fire protection in the context of this project is required for the following:

Protection of occupied buildings like Terminal Building, ATC Tower, AFI, Commercial

Development.

Protection of ancillary buildings like Maintenance buildings, Workshop & utilities etc.

Protection of amenity centers like Shopping & Kiosks

Protection of Fuel Farm.

Protection of Apron & Runways

Electric substation, Plant rooms

Aircraft related fires











2.14.2. Fire Reserves

The level of protection to be provided for fire and rescue purposes depends upon the physical

dimensions of the predominant aircraft using an Airport. As per Annex 14 the critical aircraft to be

adopted is defined as the longest aircraft which makes 700 or more movements in the busiest

consecutive three months of the year.

For Boeing 737-900, the level of protection to be provided for rescue and fire fighting should be

equal to Aerodrome Category 7. However, in terms of para 9.2.3 of ICAO Annex-14, where the

number of movements of the aeroplanes in the highest category normally using the aerodrome is

less than 700 in the busiest consecutive three months, the level of protection provided shall be not

less than one category below the determined category. Therefore, Category 6 level of protection is

proposed to be provided to meet the requirement of design aircraft. For level of protection 6, two fire

fighting and rescue vehicles are required to be provided at the airport. Accordingly 1 No. of Crash

Fire Tender alongwith a fully equipped ambulance is proposed to be provided at Kothagudem

Airport. A fire station of 265 sqm is proposed to house the CFT, Ambulance and a Jeep in phase-1.

2.14.3. Pumping Arrangement

A pump room to house submersible pump as well as fire fighting pumps of area 61 sqm has been

designed. Pump room shall be a single storey RCC framed structure building. An underground

sump of capacity 1,00,000 litre for fire fighting and 50,000 litre for daily use is also proposed along

with steel staging over head tank for placing 2 x 15,000 liter plus 2 x 10,000 liter sintax tanks.

2.14.4. Fire Fighting Fitments

External yard Hydrant shall be provided on the land side accompanied by a Hose cabinet, weather

proof type, housing branch pipe, nozzles, two 15m long CP Fire Hoses and one coupling for Foam

Systems. Pressure in excess of 7.0 kg /cm2 will be controlled with provision of orifice plates in the

Hydrant.

All landside buildings/structures shall be provided with Landing Valve, each valve serving a design

influence area of 1,000 sqm. The landing valves are tapped from the hydrant risers or the external

ring main in case of Ground structures. In addition to the Landing valve, swing type Hose Reels with

20mm rubber tubing along with 63 mm RRL Hoses Nozzles, Branch Pipe and fireman axe all

housed in a Fire Hose cabinet will be provided.

2.15. AIR CONDITIONING SYSTEMS

The cooling requirements for the proposed project have been estimated on the basis of the

following design assumptions.

2.15.1. Outside Ambient Conditions

Summer: DB: 40o C (105o F) & WB: 28.33o C (83o F).

Monsoon: DB: 32.2o C (90o F) & WB: 30o C (86o F).

Equipment performs to the above ambient conditions and not fail in conditions of 43o C DB (dry

bulb).

2.15.2. Inside Design Condition:

Room Temperature: 23o C + 1.1o C











Relative Humidity: 55% + 5%

2.16. Design Parameters

Ducting work: Method of Duct Design Equal friction method:

Maximum air velocity in supply duct FPM : 1200.0

Maximum air velocity in return duct FPM : 800.0

Friction loss in duct (maximum) MM Wg in 100 Mt run : 6.66

Maximum Velocity at supply air grill outlet FPM : 150.0

The duct shall be fabricated out of galvanized sheet, class VIII (Zinc coating 120 gm/m²ƒnas per the

parameters given below which are conforming to IS 655-1963.

Table 2-12 : Ducting Pattern

Maximum Thickness Type of Transverse Bracing

Up to 600 0.63 S-drive, pocket or bar, slips, on 2.5 m

centers None

601 to 750 0.63 S-drive, pocket or bar, slips, on 2.5 m

Centers, S-drive 25 mm pocket, or 25 mm bar slips on 2.5 m centers.

25 x 25 x 3 mm, angles, 1.2 m from joint.

751 to 1000

0.80 Drive, 25 mm pocket or 25 mm bar slips,

on 2.5 m centers 40 x 40 mm angles connections.

25 x 25 x 3 mm angles, 1.2 m from joint.

1001 to 1500

0.80 40 mm bar slips, with 35 x 3 mm bar

reinforcing on 2.5 m centers 40 x 40 x 3 mm angles, 1.2

m from joints.

1501 to 2250

- 40 x 40 mm angle connections, or 40 mm

bar slips, 1 m maximum centers with 35 x 3 mm bar reinforcing.

40 x 40 3 mm diagonal angles, or 40 x 40 x 3 mm

angle 60 cm from joint. Source: Techno-Economic Feasibility, prepared by RITES

2.16.1. INSULATION:

Maximum temperature rises in the supply air duct from Air-handler’s outlet to farthest outlet in ºC

1.10

2.16.2. NOISE AND VIBRATION CONTROLS

The air conditioning contractor must take all necessary precautions to have minimum noise

generation and its transmission. Minimum vibration as permitted by IS relevant code shall be

ensured. A few points for guidance only are given below:

Double fire retardant flexible connections shall be provided from air discharge to outlet of air-handler

to the duct.

Vibration isolation pads of suitable thickness commensurate to loading for isolation of vibration shall

be provided under all equipment. In consultation with manufacturer for proper selection of vibration

isolators

Flexible conduit connections of minimum diameter of 50mm to motors shall be provided. All loops

should be large enough to allow connections to remain flexible.

All conduit connection where conduits are 60mm or larger shall be made of 1.2-meter minimum

length conduit installed in the shape of U and grossly slack to provide maximum vibration isolation.











The floor supported piping shall be mounted on pipe supports with 7.5mm ribbed neoprene pads

between the base plate of the pipes and the floors.

All items suspended from false ceiling shall be isolated on separate hangers.

In case of ducts, conduits, pipes & tubes the annular space between construction and penetrating

element shall be sealed with sand cement plaster.

The supply duct starting from air handling unit & plenum shall be provided with 12 mm thick acoustic

lining as indicated in the tender drawings.

The air-conditioning contractor shall take all other precautions or shall make his own arrangements

even if not specified in the tender documents for eliminating high noise levels & shall minimize

vibrations in all mechanical equipment without any additional cost.











33.. SITE ANALYSIS 3.1 INTRODUCTION Site analysis is a pre-design research activity which focuses on existing and potential conditions on

and around the building site. It is an inventory of the site factors and forces, and how they coexist

and interact. The purpose of the analysis is to provide thorough information about the site assets

and liabilities prior to starting the design process. The typical site analysis includes the site location

and size, neighborhood context, zoning, legal aspects, geology, physiographic (natural and man-

made features), hydrology, soils, vegetation, wildlife, climate, culture, pedestrian and vehicular

circulation, access, utilities, historic factors, density, sensory stimuli, and any other factor deemed

appropriate for the particular site. This chapter discusses the site Profile, landform, and existing land

use and drainage pattern. The land details, climate and Metrological parameters are also described

in various sections of this chapter.

3.2 LOCATION & CONNECTIVITY The site selected for the construction of the proposed airport is located adjacent with Kothagudem-

Mardoku Road. The nearest Railway Station is Khammam Railway Station at 68km SW from the

proposed site while the nearest Airport is at Warangal at 106 km.

3.3 PHYSIOGRAPHY The site is has no man made structure. There are few thorny bushes and is forest land. The

identified site is connected by a single lane bituminous approach road from NH-221, leading to

Punukuduchelka village and beyond. From the information gathered in the discussions during the

site visit it is learnt that the single lane approach road is already being widened to a double lane

road by state government. A natural drain/nala runs towards the northern slope, ending at the

Kinnerasani River, flowing about one km, north of airport strip.

3.4 HYDROGEOLOGY From the groundwater point of view, rock formations in the district can be classified into three

distinct categories of (i) Consolidated formations, comprising granites and gneisses of Archaean

group and schists, phyllites and limestones of Pakhal Series; (ii) Semi-consolidated formations,

comprising conglomerates, shales and sandstones of Lower and Upper Gondwana Supergroup; (iii)

Unconsolidated formations, comprising river alluvium along riverbanks.

Kothagudem mandal is located centrally in Khammam district. The mandal has consolidated

formations in the form of Pakhals. These rocks comprising shales, phyllites and silicious limestones

occur in parts ofBayyaram, Yellandu and Gundala mandals on western part of the district and in

parts of Manuguru, Paloncha, Kothagudem and Aswapuram mandals in central northeastern part

and in Wazeed and Venkatapuram Mandals in northern part of the district. Ground water occurs

under water table conditions in the intergranular secondary pores of weathered rocks. In shales and

phyllites the depth of weathered zone varies between 3 and 15m bgl.

This area also has Semi-consolidated formations. This group consists of mainly conglomerates,

sandstones and shales of Lower and Upper Gondwana members. Groundwater occurs in

unconfined and confined conditions in these formations. These formations occur in central part of











Depth to water levels between 5-10 m bgl have been recorded in more than 17 % of the monitoring

wells during (post monsoon) November 2012. Relatively deep water levels (10.0 to 20.0 m) have

been registered in parts of eastern, central and southern of the district.

3.6 LAND OWNERSHIP 345.2 Ha. (853 acres) of land required for the proposed Airport has been acquired by the state

government and is handed over to for development of a domestic airport at Kothagudem. The detail

land schedule for proposed project is presented in Annex I.

3.7 TOPOGRAPHY The identified site is located on fairly level terrain with levels of the site ranging between 134m to

174.3m. The site is gently sloping from South West to North West. The Airport area is located in

Punukuduchelka Reserved Forest which is fully covered with dense mixed jungle. The identified site

near Punukuduchelka village is approximately 22-25 kms North of Kothagudem town.

The total land proposed to be acquired for airport development is 331 Ha. (819 Acres) (572 Acres:

4450m x 520m for airside development and 247 acres : 2000m x 500m for city side development

works). In addition 60m wide land measuring 34 Acres is proposed to be acquired for approach to

the airport form the nearest road.

Figure 3-2: Site Photographs

Figure 3-3: study Area Map 3.8 EXISTING LAND USE PATTERN The land use pattern indicates the manner in which different parts of land in the study area is being

utilized. It is an important indicator of environmental setting and human activity and a degree of

inter-play between these two important parameters. The proposed site land use is forest land with

vegetation. The Study Area Map is shown in Figure 3.3.











3.9 EXISTING INFRASTRUCTURE The proposed site is forest land. No infrastructure is present. Kothagudem-Mardoku Road is

adjacent towards West direction.

3.10 GEOLOGY & SOIL Khammam district is gifted with rich natural resources. The major rock types include Granites &

gneisses, shales, phyllites and dolomites, sandstones etc.

The District forms a part of the Indian Peninsular shield, which has remained stable since the

formation of the crust. They are exposed in the Western and Eastern part of the District. During the

Archean Era, parts of the District was occupied by two vast geo-synclines which got deposition of

sediments in them. Later, they were subjected to diastrophic movements resulting in folding, faulting

and uplifting and subjected to metamorphism. These gave rise to Khondalite and dharwarian suit of

rocks. These suit of rocks have occupied in the extreme Eastern, South and central parts of the

District. The South and Eastern parts of the District are covered by narrow bands of charnokites.

During the late Archaean Era, igneous intrusions of alkaline rocks in Ashwaraopet-Kunavaram belt,

basic to ultrabasic rocks and a number of swarm of basic dykes around Khammam, Pegmaties and

quartz veins are formed in many parts of the District. At the end of the Archaean Era, there was an

invasion of sea covering parts of Khammam, Warangal, Karimnagar, Adilabad and Maharashtra and

where argillaceous, calcareous and arenaceious sediments were deposited which were later

subjected to folding, faulting and partly metamorphosed during subsequent periods. In the District,

These deposits have been refered Pakhals, Albakas and Sultavais and they have occupied the

northern and North-Western parts of the District.

After the Proterozoic sedimentation, there was a lull the depositional history of the District for about

300 m.y.i.e., from Cambrian to Permian. By this time a supercontinent Pangea comprising of 5

continents including India was in existence and referred geologically as Gondwana land. The

Gondawana period began with the deposition of glacial beds followed by feldspathic sandstones,

clays and ferrugeneuous sand stones. There was luxuriant vegetation during this period which got

drifted and deposited by river waters in lakes and inland seas. On burial, these were transformed

into coal in course of time. During the late Mesoziac era, there was break up of Gondwana land as a

result of which the Pranhit-Godavari basin was uplifted which gave rise to river alluvium on the

banks of the Godavari and soil cappings.

Soil- Soil in this region is predominantly Chalaka, Dubba and black soils. The soil has good bearing

capacity.

3.11 METEOROLOGY & CLIMATOLOGY The data obtained from the Meteorological Department of India for Khammam observatory has been

utilized. The maximum rainfall over 24 hours occurred during the period 1971-2000 is 299.7 mm in

July 1954 and the average number of rainy days is about 55.6 in a year. The climate is tropical with

temperatures ranging from 21.9 °C (71.4 °F) to 44.2 °C (111.6 °F) in the summer and 13.8 °C (56.8

°F) to 39 °C (102.2 °F) in the winter.

3.11.1 Climatic Condition (30-years IMD Data)

Total mean annual rainfall for the period 1971-2000 of the district is 1045 millimeters (41 in).

Summary of 30 years average data is presented in the table 3.1 below:











Table 3-1: Climate data on IMD for Khammam (1971–2000) Sl.

No. Parameters Description of the Season

1 Rainfall in mm

Total Annual Average Rainfall is 1045 mm

Winter (Dec to Feb)

Months Total rainfall (in mm) December 1.7

January 4.9

February 7.1

Total 13.7

Summer (Mar to May)

March 7.1

April 12.9

May 51.5

Total 71.5

Monsoon (June to Sept)

June 133.2

July 260.4

August 241.7

September 170.2

Total 805.5

Post-Monsoon (Oct to Dec)

October 119.0

November 35.2

December 1.7

Total 155.9

2 Temperature (Mean Daily Temp. in 0C)

Months Max Min Avg

Winter (Dec to Feb)

Dec 29.0 17.4 23.2

Jan 29.7 18.0 23.9

Feb 32.6 20.7 26.7

Average 30.4 18.7 24.6

Summer (Mar to May)

Mar 35.8 23.0 29.4

Apr 38.3 25.7 32.0

May 40.4 27.5 34.0

Average 38.2 25.4 31.8


June 36.7 26.9 31.8

Jul 32.8 25.1 29.0

Aug 31.8 24.6 28.2

Sep 32.6 24.7 28.7

Average 33.5 25.3 29.4


Oct 32.0 23.2 27.6

Nov 30.3 20.2 25.3

Dec 29.0 17.4 23.2

Average 30.4 20.3 25.4

3 Relative

Humidity in per Winter (Dec to Feb)

Month 08.30 hrs 17:30 hrs Dec 74 51











cent Jan 78 48

Feb 75 42

Average 76 47

Summer (Mar to May)

Mar 73 35

Apr 70 35

May 61 35

Average 68 35


Jun 66 51

July 78 66

Aug 81 70

Sep 81 70

Average 77 64


Oct 79 65

Nov 75 59

December 74 51

Average 76 58

4 Wind-speed

Winter (Dec to Feb)

Month Speed (kmph) Dec 1.7

Jan 2.2

Feb 3.1

Average 2.3

Summer (Mar to May)

Mar 3.6

Apr 4.3

May 4.4

Average 4.1


Jun 5.1

July 4.0

Aug 3.5

Sep 2.1

Average 3.7


Oct 1.5

Nov 1.9

Dec 1.7

Average 1.7 Source: Climatological Table 1971 – 2000, Indian Meteorological Department, Govt. of India, New Delhi The wind rose for the entire year is given below











Figure 3-4: Wind Rose Diagrams from IMD, Khammam

Post Monsoon Wind Rose Diagram

Annual Wind Rose Diagram

The Climate of the district is normally good and healthy. During the post monsoon months, i.e. from

October to December months are usually pleasant with moderate winds from East. The annual

Wind rose shows predominant winds from both east and west, and traits from both north and south.











3.12 SEISMICITY Khammam falls in Seismic zone III. The project site falls under seismic zone III which is Moderate

Damage Risk Zone which is liable to MSK VII. However this factor has been taken into

consideration and all the buildings will be constructed as per IS 4326, IS 13827, IS 13828, IS 13920

and IS 13935 to ensure that all the buildings are earthquake resistant.

3.13 WIND HAZARD As per the meteorological information gathered from the Meteorological Department of India, the

following is also observed:

Hail No hail observed throughout the year

Thunder On an average thunder observed on only 9.4 days in a year.

Fog On an average fog observed on 0.1 days in a year

Dust Storm On an average Dust Storm observed on only 0.1 days in a year.

Squall There is no record of Squall being ever been observed in the area

3.14 ENVIRONMENTAL SENSITIVITY Table 3.2 gives the list of sensitive features within 15 km radius of the project site (refer Figure 3.4).

Table 3-2: Sensitive Locations in Study Area Particulars Distance (km) Direction

Forests

Kachinapalli RF 10.3 W

Gundala RF 6.3 W

Chatakonda RF 1.7 WSW

Kinnarasani River 420m N

Mamidlavai RF 8.5 E

Bangaruchilka RF 1.4 E

Mundarkalapad RF 5.0 ESE

Kinnarasani Reservoir 5.7 ESE

Punukulu RF 8.2 SE

Suraram RF 13.8 SE

Source: (i) Toposheet No. 65C/5, 65C/6, 65C/9 & 65C/10Survey of India, Dehradun

Figure 3-5: Environmental Sensitive Locations 3.15 SOCIAL INFRASTRUCTURE Kothagudem Mandal is in Khammam district. The area does not have all the social and economic

facilities desirable for settlements. The rural settlements are dependent on Khammam town for

higher order services such as hospital, college, police station etc. Table 3.2 provides infrastructure

available in rural settlements affected by proposed project.











Table 3-3: Social Infrastructure in villages of Proposed Project Education Facilities

Village Name Go

vt

Prim

ary

Sch

oo

l

Priva

te

Prim

ary

Sch

oo

l

Go

vt

M

iddle

Sch

oo

l

Priva

te

Mid

dle

Sch

oo

l

Go

vt

Se

con

da

ry

Sch

oo

l

Priva

te

Se

con

da

ry

Sch

oo

l

Go

vt

Se

nio

r

Se

con

da

ry

Sch

oo

l

Priva

te

Se

nio

r

Se

con

da

ry

Sch

oo

l

Punukuduchelka 3 0 0 0 0 0 0 0

Bangaru Chelka 9 0 1 0 0 0 0 0

Ananthogu 4 0 1 0 1 0 0 0

Health Facilities & Treated tap water details

Village Name Prim

ary

He

alth

Ce

ntr

e

Prim

ary

He

alth

S

ub

Ce

ntr

e

Mo

bile

He

alth

Clin

ic

Ve

terin

ary

Ho

spita

l

Tap

W

ate

r-

Tre

ate

d

Facili

ty

Punukuduchelka 0 0 1 0 1 Bangaru Chelka 1 1 0 0 1 Ananthogu 0 1 0 0 0 Source: Census Data, 2011











44.. PLANNING CONSIDERATION 4.1 INTRODUCTION The purpose of this chapter is to present the Planning Concepts for Kothagudem Airport, in terms of

both their vision and reasoning. Therefore, several basic assumptions have been established, which

are intended to direct the future planning of the Airport. These assumptions are supported by the

aviation activity forecasts and include a commitment for continued airport operation, which supports

local and regional needs.

Airport planning and design primarily depends upon availability of land, its topography, orientation,

accessibility, etc. Traffic is the other major factor that decides the size of runway, terminal building

and other related infrastructure required for the proposed airport. The site and traffic studies have

been discussed in the preceding chapters. Based on the site and traffic studies the planning and

conceptual design of the proposed airport is discussed in this chapter.

4.2 PLANNING CONCEPT Because all airport functions relate to and revolve around the basic runway/ taxiway layout, airside

planning recommendations must first be carefully examined and evaluated. It is essential that the

initial development of the Airport be commensurate with the anticipated needs and requirements of

the airport users; however, the long-term expansion capabilities of the facility must also be

considered and planned for to ensure the future success of the project. The main objective of the

proposed project is to ensure design requirement to cater to the passenger demand.

As discussed peak hour traffic of 419 passengers both ways are considered for planning of airport in

first phase (year -2030). Since this peak hour traffic is sufficient to operate a Boeing aircraft.

Although, the peak hour traffic justifies the operation of Boeing aircraft, the consultant thought of

suggesting developing the airport for operations of ATR-72 type of aircraft in first phase to

economize the project cost. However, there are very few 70 seat aircrafts (Hopping) available in

India at present and all the Airlines are mostly operation Airbus-320 or equivalent type of aircraft in

the domestic sector. Accordingly, it is proposed that the airport shall be planned for the operations

of Airbus-320 or equivalent class of aircraft in initial phase. After the commencement of operations

from this airport, continual monitoring of the traffic shall be done to observe the actual traffic

scenario after the opening of Kothagudem airport. Important planning parameters considered for

planning of various facilities for the proposed Airport are discussed in

The proposed site is for a Greenfield airport project. The following are design criteria for the

proposed project air-side activities.

4.3 AIRSIDE PLANNING

The airport is planned to be constructed in phases, even for first phase of construction and

operation aircraft ATR-72 is adopted as design aircraft the aerodrome reference code based on

ICAO Criteria remains 4D. Aerodrome Reference Code is defined by the characteristics of the

aircraft intended to use the airport. The parameters to categorize the Aerodrome reference code by

ICAO are mentioned in Table 4.1











Table 4-1: Site location & Accessibility


4.3.1.1. Runway Orientation

The most suitable orientation of the runway for Kothagudem airport is in East-West as per the

predominant wind direction. The wind data obtained from climatological tables published by Indian

Meteorological Department, Govt. of India for Khammam, the nearest observatory to Kothagudem,

for thirty years the period (1960-1990) shows that wind is predominately from East and West for

most part of the year. The winds throughout the year are below 19 kmph. It has been observed that

calm period prevails for about 33% of the time and for remaining 67% duration of the year the winds

are below 19kmph. Almost 32% - 33% of duration of the years winds are from East or West.

However as the land identified by the government is in the direction of 114° - 294°. Accordingly the

runway shall be oriented in 11-29 orientation. Further, as almost 100% of the year winds are below

19kmph, runway orientation in any direction will meet the ICAO’s annual usability criteria of 95% for

19kmph cross wind component. The data on intensity and published by Meteorological Department

of India for nearest observatory at Kothagudem have been analyzed. The wind data noted from the

climatological table is reproduced in Table 4.2.

Table 4-2: Wind Direction

Percentage No of Days wind from Direction N NE E SE S SW W NW CALM Morning 7 1 17 10 11 5 19 4 27

Evening 8 2 17 6 10 4 16 3 34

Mean 7.5 1.5 17 8 10.5 4.5 17.5 3.5 30.5


4.3.1.2. Runway Length

The runway length requirement is basically dependent on the critical/design aircraft likely to operate

at the airport. The design aircraft for the initial development phase itself is considered as Boeing

737 / Airbus-320 or equivalent.

Code Number

Aero plane reference field length

Code Letter

Wing span Outer main gear wheel span

1 Less than 800m A Up to and not

including 15m

Up to and not

including 4.5m

2 800m up to 1200m but not

including 1200m

B 15m up to and not

including 24m

4.5m up to and not

including 6m

3 1200m up to 18000m but not

including 1800m

C 24m up to and not

including 36m

6m up to and not

including 9m

4 Over 1800m D 36m up to and not

including 52m

9m up to and not

including 14m

5 E 52mup to and not

including 65m

9m up to and not

including 14m

6 F 65m up to and not

including 80m

14m up to and not

including 16m











The runway length requirement at Kothagudem (taking aerodrome elevation as 153m, ART 40.7°C

and longitudinal ground slope as 0.5%) are tabulated in the Table 4.3 below:

Table 4-3: Runway Length Requirements Aircraft Takeoff Field

Length (m) Takeoff runway length required (m)

Landing Field Length (m)

Landing runway length required (m)

ATR-42 1165 1604 964 998 ATR-72 1223 1684 1050 1087 CRJ-100 1600 2203 1450 1501 CRJ-200 1770 2437 1480 1532 CRJ-900 LR 1954 2690 1630 1687 Q400 1468 2021 1290 1335 DASH-8-100 990 1363 790 818 DASH-8-200 1000 1377 780 807 Boeing -737 2494 3433 1700 1760 Airbus - 320 2090 2877 1530 1584


Table 4.4: Runway Length Calculation

S. No. Types of Aircraft Boeing 737-900 Airbus A-320 ATR-72 A Data 1 Runway Length Required for

Landing at Sea Level in Standard

Atmospheric Conditions.

1700

1530

1050

2 Runway Length Required for

Takeoff at Sea Level in Standard

Atmospheric Conditions for (STD

i.e. 15 Degree Celsius)

2494

2090

1223

3 Aerodrome Elevation(Meter) 150.00 150.00 150.00

4 Aerodrome Reference

Temperature(Degree Celsius)

40.70

40.70

40.70

5 Temperature in the Standard

Atmosphere for given Aerodrome

Elevation

14.025

14.025

14.025

6 Runway Slope 0.50 0.50 0.50

B Correction to Runway Takeoff Length

1 Runway Takeoff Length

Corrected for Elevation

2581.29 2163.15 1265.81

2 Runway Takeoff Length

Corrected for Elevation and

Temperature

3269.85

2740.17

1603.46











S. No. Types of Aircraft Boeing 737-900 Airbus A-320 ATR-72 3 Runway Takeoff Length

Corrected for Elevation,

Temperature and Slope

3433.34 2877.18 1683.63

C Correction to Runway Landing Length-Runway Landing Length Corrected for Elevation

1759.50 1583.55

1086.75

D Recommended Runway Length 3433.00 2877.00 1684.00


It can be seen from the above table critical runway length for operations of 70 seater aircraft comes

to 2000m for (Q-400) and for ultimate development works (i.e. for operations of Boeing 737 / Airbus-

320 aircraft) comes to 3450m.

4.3.1.3. Number Of Runways and Dimension

The present objective for proposed airport at Kothagudem does not require provision of a parallel

runway. Based on technical data of the design aircraft, considering the requirements of ICAO

requirements and the preliminary assessment of the runway is as below:

Table 4.5 Runway Dimensions Sizing Phase-1 Phase-2 Length 3000m Extended to 3450m

(Main Runway 3000 m, Starter Runway 450m)

Width 45m Same

Basic Strip 150 m + 150 m Same

Runway End Safety Area

( RESA)

90m x 240m 90m x 240m

Runway overrun 2x60 mX45 m 2x60 mX45m

Runway Shoulder -- 7.5m


4.3.1.4. Obstacle Limitation Study

The requirement of obstacle limitation surfaces for Approach and Take-off as laid down by ICAO is

given in the Table 4.5 and Table 4.6 below:











Table 4.6 Approach Runways











Table 4.7 Runway Meant for Take-off

4.3.1.5. Taxi way

Table 4.8 Taxiway Dimensions Sizing Phase-1 Phase-2 Length 263.9 m Parallel Taxiway ( 3000 m)

Connecting Taxiway ( 3 x 263.9 m)

Width 18m 23 m

Taxiway shoulder 3.5 7.5m


4.3.1.6. Apron

An apron to accommodate four nos ATR-72 aircrafts or two nos Airbus A-320 / Boeing 737 aircraft

(217.2m x 107.8m) has been proposed to be constructed in first phase. Sufficient space has been

kept for future extension. The apron shall be extended 725m x 107.8 to accommodate 4 Boeing,

four ATR Aircrafts.

Table 4.9 Apron Dimensions Sizing Phase-1 Phase-2 Length 217.2m Extended to 725m

Width 107.8m 107.8m

Shoulder 7.5 10.5m

Equipment (GSE Area) 60mx30m Additional 110mx60m












4.3.1.7. Isolation Bay

An isolation bay of 103.8 m x 92m has been proposed to be constructed in first phase as per

requirements.

Table 4.10 : Isolation Bay Dimensions


4.3.1.8. ATC Tower and Services

A fully functional low activity ATC Tower with a tower cab floor area of about 40 sqm is required. To

meet the minimum line of sight and grade intersection angle of 35’, the height of the tower is

recommended as 25m above GL with an eye level of more than 15.0 m above the average runway

level, which will facilitate un-obstructed view of operational areas as well as surrounding air space.

The Tower will provide Aerodrome Control and Flight Information Services. On the ground floor

tower will have administrative block of 104 m2 area in pahse-1 which shall be extended by another

104 m2 (first floor) in phase-2.

4.3.1.9. Fire Station (Crash Fire Rescue Services)

The level of protection to be provided for fire and rescue purposes depends upon the physical

dimensions of the predominant aircraft using an Airport. As per Annex 14 the critical aircraft to be

adopted is defined as the longest aircraft which makes 700 or more movements in the busiest

consecutive three months of the year.

For Boeing 737-900, the level of protection to be provided for rescue and fire fighting should be

equal to Aerodrome Category 7. However, in terms of para 9.2.3 of ICAO Annex-14, where the

number of movements of the aeroplanes in the highest category normally using the aerodrome is

less than 700 in the busiest consecutive three months, the level of protection provided shall be not

less than one category below the determined category. Therefore, Category 6 level of protection is

proposed to be provided to meet the requirement of design aircraft. For level of protection 6, two fire

fighting and rescue vehicles are required to be provided at the airport. Accordingly 1 No. of Crash

Fire Tender along with a fully equipped ambulance is proposed to be provided at Kothagudem

Airport. A fire station of 265 m2 is proposed to house the CFT, Ambulance and a Jeep in phase-1.

4.3.1.10. Electric Sub Station, Pump House and UG Sump

Electric substation building of 304 m2 is proposed to be constructed on city side to house HT and LT

panels, DG set, Transformers, APFC Panel, Bus duct cabling etc. with control office, in phase-1.

Power supply from state electricity board will be drawn up to the substation of Airport.

4.3.1.11. Pump room / Underground Sump / Overhead tank

A pump room to house submersible pump as well as fire fighting pumps of area 61 sqm has been

designed. Pump room shall be a single storey RCC framed structure building. An underground

sump of capacity 1,00,000 litre for fire fighting and 50,000 litre for daily use is also proposed along

with steel staging over head tank for placing 2 x 15,000 liter plus 2 x 10,000 liter sintax tanks

Sizing Phase-1 Phase-2 Dimensions 103.8 m x 92 m No change

Length of Taxi 263.9 m No change

Width 18 m 23 m

Shoulder of taxi 3.5 7.5 m











4.3.1.12. Aircraft Hangar

No aircraft hangar is proposed in first phase however space for the same has been identified in the

master plan. However, a Hanger can be constructed in second phase, if need arises.

4.3.1.13. Aircraft Refueling Facility

Refueling facility shall be provided at appropriate stage of operation. However sufficient space has

been earmarked for the facility.

4.4 AIRPORT OPERATIONAL COMPONENTS–CITY SIDE

4.4.1.1. Terminal Building

The peak hour traffic for first phase construction i.e. medium horizon period of 15 years (Year 2030)

is 419 passengers (arrival +departure) considering 10 m2 /passenger a terminal building of around

4000 m2 is planned to be constructed in first phase. This terminal building will be extended to handle

1527 Passengers (arrival +departure) in year 2045 for long term horizon period of 30 years. The

additional building to be constructed in second phase would be 15,500 m2.

4.4.1.2. Car Parking

A car parking for 150 cars is proposed to be developed in first phase (2030). The requirement of

600 parking spaces is projected for phase-2 (2045) for which sufficient space has been kept in the

plan.

4.5 AIRPORT OPERATIONAL COMPONENTS–COMMON FACILITIES

4.5.1.1. Approach Road

Approach road needs to be constructed to connect the airport with NH-5. This road needs to be at

least 2 lanes. A land width of 60m has been reserved for construction of approach road. A two lane

divided road is proposed to be constructed by government.

4.5.1.2. Internal & Peripheral Road

Internal roads facilitating connections between the various component facilities of the proposed

airports are included in the development plan. A peripheral road along the boundary of airport with

3.75m width and internal road is proposed. Length of Peripheral road along the full length of

boundary wall is 10,790,m. Complete peripheral road is proposed to be constructed in phase-1.

4.5.1.3. Boundary Wall/ Retaining wall

A stone masonry, boundary wall of height 3m (with 0.60m concertina wire on top) is proposed. The

total length of this boundary wall will be 10,762 m, to be constructed in phase-1.

4.5.1.4. Drainage

In phase-1 only earthen drains with pipe culverts are proposed in order to minimize the cost.

However in phase-2 RCC Open drain is proposed to be provided along the edge of the strip on

either side of runway and taxiways for disposal of the storm water through natural slopes.

Rectangular drains with perforated slabs are proposed in terminal building area.











4.5.1.5. Operational Fencing

Chain link fencing is proposed to be erected to segregate operational area with public area the

length of the fencing shall be approximately 2,000 m, to be constructed in phase-1.

4.5.1.6. Landscaping

Properly planned and designed landscaping shall be done on city-side as well as airside to protect

the ground earth as well as to provide a pleasant look to the airport.

4.6 ELECTRICAL FACILITIES PROPOSED FOR DEVELOPMENT OF KOTHAGUDEM AIRPORT AT TELANGANA

4.6.1.1. Electrical Reticulations:

Electrical designing is done on Indian Electricity (IE) rules, National Building code (NBC) of India

and as per the guidelines of Energy Conservation Act (ECA) for optimum utilization of energy.

4.6.1.2. Load Calculation for Phase – I and Phase – II and proposed facilities

Table 4.11 : Load calculation (Phase - I)

S. No. Description of items Normal

load (KW) Essential load (%)

Essential load (kW)

1 Airfield Lighting 120 100 120

2 External Lighting 232 40 92.8

3 Terminal Building i/c equipment load 100 50 50

4 ATC cum technical tower 25 50 13

5 Fire Station, Electricity Substation, Pump

House 40 50 20

6 For Pumps, Water Supply, STP 70 100 50

TOTAL 567 345.8

10% for pumps, water supply, STP 0 100.00 0

Total Load for VRV 325

0

Say (Total) 912 340

Future provision @ 10% 0 0

TOTAL 912 340


Table 4.12 : Design of Transformer and DG Set (Phase - I)

Design for the Transformer Load Total Normal Load in KW 912

Total Normal Load in KVA @ 0.8 P.F lagging 1140


KVA Rating of T/F considering 80% Loading 1013

Transformer rating 1000 kVA











Note:- 2 nos. Transformer of rating 1000 kVA. (1 working and 1 standby) Design for the DG Set Load

Total Essential Load in KW 340

Total Essential Load in KVA @ 0.8 P.F lagging 425


KVA Rating of DG set considering max 90% Loading 378

DG Set rating 450 kVA

Note:- 2 no. DG set of rating 450 kVA (1 Working + 1 Standby)


Proposed facilities for phase – I :-

City Side

Sub Station equipment along with HT & LT distribution network.

Area Lighting.

Building Electrification.

X-Ray Baggage Scanner.

Baggage Conveyor.

Non-illuminated Retro reflective Sign Boards inside the building.

Door Fitted Metal Detectors and Hand Held Metal Detectors.

Sliding doors.

Water Coolers Hand Driers.

Flight Information Display System (FID)

Close Circuit Surveillance System (CCTV) (IP based)

Public Address System (IP based)

Fire Alarm Type (Addressable Type)

Air Side

Airfield Ground Lighting (AGL) in interleaved circuit.

Simple & CAT – I approaches.

Apron High Mast lighting

DVOR / DME

ATC communication equipment

Automated Weather observation system

Revolving Beacon

Landing T / H indicator











4.6.1.3. Electrical Scheme

The bulk power supply of 1250 kVA shall be drawn from the grid of State Electricity Board. The

electrical supply system includes HT panel, DG set, Transformer and other LT panels.

The essential electrical services shall be backed with DG sets along with PLC panel. All the

electrical HT & LT cables shall be laid as per the stipulations of CPWD specifications.

4.6.1.4. Power Distribution Scheme

Total load estimation for phase-1 of Kothagudem Airport works out to 1000 kVA (approximately).

Therefore, Transformer rating proposed is of 1000 kVA.

APFC (Automatic Power Factor Correction) shall be done for power factor improvement and

harmonic filtration.

4.6.1.5. Area Lighting

Followings are proposed against area lighting: Bulk area lighting with HPSV & Metal Halide Lamps mounted on High Masts & decorative steel

tubular poles controlled locally & remotely.

Feeder pillars for automatic operation of External Lighting at a preset time.

The proposed development of Airport includes various internal roads, car park area etc. These

areas are to be illuminated through uniform glare free illumination complying with the standards

of Lux requirement and in conformity with the Indian Electricity (IE) rules, National Building code

of India (NBC). It is proposed to achieve the desired lux level of 5 – 20 by using HPSV & Metal

Halide lamps mounted on High Masts & decorative steel tubular poles. High Mast lantern can

be controlled locally & remotely. The energy efficient high-pressure sodium vapour/metal halide

lamps of varying ratings shall be installed on decorative steel poles & high masts to maintain

proper color rendering effect.

Switching and lowering of lantern for high masts shall be remotely as well as locally controlled

through operating panel.

4.6.1.6. Baggage Conveyors

Slider and seat belt baggage conveyors with soft starter drive motors for the passenger departure

and for arrival area.

4.6.1.7. Passenger Lift (MRL Type)

Passenger lift (Machine Room Less Type) with a speed of 1 M per second is proposed in the ATC

tower. Lift shall have stainless steel interiors and fitted with variable voltage & variable frequency

(VVVF) AC drive motors with microprocessor control for higher accuracy.

4.6.1.8. Lightning Arrestors

Lightning arrestors shall be installed at the topmost terminals to prevent from damage by electric

thunder storms. The lightning arrestor will be earthed and will be mounted into the regulator

housing.











4.7 OTHER FACILITIES:

4.7.1.1. Intelligent Fire Detection and Alarm System

Intelligent Fire and Heat detectors shall protect the entire building. Main Fire Alarm Panel (MFAP)

shall be suitably located in the Fire control room which will eventually generate alarm in the event of

fire. The exact location of fire occurrence can also be tracked by the respective detectors.

4.7.1.2. Security & Surveillance System

4.7.1.3. Close Circuit TV (CCTV) Surveillance System

Surveillance of areas in and around the Airport is considered highly sensitive. Therefore, CCTV

cameras with centralized monitoring system shall be provided to track down any unwanted

movement. Main control console of the CCTV surveillance system shall be located in the control

room. To ensure uninterrupted operation, efficient functioning and clarity of images captured by

surveillance system, Optical Fiber (OFC)/CAT-6 Cable along with UPS system shall be provided.

4.7.1.4. Baggage Scanner

Baggage Scanners shall be provided for the baggage scrutiny at the terminal building. The

scanners shall comply with international health and safety regulations including USA FDA X-Ray

system. The scanner shall be supported by a computer having latest features. The system shall

have “Threat Image Projection” system. This system inserts digital threat signals in to the regular

flow of bags at configured frequencies aiming at continuously improving the skill level of security

personnel deployed for scanning. The system shall have provision of monitoring the operation from

a remote location. Scanner shall be supported by input and output roller deck and furniture for the

operator.

Besides the provision of Baggage scanners, Door Fitted Metal Detectors (DFMDs) and Hand Held

Metal Detectors (HHMDs) shall also be provided. The specifications of Scanners and Metal

Detectors (DFMDs & HHMDs) shall comply with the Civil Aviation Security norms.

4.7.1.5. Automatic Sliding Doors

At entry or exit gates of the terminal building, photocell operated automatic sliding glass doors shall

be provided.

4.7.1.6. Airfield Ground Lighting System (Phase-1)

The Airfield Lighting system (in phase-1) includes:

1. Runway Threshold Lights

2. Runway End Lights

3. Runway Edge Lights

4. Turning Pad Lighting

5. Taxiway/Apron Lighting

6. Simple Approach Lighting System

7. CAT –I Approach Lighting System

8. Precision Approach Path Indicator











(a) Runway Threshold Light:

Runway Threshold Light is at the extremity of a runway, the threshold lights shall be placed in a row

at right angles to the runway axis as near to the extremity of the runway as possible. Double circuit

has been considered for maintaining redundancy in the system. Runway Threshold Lights have

been considered as per the stipulation of ICAO norms.

(b) Runway End Light:

Runway End lights shall be placed at right angles to the runway axis as near to the end of the

runway. Double circuit has been considered for maintaining redundancy in the system. Runway end

lights have been considered as per the stipulation of ICAO norms.

(c) Runway Edge Light:

Runway edge lights shall be placed along the full length of the runway and shall be in two parallel

rows equidistant from the center line. Double circuit has been considered for maintaining

redundancy in the system. Runway edge lights have been considered as per the stipulation of ICAO

norms.

(d) Turning Pad Light:

Runway turn pad lights shall be provided for continuous guidance on a runway turning pad intended

for use in runway visual, to enable an aero plane to turn and align with the runway center line.

Double circuit has been considered for maintaining redundancy in the system. Turning Pad lights

have been considered as per the stipulation of ICAO norms.

(e) Taxiway/Apron Edge Light:

Taxiway/Apron edge lights shall be provided at the edges of Taxiway/apron to provide guidance to a

pilot. Double circuit has been considered for maintaining redundancy in the system. Taxiway Edge

lights have been considered as per stipulation of ICAO norms.

(f) Simple Approach Lighting System:

Simple approach lighting system is considered viable looking at the availability of land at site.

Simple approach lighting system shall consist of a row of lights on the extended center line of the

runway extending, whenever possible, over a distance of not less than 420m from the threshold with

a row of lights forming a crossbar at a distance of 300m from the threshold. Simple Approach

lighting system has been considered as per stipulation of ICAO norms.

(g) Approach System (CAT – I)

The approach lighting system will be based on ICAO CAT I precision approach lighting system. The

length of the approach shall be 900m from the threshold with row of lights on the extended center

line of the runway and row of lights forming a cross bar 30 m in length at a distance of 300 m from

the threshold as set out in Annex – 14. Lights that are located on the blast pad will be inset fixtures

and then rest will be elevated lights which will either be installed on frangible poles or masts, the

height of which will depend on the final levels of the approach profile.

(h) PAPI System

PAPI will be installed for approach direction of the runway as per the recommendations of ICAO.

Each approach direction will be equipped with a single full bar set of PAPI located on the left hand











side in the direction of approach. PAPI will be elevated and mounted on frangible legs. The

distances from the runway edge will be as per ICAO guidelines.

4.8 Visual Aids For Navigation (Phase - 1)

4.8.1.1. Markings (Phase - 1)

Following markings are required to be provided:

Runway Designation

Runway Centre Line

Threshold

Fixed distance

Touchdown zone

Aiming point

Runway Side stripe marking where there is a lack of contrast

Taxiway center line markings, from the runway center line

Taxi-holding position

4.8.1.2. Lights (Phase - 1)

Approach lighting system As per para 5.3.4.10 of ICAO Annex-14, a precision approach category I

lighting system shall consist of a row of lights on the extended center line of the runway extending,

where possible, over a distance of 900 m from the runway threshold with a row of lights forming a

crossbar 30 m in length at a distance of 300 m from the runway threshold.

4.8.1.3. Navigational Aids (Phase - 1)

Precision approach aids provide vertical (i.e. glide path) information in addition to azimuth guidance

and, possibly, distance information. The ICAO standard non-visual precision approach aids are ILS

and MLS. ILS is the aid in common use while MLS is in the process of evaluation/introduction.

Looking forward to ten years and beyond, a GBAS (WAAS) navigation and ADB-B surveillance, in

the absence of radar environment, would be the best and economical option.

The NDB, VOR and ILS Cat I are on the verge of phasing out in next ten years as En-route/

Approach / Landing / Departure navigational systems and the ILS Cat II/III, MLS Cat III, SBAS Cat I,

GBAS Cat I/II/III would be in.

Provision Cat I ILS is envisaged for future only.

ILS ground equipment comprises of a localizer, a glide path and a suitably sited DME. In order to

provide Instrument Landing System at Kothagudem airport, Instrument Landing Systems comprising

the Localizer & Glide Path are proposed. The location of the navigational aids and the critical areas

are marked on the development plan.

Although, ideally the proposed Localizer Log Periodic 14 element Antenna system should be

installed on the extended centerline at a distance of 300m, it is proposed to install the localizer at

Kothagudem airport.











The critical area as defined in ICAO Annex 10, in front of localizer requires trimming of tall weeds

and bushes to maximum six inches height. This would provide the stability, reliability and Continuity

of Service to the ILS.

Glide Path Antenna M type to be installed at about 300 M from THR 20 with an offset of 75 M (as

the basic strip is 75 M, though ICAO standard is 150 M for instrument runway.

Location of DVOR-DME

Area surrounding 305 m of VOR shall be free of obstacles. The area available within the airport

boundary is just adequate to meet this requirement.

4.9 SUMMARY OF FACILITIES FOR PHASE-1

Table 4.13 : Facility Listing for Phase-1 S. No. Description Phase-1

1 Aerodrome Reference Code 4D

2 Design Aircraft ATR-72

3 Flights per hour 23

4 Runway Capacity (million per annum) 26.19 (without night landing)

5 Passenger Terminal Capacity (million per

annum)

1.17

6 Runway 3000 X 450

7 Turning Pads 2 X 34.4 X 7.9

8 Taxiway

Parallel taxiway

263.9 X 18

---

9 Apron 217.2 X 107.8

10 RESA 2 X 240 X 90

11 Isolation Bay 92 X 103.8

12 Taxiway to Isolation Bay 263.9 X 18

13 Shoulders

a) to Runway -

b) To Taxiway 2 X 263.9 X 3.5

c) To Apron 2 x (217.2 + 107.8+15) X 7.5

d) To Isolation Bay 400 X 3.5

e) To Taxi for Isolation Bay 2 X 263.9 X 3.5

14 Overruns 2 X 60 X 45

15 GSE area 110 X 30

16 Peripheral Road 10,762 X 3.75

17 Terminal Building (Pre Engineered) - sqm 4,000

18 Sub Station Building (Pre Engineered) - sqm 304

19 Fire station Building (Pre Engineered) - sqm 265

20 ATC Tower - sqm 104+40

21 STP 1











22 Internal Roads 7.5 m wide

23 Car Park 150 cars

24 Boundary Wall - 3.0m high with 0.6 m

concertina coil on top

13026 m

25 Operational Chain Link Fencing - 2.0m high 2,000 m

26 Gates 4

27 Estimated Electrical Load 912 KW

28 Transformer rating 2nos. 1000 kVA (1

working + 1 standby)

29 DG set rating 2 nos. DG set of rating 450 kVA each

30 Sub Station equipment along with HT & LT

distribution network

√

31 Building Electrification and Area Lighting

√

32 Central Air conditioning of terminal building X

33 X-Ray Baggage Scanner, Door Fitted Metal

Detectors and Hand Held Metal Detectors

√

34 Baggage Conveyor.

35 Non-illuminated Retro reflective Sign Boards

inside the building and outside side developed

are

√

36 Sliding doors, Water Coolers Hand Driers √

37 Close Circuit Surveillance System (CCTV) (IP

based)

√

38 Public Address System (IP based) √

39 Flight Information Display System √

40 ATC communication equipment √

41 Basic Meteorological equipment √

42 Revolving Beacon √

43 Landing T / H indicator √

44 Airfield Ground Lighting (AGL) in interleaved

circuit.

√

45 Simple & CAT – I approaches √

46 Apron High Mast lighting √

47 Navigation equipment / system √

48 Automated Weather observation system √












4.10 ASSESSMENT OF INFRASTRUCTURE DEMAND

4.11 Water Requirement & Supply

The project will utilize the ground water. The daily consumption of water during operation phase will

be about 244 KLD of which 35 KLD will be fresh water and 209 KLD will be recycled water.

4.12 Wastewater Management

The main source of drainage generation will be the discharges from toilets (water closet), urinals,

sinks, pantry’s, kitchen and other similar utilities. The total wastewater generation in operation

phase will be 52 KLD & 8.4 KLD from construction phase. The wastewater will be treated in 62 KLD

Moving Bed Biofilm Reactor (MBBR) technology based STP for the proposed project.

4.13 Solid Waste Management

In Construction phase: Solid waste during construction phase will be collected and disposed as per

established laws and Procedures. The Organic waste will be treated at site.

In Operation phase: Twin bin waste collection system– green bins for bio-degradable wastes and

blue bins for non-biodegradable wastes shall be provided. Waste collection shall be done on a door

to door basis, and temporarily stored at identified locations before disposing as per established laws

and procedures at Khammam Municipality waste disposal site.

Hazardous waste shall be treated in accordance with Hazardous Waste Management Rules 2008,

Batteries waste shall be handled in accordance with Batteries Management Rules, 2010 and E

waste as per E waste Guidelines, 2008.

Bio Medical Waste shall be collected and disposed in accordance with Bio Medical Waste

(Management and Handling) Rules, 1998.











55.. REHABILITATION & RESETTLEMENT PLAN

5.1 INTRODUCTION District administration of Khammam, had identified a land area of 345.2 Ha. (853 Acres) at

Punukulachilka Reserved Forest in Kothagudem Mandal, Khammam district for the

proposed Greenfield airport at Kothagudem .

Land area has been issued to TSIIC vide letter Lr No.241/Airports/2013, dt: 05.08.2016.

(Annex I). The land was feasible due to low cost & government land which is having the

less issues of land acquisition. District administration has been identified the land of

Punukulachilka Reserved Forest in Kothagudem Mandal, Khammam district, Telangana.

Project area does not have private land, which there no rehabilitated as per standards by

state government.











66.. PROJECT SCHEDULE & COST ESTIMATES 6.1 INTRODUCTION The total project cost is assumed as Rs. 193.12 crores. In Phase I a total of Rs. 76.49 crores (Rs.

30.60 crore in 2016 and Rs. 45.89 crores in 2017) will be spent. In Phase II a total of Rs. 116.63

crores (Rs. 29.16 crore in 2031, Rs. 40.82 crores in 2032 and Rs. 46.65 in 2033) will be spent.

The project schedule is shown in Figure 6.1.

Figure 6-1: Project Schedule 6.2 QUANTITIES Quantities of the runway pavements, buildings, electrical works, navigational equipment’s and other

associated works for development of the airport at Kothagudem are calculated based on preliminary

planning, design and assessment of requirements based on codes and specifications. Detail

designs not done at this stage

6.3 RATES The rates of pavement work items have been prepared based on Telangana SOR 2015-16 duly

enhanced for prevailing cost index. The cost estimates for buildings are based CPWD plinth area

rates duly enhanced for prevailing cost index. Additional provisions for superior specifications have

also been made in the estimate. The estimates of remaining items / facilities are based on market

enquiries.

6.4 CONTINGENCIES For the purpose of estimation, Contingencies @ 3% of the total cost of the works has been added.











6.5 WORKS TAX Works Tax @ 5% of the total cost of the project (including contingencies) is applicable on

construction projects in Telangana and the same has been added in estimate.

6.6 LABOUR CESS Labour Cess @ 1% of the total cost of the project (including contingencies) is applicable on

construction projects all over India and the same has been added in estimate being a statutory

government levy.

6.7 SERVICE TAX ON CONSTRUCTION COST Service Tax @ 15% on the 40% of construction cost of the project is applicable on construction

projects all over India and the same has been added in estimate being a statutory government levy.

6.8 PROJECT MANAGEMENT COSTS For the purpose of estimation consultancy charges for design and PMC 7% have been added in the

estimate.

6.9 SERVICE TAX ON PMC Same as 6.7 above.

6.10 PRICE ESCALATION / VARIATION No price escalation has been added in the estimates as the financial analysis has been done on

NPV basis.

6.11 COSTS NOT INCLUDED The cost of land acquisition, rehabilitation (if any), environmental mitigation (if any), obstruction

removal as proposed in the report, utility shifting from the proposed Airport site, escalation, and cost

of Fire tender/ambulance etc. has not been included in the estimate.

The preliminary cost estimate is placed below in Table 6.1:

Table 6-1 Estimate Phase-1 S.

No. Details / Description of

Sub-Heads Unit Rate (Rs.) Phase-I (2017)

Quantity Amount (Rs.) (A) Sub Head - I : Earthwork

1 Clearing of jungle as per

item 2.31

100

sqm

678.59

33,228.11

2,25,48,394.11

2 Runway / Taxiway / Apron

Strip -

sqm

a) Supply and Filling good

earth with heavy

compaction (6 km lead) as

per item 2.3 + 1.1.2 +

0979 + 16.2

cum

503.58

7,13,229.41

35,91,65,169.57

a) Excavation - soil (70% of

total) as per item 2.6.1

cum

101.40

11,30,971.46

11,46,80,506.45











S. No.

Details / Description of Sub-Heads

Unit Rate (Rs.) Phase-I (2017) Quantity Amount (Rs.)

b) Excavation - ordinary rock

(20% of total) as per item

2.7.1

cum

130.00

3,23,134.70

4,20,07,511.52

c) Excavation - hard rock

(10% of total) as per item

2.7.2

cum

733.90

1,61,567.35

11,85,74,279.63

4 Disposal of excavated

earth 5km

cum

5 Disposal of excavated

ordinary rock 5km

cum

Sub Total Sub Head - I 65,69,75,861.28

(B) Sub Head - II : Pavement Works

1 Runway - Phase -1 -

3000m x 45 m45

sqm

2,884.00

1,35,000.00

38,93,40,000.00

2 Turning Pads - 2 x(

(34.4m x

7.9m)+(0.5x13.7mx7.9m)

sqm

2,884.00

651.75

18,79,647.00

3 Parallel Taxiway Phase 2-

3315 m x 18 m

sqm

2,884.00

-

4 Link Taxiway - Phase1-

263.9*18

sqm

2,884.00

6,069.70

1,75,05,014.80

5 Apron - 217.2 mx 107.8 m sqm

2,884.00

23,414.16

6,75,26,437.44

6 RESA - 2 x 240 mx 90m sqm

550.50

43,200.00

2,37,81,600.00

7 Isolation Bay - 92 mx

103.8m

sqm

2,884.00

9,549.60

2,75,41,046.40

8 Taxiway to Isolation Bay -

263.9 x 18m

sqm

2,884.00

4,750.20

1,36,99,576.80

9 Shoulders

(Runway+Taxiway+Apron)

- 7.5m wide to runway

sqm

-











S. No.



a) to Runway sqm

1,359.50

45,000.00

6,11,77,500.00

b) To Taxiway sqm

1,359.50

1,847.30

25,11,404.35

c) To Apron sqm

1,359.50

5,625.00

76,47,187.50

d) To Isolation Bay sqm

1,359.50

3,000.00

40,78,500.00

e) To Taxi for Isolation

Bay

sqm

1,359.50

1,847.30

25,11,404.35

10 Overruns - Phase-1 -

2x60mx45m

sqm

1,359.50

5,400.00

73,41,300.00

11 Approach Road- 4 lane

divided carriageway with a

median (2 m)

sqm

1,303.00

46,100.00

6,00,68,300.00

12 Peripheral Road - 10790

m length & 3.75m wide

sqm

550.50

40,462.50

2,22,74,606.25

Sub Total Sub Head - II 70,88,83,524.89

(C) Sub Head - III : Buildings

1 Terminal Building Sqm

60,000.00

4,000.00

24,00,00,000.00

2 Sub Station Building Sqm

35,000.00

304.00

1,06,40,000.00

3 Fire station Building Sqm

35,000.00

265.00

92,75,000.00

4 ATC Tower Sqm

40,000.00

144.00

57,60,000.00

5 Pump House Sqm

35,000.00

61.00

21,35,000.00

6 Hangar

7 Fuel Yard

8 STP LS

20,82,000.00

1.00

20,82,000.00

Sub Total Sub Head - III 26,98,92,000.00











S. No.



(D) Sub Head - IV : Support Services

1 Internal Roads sqm

1,999.89

13,500.00

2,69,98,468.35

2 Car Park sqm

1,999.89

5,000.00

99,99,432.72

3 Boundary Wall - 3.0m Rmt.

3,500.00

10,843.46

3,79,52,120.50

4 Operational Chain Link

Fencing - 2.0m high

Rmt.

2,800.00

2,000.00

56,00,000.00

5 Drains and Culverts L.S.

5,00,00,000.00

6 Gates Nos.

1,00,000.00

4.00

4,00,000.00

Sub Total Sub Head - IV 13,09,50,021.57

(E) Sub head-V ( Electrical, Signelling, Telecommunication)

1 SUB HEAD-V (a)

a) 1 (CCTV SYSTEM)

(Internal +External)

sqm

300.00

9,000.00

27,00,000.00

2 SUB HEAD-V(b) a) PA System L.S.

4,00,000.00

3 SUB HEAD-V(c) (LIGHTENING

ARRESTOR)

a) Early Streamer Emission

terminal

nos

1,65,339.00

1.00

1,65,339.00

b) GI Mast for mounting the

terminal and adaptor

nos

64,822.00

1.00

64,822.00

c) Lightening Flash counter nos

78,136.00

1.00

78,136.00

d) laying of cable nos

58,159.00

1.00

58,159.00











S. No.



e) Chemical earth Pit nos

78,802.00

1.00

78,802.00

TOTAL 4,45,258.00

4 SUB HEAD- V(d) a) Conveyor Belts nos

50,00,000.00

1.00

50,00,000.00

5 SUB HEAD-V(e) (MISCELLANEOUS &

SAFETY EQUIPMENTS)

a) CO2 type Fire

Extinguisher : 4.5 kg

nos

6,000.00

20.00

1,20,000.00

b) Foam fire Extinguisher nos

5,000.00

10.00

50,000.00

c) Safety instruction Chart

framed in glass

nos

800.00

4.00

3,200.00

d) 4 nos. 9.5 Ltrs. Bucket

painted in post office red

color

nos

2,000.00

4.00

8,000.00

e) First aid box nos

800.00

2.00

1,600.00

f) Shock Treatment Chart

mounted on wooden

frame and framed in glass

nos

800.00

4.00

3,200.00

g) Rubber mat 1 mtr. Wide

and 12mm thick

nos

3,750.00

5.00

18,750.00

h) Rubber mat 1 mtr. Wide

and 6mm thick

nos

1,800.00

15.00

27,000.00

i) Rubber gloves nos

500.00

2.00

1,000.00

TOTAL 2,32,750.00

6 SUB HEAD-V(f) (X-RAY

BAGGAGE SCANNER)

a) X- Ray, Baggage scanner nos

50,00,000.00

1.00

50,00,000.00

7 SUB HEAD-V(g) (DFMD

& HHMD)











S. No.



a) DFMD NOS.

3,54,736.00

4.00

14,18,944.00

b) HHMD

NOS.

13,147.00

8.00 1,05,176.00

TOTAL 15,24,120.00 8 SUB HEAD-V(h)

(EQUIPMENTS AND

SYSTEMS)

a) Auto Sliding Door NOS.

2,00,000.00

2.00 4,00,000.00

b) VRF (central AC for

Terminal building)

sqm

6,500.00

4,000.00 2,60,00,000.00

c) Air Curtain NOS.

30,000.00

2.00 60,000.00

TOTAL 2,64,60,000.00 9 SUB HEAD-V(i)

(NAVIGATIONAL

EQUIPMENTS)

a) Beacon NOS.

8,00,000.00

1.00

8,00,000.00

b) Landing H Indicator NOS.

2,25,000.00

1.00

2,25,000.00

c) ATC Communication

equipment

NOS.

1,20,00,000.0

0

1.00

1,20,00,000.00

d) Meteorological Instrument. NOS.

2,20,00,000.0

0

1.00

2,20,00,000.00

e) DVOR / DME including

accessories and training

etc.

NOS.

6,53,00,000.0

0

1.00

6,53,00,000.00

f) ILC CAT-1 including

localiser Glide Path,

training, flight check etc.

NOS.

5,49,00,000.0

0

1.00

5,49,00,000.00

TOTAL 15,52,25,000.00 10 SUB HEAD-V(j) (WATER

COOLER & HAND

DRIER)











S. No.



a) CFC contained drinking

water Cooler with 120 ltr.

Storing capacity and 80 ltr.

Cooling capacity

NOS.

59,960.00

4.00

2,39,840.00

b) Hand Drier NOS.

15,600.00

8.00

1,24,800.00

TOTAL 3,64,640.00 11 SUB HEAD-V(k)(LAN

wiring)

a) LAN Wiring SQM

150.00

4,713.00

7,06,950.00

TOTAL 7,06,950.00

12 SUBHEAD-V(l) (AIRFIELD LIGHTING)

a) Approach Lighting (CAT-I

and Simple Approach

Lighting)Threshold

Lighting, Runway End

Lighting, Threshold

lighting, PAPI,

Taxi/Turning pad/Apron

edge lighting, Runway

stop way light, Guidance

light post, CCR, Cabling,

HIRL/MIRL fittings, Feeder

Pillar, Wind direction

Indicator for signal circuit

TOTAL 7,00,00,000.00 13 SUBHEAD-V(m)

(EXTERNAL LIGHTING &

LIFT)

a) External lighting SQM

165.00

9,000.00 14,85,000.00

b) Lift (For 8 passenger,

Ground+4 floor)

NOS.

30,00,000.00

1.00

30,00,000.00

TOTAL 44,85,000.00











S. No.



14 SUBHEAD-V(n)(Sub-station equipment) (i/c

HT Panel, Transformer,

HT Cable, Bus trunking,

LT Panel, APF)

nos. Rs 7500 per

kVA

1750 kVA

2,92,50,000.00

a) DG Set with PLC Panel Rs 10000 per

kVA

450 kVA

90,00,000.00

TOTAL

3,82,50,000.00

15 SUBHEAD-V(m) (Miscellaneous)

a) 3 core 240 sq mm Cable

length for supply from 2

pole structure to site ESS.

metre

3,000.00

2,000.00

60,00,000.00

b) HT cable termination

c) 2 Pole Structure lot

2,00,000.00

1.00

2,00,000.00

d) Provision for supply and

making outdoor cable end

termination

nos

25,000.00

4.00

1,00,000.00

TOTAL 63,00,000.00 Sub Total Sub Head - V 31,70,93,718.00

(F) Total of all Sub Heads I to V

2,08,37,95,125.74

(G) Contingencies @3% on

(F) 6,25,13,853.77

(H) SUB TOTAL = (F) + (G) 2,14,63,08,979.51 (I) WCT @ 5% on (H) 10,73,15,448.98 (J) Labour Cess @ 1% on

(H) 2,14,63,089.80











S. No.



(K) ST & Cess @ 15% on

40% of (H) 12,87,78,538.77

(L) SUB TOTAL = (H) + (I) +

(J) + (K) 2,40,38,66,057.05

(M) Design and PMC

charges @ 7% on (L) 16,82,70,623.99

(N) Grand Total (L) to (M) 2,57,21,36,681.05


Following cost(s) have not been included in the estimate :

1) Land Acquisition cost

2) Resettlement / Rehabilitation cost

3) Environment mitigation cost

4) Obstruction removal cost

5) Cost for shifting of utilities

6) Escalation cost.

7) Cost of Fire Tender, Ambulance, RIV etc. and ground handling equipment

6.12 FINANCIAL ANALYSIS

Operating cost estimates have been worked out using benchmarks for similar airports operated by

Airports Authority of India (AAI).

Construction is likely to start in 2016, as clearance from Ministry of Defense, approval of

Standing Committee, detailed designing’s of the project and environment clearance are yet

to be obtained. The project is likely to be completed end of 2017.

Traffic data is taken from the traffic survey conducted by agency appointed by RITES.

Useful life of the asset is 30 years, with rate of depreciation considered as 10%.

For discounted cash flow the rate is taken as 10%.

Staff cost have been raised by 20% yearly to meet the adjustment for inflation (DA) and

increments to staff.

Non-aeronautical revenues forecast include lease rental income from the Concessionaire, in

the vicinity of the airport.











Land acquisition cost for the airport and allotted land to concessionaire is excluded from the

capex for the project. Relief and Rehabilitation (R&R) costs are also excluded from the

project costs.

Operating expenses have been estimated based on benchmarks for comparable Indian

airports, expected traffic growth and adjusted for inflation. .

Following additional assumptions have been considered in the financial analysis.

Estimated capital expenditure of INR 193.12 crore on the basis of initial estimate.

Non-aeronautical revenues forecast include lease rental income from the Concessionaire, in

the vicinity of the airport

CAPEX for the project is given in the following table :











Table 6-2 : CAPEX for the project (All Amounts- Rupees in Crore)

Cost (INR crore) S.

No. Capital

Expenditure Item Phase 1 Phase 2 O&M

2017-2019

2017-18

(40%)

2018-19

(60%)

2031-33

2031-32

(40%)

2032-33

(60%)

2026, 2034 & 2042

1 Air side Pavement

Works (Runway,

Taxiway, Parallel

taxiway, Apron)

including earthwork

136.59 54.63 81.95 62.36 24.94 37.42 0.00

2 Terminal Building

and other building

works

26.99 10.80 16.19 60.62 24.25 36.37 0.00

3 City side Pavement

Works (Internal road

& Car park) and

boundary wall,

drainage etc.

13.10 5.24 7.86 7.92 3.17 4.75 0.00

4 Electrical Works

(AFL &

EQUIPMENT)

31.71 12.68 19.03 11.11 4.44 6.67 0.00

5 Resurfacing : air

side and city side

pavement

0.00 0.00 0.00 0.00 0.00 0.00 60.00

6 Total 1 to 5 208.38 83.35 125.03 142.01 56.81 85.21 60.00 7 Contingency @ 3%

on 6

6.25 2.50 3.75 4.26 1.70 2.56 1.80

8 Grand Total (INR crore) from 6 to 7

214.63 85.85 128.78 146.27 58.51 87.76 61.80

9 WCT @ 5% onn 8 10.73 4.29 6.44 7.31 2.93 4.39 3.09

10 Labour Cess @ 1%

on 8

2.15 0.86 1.29 1.46 0.59 0.88 0.62

11 ST & Cess @ 15%

on 40% of 8

12.88 5.15 7.73 8.78 3.51 5.27 3.71

12 SUB TOTAL = 8 to 11

240.39 96.15 144.23 163.83 65.53 98.30 69.22











13 Design and PMC

charges @ 7% on

12

16.83 6.73 10.10 11.47 4.59 6.88 4.85

14 Grand Total 12 to 13

257.21 102.89 154.33 175.30 70.12 105.18 74.06


6.13 FINANCIAL STATEMENTS

Expenditure statement after commissioning of Airport (Figures Rupees in lakh) (30 years)

Operational Expenditure statement after commissioning of Airport (Figures Rupees in lakh)

(30 years)

Assumptions:

The Staff requirement is as under:

Table 6-3: Staff Requirements Aerodrome Officer 1

Electronic Officer 1

Aerodrome Assistant 2

Electronic Assistant 3

Clerk 3

Caretaker 1

Messengers 2

Watch and ward Staff 16

Fire Safety Supervisor/Accountant/ 2

Fire & Rescue Operator 3

Driver 2

DG /pump operator 2


1. Total salary payable at the rate paid by AAI has been calculated and increased by 20% (for

provident fund contribution etc) to calculate staff cost. .Staff cost has been raised by 20%

annually to meet the adjustment for inflation (DA) and increments to staff.

2. Repair and Maintenance include maintenance of for electrical equipments, communication

equipments, computer, public information/announcement systems maintenance of vehicle,

ambulance, Crash Fire Tender & and other fire safety equipments , CCTV, X-ray scanning

machine and other security equipment etc. This also includes housekeeping jobs (cleaning

of Terminal building , operational & other areas, maintenance of toilets etc.)











3. Utility include fuel for all type of vehicles (Jeep, ambulance and Crash Fire Tender) Diesel

for DG set, water, electricity facility for staff and passengers. It also includes chemical

required for fire extinguishers and cost of communication (telephone, mobile, wireless and

leased circuits)

4. It is presumed that the peripheral security will be with airport management and frisking etc.

would be done by State Police. In case the security is handed over to CISF the security cost

will be 60% more and staff cost will be reduced by about 25%.

5. All expenditure estimates have been projected after calculating expense as on 2015-16 and

the extrapolated for future years.

All the amounts given in the table are in the unit of Rupees one lakh.

Table 6-4 Expenditure Statement (30 years) (All Amounts- Rupees in Lakh)

Year Estimated Annual Pax

Staff Cost Repair & Maintenance

Utility & Other Charges

Security & Allied Services

Total in Lakhs

2015 105120 0 0

0 0

2016 117524 0 0 0 0 0

2017 131392 0 0 0 0 0

2018 146896 188.40 146.88 154.54 168.59 503.87

2019 164230 226.07 176.26 173.09 188.82 591.15

2020 183230 271.29 211.51 193.86 211.48 694.28

2021 203935 325.55 253.81 217.12 236.86 816.21

2022 226979 390.66 304.57 243.17 265.28 960.51

2023 252628 468.79 365.48 272.36 297.12 1131.39

2024 281175 562.55 438.58 305.04 332.77 1333.90

2025 318280 675.05 526.30 341.64 372.70 1574.05

2026 349788 810.06 631.56 382.64 417.43 1859.05

2027 384419 972.08 757.87 428.56 467.52 2197.46

2028 422476 1166.49 909.44 479.98 523.62 2599.55

2029 464301 1399.79 1091.33 537.58 586.45 3077.58

2030 521950 1679.75 1309.60 602.09 656.83 3646.18

2031 565794 2015.70 1571.52 674.34 735.65 4322.86

2032 613320 2418.84 1885.82 755.26 823.92 5128.59

2033 664839 2902.61 2262.98 845.90 922.80 6088.39

2034 720685 3483.13 2715.58 947.40 1033.53 7232.24

2035 803365 4179.76 3258.70 1061.09 1157.56 8596.01

2036 870848 5015.71 3910.44 1188.42 1296.46 10222.61

2037 943999 6018.85 4692.52 1331.03 1452.04 12163.41

2038 1023295 7222.62 5631.03 1490.76 1626.28 14479.93











Year Estimated Annual Pax

Staff Cost Repair & Maintenance

Utility & Other Charges

Security & Allied Services

Total in Lakhs

2039 1109252 8667.14 6757.23 1669.65 1821.44 17245.81

2040 1202429 10400.57 8108.68 1870.01 2040.01 20549.26

2041 1303433 12480.69 9730.41 2094.41 2284.81 24495.91

2042 1412921 14976.82 11676.50 2345.74 2558.99 29212.31

2043 1531606 17972.19 14011.80 2627.23 2866.06 34850.05

2044 1660261 21566.63 16814.16 2942.49 3209.99 41590.77

2045 1799723 25879.95 20176.99 3295.59 3595.19 49652.13

2046 1950900 31055.94 24212.38 3691.06 4026.61 59294.94

2047 2114776 37267.13 29054.86 4133.99 4509.81 70831.80


6.14 INCOME STATEMENTS

Two types of incomes (revenues) are derived from airport operations.

1. Aeronautical revenues

2. Non Aeronautical revenues

The possible sources of income can be described as below

Figure 6-2 Revenue Aeronautical and Non-Aeronautical











The key drivers for the operating revenues of an airport are:

1. Volume of passenger and cargo traffic

2. Number and type of aircraft operations

3. Level of airport tariffs

4. Spending profile of passengers, airport and airlines employees, and other visitors using the

airport

5. Permitted use of the terminal and land associated with the airport for non-aeronautical

purposes

Assumptions

1. Initially it is proposed to have 3000 m runway. This length is sufficient for operation regional

Jets / turboprops (ATR-72 or equivalent). The traffics are such that only in some routes

operation of Jets are justified. For ATR no landing charges are payable as capacities of this

aircraft is less than 80 seats. However if the Airport is not handed over to AAI some landing

charge can be levied. It is proposed to charge Rs.2500 for each landing.

2. 100 passengers (50 embarking 50 disembarking) will be utilizing the Airport for on flight as

most of the operation will be by hopping flight.

3. Passenger service fee of Rs.207 has been taken (Standard rate of AAI)

4. User Development Fees (UDF) of INR 150 considered to be levied on departing passengers,

throughout the concession period

5. The rates of charges are in accordance with orders of AAI. Table showing the landing

charges of AAI is in the end of the chapter.

Table 6-5 Income Statement of the Airport after commissioning (30 Year) (All Amounts- Rupees in Lakh)

Year Estimated Annual

Pax.

Flight Year

PSF+UDF

Landing Charge

Non-Aeronautical

Revenues

Total Revenues

2015 105120 0 0 0 0 0

2016 117524 0 0 0 0 0

2017 131392 0 0 0 0 0

2018 146896 612.07 262.21 91.81 100.00 454.02

2019 164230 684.29 293.15 102.64 125.00 520.79

2020 183230 763.46 327.07 137.42 143.75 608.24

2021 203935 849.73 436.42 152.95 165.31 754.68

2022 226979 945.75 485.74 170.23 190.11 846.08

2023 252628 1052.62 540.62 189.47 218.63 948.72

2024 281175 1171.56 601.72 210.88 251.42 1064.02

2025 318280 1326.17 814.80 286.45 289.13 1390.38











Year Estimated Annual

Pax.

Flight Year

PSF+UDF

Landing Charge

Non-Aeronautical

Revenues

Total Revenues

2026 349788 1457.46 895.46 314.81 332.50 1542.77

2027 384419 1601.75 984.11 345.98 382.38 1712.47

2028 422476 1760.32 1081.54 380.23 439.73 1901.50

2029 464301 1934.59 1188.61 417.87 505.69 2112.18

2030 521950 2174.79 1597.17 565.45 581.55 2744.16

2031 565794 2357.47 1731.33 612.94 668.78 3013.05

2032 613320 2555.50 1876.76 664.43 769.10 3310.29

2033 664839 2770.16 2034.41 720.24 884.46 3639.11

2034 720685 3002.86 2205.30 780.74 1017.13 4003.17

2035 803365 3347.35 2892.11 1004.21 1169.70 5066.02

2036 870848 3628.53 3135.05 1088.56 1345.16 5568.77

2037 943999 3933.33 3398.40 1180.00 1546.93 6125.33

2038 1023295 4263.73 3683.86 1279.12 1778.97 6741.95

2039 1109252 4621.88 3993.31 1386.56 2045.82 7425.69

2040 1202429 5010.12 5170.44 1803.64 2352.69 9326.78

2041 1303433 5430.97 5604.76 1955.15 2705.59 10265.50

2042 1412921 5887.17 6075.56 2119.38 3111.43 11306.37

2043 1531606 6381.69 6585.91 2297.41 3578.15 12461.46

2044 1660261 6917.76 7139.12 2490.39 4114.87 13744.38

2045 1799723 7498.85 9268.57 3239.50 4732.10 17240.18

2046 1950900 8128.75 9949.59 2926.35 5441.91 18317.85

2047 2114776 8811.57 10785.36 3172.16 6258.20 20215.72


Cash Flow statement up to year 2047 On the basis of above table’s net flow of cash has been

made as below:

1. The total project cost is assumed as Rs. 193.12 crores. In Phase I a total of Rs. 76.49 crores

(Rs. 30.60 crore in 2016 and Rs. 45.89 crores in 2017) will be spent. In Phase II a total of

Rs. 116.63 crores (Rs. 29.16 crore in 2031, Rs. 40.82 crores in 2032 and Rs. 46.65 in 2033)

will be spent.

2. A provision Rs. 30.90 core is proposed for resurfacing of runways thrice in 2025, 2033 and

2041.











Table 6-6 Cash Flow (All Amounts- Rupees in Lakh)

Year Capital Exp. Operating Exp. Income Net Flow

2015 0 0 0 0

2016 3060 0 0 -3059.5534

2017 4589 0 0 -4589.3301

2018 0 503.87 454.02 -49.85

2019 0 591.15 520.79 -70.36

2020 0 694.28 608.24 -86.04

2021 0 816.21 754.68 -61.53

2022 0 960.51 846.08 -114.43

2023 0 1131.39 948.72 -182.67

2024 0 1333.9 1064.02 -269.88

2025 1030 1574.05 1390.38 -1213.67

2026 0 1859.05 1542.77 -316.28

2027 0 2197.46 1712.47 -484.99

2028 0 2599.55 1901.5 -698.05

2029 0 3077.58 2112.18 -965.4

2030 0 3646.18 2744.16 -902.02

2031 2916 4322.86 3013.05 -4225.4676

2032 4,082 5128.59 3310.29 -5900.2206

2033 5695 6088.39 3639.11 -8144.3321

2034 0 7232.24 4003.17 -3229.07

2035 0 8596.01 5066.02 -3529.99

2036 0 10222.61 5568.77 -4653.84











Year Capital Exp. Operating Exp. Income Net Flow

2037 0 12163.41 6125.33 -6038.08

2038 0 14479.93 6741.95 -7737.98

2039 0 17245.81 7425.69 -9820.12

2040 0 20549.26 9326.78 -11222.48

2041 1,030 24495.91 10265.5 -15260.41

2042 0 29212.31 11306.37 -17905.94

2043 0 34850.05 12461.46 -22388.59

2044 0 41590.77 13744.38 -27846.39

2045 0 49652.13 17240.18 -32411.95

2046 0 59294.94 18317.85 -40977.09

2047 0 70831.8 20215.72 -50616.08


Discounted Cash Flow @ 10%

Total cash flow (-) Rs. 50616.08 laksh till the year 2047.

i.e. negative cash flow of Rs. 506.16 crores till 2047

It is seen that the outflow remains negative till 2047. Hence as in the most of other airports country

this airport will not be making any profit.

Landing, housing and parking charges (in INR) at non-major airports of AAI are mentioned in Table below.

Table 6-7 Operational Charges

S. No. Weight of the Aircraft (Amount In INR) A Landing Charges 1 Up to 10,000 kg Rs 67.10 per 1,000 Kg

2 10,001 kg to 20,000 kg Rs 671/- Plus Rs 117.70 per 1,000 per kg in excess of 10,000

kg

3 Over 20,000 kg Rs 1,848/- Plus Rs 231/- per 1,000 kg in excess of 20,000 kg











S. No. Weight of the Aircraft (Amount In INR) B Housing Charges 4 Upto 40,000 kg Rs 3.50 per hour per 1,000 kg

5 40,001 to 1,00,000 kg Rs 140/- PlusRs 6.80 per hour per 1,000 kg in excess of

40,000 kg

6 Above 100 MT Rs 548/- Plus Rs 10.30 per hour per 1,000 kg in excess of

1,00,000 kg

C Parking Charges 7 Upto 40,000 kg Rs 1.80 per hour per 1000 Kg

8 40,001 to 1,00,000 kg Rs 72/- +Rs 3.40 per 1000 Kg per hour in excess of 40000 Kg

9 Above 100 MT Rs 276/- +Rs 5.20 per 1000 Kg per hour in excess of 100000

Kg

Source: AAI- charges for airports for 2015











77.. FINAL RECOMMENDATIONS 7.1 INTRODUCTION The Govt. of Telangana has shown keen interest in increasing private sector participation in the

development of infrastructure facilities in the State. In the past decade, it has built a proven track

record in Public-Private-Partnership (PPP) mode of development in Infrastructure projects in various

sectors.

Khammam District of Telangana is identified as potential for air connectivity based on criteria of

population, economic potential and lack of existing connectivity by the study conducted on

Promotion of Regional and Remote Area Air Connectivity in India-2013 by Ministry of Civil Aviation,

Government of India, New Delhi.

The need for an airport in the region is justified due to presence of large industries / power plants /

mines / pilgrimage center(s) and no operational airport in the near vicinity.

Sree Sita Ramachandra Swamy Temple at Bhadrachalam and Parnasala attract a lot of tourists and

devotees. Singareni Collieries Company Limited, which has its headquarters in Kothagudem would

be a big patron as over 1,000 officials are eligible to travel by air.

Presence of major industries in Palvancha, Kothagudem, Manuguru and Aswapuram are expected

to generate air traffic. Senior executives of ITC Bhadrachalam, National Mineral Development

Corporation, Sponge Iron unit may also avail the facility.

Police see it as a strategic airport that would help the security forces in using it as a hub for anti-

insurgency operations.

Hence, taking into consideration the fact of above, the proposed project is recommended by

proponent Telangana State Industrial Infrastructure Corporation (TSIIC).

It is designated to multiple roles of a Developer, Advisory, Financier and Manager as needed and to

render a full range of services in every phase of project development, from their inception to the

completion.

The general evaluation of the site indicates following:

Land to be provided by State Govt. free of cost and without encumbrances after removing of

obstructions like diversion of road, HT & LT lines and road passing through airport premises

and approach funnel.

Land has already been acquired by State Govt. and process for handing over to TSIIC has

been commenced.

Adequate access exists to sources of bulk services including water, power and

telecommunications.

In summary, the site appears to be feasible for putting up a new Greenfield airport for handling

domestic traffic.

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