16 Nov 2021 15523032097986506AnnexurePFR

PFR for the Expansion of Dr.
Babasaheb Ambedkar International MIHAN India

Airport, Nagpur. (Maharashtra) Limited (MIL)
1.0 EXECUTIVE SUMMARY
The proposal is to develop Dr. Babasaheb Ambedkar International Airport, Nagpur as an

International Hub Airport. Nagpur is strategically located around the geographical mid-point
of India and is at the cross-roads of air routes, rail and road network of India. Many national
air routes pass through Nagpur air space. The large number of international air routes
passing through Nagpur airspace include air routes between Western world (Europe,
Scandinavia, USA, Canada etc.) and SE Asia / Australasia / Asia and South Pacific countries;
flights from African continent and MID east to Far East as well as those from CIS countries to
S.E. Asia etc. Considering the above and also considering that no other international airport
exists within 400- 500 Kms. around Nagpur, the proposal for a Hub airport at Nagpur gained
further credence.
Dr. Babasaheb Ambedkar International Airport, Nagpur, which was earlier owned by the
Airports Authority of India, was brought under a special purpose vehicle, established as a
‘Joint Venture’ between Maharashtra Airport Development Corporation (MADC) and the
Airports Authority of India (AAI) with 51% and 49% stake holding respectively. It is
proposed to develop Nagpur airport as the international hub airport under PPP mode.
With the subdued growth in aviation traffic over last two years, experienced globally and in
India too, inducement to revisit the proposal and undertake the revision of the master plan
also came from the fact that an agreement has been arrived at with IAF to shift the IAF
operations at Nagpur to the newly allocated larger space to IAF, west of the proposed new
parallel runway, thereby making available the land between the proposed new runway and
the existing runway for airport infrastructure.
The traffic projections for passengers, freight and aircraft movements have been provided to
the consultants by MIHAN India Ltd., for the next 30 years, based on the trends in air traffic.
The incremental air-traffic potential, due to the upcoming industry in SEZ area, which have
already commenced construction activity for starting operations in late 2014 or thereafter,
have been computed by the consultants, in close co- ordination with MIL.
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PFR for the Expansion of Dr. Babasaheb Ambedkar International MIHAN India
The available Nagpur airport infrastructure restricts operations of wide body aircraft with
‘Code E’ configuration, as the present runway only has a length of 3200 m and the existing
sub base strength of the available runway and shoulders restrict regular operations by Code
E type aircraft. The sub base needs to be strengthened and shoulders need to be developed
with appropriate strength. A detailed scheme needs to be prepared for undertaking civil
works to enable regular Code E type aircraft operations. MIL has, in the very recent past,
carried out re-carpeting of the existing runway along with its shoulders. Any development
work on the present runway, till an alternate runway is available, will result in closure of the
airport and hence the need to develop the second runway, meeting both the requirement of
continued airport operations as well as to meet the commitment made by MADC to IAF for
their shifting to new area, before enabling further development of the Nagpur airport
facilities. MIL will be appointing strategic partner for the said development activities.
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2.0 INTRODUCTION
Dr. Babasaheb Ambedkar International Airport is an international airport serving the
city of Nagpur, Maharashtra, India. The airport is located at Sonegaon, 8 km South-
West of Nagpur. Geographically, airport is located at Latitude 21°05’5.08” to
21°06’35.23” N, Longitude 79°02′3.84″E to 79°03’4.43”E and altitude of 306-320 m of
above MSL.
The proposed development of new parallel runway of 3200 m length, with sub base is
suitable for ‘Code E’ type aircraft operations. In the future development activities it
will be upgraded to ‘Code F CAT F’ type aircraft operations. The associated taxi tracks
are designed for Code F type of aircraft operations but these will be developed as per
Code 4E type of aircraft operations. The proposed development activities will involve,
in addition to the construction of new 3200 m runway, the parallel taxi track south of
the runway and the taxi lane for the movement of aircraft for push back etc. It also
involves construction of the new ATC Control Tower and associated ATC Block as well
as the New Main Fire station with Static tanks each of 1.5 lac litre capacity, the
boundary wall to cover the additional area merging with the existing airport land, the
perimeter road etc. in the first three years (0 – 3 years).
The following two years will be mandatory for the developer to invest in the
development of the passenger terminal building (Area 56,250 sq m ( 2.5 level
terminal design) for 34.75 Lacs of Dom & Int. Pax together; with design year 2029-30
– presuming starting year as 2015-16 for integrated operations of the international
and domestic traffic along with associated Apron and taxiways as the present
terminal building will get saturated by then and delay can cause severe inconvenience
to travelling public; the cargo terminal (design year 2029-30; International – 1000 Sq
m area and Domestic cargo terminal of 1600 sq m area) with associated apron for
cargo aircraft and the necessary taxiways, etc. Space for the perishable cargo terminal
has been provided on both the international as well as the domestic cargo terminal
sides.
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The Phase II of the project commences from the 16th year of the signing of the
agreement viz. 2030-31 up to the 30th year (Size 2044-45). However, the
investment for phase-II have to start two years earlier so that the additional
passenger terminal and the additional cargo terminal etc. are ready by the design
year of the Phase-I infrastructure.
The Phase-II involves increase in length of the new runway by 800 meters (to make
it 4000 m long runway) catering to the ‘Code 4 F Cat F’ type of aircraft with the
parallel taxi track on the North side. The incremental Phase-II part of the passenger
terminal building -1,35,000 sqm area (2 ½ level) is to cater to the additional
requirements due to growth in passenger traffic over the years. In addition the
Phase-II part of the cargo terminal will include International cargo terminal of 1200
Sq m area and the Domestic cargo terminal of 1600 sq m area with associated apron
area for two additional parking bays, the taxiways etc. and the Phase-II also
includes the extension of the existing runway by 400 m length towards South East
at the beginning of runway 32R and the associated parallel Taxi track.
2.1 Identification of project and project proponent
2.1.2 Project
• As per the revised master plan, the second runway initial length is of 3200 M
suitable for Code 4E type aircraft operations. The new runway is proposed to be
extended and upgraded to 4000 m with ‘Code F Cat F’ type of aircraft operations
in future development (Phase II).
• The existing runway is proposed to be extended by 400 m in Phase II from
beginning of Runway 32 in South East direction.
• The width of proposed new runway is 45m for Cat E operations (Sub-base design
for “Code F Cat F” type of aircraft) and to be widened to 60 M for “Code F Cat F”
operations in future development.
• The building provided with aesthetically appealing and soothing interior
decoration matching the modern structure. Adoption of GRIHA measures in the
design and consideration of the project to achieve the 4-star rating under GRIHA
V-2015.
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• Runway shoulders are planned to be 7.5 m on either side of runway during both
Code E & Code F aircraft operations.
• A parallel taxiway south of the new runway is proposed. The partial portion of
length 1270 m of this taxi track is already been constructed by MIL to provide
connectivity to Air India MRO. The remaining portion of the length of 535 m at
North West side and 1395 m at South East side to make the full parallel taxi track
of 3200 m is proposed.
• This taxi track will be extended at North-West side up to 3600 m in Phase-II.
Associated Rapid Exit Taxi tracks for reducing the occupancy time of runway has
also been planned accordingly.
• Provision of proposed Apron of size 545 X 110 m for 12 Narrow body aircraft or
9 NBA and 2 WBA and Cargo Apron: 90 x 110 m for 2 bays for NB cargo aircraft
or 1 WB Cargo Aircraft
• Provision of future development of Apron of size 180 X 110 M for 2 additional
wide body aircraft or 4 narrow body aircraft Cargo Apron: 90 X 110 M for 2
narrow body or 1 wide body Cargo aircraft.
• GSE parking area is required to be designated, preferably as close as possible to
the area of aircraft parking but at safe distance from Apron. GSE parking area of
size 100 m X 40 m X 2 m (10% of Total Apron area) is provided for as shown on
the master plan.
• Space for Isolated aircraft parking position has been provided. Size 100X 100 M
for parking of aircraft believed to be the subject of unlawful interference. The
location proposed is shown on the Master Plan. The isolated parking bay size
provides 100 M space all around the bay.
• Other allied Works including Electrical Work, CNS Works, IT & Airports Systems
Works, etc.
About 2138 acres of additional land free from all encumbrances has already been
handed over by MADC for the proposed development activities. The site for the
proposed development activities and allied works is free from vegetation and buildings.
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2.1.2 Project proponent

The Multi Modal international Cargo Hub and Airport at Nagpur (MIHAN) is the flagship
project of Maharashtra Airport Development Company Limited (MADC). MIHAN is an
airport project for Dr. Babasaheb Ambedkar International Airport, Nagpur. It is the
biggest economic development project currently underway in India in terms of
investments. The project aims to develop the central location of Nagpur and convert the
present airport into a major cargo hub with integrated road and rail connectivity.
Due to the development of MIHAN, the whole region around Nagpur is expected to
witness a boost in economic activity and will also attract qualified and skilled talent
form Maharashtra, rest of India as well as abroad. MIHAN is the country’s first Multi-
product special economic zone (SEZ) which is adjacent to existing international airport.
2.2 Brief Description of Nature of project

The proposal to develop Dr. Babasaheb Ambedkar International Airport involves
extension of Phase-I development program with parallel runway construction up to
3200 m length and will further be upgraded to ‘Code F Cat F’ with the Extn. of 2nd
Runway to 4000 m length with Taxiway, Apron, GSE Area, Isolation Bay and Terminal
building & Miscellenious works. The project is an infrastructure project and earth work
is the major activity to be performed as part of the project. The required earth shall be
sourced from outside the project boundary and transported through trucks to the
project locations. Cutting of earth shall be done from various approved quarries located
outside the airport boundary at a distance of 10 -15 km radius from the airport
premises.
2.3 Need for the project & its importance

Air routes are the highways of the global economy, transporting people and goods over
the vast distance at great speed. Aviation as massively multiplied and facilitated
business and leisure opportunities, cultural exchanges and the development of
international institutional and political relationships. Airports are a major part of a
country’s infrastructure and foster economic activities by encouraging international
commerce and tourism and generating employment.
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With a growth rate of 18% per annum, a surging demand for large number of domestic
and international companies are into the sector. Hence India’s aviation industry ensures
to witness a phenomenal growth in the near future. A large number of industries and
infrastructure development in the southern region of the state will avail the facilities of
Dr. Babasaheb Ambedkar International Airport. Besides, passenger traffic growth, a
large mix of industries in this region offers a great potential of the enhanced cargo
activities. The region offers unlimited scope for the growth of tourism, trade and
commercial activities.
The passenger handling capacity of the existing terminal building at Dr. Babasaheb
Ambedkar International Airport has been saturated. In view of the future traffic growth,
there is an urgent requirement of extension of runway and Terminal Building with
allied works at Dr. Babasaheb Ambedkar International Airport premises with additional
land provided from MADC. adjacent to the existing Airport.
The direct and indirect benefits of the development activities at Dr. Babasaheb
Ambedkar International Airport are as follows:
• Better infrastructure facilities for air passengers
• Promotion of tourism, trade, commerce, etc
• Increase in regional economy as it will boost tourism and commercial activities
in the region.
• Generation of more revenue to the state, hence more development of the region.
• More employment opportunity to people.
• More business and industrial opportunities
2.4 Demand Supply Gap

The passenger traffic at Dr. Babasaheb Ambedkar International Airport has increased
by 42.74% from 17.26 lacs No. in the year 2016-17 to 19.62 lacs No in the year 2018-19.
Similarly, the Air Traffic Movements (ATM’s) increased by 47.97% from 1596 Nos. in
2016-17 to 3068 No. in 2018-19. The passenger handling capacity at Dr. Babasaheb
Ambedkar International Airport in future shall continue to increase. In view of rapid
growth in passenger traffic & Aircraft movement, Dr. Babasaheb Ambedkar
International Airport operational infrastructure needs to be upgraded to serve the
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estimated demand of over 38.27 lacks Passengers Per Annum by 2031-32 to be

achieved in phases. Improvements in connectivity will effectively contribute to the
economic performance of the wider economy through enhancing its overall level of
productivity.
2.5 Imports vs. Indigenous production

The design of the cargo terminal as proposed with 60m depth for straight in processing
for cargo on for import (international) / domestic inbound cargo and Export
(international) / domestic outbound cargo.
2.6 Export Possibility

The design of the cargo terminal as proposed with 60m depth for straight in processing
for cargo on Export (international) / domestic outbound cargo.
2.7 Domestic / export markets

With the development of Dr. Babasaheb Ambedkar International Airport, there is a huge
growth of air traffic from the Northern part of Nagpur. The passenger traffic growth, a
large mix of industries in this region offers a great potential of the enhanced cargo
activities. The growth of cargo traffic particularly exports out of this region is expected
to increase manifold due to new manufacturing units, export of fisheries product,
growth in textile and handicrafts, prevalence of large number of processing units.
Beside the high potential for export of cargo, the region offers unlimited scope of
growth of tourism, trade and commercial activities due to its natural resources, skilled
manpower, scenic beauty, rich heritage, special art, culture and religions. The Northern
part of Nagpur have a high potential for tourism development. The proposed project
will also enhance tourism potential of nearby tourism destinations located within 50 –
100 km from the airport site. From the above, it’s clear that there is a high potential for
traffic growth in Nagpur with the Airport.
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2.8 Employment Generation (Direct and Indirect) due to the project.

The proposed project will provide direct employment during construction & operation
phases. During the project operation stage for the purposes of day-to-day professional
and maintenance works, additional staff will be required along with workers for
commercial establishments provided in the proposed terminal building.
It is expected about 200 direct and 500 indirect employments during construction
phase and 200 direct and 1000 indirect employment during operational phase of the
proposed project. Local workers will be hired from the nearby areas by the contractors.
3.0 PROJECT DESCRIPTION
3.1 Type of project

Ministry of Environment, Forest and Climate Change (MoEF&CC) has made prior
environmental clearance (EC) for Airport projects mandatory through EIA Notification
dated 14th September, 2006 and its subsequent amendments under Category ‘A’, item
7(a) of the schedule. Since the project activity involves development of existing airport,
it requires Environmental Clearance from Central level in MoEFCC, New Delhi.
3.2 Location Details

Dr. Babasaheb Ambedkar International Airport is located at Sonegaon. Geographically,
airport is located at Latitude 2105’5.08” to 2106’35.23” N, Longitude 79°02′3.84″E
to 7903’4.43”E and altitude of 306-320 m above MSL. Dr. Babasaheb Ambedkar
International Airport is located about 8-km from Nagpur city in NH-44. Environmental
setting of the study area of 10 km radius around the Airport is tabulated in Table – 1.
The index map showing the general location of the project site is presented in Figure -
1. The google image showing the project site is given in Figure - 2.
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Table – 1: Environmental Setting

S. No. Particulars Details
1 Latitude 21°05′32″N
2 Longitude 79°02′50″E
3 Coordinates of ARP 20o 05’31’’N, 79o 02’54’’E
4 Elevation above MSL 306-320 m
5 Topography Plain Terrain
6 Nearest Highway NH-44, Sonegaon - Nagpur – 0.31 km, SE
71-67, Ring Rd, Pratap Nagar – Nagpur 1.75km,
NW
7 Nearest Railway station Ajni R.S. - 5 km, NE
Khapri R.S. – 4.9 km, S
8 Nearest Air Port Dr. Babasaheb Ambedkar International Airport
– project site
Gondia Airport – 137.27 km, NE
9 Nearest Habitation Sonegaon – 0.77 km, E
10 Nearest Town Sonegaon – 0.77 km, E
11 Reserve Forests Nil in 10 km radius
12 Nearest Waterbody Nag River Stream (kahan river) – adjacent to
project site
Ambazari Lake – 4.45 km, N
Telhara tank – 4.46 km, SW
13 Ecologically sensitive sites Nil in 10 km radius
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Project Site
FIGURE – 1: INDEX MAP DR. BABASAHEB AMBEDKAR INTERNATIONAL AIRPORT
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FIGURE - 2: GOOGLE IMAGE SHOWING DR. BABASAHEB AMBEDKAR INTERNATIONAL AIRPORT
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3.3 Alternate Sites

The proposed project involved work will be done in the land abutting the existing
airport. Hence, no alternative sites have been considered.
3.4 Size or Magnitude of Operation

Dr. Babasaheb Ambedkar International Airport is spread over an area of 520.83 Ha
(1287 acres). It is proposed to be provided with additional land of 865.21 Ha (2138
acres), (Total Land 1287+2138=3425 acres) free from all encumbrances will be hand
over by MADC for the proposed development activities. Structure of Air force station
and residential houses from Shivangaon area will be demolished in this expansion and
debris will be used for land leveling in our premises. [R&R cleared by MADC
(Maharashtra Airport Development Company). The proposed expansion project
involves Extension of Runway with RESA, Taxiway, Apron, GSE Area, Isolation Bay,
Terminal Building & Miscellaneous Works as per the conceptual layout plan enclosed.
The existing runway is proposed to be extended by 400 m in Phase II from beginning of

Runway 32 in South East direction. As per the proposed revised master plan, the new
runway is proposed in Phase-I with an initial length of 3200 m with Code 4E type
aircraft operations capability (with sub base designed for Code F operations). The new
runway is proposed to be extended and upgraded to 4000 M with Code F Cat F type of
aircraft operations in 2nd Phase.
The area of 140 X 40 M for HVAC plant for passenger terminal building is provided in
front of the terminal building. The Cargo Terminal Building has been proposed at
beginning of runway 32L. Area for Perishable cargo terminal of size 30 X 40 M has been
provided for both Domestic and International perishable cargo separately. The cargo
terminal design, based on peak day cargo data provides for dwell time of Int. cargo of 4
days and dwell time of Dom cargo of 2 days.
A parallel taxiway South of the new runway is proposed in Phase-I. The partial portion
of length 1270 M of this taxi track is already been constructed by MIL to provide
connectivity to Air India MRO. The remaining portion of the length of 535 M at North
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West side and 1395 M at South East side to make the full parallel taxi track of 3200 M is
proposed. A parallel taxiway of length 3600 for existing runway is proposed in phase-II
(3200 M+ 400 m extension of runway) with associated Rapid Exit Taxiways. Parallel
taxiways of both the runways will be connected by the taxi track which is already being
constructed by MIL utilizing the disused runway.
3.5 Project Description with process details
3.5.1 Project Description

The proposed expansion project involves Extension of Phase I and Phase II Runway
with RESA, Taxiway, Apron, GSE Area, Isolation Bay, Terminal Building & Miscellenious
Works, as detailed below.
CIVIL WORKS
Runway Extension:
i. Existing Runway is proposed to be extended by 400 m in Phase II from beginning
of Runway 32 in South East direction. As per the proposed revised master plan,
the second runway is proposed in Phase-I with an initial length of 3200m with
Code 4E type aircraft operations capability (with sub base designed for Code F
operations). The new runway is proposed to be extended and upgraded to
4000m with Code F Cat F type of aircraft operations in 2nd Phase The width of new
runway is proposed in Phase I as 45m for Cat E operations and to be widened to
60 M for Cat F operations in Phase II.
ii. Provision of 7.5 M wide Shoulder on both side Runway during both Code E & Code
F aircraft operations.
iii. RESA provision shall be for 240 m X 90 m as per DGCA CAR on the subject.
iv. Length of the basic strip includes 60 m length before the threshold and beyond the
end of runway, Width of strip 300 m (extend laterally 150m on either side of the
center line of the runway)
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v. Development of drainage network in the operational area Provision of Runway,

Taxiway & Apron marking, mandatory instruction marking wherever required and
Aerodrome Design Manual Part-IV (Visual Aids)/DGCA-CAR.
New Taxiway:
i. A parallel taxiway South of the new runway is proposed in Phase-I. The partial
portion of length 1270 M of this taxi track is already been constructed by MIL to
provide connectivity to Air India MRO. The remaining portion of the length of 535
M at North West side and 1395 M at South East side to make the full parallel taxi
track of 3200 M is proposed.
ii. This taxi track will be extended at North-West side up to 4000 M in Phase-II.
Associated Rapid Exit Taxi tracks for reducing the occupancy time of runway has
also been planned accordingly.
iii. A push back taxi lane with a length of 1750 m for 2nd runway has also been
planned in Phase-I to cater to the passenger as well as cargo aircraft.
iv. A parallel taxiway of length 3600 for existing runway is proposed in phase-II
(3200 M+ 400 m extension of runway) with associated Rapid Exit Taxiways.
New Apron:
i. Provision of Apron Phase-I: Pax : 545 X 110 m for 12 Narrow body aircraft or 9
NBA and 2 WBA and Cargo Apron: 90 x 110 m for 2 bays for NB cargo aircraft or 1
WB Cargo Aircraft. And Provision of Apron Phase II Pax: 180 X 110 M for 2
additional wide body aircraft or 4 narrow body aircraft and Cargo Apron: 90 X 110
M for 2 narrow body or 1 wide body Cargo aircraft.
ii. The Slopes to be provided on Apron as specified / DGCA-CAR.
Isolation Aircraft Parking Position:

i. Space for Isolated aircraft parking position has been provided. Size 100X 100 M
for parking of aircraft believed to be the subject of unlawful interference. The
isolated parking bay size provides 100 M space all around the bay.
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Perimeter road
ii. Provision of 6 M wide inner perimeter road all along the boundary wall is
proposed, as per security requirements.
Perimeter wall (Phase II)

i. Construction of Operational Boundary wall/ Property for the newly acquired land
at Dr. Babasaheb Ambedkar International Airport (Phase -II)
ii. Provision of operational wall along newly acquired land.
Construction of watch tower

i. Watch tower will be provided with tilted – anti glare glass all round with a suitable
platform outside the tower for maintenance purpose and sunscreen protection file
on glass to avoid UV light and glare.
Passenger Terminal Building
i. Phase-I passenger terminal building (Area 56,250 sq. m ( 2.5 level terminal
design) for 34.75 Lacs of Dom & Int. Pax together; with design year 2029-30 –
presuming starting year as 2015-16 for integrated operations of the international
and domestic traffic along with associated Apron and taxiways as the present
terminal building will get saturated by then and delay can cause severe
inconvenience to travelling public; the Phase -I cargo terminal (design year 2029-
30; International – 1000 Sq m area and Domestic cargo terminal of 1600 sq. m
area) with associated apron for cargo aircraft and the necessary taxiways, etc.
Space for the perishable cargo terminal has been provided on both the
international as well as the domestic cargo terminal sides.
ii. The incremental Phase-II part of the passenger terminal building -13,500 sq.m
area (2 ½ level) is to cater to the additional requirements due to growth in
passenger traffic over the years. In addition the Phase-II part of the cargo terminal
will include International cargo terminal of 1200 Sq. m area and the Domestic
cargo terminal of 1600 sq. m area with associated apron area for two additional
parking bays, the taxiways etc.
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iii. Departure area, Arrival area, Security Hold Area and Concourse area provided
with adequate nos. of toilets for gents, ladies and differently-abled persons along
with drinking water facility. Suitable number of ramps provided for entry and exit
of differently-abled persons in Departure and Arrival area. Additional fixtures in
the toilet provided for arrival passengers arriving together at one time.
iv. The design of Terminal Building to include Media planning, F&B plan, etc. The
overall planning of Terminal Building capture local architecture.
a) Departure Area
i) Check-in Area
The Terminal Building with provision for Departure concourse, check-in area and
check-in counters, feeder conveyor belts, queuing space, queue managers, back-up
offices for Airlines, facilitation counters, weighing machines, X-BIS for registered
baggage counters etc.
ii) Security Check Area

The passenger frisking area in security check area with adequate space for locating
DFMDs, X-ray machines, frisking platforms for gents and frisking cubicles for ladies,
Inspection Tables for manual checking of hand baggage and adequate space / room for
security staff, etc.
iii) Security Hold area

Security Hold area and bus lounge area, isolated smoking area, child care room, prayer
room, Security check and holding area and associated facilities. Creation of Retail Area
having Retail Islands/Shops are made.
b) Arrival Area
i. Baggage Claim area with two number of baggage Carousel of adequate size
provided.
ii. Adequate space provided for required number of offices, Bank/Money Exchange
Centre, concessionaires, space for storing of baggage trolleys, space for storage of
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mishandled baggage for airlines, segregation railing and associated passenger

amenities.
Other requirements for Terminal Building

i. Provision for Snack Bar counter, Travel Requisite, Pharmaceutical shops, Airlines
offices & ticket selling counters, ATM / Bank counters etc., Meet and Greet area,
First Aid room, Facilitation counters, caretaker room with store, Airport Terminal
Manager office and other facilities, infrastructure for advertisements and Art work
at suitable locations.
ii. Adequate space for CISF, Airlines etc. along with required staff toilet,
concessionaire, backup offices for GHS etc. provided.
iii. Provision made for VIP / CIP lounges.
iv. Provision made for water supply, pumping arrangement system, Water Filtration,
water cooler & R.O/U.V. Filters, sewage Treatment Plant (STP) & Effluent
Treatment Plant (ETP) as per norms and as per site conditions.
v. Horticulture-landscaping in the city side of Terminal Building, drainage system,
water supply, Rain Water Harvesting etc.
ELECTRICAL WORKS:
i. Provision / Relocation for Runway edge lights, Threshold / End Lights, Turn Pad
lights and illuminated Runway Marking /Marker.
ii. Installation of the CAT I Approach Lighting System for ILS Runway on runway 32R
& Simple Approach Lighting System on runway 14L and Runway 14R.
iii. Trans-installation / Relocation of PAPI at RWY32R and RWY 14R ends.
iv. Provision of obstruction lights on the identified hills and other obstructions
around the Airfield to cater to operation during night if necessary.
v. Provision of Apron edge lights and Taxiway edge lights, lighted mandatory
information / information signs etc. including cabling works.
vi. Provision of high mast Apron and car park flood lights at appropriate locations to
meet the desired illumination standards.
vii. Provision of adequate nos. of illuminated signage / pictographs, cubes etc. inside
and illuminated fascia signage outside the Terminal building.
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viii. Provision of Perimeter lightings within operational area.

ix. Augmentation of Power supply if any. Substation equipment’s, DG sets for
secondary power supply, AC Plant equipment, Internal and external electrification
of Terminal building, Car park, approach roads and other ancillary buildings,
provisions of CCR equipment if any.
x. Central Air-conditioning of Terminal building.
xi. Provision for 2 nos. of PBB
xii. Fire detection, Alarm and protection system with fire control room.
xiii. Provision of Check-in conveyor belts without in-line X-ray inspection system.
xiv. Building Management system.
xv. Passenger elevators.
xvi. Rerouting of existing cables and necessary items for relocation of services as per
requirement during work progress.
CNS WORKS
i. installation building and Airport Hangar are classified under Business-cum-
Assembly and storage & hazardous based on the classification of building and
hence are required to comply with proper fire prevention and fire protection,
confirming to high hazard occupancy as per National Building Code (NBC). It
requires highest fire safety protection measures..
ii. Installation of DVOR in the approach of runway 14L and Runway 14R for 11m high
clearance for antenna as per master plan.
IT & AIRPORTS SYSTEMS

i. Public address system and car calling systems
ii. Surveillance close circuits TV system (SCCTV) and provision of adequate numbers
of close circuits TV monitors.
iii. Provision of flight information display system (FIDS) with adequate numbers of
plasma TVs in departure, arrival and security hold area for passenger facilitation /
entertainment.
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iv. Provision / Relocation of adequate no. of X-ray machines for scanning hand /
checked in baggage including provision of required numbers of ETDs, DFMDs &
HHMDs as per BCAS norms.
v. Computer cable data networking.
vi. Provision of adequate no. of VHF FM sets (Walkie Talkis, Base Stations & Mobile
Stations).
vii. Provision/ relocation of digital EPABX system including telephone/intercom
instruments, wiring etc.
MISCELLANEOUS WORKS
i. Development of site.
ii. Provision of gates to segregates air side and city side area with security guard
posts at the entry gate.
iii. Construction of STP, Storm water drains and water treatment’s plant.
iv. Augmentation of water supply i/c provision of dedicated feeder.
v. Provision of water storage and water supply scheme and rain water harvesting
systems.
vi. Car park to accommodate 50 cars to be provided.
vii. All works necessary to achieve 4 star GRIHA rating.
viii. Removal and relocation of existing structures from the proposed site.
3.6 Raw Material requirement

Airport being a service industry doesn’t process any raw material or deal in production
of products. The proposed project is development of Dr. Babasaheb Ambedkar
International Airport which requires general construction materials viz. steel, cement,
RMC, sand, aggregates, bricks, etc. will be used for infrastructure development like
building construction, road lying, service area development, etc. These materials will be
procured from nearby markets as per requirements and transportation facilities will be
provided by construction contractor.
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3.7 Resource optimization / recycling and reuse

The resource optimization is always pre-requisite for any development project. 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.
As per the NBC, 2016, the per capita water requirement varies with building type.
Measures have been proposed to reduce the consumption of fresh water through
efficient practices and devices. Some of these practices include:
• Regulating flow rate of fixtures used in toilets

• Dual plumbing system
• By installations of sensor-based urinals such as magic eye sensor, the water use
is reduced to 0.4 liters per flush
• 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.
• Rainwater harvesting for ground water recharge.
MIHAN is following GRIHA (Green Rating for Integrated Habitat Assessment) system for
sustainable and environment friendly design. All the new buildings will be constructed
as per the ECBC (Energy Conservation Building Code) norms and obtain 4 star GRIHA
rating.
3.8 Availability of Water with Source, Energy / Power requirement with source
3.8.1 Water Requirement details

Water requirement of the proposed expansion airport after development will be met
from MADC. Water requirement and water balance chart details of the proposed
development of existing airport is tabulated in the Table – 2 & 3.
21
Table - 2: Water Balance Chart of Dr. Babasaheb Ambedkar International Airport
A Total Water Demand Qty (m3/day)

1) DOMESTIC WATER DEMAND
(i) Total Potable Water Demand 748
(ii) Total Flushing Water Demand 559
Total Domestic Water Demand 1307
2) Total HVAC Soft Water Demand 152
3) Total Horticulture Water Demand 502
Grand Total of Water Demands for all Purposes 1961
B Total Available Treated Sewage for Recycling Qty (m3/day)

1) Total Sewerage Generated (Total Domestic Demand x 0.7) 524
2) Sewage available for Recycling 559
3) Treated sewage available from STP for Recycling (98%) 1083
Total of Available Water for Re-use 1061
C Total Utilized Treated Effluent (In m3/Day)

1) Total Amount Re-used for Flushing Water Purposes 559
2) Balance Amount Reused for Horticulture Purposes 502
D Balance Water Requirements (In m3/Day)

1) Daily Fresh Water Required per Day for Potable & HVAC purpose 900
Excess treated effluent disposed outside the site in m3/day 0
22
Table – 3: Water Requirement calculations

Total Daily LPCD for LPCD for Potable Flushing Total
Population Population Potable Flushing Water Water Water
S. at Peak hour (Considering water water Demand Demand Demand
Description
No. 6 hr Peak (lpd) (lpd) (lpd)
population
per day)
2844
Terminal Building (1422 Arrival
1 17064 40 30 682560 511920 1194480
(Passenger Load) & 1422
Departure)
Permanent Terminal
Building Population
2 2000 25 20 50000 40000 90000
(Airlines & O&M,
Vendors)
3 Visitors, drivers, etc. 1500 10 5 15000 7500 22500
TOTAL 747560 559420 1306980
TOTAL (m3/day) 748 559 1307
4 Soft Water Demand for HVAC

Soft water Make-up requirements for Cooling Towers 152000
Say in (Cum/day) 152
5 Horticultural Water Demand

502000
Say in (Cum/day) 502
Total Water Demand For All Purposes In m3/day 1961
23
Fresh Water Source – MADC

(900 KLD)
Total Water Requirement

(1961 KLD)
Domestic Requirement Toilet Flushing Requirement HVAC

(748 KLD) (559 KLD)
(152 KLD)
524 KLD 559 KLD
1083KLD
Sewage Treatment Plant

(Cap. - 1100)
559 KLD
Treated Sewage
(1061 KLD)
Greenbelt
Development
(502 KLD)
Fresh Water
Treated Water
Figure – 3: Water Balance Diagram
24
3.8.2 Power Requirement details
Total connected load of the power for proposed expansion airport operations which will
be 7000 KW after the development activities. The power supply shall be drawn from
existing MADC Power supply.
There will be power backup through 3 No of DG sets of capacity of 1010 KVA & 3 No of
DG sets of 320 KVA used in case of power cut or failure. DG sets will be provided with
inbuilt acoustic enclosures and effective safe stack height for proper dispersion of
pollutants that will keep the emissions within the permissible limit. The fuel required
will be HSD and its quantity depend on as and when used.
MIL has installed 17Nos of solar operated Walkie Talkie Chargers for CISF Watch
Towers in July 2017 and in operation. MIL has installed an On Grid Solar Power Plant of
3 KW capacity in 2017 and in operation. MIL has constructed the canopy of the
Terminal Building and the design of the same has been made in such a way to use the
natural sunlight in daytime to reduce power consumption.
3.9 Quantity of waste generation (Liquid and Solid) & its management
3.9.1 Sewage generation and Management

As per water balance diagram, 1083 KLD of sewage will be generated after the
development of Dr. Babasaheb Ambedkar International Airport which will be treated in
STP of capacity 1100 KLD (Existing 150KLD and proposed 950KLD).
Sewage Treatment Plant

Sewage generated from the airport will be treated in a well-designed Sewage Treatment
Plant (STP). It is proposed to install CAMUS-SBT type sewage treatment plant of 950
KLD capacity. After meeting stipulated standards, treated sewage will be utilized for
flushing and irrigation of greenery and landscaping.
25
Details of Sewage Treatment Plant

CAMUS-SBT® Technology is an advanced version of SBT® technology. It incorporates a
bioconversion process where fundamental reactions of nature namely respiration,
photosynthesis, mineral weathering take place in a media housing micro and macro
organisms which bring about the desired purification. CAMUS Technology is an oxygen
supplying high reaction rate biological engine and so the process can treat all types of
water - domestic, municipal and industrial. CAMUS Technology uses the ecology of soil
media and biological reactions within a constructed bioreactor to treat wastewater. This
is a giant technological leap forward from current technologies which rely on aquatic
ecology for treatment. This technological advance allows us to offer energy efficient
treatment solutions and deliver superior water quality.
VEC’s Soil Bio Technology system encompasses a host of technologies, patents,

trademarks, copyrights and knowhow from many institutions some of which are
mentioned below. Soil Bio Technology SBT covered by multiple Indian Trademarks
assigned to VEC, two US patents (patent no 6890438 B2 dated 5 May 2005 and 7604742
B2 dated 20 October 2009) and 2 Indian patents (patent no - 203744 and 203425) all
assigned to IIT Bombay and licensed to VEC which pertain to the use of geophagus
earthworms in BioMounds. Knowhow designs regards other organisms in the SBT
process is being copyrighted, patented or trademarked as applicable.
The Raw Sewage (Black Water) is received directly by gravity into Raw Sewage Tank
where it is screened and degritted sewage is dosed with the appropriate flocculant and
coagulant inside then allowed via VEC FRP settler system with appropriate baffle
arrangement which allows the finer floc solids to settle. The clear water from the other
side of the FRP settler is pumped to Bio Mound 1 (BM1), where the Clear Black water is
treated in BM1 and collected in the Collection Tank 1. (CT1a).
The Grey water is taken to Fine screen chamber and then received in the Collection
Tank 2 (CT1b). The water from CT1b is pumped to Bio Mound 2 (BM2) where the
treatment takes place and then collected in the Treated Water Tank (TWT) via weep
holes in the bottom in BM2. As the Waste Water percolates downward in the BioMound
it came in contact with the specially selected, graded and formulated CAMUS-SBT Bio
26
Media (enriched with Vision Earth care’s proprietary cultures and catalyst) substantial
reduction of parameters is achieved in BM1 and BM2.
Special Features
CAMUS-SBT is very different from other treatment solutions. Some of these special
features are listed in this section. Unlike other treatment facilities, CAMUS-SBT does not
need expensive pre-treatment, equalization or the very expensive to operate Aerators
or Membrane systems that other options employ often at drastic operating costs to the
Client. As a result in most other technologies operation of effluent treatment facilities is
limited to special occasions. Unlike conventional treatment plants which need
continuous running CAMUS-SBT allows users to operate the plant in intermittent mode,
batch mode and continuous mode as the situation arises. Typically CAMUS-SBT plants
are easily able to handle shock load of about 50% over or under design load for a few
days automatically.
Low Maintenance:
Apart from easily replaceable pumps specified there are no other moving parts in the
CAMUS-SBT plant. In case of mechanical failure of pumps all the operators have to do is
to replace the broken down unit with a similar unit from the market and restart the
process.
High Aesthetics:
The CAMUS-SBT plant is generally adorned with specially selected plants to give it a
garden like appearance. The garden is not essential but most of our clients and perhaps
even you have opted for greenery. There is however a secondary function to the plants:
They behave as bio-indicators to the health of the entire process. Toxic waste entering
the process will have a detrimental effect to the health of the plants and corrective
action can be immediately initiated.
Low Depreciation:
Since the plant contains very little mechanical equipment apart from the pumps and the
civil works themselves depreciate over larger time scales (~30 years). There are
considerable financial benefits to the agency.
27
Low Operating Cost:

As mentioned earlier since there are no special machines apart from the process pumps.
Therefore the operating power requirements are very minimal and operators.
themselves need minimal training to operate the plant. At its simplest the plant is
operated by turning it on when there is adequate water in the influent tank and turning
it off as soon as there is enough water in the final storage tank. One person to
periodically maintain the top bed to prevent water logging at the top of the bed is
required.
Low Sludge:
Most other technologies require you to ship the sludge generated to a disposal station
such as a land fill at significant cost not to mention much hassle. CAMUS-SBT avoids
sludge generation and treats all of it within the process itself. However a provision for a
biofertilizer from the process can be arranged should the customer need such a facility
for other landscaping use.
No Odor:
Conventional treatment plants create a very bad working environment with many
noxious fumes. They therefore have to be sited far away from living and working spaces.
CAMUS-SBT is completely odorless and the output water is not conducive to disease
causing insects such as mosquitoes and flies.
Superior Water Quality:

In most CAMUS-SBT plants treating normal sewage, the output water is exceptional.
With proper final polishing with chlorine for disinfection where required it is near
drinking water standards. Only cultural inhibitions prohibit drinking and should the
customer desire it we offer such solutions also.
The effluent of the STP using the CAMIS-SBT technology meets the standards for release
in inland water bodies. The typical parameters of outlet quality of water are presented
in the table given below. While the BOD is less than 10 mg/l, the COD level attained is
less than 30 mg/l. All other parameters also conform to the specifications.
28
FIGURE – 4 : SCHEMATIC DIAGRAM OF STP
3.9.2 Solid Waste Generation and Disposal

About 1050 kg per day solid waste will be generated during operation after the
proposed development activities at Dr. Babasaheb Ambedkar International Airport,
which will be collected, segregated and managed by external agency for disposal as per
Solid Waste Management Rules, 2016. Hence, the impact on the soil will be insignificant
as an organized solid waste collection and disposal practices exist at the Dr. Babasaheb
Ambedkar International Airport. Some of the mitigation measures adopted are as
follows.
• Municipal solid waste collection bins will be placed at strategic locations in the
terminal building;
• Approx. 1000 kg per day municipal wastes, like, plastic, paper, packing waste,
bottles, oil contaminated cottons and clothes, food waste from labour camp, etc
will also be generated from Airport premises and Aircraft. It may contaminate
soil of the site, if not disposed properly. These wastes will be segregated and
disposed as per Solid Waste Management Rules, 2016.
• Agency has been hired for disposal of solid wastes as per the provisions of the
Solid Waste Management Rule, 2016
• Solid waste generated from the airport is transported in close containers;
29
• Used lubricating waste oil and oil contaminated clothes etc is collected
separately in containers and is sold to authorized recyclers as per CPCB/State
Pollution Control Board guidelines.
3.10 Schematic representations of the Project Site:

Layout of the proposed development of Dr. Babasaheb Ambedkar International
Airport is shown below.
30
4.0 SITE ANALYSIS

Site analysis is a pre-design research activity which focuses on existing and potential
conditions on and around the project 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
through information about the site assets and liabilities prior to starting the design
process. The typical site analysis includes the site location and size, neighbourhood
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.
4.1 Connectivity
Dr. Babasaheb Ambedkar International Airport is located on National Highways 44,
Nagpur – Dhantoli Road and approached through the same road from Nagpur and
Dhantoli. NH 44 is presently 4 lane highway. The nearest railway station of Dr.
Babasaheb Ambedkar International Airport is Nagpur Railway Station which is located
about 18 km in NE direction by road. It is well connected to Kalamna, Pardi, Kamptee,
Pipla halt and other parts of our nation. The nearest Domestic airport is Jabalpur
Airport which is located about 254 km by road and connected to national destinations
like Katni, Sagar, Damoh, Rewa, Satna, Shahdol, Umaria, Anuppur.
4.2 Land Form, Land use and Land ownership

Presently, Dr. Babasaheb Ambedkar International Airport is situated in an area of
520.83 Ha (1287 Acres) of plain land. Currently, ATR type aircrafts are in operation. An
additional area of about 865.21 Ha (2138 acres) of additional land free from all
encumbrances will be hand over by MADC for the proposed development activities.
4.3 Topography
The topography of the most of study area is plain topography. The elevation of the site
varies from 306 - 320 m above MSL. Not much hills are located in the study area. Map
showing the topographical features around the project site covering 10 km radius are
given in Figure – 5.
31
FIGURE – 5: TOPO MAP COVERING 10 KM RADIUS AROUND PROJECT SITE
32
4.4 Existing Land Use Pattern

The land use classification of the existing lands is categorized as Public and Semi-public
use as per the records of Local Planning Authority, Nagpur. About 865.21 Ha (2138 acres)
of additional land of industrial, commercial, public & semi-public, mixed residential,
transportation will be handed over to MIL which will be converted to Public & semi-
public use after development of the proposed project. Distance from various sensitive
locations like forests, national park, wild life sanctuary, eco sensitive areas, water bodies
including CRZ with its distance and direction has already been provided.
4.5 Existing infrastructure

Existing airport is located in Public & Semi-public categorized zone. The water
requirement is being met through existing bore wells and MIL will obtain water from
MADC. Adequate power is being sourced from by MADC and additional power is also
available in the region to manage the expansion proposal. As the site is located on a
Highway connecting Nagpur and Dhantoli (NH 44), all sort of constriction and other
materials can be easily transported for the development works. All sort of supply as well
as supporting industries are also available in the region to support the growth of this
project.
Availability of amenities like education, medical, water supply, communication, road

network, electricity, etc. significantly reflects the level of development of an area.
4.6 Soil Classification

Soil is usually differentiated into horizons of mineral and organic constituents of
variable depth, which differ from the parent material below in morphology, physical
properties and constituents, chemical properties and composition and biological
characteristics. The district is covered by Black Cotton soil in the west with isolated red
soil patches in high ground. Alluvial soil is restricted to river flood plain and coastal
part. Alkaline and saline soils are also noticed at places.
33
4.7 Climate data

Nagpur lies at 316 - 320 meters above mean sea level and the climatic condition of this
area is classified as tropical. The underlying rock strata are covered with alluvial
deposits resulting from the flood plain of the Kanhan River. In some places, these give
rise to granular sandy soil. In low-lying areas, which are poorly drained, the soil is
alluvial clay with poor permeability characteristics. In the eastern part of the city,
crystalline metamorphic rocks such as gneiss, schist and granites are found, while in the
northern part yellowish sandstones and clays of the lower Gondwana formations are
found. Nagpur registers the maximum temperature of 47.9 °C and the minimum
temperature of 3.5 °C. It receives about 163 mm of rainfall in June. The amount of
rainfall is increased in July to 294 mm. Gradual decrease of rainfall has been observed
from July to August (278 mm) and September (160 mm). The highest recorded daily
rainfall was 304 mm on 14 July 1994. Summers are extremely hot, lasting from March to
June, with May being the hottest month. Winter lasts from November to February,
during which temperatures drop below 10 °C.
4.8 Social Infrastructure Available

The existing social infrastructure already available in and around Dr. Babasaheb
Ambedkar International Airport is located are listed below.
• Hospital with ambulance;
• Banks;
• Post office;
• Bus station;
• Railway station;
• Fire station;
• Secondary school;
• Police station;
• Shopping complex;
• Sports infrastructure (Stadium & Camps);
• Community halls;
• Cinema halls; and
• Primary health care centres
34
5.0 PLANNING BRIEF
5.1 Planning concept

This is a planned airport development project to cater aviation demand as per Master
Plan. The development proposal of Dr. Babasaheb Ambedkar International Airport
including Extension of Runway with RESA, Taxiway, Apron, GSE Area, Isolation Bay,
New Domestic Terminal Building & Miscellenious Works. Other facilities such as power,
transportation and communication, social infrastructure facilities are already available
at project site.
5.2 Population Projection

The expected population at the Airport is given below:
Arriving and Departing Passengers (phase I and II) - 696823

Airport staff / contract employees / commercial area staffs - 2000
Drivers/Visitors - 1500
As per current traffic data, the Dr. Babasaheb Ambedkar International Airport handled
about 20.78 lakhs No of passengers in the year 2019-20. The airport is expected to
handle 68.92 lakhs passengers by the year 2048.
5.3 Land use planning

Land use has been categorized based on the following functional groups:
Airfield Dependent: Land uses with the highest location and area priority include
those that are fully within the airfield, or overlapping the airside-landside boundary.
Airport Supporting: Land uses with functional priority include those that are required
for the airport to function. Their location may be on the airside or landside but
preferably within the airport boundary.
35
Commercial: Land uses that are fully provide non-aviation revenues. These uses have
flexibility of location but should not interfere with the functional operation of Airfield
Dependent or Airport Supporting Land Uses.
Infrastructure & Open Space: These land use areas are determined by the needs of all
the land uses above. Since supporting infrastructure must be within the development
areas the first three groups determine the area required for this group. Open space
includes those areas remaining which cannot be developed.
The proposed expansion proposal requires about 2138 acres of additional land which is
already handed over by state Govt. For designing of the proposed development
activities National Building Code and ICAO guidelines have been followed.
5.4 Assessment of Infrastructure Demand
Social Demand
The assessment will be identified in the socio economic survey, after the grant of TOR
and will be submitted at the time of final presentation regarding Environmental
Clearance.
Physical infrastructure
Physical infrastructure is an important aspect of the site. It determines the quality of life
to a large extent. Physical infrastructure deals with:
• Water supply
• Electricity
• Waste management & treatment
Water supply
The daily consumption of water in the airport during operation phase for domestic &
HVAC uses will be about 1961 KLD out of which 900 KLD will be fresh water and 1061
KLD will be recycled / treated wastewater. The water requirement for Landscaping will
36
be about 502 KLD (treated wastewater). The water will be met through MADC water
supply.
Electricity
Solid Waste management:

MIL has engaged the solid waste management agency, whose nature of work is to collect
the garbage/ solid waste from airport premises, airport residential colony and all the
concessionaires’ shops on daily basis and dumping the same at the dumping station
established by Nagpur Municipal Corporation.
Waste water treatment & management:

During operation phase, wastewater generated from Dr. Babasaheb Ambedkar
International Airport will be treated in Sewage Treatment Plant (STP).
37
5.5 Amenities/Facilities
The following facilities will be available in the airport premises
• Baggage handling system
• Passenger boarding bridges
• Flight information and displays
• Sewage treatment facility
• Fire-fighting system
• Security equipment
• Restaurant
All infrastructure facilities such as Educational Facilities, Post and Telegraph, Power
supply, Medical Facilities, Drinking Water Facility, Well-Connected to internal roads and
internal electrical lines which makes site the region adequate in amenities.
6.0 PROPOSED INFRASTRUCTURE
6.1 Industrial Area – Processing Area

During year 2017 & 2018, on the East and North-west side of the airport, about 1287
acres of land has been handed over to MIL by Maharashtra Airport Development
Company for the development of Dr. Babasaheb Ambedkar International Airport
including runway extension, terminal building construction and other associated
services. Total additional land available for Dr. Babasaheb Ambedkar International
Airport is about 2138 Acres. The proposed activities will be carried out within the above
area itself which is sufficient for the planned activities.
6.2 Residential area - non processing area

Not Applicable as the project is development of Dr. Babasaheb Ambedkar International
Airport including Extension of runway, apron and construction of Parallel / link
Taxiway, construction of Terminal Building and associated services. No residential
colony or township is planned under this project.
38
6.3 Green Belt

About 33% of the total project area will be under green belt and plantation. Entire
landscaping is irrigated with treated wastewater having automatic water efficient water
dispensing system.
6.4 Social Infrastructure

The proposed infrastructure will be identified in the socio-economic survey, after the
grant of ToR and will be submitted at the time of final presentation of Environmental
Clearance. Adequate capacity of social infrastructure like road, water supply, etc. is
available in the region to manage the current expansion proposal.
6.5 Connectivity
Dr. Babasaheb Ambedkar International Airport is located on National Highways 44,
Nagpur – Dhantoli Road and approached through the same road from Nagpur and
Dhantoli. NH 44 is presently 4 lane highway. The nearest railway station of Dr.
Babasaheb Ambedkar International Airport is Nagpur Railway Station which is located
about 18 km in NE direction by road. It is well connected to Kalamna, Pardi, Kamptee,
Pipla halt and other parts of our nation. The nearest Domestic airport is Jabalpur
Airport which is located about 254 km by road and connected to national destinations
like Katni, Sagar, Damoh, Rewa, Satna, Shahdol, Umaria, Anuppur.
6.6 Drinking Water Management (Source & Supply of Water)

The daily consumption of water for Dr. Babasaheb Ambedkar International Airport
during operation phase for domestic use will be about 1961 KLD out of which 900 KLD
will be fresh water and 1061 KLD will be recycled/treated wastewater. Fresh water of
domestic requirement includes drinking water which will be met through MADC Board
water supply.
6.7 Sewerage System

As per water balance diagram, 1083 KLD sewage will be generated after the proposed
development at Dr. Babasaheb Ambedkar International Airport which will be treated in
STP of 11500 KLD capacity.
39
6.8 Industrial Waste Management

No Industrial waste will be generated from the project.
6.9 Solid waste Management

Solid waste generated from the airport mainly comprises of food waste and garbage
waste. Further, small quantities of sludge from STP and other waste are being
generated. Collection and handling of domestic solid waste is being done in line with the
provisions of the Solid Waste Management Rules 2016.
6.10 Waste water treatment & management

During operation phase, wastewater generated from Airport will be treated in Sewage
Treatment Plant (STP) comprising primary, secondary and tertiary treatment facilities.
The treated wastewater from the STP will be used for flushing and landscaping.
6.11 Power Requirement & Supply/ Source

40
7.0 REHABILITATION AND RESETTLEMENT (R & R) PLAN

The entire additional land required for the proposed development activities of 2138
acres (865.21 ha) will be hand over by MADC free from all encumbrances. So, there shall
be no Rehabilitation & Resettlement (R&R) in the proposed expansion project.
8.0 PROJECT SCHEDULE & COST ESTIMATES

The proposed expansion project will be implemented immediately after obtaining EC
from MoEFCC and CTE from MPCB.
The implementation period of the development of Dr. Babasaheb Ambedkar

International Airport is categorized into two Phases from date of implementation to
complete the entire project and commission the proposed building, runway, etc.
The total cost estimate for the proposed expansion project (development of existing
airport) is about 1685 Crores as detailed below.
9.0 ANALYSIS OF PROPOSAL – FINAL RECOMMENDATIONS

The present proposal of development of Dr. Babasaheb Ambedkar International Airport
including Extension of Runway with RESA, Taxiway, Apron, GSE Area, Isolation Bay,
Terminal Building & Miscellenious Works. Improvements in connectivity will effectively
contribute to the economic performance of the wider economy through enhancing its
overall level of productivity.
The project will boast economic growth benefitting the whole region through the
generation of both direct and indirect economic value. Airport operations will have a
considerable economic and social impact in surrounding regions. These benefits extend
far beyond the direct effect of an airport’s operation on its community development to
the wider benefits that air service accessibility brings to business interests and to
consumers. The construction and operation of airport will generate direct employment
opportunity, indirectly contributed jobs through supply chain, enhance induced impact
through tourism. Thus the project will prove beneficial to the area.
41

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PFR for the Expansion of Dr.

Babasaheb Ambedkar International MIHAN India

1.0 EXECUTIVE SUMMARY

The proposal is to develop Dr. Babasaheb Ambedkar International Airport, Nagpur as an

2.1 Identification of project and project proponent

2.1.2 Project proponent

2.2 Brief Description of Nature of project

2.3 Need for the project & its importance

2.4 Demand Supply Gap

estimated demand of over 38.27 lacks Passengers Per Annum by 2031-32 to be

2.5 Imports vs. Indigenous production

2.6 Export Possibility

2.7 Domestic / export markets

2.8 Employment Generation (Direct and Indirect) due to the project.

3.0 PROJECT DESCRIPTION

3.1 Type of project

3.2 Location Details

Table – 1: Environmental Setting

FIGURE – 1: INDEX MAP DR. BABASAHEB AMBEDKAR INTERNATIONAL AIRPORT

FIGURE - 2: GOOGLE IMAGE SHOWING DR. BABASAHEB AMBEDKAR INTERNATIONAL AIRPORT

3.3 Alternate Sites

3.4 Size or Magnitude of Operation

The existing runway is proposed to be extended by 400 m in Phase II from beginning of

3.5 Project Description with process details

3.5.1 Project Description

v. Development of drainage network in the operational area Provision of Runway,

Isolation Aircraft Parking Position:

Perimeter wall (Phase II)

Construction of watch tower

Passenger Terminal Building

ii) Security Check Area

iii) Security Hold area

mishandled baggage for airlines, segregation railing and associated passenger

Other requirements for Terminal Building

viii. Provision of Perimeter lightings within operational area.

IT & AIRPORTS SYSTEMS

3.6 Raw Material requirement

3.7 Resource optimization / recycling and reuse

• Regulating flow rate of fixtures used in toilets

3.8.1 Water Requirement details

Table - 2: Water Balance Chart of Dr. Babasaheb Ambedkar International Airport

A Total Water Demand Qty (m3/day)

B Total Available Treated Sewage for Recycling Qty (m3/day)

C Total Utilized Treated Effluent (In m3/Day)

D Balance Water Requirements (In m3/Day)

Excess treated effluent disposed outside the site in m3/day 0

Table – 3: Water Requirement calculations

4 Soft Water Demand for HVAC

5 Horticultural Water Demand

Total Water Demand For All Purposes In m3/day 1961

Fresh Water Source – MADC

Total Water Requirement

Domestic Requirement Toilet Flushing Requirement HVAC

524 KLD 559 KLD

Sewage Treatment Plant

Figure – 3: Water Balance Diagram

3.8.2 Power Requirement details

3.9.1 Sewage generation and Management

Sewage Treatment Plant