AVIATION INFRASTRUCTURE PRESENTATION BY TULSI KESHARWANI DIRECTOR (AVIATION) ASIAN INSTITUTE OF TRANSPORT DEVELOPMENT NEW DELHI & ICAO CONSULTANT
SCOPE OF PRESENTATION
MODULE 1. SECTOR PROFILE
MODULE 2. MAJOR DEVELOPMENTS
MODULE 3. ISSUES AND OPTIONS
MODULE 4. PLANNING PRINCIPLES AND PRACTICES
MODULE 5. FINANCING AND COST RECOVERY
MODULE 6. INTERNATIONAL CIVIL AVIATION ORGANIZATION
MODULE 1- SECTOR PROFILE - CONTENTS
SECTOR’S SPECIAL FEATURES
IMPORTANCE OF CIVIL AVIATION
AIRLINES
AIRPORTS
AIR TRAFFIC SERVICES
REGULATION AND POLICIES
GOVERNMENT OF INDIA INSTITUTIONS
INTERNATIONAL INSTITUTIONS
MAGNITUDE OF AVIATION ACTIVITIES IN THE WORLD
MAGNITUDE OF AVIATION ACTIVITIES IN INDIA
INTERNATIONAL LEGAL INSTRUMENTS
NATIONAL LEGAL INSTRUMENTS
SECTOR’S SPECIAL FEATURES
SECTOR REPRESENTS CIVIL AVIATION SECTOR AND NOT AIRPORT INFRASTRUCTURE ALONE
TO UNDERSTAND AIRPORT INFRASTRUCTURE IT IS NECESSARY TO UNDERSTAND THE SECTOR AS A WHOLE
PRESENTLY AIR TRANSPORT IS THE MOST MODERN MODE OF TRANSPORT IN RESPECT OF SPEED AND CONVENIENCE, ESPECIALLY FOR LONG DISTANCE TRAVEL
AIR TRANSPORT IS THE NEWEST MODE OF TRANSPORT
IT IS ONLY ABOUT A CENTURY OLD
UNLIKE OTHER MODES OF TRANSPORT IT HAS AN INTERNATIONAL DIMENSION. INTERNATIONAL PASSENGER TRAFFIC IS INCREASING FAST. AIRCRAFT IS IMPORTED. MANY AIRPORT EQUIPMENT ARE IMPORTED
ITS DEVELOPMENT REALLY STARTED AFTER SECOND WORLD WAR
IMPORTANCE OF CIVIL AVIATION
INTERNATIONAL GATEWAY AIRPORTS ARE DRIVING AND SHAPING BUSINESS LOCATIONS AND URBAN DEVELOPMENT IN THE 21ST CENTURY, AS MUCH AS HIGHWAYS DID IN THE 20TH , RAILROADS IN THE 19TH AND SEAPORTS AND INLAND WATERWAYS IN THE 18TH CENTURY
THE ROLE OF AIR TRANSPORT IN ECONOMIC DEVELOPMENT OF COUNTRIES IS CONTINOUSLY INCREASING
AIR TRANSPORT IS MAJOR CONTRIBUTING FACTOR IN ECONOMIC, SOCIAL AND POLITICAL GLOBALIZATION
IT HAS BEEN HELPING IN FASTER MOVEMENT OF INTERNATIONAL BUSINESS COMMUNITY LEADING TO INCREASE IN INTERNATIONAL TRADE AND BUSINESS
TOURISM WHICH CONTRIBUTES ABOUT 10 PERCENT WORLD GDP IS HIGHLY DEPENDENT ON AIR TRANSPORT
ABOUT 40 PERCENT OF INTERNATIONAL TRADE IN VALUE TERMS MOVES BY AIR
AIR TRANSPORT HAS A SPECIAL ROLE IN EMERGENCIES AND CIVIL STRIFE
MAJOR GROUPS OF ACTIVITIES
AIRLINES
AIRPORTS
AIR TRAFFIC SERVICES
REGULATION
OTHER INDIRECT ACTIVITIES INCLUDE AIRCRAFT MANUFACTURE, ITS MAINTENANCE AND REPAIR AND HUMAN RESOURCES DEVELOPMENT
AIRLINES
AIRLINES INCLUDE SCHEDULED AIRLINES AND NON-SCHEDULED AIRLINES
AIRLINES CAN BE DOMESTIC, INTERNATIONAL OR FOREIGN
AIRLINES CAN BE PASSENGER CARRIERS, FREIGHT CARRIERS OR BOTH PASSENGER AND FRIGHT CARRIERS
MOST AIRLINES CARRY BOTH PASSENGERS AND FREIGHT
AIRLINES CAN BE OWNED BY GOVERNMENT, GOVERNMENT OWNED COMPANIES, PRIVATE COMPANIES OR COMPANIES JOINTLY OWNED BY GOVERNMENT AND PRIVATE ENTITIES
AIRLINES CAN BE OWNED BY ONE AGENCY BUT CAN BE MANAGED BY ANOTHER ENTITY
AIRPORTS
AIRPORTS CAN BE INTERNATIONAL OR DOMESTIC
MOST INTERNATIONAL AIRPORTS HANDLE DOMESTIC PASSENGERS
AIRPORTS CAN BE CENTRAL GOVERNMENT OWNED, STATE GOVERNMENT OWNED, PRIVATELY OWNED, JOINTLY OWNED BY GOVERNMENT AND PRIVATE ENTITY, ON LEASEHOLD
OWNERSHIP AND MANAGEMENT CAN BE WITH DIFFERENT ORGANIZATIONS
AIRPORTS ARE ALSO BE OWNED BY DEFENCE
SOME AIRPORTS OWNED BY DEFENCE HAVE CIVIL ENCLAVES WHICH ARE MANAGED BY THE AIRPORTS AUTHORITY OF INDIA
AIR TRAFFIC SERVICES
AIR TRAFFIC SERVICES HELP IN NAVIGATING AIRCRAFT WHILE LANDING, TAKING OFF, FLYING IN THE AIR, OVER-FLYING ANY COUNTRY, TAXING ON THE GROUND AND PARKING
THEY PROVIDE A DISCIPLINE IN THE AIR AND ALSO ON THE GROUND AND MAINTAIN SAFETY
THE SERVICES ARE PROVIDED BY USING MODERN EQUIPMENT INCLUDING RADARS
REGULATION AND POLICIES
POLICY ISSUES - MINISTRY OF CIVIL AVIATION, PLANNING COMMISSION
SAFETY – MAIN RESPONSIBILITY IS WITH DGCA
SECURITY- MAIN RESPONSIBILITY IS WITH THE BUREAU OF CIVIL AVIATION SECURITY
ECONOMIC – MAIN RESPONSIBILITY IS WITH MOCA AND PROPOSED AIRPORTS ECONOMIC REGULATORY AUTHORITY
GOVERNMENT INSTITUTIONS IN CIVIL AVIATION
MINISTRY OF CIVIL AVIATION-THIS IS THE NODAL AGENCY FOR POLICY FORMULATION, DEVELOPMENT, COORDINATION AND ADMINISTRATION
DIRECTOR GENERAL CIVIL AVIATION – IT IS PRIMARILY RESPONSIBLE FOR SAFETY OF AIRCRAFT AND LICENSING OF AIRLINES, AIRPORTS, PERSONNEL AND TRAINING AND OTHER INSTITUTIONS IN THE SECTOR
BUREAU OF CIVIL AVIATION SECURITY-IT IS RESPONSIBLE FOR SECURITY AT THE AIRPORTS
INDIRA GANDHI RASHTRIYA URAN ACADEMY- IT IS FOR TRAINING OF PILOTS
AIRPORTS AUTHORITY OF INDIA – IT IS FOR MANAGING AIRPORTS AND AIR TRAFFIC SERVICES
AIR INDIA AND ITS SUBSIDIARIES – IT IS A FULLY GOVERNMENT OWNED AIRLINE
HELICOPTER CORPORATION OF INDIA- IT IS A FULLY OWNED HELICOPTER COMPANY
MAJOR INTERNATIONAL INSTITUTIONS
INTERNATIONAL CIVIL AVIATION ORGANIZATION
INTERNATIONAL AIR TRANSPORT ASSOCIATION
AIRPORTS COUNCIL INTERNATIONAL
CIVIL AIR NAVIGATION SERVICES COMMISSION
INTERNATIONAL COUNCIL OF AIRCRAFT OWNERS AND PILOTS ASSOCIATION
MAGNITUDE OF AVIATION ACTIVITIES IN THE WORLD
AIRPORTS OPEN TO INTERNATIONAL USE -1194 (2005)
DOMESTIC AIRPORTS–NUMEROUS : EXACT NUMBER NOT AVAILABLE.
INTERNATIONAL PASSENGERS- 752 MILLIONS (2006)
DOMESTIC PASSENGERS – 1353 MILLION (2006)
INTERNATIONAL CARGO – 22.6 MILLION TONNES (2005)
DOMESTIC CARGO – 15.1 MILLION TONNES (2005)
EMPLOYED BY AIRPORT OPERATORS – 374,000
TOTAL EMPLOYED AT WORLD AIRPORTS - 4,500,000
LARGEST AIRPORT-ATLANTA, USA (OVER 80 MILLION PASSENGERS PER ANNUM)
AIRCRAFT FLEET – ABOUT 25,000
MAJOR AIRLINES – OVER 1000
MAGNITUDE OF AVIATION ACTIVITIES IN INDIA (1)
INTERNATIONAL AIRPORTS OWNED BY AIRPORTS AUTHORITY OF INDIA (12): CHENNAI, KOLKATA, PORT BLAIR, AHMEDABAD, GOA, TRIVANDRUM, CALICUT, GUWAHATI, JAIPUR, SRINAGAR, NAGPUR, AMRITSAR
INTERNATIONAL AIRPORTS IN JOINT SECTOR(5): MUMBAI, DELHI, BANGALORE, HYDERABAD, COCHIN
8 CUSTOM AIRPORTS : PUNE, COIMBTORE, LUCKNOW, MANGALORE, VARANASI, TRICHY, PATNA AND GAYA,
24 CIVIL ENCLAVES
80 DOMESTIC AIRPORTS
AT 5 PRIVATE AIRPORTS, AIRPORTS AUTHORITY OF INDIA PROVIDES CNS/ATM FACILITY
AIRPORTS AUTHORITY OF INDIA MANAGES AIR SPACE MEASURING 2.8 MILLION SQUARE NAUTICAL MILES
THE MISSION OF AIRPORTS AUTHORITY IS “TO ACHIEVE HIGHEST STANDARDS OF SAFETY AND QUALITY IN AIR TRAFFIC SERVICES AND AIRPORT MANAGEMENT BY PROVIDING STATE OF-THE-ART INFRASTRUCTURE FOR TOTAL CUSTOMER SATISFACTION, CONTRIBUTING TO ECONOMIC GROWTH AND PROSPERITY OF THE NATION”
MAGNITUDE OF AVIATION ACTIVITIES IN INDIA (2)
AIRPORT TRAFFIC SUMMARY (2007-08)
Aircraft movements (In Nos.) International 248,644 Domestic 1,058,935 Total 1,307,579
Passengers (In nos.) International 29,813,513 Domestic 87,059,083 Total 116,872,596
Freight (In Tonnes) International Domestic Total
1,146,641 567,319 1,713,960
MAGNITUDE OF AVIATION ACTIVITIES IN INDIA (3)
INTERNATIONAL AIRLINE OPERATORS: AIR INDIA, JET AIR, JET LITE, KING FISCHER
DOMESTIC FULL COST SCHEDULED OPERATORS: AIR INDIA, JET AIR, JET LITE, KING FISCHER, MDLR AIRLINES, JAGSON AIRLINES
DOMESTIC SCHEDULED LOW COST CARIERS: SPICE JET, PARAMOUNT AIRWAYS, GO AIR, INDIGO
DOMESTIC NON-SCHEDULED OPERATORS: BLUE DART FOR CARGO, HELICOPTER CORPORATION FOR HELICOPTERS AND SEVERAL OTHERS
FOREIGN AIRLINES OPERATING IN INDIA - 76
INTERNATIONAL LEGAL INSTRUMENTS
CONVENTION ON INTERNATIONAL CIVIL AVIATION
ANNEXES TO CONVENTION
SEVERAL CONVENTIONS ADOPTED BY STATES
BILATERAL AGREEMENTS
INDIAN LEGAL INSTRUMENTS
AIRCRAFT ACT 1939
AIRCRAFT RULES 1939
AIRPORTS AUTHORITY OF INDIA ACT
AIRPORTS ECONOMIC REGULATORY AUTHORITY ACT (PROPOSED)
MODULE 2 - MAJOR DEVELOPMENTS CONTENTS
HIGH TRAFFIC GROWTH
TECHNOLOGICAL ADVANCES IN AIRCRAFT MANUFACTURE
EXPANSION AND MODERNIZATION OF AIRPORT AND AIR NAVIGATION SERVICES
LIBERALIZATION IN OPERATION OF AIRLINES
MERGERS AND CONSOLIDATION OF AIRLINES
POLICY CHANGES FOR AIRLINES IN INDIA
POLICY CHANGES FOR AIRPORTS IN INDIA
POLICY CHANGES FOR REGULATION IN INDIA
GLOBAL-TRAFFIC GROWTH (1)
Year
Passengers (Million) 1975 2006 CAGR
Freight (Million tonnes) 1975 2006 23.5 CAGR 6.3
International
Domestic
108 752 6.5
3.5 15.4
425 1353 3.8
5.2 38.9 3.3
Total
533 2105 4.5
8.7 4.9
GLOBAL TRAFFIC GROWTH (2)
FOLLOWING MAJOR CONCLUSIONS EMERGE FROM THE PRECEDING TABLE
INTERNATIONAL TRAFFIC IS GROWING FASTER THAN DOMESTIC TRAFFIC
CARGO TRAFFIC GROWTH IS FASTER THAN PASSENGER TRAFFIC
DOMESTIC PASSENGER TRAFFIC EXCEEDS INTERNATIONAL PASSENGER TRAFFIC. BUT THIS MAY CHANGE IN FUTURE
INITIALLY, DOMESTIC CARGO TRAFFIC EXCEEDED INTERNATIONAL TRAFFIC
BUT THIS HAS CHANGED. PRESENTLY INTERNATIONAL CARGO TRAFFIC EXCEEDS DOMESTIC CARGO TRAFFIC
TRAFFIC GROWTH IN INDIA (1)
Year
International
Domestic
Passengers (Million) 1995-96
11.45
25.56
37.01
2007-08 CAGR
29.81 8.30
87.06 10.75
116.87 10.06
Freight (Million tonnes) 1995-96 2007-08
0.45 1.47
0.20 0.57
0.65 1.72
CAGR
8.05
9.23
8.42
Total
TRAFFIC GROWTH IN INDIA (2)
ALTHOUGH THE PERIOD SELECTED FOR GLOBAL TRAFFIC GROWTH IS DIFFERENT THAN THAT FOR INDIA, THE TREND IN INDIA IS DIFFERENT THAN THE WORLD TRENDS
GROWTH RATES OF BOTH PASSENGER AND CARGO TRAFFIC IN INDIA IS HIGHER THAN GLOBAL GROWTH RATES. THESE ARE ALMOST DOUBLE OF THE GLOBAL GROWTH RATES
ANOTHER DIFFERENCE IS THAT IN INDIA PASSENGER TRAFFIC IS GROWING FASTER THAN CARGO TRAFFIC, WHEREAS GLOBALLY CARGO TRAFFIC IS GROWING FASTER THAN PASSENGER TRAFFIC
WHEREAS GLOBAL GROWTH RATE FOR INTERNATIONAL PASSENGER TRAFFIC IS HIGHER THAN DOMESTIC PASSENGER TRAFFIC, IN INDIA DOMESTIC PASSENGER TRAFFIC IS GROWING FASTER. THIS CAN BE A TEMPORARY PHENOMENON
AAI’S FORECAST FOR INDIAN AIRPORTS AVERAGE ANNUAL GROWTH RATES (%) 2006-07 to 2011-12
Aircraft movements Total 13.5 International 12.0 Domestic 14.0
10.0 10.0 10.0
Passengers Total 17.1 International Domestic
13.5 10.0 20.0
8.0 13.5
Cargo Total 13.0 International Domestic
9.5 14.0 8.0
10.0 6.0
2011- 12 to 2016-17
TECHNOLOGICAL ADVANCES IN AIRCRAFT MANUFACTURE
INCREASE IN THE SIZE OF AIRCRAFT
HIGHER SPEED
CONSUME LESS FUEL
PRESENT DAY AIRCRAFT CAN TRAVEL LONGER DISTANCES WITHOUT STOPPING
CAN TRAVEL FROM ANY AIRPORT IN THE WORLD TO ANY OTHER AIRPORT IN THE WORLD WITHOUT REFUELING
MODERN AIRCRAFT ARE MORE ENVIRONMENT FRIENDLY
THEY HAVE MUCH LARGER CARGO CAPACITY
THEY ARE SAFER AND MORE CONVENIENT
NUMBER OF ACCIDENTS HAVE BEEN DECREASING
THEY ARE CHEAPER TO OPERATE IN REAL TERMS PER UNIT OF CAPACITY
CONSOLIDATIONS AND MERGERS
DUE TO FINANCIAL PROBLEMS, AIRLINES ARE GETTING MERGED
FOR EXAMPLE, NORTHWEST AND KLM ROYAL DUTCH GOT MERGED
SEVERAL OTHER INTERNATIONAL AIRLINES HAVE MERGED OR PROPOSE TO BE MERGED
IN INDIA, AIR INDIA AND INDIAN AIRLINES MERGED
SIMILARLY, JET AIR & AIR SAHARA AND KING FISCHER & AIR DECCAN GOT MERGED
POSSIBLY, THERE MAY BE MORE MERGERS IN FUTURE
SHORT OF MERGERS GROUPINGS ARE ALSO TAKING PLACE
IN SEVERAL CASES CODE SHARING IS TAKING PLACE
INFRASTRUCTURE DEVELOPMENT
WORLDWIDE AIRPORTS HAVE EXPANDED AND MODERNIZED
TERMINAL BUILDINGS HAVE MORE SPACE AND PROVIDE IMPROVED FACILITIES TO PASSENGERS
LARGER CARGO COMPLEXES HAVE DEVELOPED
COMMERCIAL ACTIVITIES AT AIRPORTS HAVE EXPANDED
SURROUNDING AREAS OF AIRPORTS HAVE CONSIDERABLY DEVELOPED
PROPERTY VALUES NEAR THE AIRPORT HAVE INCREASED
ACCORDINGLY PROPORTION OF REVENUES FROM NON-AERONAUTICAL SOURCES HAVE BEEN INCREASING
RUNWAY CAPACITIES HAVE INCREASED
MANY AIRPORTS HAVE MORE THAN ONE RUNWAY
THE ROLE OF PRIVATE SECTOR IS INCREASINGLY IN AIRPORT OWNERSHIP AND MANAGEMENT
SATELLITE BASED COMMUNICATION FACILITIES ARE BEING DEVELOPED
HORIZONTAL SEPARATION IN AIRCRAFT MOVEMENT HAS BEEN REDUCED TO 500 FEET FROM 1000 FT
LIBERALIZATION IN OPERATION OF AIRLINES
GENERAL GLOBALIZATION AND LIBERALIZATION HAS AFFECTED CIVIL AVIATION THROUGHOUT THE WORLD
LIBERALIZATION IN OWNERSHIP OF NATIONAL CARRIERS AND PRIVATIZATION OF AIRLINES
LIBERALIZATION IN CAPACITY SHARING
PRICE CONTROLS ON FARES AN FREIGHT RATES HAVE DISAPPEARED
MARKET ACCESS IS EASIER
OPEN SKY POLICY IS INCREASINGLY FOLLOWED
LOW COST CARRIERS HAVE MADE A REVOLUTION IN AIR TRAVEL
THESE DEVELOPMENTS HAVE RESULTED IN GREATER COMPETITION AMONG AIRLINES, DECREASE IN FARES AND IMPROVEMENT IN SERVICES TO THE USERS AND HIGHER GROWTH IN TRAFFIC
ALTHOUGH FINANCIAL CONDITION OF AIRPORTS IS GENERALLY IS SATISFACTORY, AIRLINES FINANCIAL CONDITION IS GENERALLY UNSATISFACTORY
GREATER EMPHASIS ON SAFETY AND SECURITY
POLICIES IN INDIA FOR AIRLINES (1)
BEFORE 1953 INDIA HAD ONLY SMALL PRIVATE AIRLINES
IN 1953 AIRLINES WERE NATIONALIZED
NATIONALIZED AIRLINES WERE GIVEN MONOPOLY TO OPERATE SCHEDULED SERVICES
AIR INDIA WAS TO OPERATE INTERNATIONAL SERVICES
INDIAN AIRLINES WAS TO OPERATE DOMESTIC SERVICES
IN NINETIES STATE MONOPOLY OF THE AIRLINE INDUSTRY REMOVED
AIR CORPORATIONS ACT 1953 WHICH GAVE MONOPOLY TO STATE OWNED AIRLINES REPEALED
PRIVATE AIRLINES FREELY PERMITTED
PRIVATE AIRLINES ARE ALSO OPERATING ON INTERNATIONAL ROUTES
POLICIES IN INDIA FOR AIRLINES (2)
LIMITED FDI PERMITTED IN PRIVATE AIRLINES
NOW THEY HANDLE MORE TRAFFIC THAN GOVERNMENT OWNED AIRLINE AIR INDIA
JET AIR IS PRESENTLY HANDLING MORE PASSENGER TRAFFIC THAN AIR INDIA
PRICE AND OTHER CONTROLS HAVE BEEN REMOVED
LIBERALIZATION IN BILATERAL AIR SERVICES AGREEMENTS
OPEN SKY POLICY FOR AIR CARGO
INTERNATIONAL CHARTERS FREELY ADMITTED
OPEN SKY AGREEMENT WITH USA
POLICIES IN INDIA FOR AIRPORTS
BEFORE 1972 ALL THE AIRPORTS WERE MANAGED BY DIRECTOR GENERAL CIVIL AVIATION
IN 1974 INTERNATIONAL AIRPORTS AUTHORITY, A CORPORATE ENTITY WAS CREATED TO MANAGE FOUR INTERNATIONAL AIRPORTS AT MUMBAI, DELHI, KOLKATA AND CHENNAI
IN 1986 ANOTHER CORPORATE ENTITY KNOWN AS NATIONAL AIRPORTS AUTHORITY WAS CONSTITUTED TO MANAGE OTHER AIRPORTS AND AIR TRAFFIC SERVICES
IN 1995 BOTH THE AIRPORTS AUTHORITIES WERE MERGED AND AIRPORTS AUTHORITY OF INDIA WAS CONSTITUTED
AIRPORTS AUTHORITY OF INDIA ACT AMENDED TO PERMIT PRIVATE PARTICIPATION
AIRPORTS AT MUMBAI AND DELHI PRIVATIZED. COCHIN AIRPORT IS ALREADY IN PRIVATE SECTOR
BANGALORE AND HYDERABAD AIRPORTS CONSTRUCTED WITH PRIVATE PARTICIPATION
A NEW INTERNATIONAL AIRPORT AT NAVI MUMBAI IS PLANNED
A NEW GREENFIELD AIRPORT AT NOIDA IS UNDER CONSIDERATION
KOLKATA AND CHENNAI AIRPORTS TO BE DEVELOPED BY AAI
35 NON-METRO AIRPORTS TO BE PARTLY PRIVATIZED
REMAINING AIRPORTS TO REMAIN WITH AAI
POLICIES IN INDIA FOR REGULATION
ALL AIRPORTS ARE REQUIRED TO BE LICENSED BY DGCA
PROVISIONS OF ANNEX 14 OF CHICAGO CONVENTION ARE TO BE MORE STRINGENTLY APPLIED
FOR ECONOMIC REGULATION A NEW LEGAL ENTITY IS TO BE ESTABLISHED
ENVIRONMENT CLEARANCE IS A MUST FOR NEW GREENFIELD AIRPORTS
A NEW GREENFIELD AIRPORT POLICY HAS BEEN INTRODUCED
MODULE 4 - ISSUES AND OPTIONS -CONTENTS
FORMULATION OF CIVIL AVIATION POLICY
LIBERALISATION OF INTERNATIONAL AIR SERVICES
OPEN SKY POLICY
EXPANSION OF DOMESTIC AIR TRANSPORT SERVICES. SHOULD THERE BE REGULATION?
SHOULD GOVERNMENT STEP IN TO BAIL OUT LOSS MAKING AIRLINES
AIR SERVICES IN REMOTE AREAS OF INDIA
FDI IN DOMESTIC CARRIERS
REGIONAL AIRLINES
PRIVATISATION OF AIR INDIA
ROLE OF PRIVATE SECTOR IN AIRPORT DEVELOPMENT
ECONOMIC REGULATION OF CIVIL AVIATION
GROUND HANDLING OF AIRLINES
SAFETY AND SECURITY
FORMULATION OF CIVIL AVIATION POLICY
THE GOVERNMENT HAS DECIDED TO FORMULATE A CIVIL AVIATION POLICY
A DRAFT POLICY PREPARED IN APRIL 2000 IS AVAILABLE ON MOCA WEBSITE
SINCE THEN MANY CHANGES HAVE TAKEN PLACE IN THE WORLD AS WELL AS IN INDIA
THIS POLICY IS UNDER CONSIDERATION FOR OVER A DECADE. SEVERAL COMMITTEES HAVE EXAMINED THE ISSUE
REASONS FOR DELAY ARE MANIFOLD
THIS NEEDS TO BE FINALISED EARLY
THE POLICY SHOULD BE REVIEWED PERIODICALLY
AN IMPORTANT ISSUE IS WHETHER THERE SHOULD BE SEPARATE POLICIES FOR DIFFERENT MODES OF TRANSPORT OR AN INTEGRATED NATIONAL TRANSPORT POLICY AND POLICIES FOR DIFFERENT MODES SHOULD BE A PART OF IT
AVIATION IS FAST CHANGING. IT MAY BE DESIRABLE NOT TO HAVE A WRITTEN POLICY. SUCH POLICIES ARE LIKELY TO BECOME RIGID AND DIFFICULT TO CHANGE EASILY
LIBERALISATION OF INTERNATIONAL SERVICES
INTERNATIONAL AIR TRANSPORT SERVICES HAVE BEEN CONSIDERABLY LIBERALISED
SHOULD THERE BE COMPLETE LIBERALISATION
SHOULD THERE BE GRADUAL LIBERALISATION
SHOULD LIBERALISATION BE LEFT TO THE STATES TO DECIDE
PRESENT CRITERION FOR PERMITTING PRIVATE AIRLINES FOR OPERATING INTERNATIONAL SERVICES, AMONG OTHER THINGS, IS MINIMUM 5 YEARS OF OPERATIONS ON DOMESTIC OPERATIONS
THIS IS OUTDATED AS MANY FOREIGN AIRLINES WITH LESS EXPERIENCE ARE OPERATING IN INDIA
WHAT SHOULD BE THE CRITERIA FOR PERMITTING PRIVATE CARRIERS IN INDIA TO OPERATE ON INTERNATIONAL SERVICES.
OPEN SKY POLICY ?
OPEN SKY POLICY MEANS PERMISSION TO OPERATE AIR SERVICES IN ANOTHER COUNTRY WITHOUT ANY RESTRICTION
THERE IS NOTHING LIKE 100% OPEN SKY POLICY IN ANY PART OF THE WORLD
ALTHOUGH INDIA HAS SIGNED OPEN SKY POLICY WITH USA CLEARANCE FOR JET AIRWAYS TOOK CONSIDERABLE TIME
IT IS PROPOSED TO HAVE OPEN SKY POLICY FOR SAARC COUNTRIES
THERE IS A PROPOSAL TO ADOPT OPEN SKY POLICY FOR ASEAN COUNTRIES. LIMITED OPEN SKY POLICY HAS BEEN INTRODUCED
THE ISSUE IS SHOULD INDIA ADOPT OPEN SKY POLICY OR AMEND BILATERAL AGREEMENTS AS AND WHEN REQUIRED
EXPANSION OF DOMESTIC AIR SERVICES
IN INDIA DOMESTIC SERVICES HAVE BEEN CONSIDERABLY EXPANDED
THIS HAS RESULTED INTO TOO MUCH CAPACITY AND INTENSE COMPETITION
FARES HAVE DECLINED
WITH INCREASE IN FUEL PRICES COSTS HAVE INCREASED SIGNIFICANTLY
RECENTLY LOAD FACTOR HAS GONE DOWN
AIRLINES ARE INCURRING LOSSES
INTERNATIONAL AIR TRANSPORT ASSOCIATION SEES AIRLINES GLOBAL LOSS AT $ 5.2 BILLION IN 2008
IN INDIA 2007-08 LOSS IS PROJECTED AT RS. 4000 CRORES. FOR 2008-09 LOSS IS PROJECTED AT RS. 8540 CRORES
INFRASTRUCTURE IS CONGESTED LEADING TO DELAYS
ISSUE IS SHOULD FURTHER EXPANSION OF AIRLINES AND CUT THROAT COMPETITION BE REGULATED
SHOULD GOVERNMENT STEP IN TO BAIL OUT LOSS MAKING AIRLINES
ESSENTIALLY THERE ARE SEVERAL REASONS FOR THE PRESENT FINANCIAL SITUATION OF INDIAN AIRLINES
INCREASE IN FUEL PRICES
HIGHER TAXES BT CENTRE AND STATES
SLOWING DOWN OF GLOBAL ECONOMY REDUCING DEMAND FOR AIR TRAVEL
REDUCTION IN UPPER CLASS AIR FARES
OVER-AMBITIOUS GROWTH IN CAPACITY BY AIRLINES
GOVERNMENT’S POLICY OF NON-INTERFERENCE
THE GOVERNMENT HAS GIVEN SOME TAX CONCESSIONS
AIRPORTS AUTHORITY HAS GIVEN CONCESSIONS IN CHARGES
THESE ARE NOT ENOUGH. THE MAGNITUDE OF LOSS IS ENORMOUS
IN PRINCIPLE AVIATION SHOULD BE TREATED AT PAR WITH OTHER MODE OF TRANSPORT
SHOULD GOVERNMENT INTERVENE AND FINANCIAL ASSISTANCE
AIR SERVICES IN REMOTE AREAS
PRESENTLY UNDER ROUTE DISPERSAL GUIDELINES AIRLINES OPERATING ON TRUNK ROUTES ARE REQUIRED TO PROVIDE A CERTAIN PROPORTION OF SERVICES IN REMOTE AND BACKWARD AREAS
THIS IS MANDATORY AND IS IN VOGUE FOR OVER A DECADE WITHOUT ANY STUDY OF ITS IMPACT
IN THE MEANTIME SURFACE TRANSPORT HAVE EXPANDED SEVERAL FOLD
AIR TRANSPORT HAS ALSO EXPANDED
THE GUIDELINES AFFECTS THE ECONOMICS OF AIRLINES AS SOMETIME THEY HAVE BUY SERVICES IN REMOTE AREAS
SHOULD THIS BE CONTINUED OR REVIEWED OR REGIONAL AIRLINES BE CREATED
FDI IN DOMESTIC CARRIERS
PRESENTLY FDI IN DOMESTIC SCHEDULED AIRLINES IS LIMITED TO 49%
FOR NRI THERE IS NO LIMIT
HOWEVER FOREIGN AIRLINES CAN NOT HAVE ANY EQUITY IN DOMESTIC SCHEDULED SERVICES
THERE HAS BEN DEMANDS TO INCREASE THE LIMIT OF 49%
THE ISSUE IS SHOULD THE EXISTING LIMIT BE RAISED
PRESENTLY INDIAN DOMESTIC CARRIERS HAVE EXTRA CAPACITY AND THERE IS NO IMMEDIATE NEED FOR EXTRA CAPACITY
SHOULD FDI BE INCREASED ONLY TO GET MORE FDI?
REGIONAL AIRLINES
THERE HAS BEEN CONSIDERABLE TALK ABOUT DEVELOPMENT OF REGIONAL AIRLINES
GOVERNMENT IS EAGER TO ENCOURAGE IT
SOME PROPOSALS WERE MOOTED BUT THEY DID NOT MATERIALIZE
IS THERE A NEED FOR REGIONAL AIRLINES AT THIS STAGE
REGIONAL AIRLINES MAY REQUIRE A SUBSIDY
SHOULD SUBSIDY BE PROVIDED
SHOULD NORMAL CARRIERS TAKE CARE OF REGIONAL NEEDS
IF REGIONAL AIRLINES ARE TO BE DEVELOPED TO IMPROVE CONNECTIVITY IN THE REGION, WHAT SHOULD BE CRITERIA FOR JUDGING CONNECTIVITY
PRIVATISATION OF AIR INDIA
A FEW YEARS AGO GOVERNMENT DECIDED TO PRIVATE THE NATIONAL CARRIERS AIR INDIA AND INDIAN AIRLINES
SOMEHOW THIS DID NOT GO THROUGH BECAUSE OF ADMINISTRATIVE REASONS
RECENTLY BOTH AIRLINES HAVE BEEN MERGED
SHOULD THE NEW AIRLINE BE PRIVATIZED
IF SO, FULLY OR PARTIALLY
OPTIONS ARE NO PRIVATISATION, FULL PRIVATISATION, MAJORITY PRIVATISATION, MINORITY PRIVATIZATION, NO PRIVATISATION
ROLE OF PRIVATE SECTOR IN AIRPORTS
MUMBAI AND DELHI AIRPORTS HAVE BEEN PRIVATISED THROUGH LEASING ROUTE. THE PERIOD OF LEASE IS 30 YEARS WITH PROVISION FOR EXTENSION OF ANOTHER 30 YEARS
THE SHARE OF AIRPORTS AUTHORITY OF INDIA IN THE EQUITY OF LEASING COMPANY IS 26%
GREENFIELD AIRPORTS AT BANGALORE AND HYDERABAD HAVE BEEN BUILT WITH PRIVATE SECTOR PARTICIPATION AND ARE OPERATIONAL. THE CONCESSION PERIOD IS 30 YEARS WITH PROVISION FOR EXTENSION FOR ANOTHER 30 YEARS
GOVERNMENT SHARE IN EQUITY OF LEASING COMPANY IS 26%:13% CENTRE AND 13% STATE
KOLKATA AND CHENNAI ARE TO BE DEVELOPED DIRECTLY BY AAI AS PER THE WISH OF CONCERNED STATE GOVERNMENTS
CITY SIDE OF 35 NON-METRO AIRPORTS ARE TO BE PRIVATISED
THE EMPLOYEES OF THE AIRPORTS AUTHORITY OF INDIA FAVOUR DEVELOPMENT OF AIRPORTS BY THE AUTHORITY
AAI’S TRACK RECORD OF PROJECT MANAGEMENT IS NOT VERY GOOD DUE TO VARIOUS REASONS
THERE IS NO ONE MODEL FOR PRIVATE PARTICIPATION IN AIRPORTS
WHAT MODEL SHOULD BE USED FOR MODERNISATION OF REMAINING AIRPORTS
ECONOMIC REGULATION
ECONOMIC REGULATION OF AIRPORTS IS CONSIDERED ESSENTIAL AS AIRPORTS ARE IN THE NATURE OF MONOPOLY
MOST COUNTRIES HAVE REGULATORY INSTITUTIONS FOR AIRPORTS BUT THERE IS NO SINGLE MODEL
ICAO ALSO FAVOURS REGULATION
AN AIRPORT ECONOMIC REGULATORY AUTHORITY IS PROPOSED TO BE ESTABLISHED IN INDIA SOON
THIS WILL LOOK INTO MAINLY AERONAUTICAL CHARGES
SHOULD IT LOOK INTO NON-AERONAUTICAL CHARGES
SHOULD THIS REGULATORY AUTHORITY ALSO LOOK INTO REGULATION OF DOMESTIC AIR SERVICES
OR REGULATION OF DOMESTIC AIR SERVICES BE LEFT TO AIRLINES FOR SELF REGULATION AS AT PRESENT OR TO THE COMPETITION COMMISSION
SAFETY AND SECURITY
FOR SAFETY AND SECURITY STATE IS RESPONSIBLE
AT AIRPORTS THE FACILITIES ARE PROVIDED BY THE OPERATOR WHICH WILL IN FUTURE BE INCREASINGLY BY THE PRIVATE SECTOR
THE AIRPORTS ARE IN THE NATURE OF MONOPOLY
THE PRIVATE MONOPOLY UNLESS PROPERLY REGULATED COULD BE DANGEROUS
THE TENDENCY OF PRIVATE OPERATOR IS TO MAXIMISE PROFIT
ONE OF THE WAYS THE PROFIT CAN BE MAXIMISED IS TO CUT CORNERS ESPECIALLY THOSE WHICH ARE CONNECTED TO SAFETY AND SECURITY
SAFETY AND SECURITY ARE VERY IMPORTANT
ICAO HAS INTRODUCED SAFETY AUDIT
HOWEVER STATE HAS TO PLAY AN EFFECTIVE ROLE
MODULE 4 – PLANNING PRINCIPLES AND PRACTICES - CONTENTS
ESSENTIAL CHARACTERISTICS OF AIRPORTS
PLANNING PHILOSOPHY
MASTER PLAN
STEPS IN PLANNING PROCESS OF AIRPORTS
TRAFFIC FORECASTS
PLANNING FOR ESSENTIAL SERVICES
OTHER CONSIDERATIONS
ANCILLARY SERVICES
CITY SIDE ACCESS
GUIDELINES FOR SETTING UP GREENFIELD AIRPORT
DUAL AIRPORTS OPERATIONS
ESSENTIAL CHARACTERISTICS OF AIRPORTS - (1)
AIRPORT IS JOINT PRODUCT
THERE ARE SEVERAL AGENCIES INVOLVED IN AIRPORT OPERATIONS
APART FROM THE AIRPORT OPERATOR THE AGENCIES INCLUDE AIRLINE OPERATORS, REGULATORY BODIES, SECURITY AGENCIES AND CONCESSIONAIRES. THESE AGENCIES ARE PARTNERS IN THE AIRPORT BUSINESS
UNLIKE OTHER BUSINESS, THE PECULIARITY OF AIRPORT PARTNERSHIP IS THE AIRPORT OWNER/OPERATOR HAS NO CHOICE TO SELECT ITS PARTNERS AS THEY ARE ALREADY SPECIFIED EXCEPT THE CONCESSIONAIRES. EVERY PLAN HAS TO TAKE CARE OF ALL THE AGENCIES
AS MENTIONED EARLIER SAFETY AND SECURITY ARE VERY IMPORTANT
MONOPOLY CHARACTER
AIRPORTS ARE CAPITAL INTENSIVE AS THEY REQUIRE LARGE AREA OF LAND, TERMINAL BUILDINGS, RUNWAYS, TAXIWAY, PARKING STANDS
APART FROM HIGH CAPITAL COST OF DEVELOPING THE FACILITIES, THE FIXED COST OF MANAGEMENT IS ALSO HIGH
ESSENTIAL CHARACTERISTICS OF AIRPORTS – (2)
THE INVESTMENT IS LUMPY
THE INVESTMENTS ARE LARGELY SUNK IN THE GROUND
IF THE FACILITY IS NOT UTILIZED THERE IS DEAD LOSS. IF UNDER-UTILIZED THERE IS STILL A LOSS
AIRPORT FACILITIES CANNOT BE SHIFTED TO ANOTHER LOCATION OR AIRPORT
AS IT IS A SERVICE INDUSTRY, THE CAPACITY CANNOT BE STORED
LONG GESTATION PERIOD. AIRPORT CONSTRUCTION TAKES 3-4 YEARS TO COMPLETE. GREENFIELD AIRPORTS TAKE LONGER TIME
ON THE OTHER HAND AIRLINES ARE MORE FLEXIBLE AS THE AIRCRAFT ARE MOBILE
THE CONCLUSION IS THAT PLANNING FOR AIRPORTS REQUIRES GRATER CARE THAN PLANNING FOR AIRLINES OR FOR SIMILAR OTHER BUSINESS
PLANNING PHILOSOPHY
THE MOST EFFICIENT PLAN FOR THE AIRPORT IS WHICH PROVIDES THE REQUIRED CAPACITY AND FACILITIES IN A BALANCED MANNER FOR AIRCRAFT, PASSENGERS, CARGO AND VEHICLE MOVEMENTS, WITH MAXIMUM CONVENIENCE TO PASSENGERS, OPERATORS, STAFF AND OTHER USERS AT LOWEST CAPITAL AND OPERATING COSTS
BEST PLAN IS THAT WHICH PROVIDES OPTIMUM CAPACITY TO BE DEVELOPED IN PHASES BUT IN ADVANCE
A LITTLE HIGHER CAPACITY IS BETTER THAN LESS CAPACITY
PLANNING OF AIRPORTS IS COMPLICATED BY THE DIVERSITY OF FACILITIES AND SERVICES, WHICH ARE NECESSARY FOR THE MOVEMENT OF AIRCRAFT, PASSENGER AND CARGO AND THE GROUND VEHICLES ASSOCIATED THEM
THE REQUIREMENT IS INTEGRATION
MODERN DAY AIRPORTS ARE BECOMING COMMERCIAL COMPLEXES. THESE ARE ALSO REQUIRED TO BE TAKEN CARE OFF
ADEQUATE SPACE SHOULD BE EARMARKED FOR COMMERCIAL ACTIVITIES BUT NOT AT THE COST OF ESSENTIAL FACILITIES OR SAFETY
MASTER PLAN OF AIRPORTS
GENERALLY AIRPORT PLAN IS CALLED A MASTER PLAN
GENERALLY ACCEPTED DEFINITION OF MASTER PLAN IS THAT IT PRESENTS THE PLANNER’S CONCEPTION OF THE ULTIMATE DEVELOPMENT OF A SPECIFIC AIRPORT
NORMALLY, A MASTER PLAN COVERS A PERIOD OF 20-25 YEARS BUT CAN BE LESS
MASTER PLAN IS TAKEN AS A GUIDE FOR DEVELOPMENT OF PHYSICAL FACILITIES OF AN AIRPORT
ALSO IT IS A GUIDE FOR DEVELOPMENT OF LAND AREA AROUND THE AIRPORT AND DETERMINATION OF ACCESS REQUIREMENT
STEPS IN PLANNING PROCESS
PREPARE INVENTORY OF EXISTING FACILITIES AND SERVICES
MAKE TRAFFIC DEMAND FORECAST
DETERMINE GROSS FACILITY REQUIREMENTS AND PRELIMINARY TIME-PHASED DEVELOPMENT OF THE SAME
EVALUATE EXISTING AND POTENTIAL CONSTRAINTS
DEVELOP ALTERNATIVE PROPOSALS
TEST DIFFERENT ALTERNATIVES
PREPARE COST OF FACILITIES
DETERMINE PRIORITY OF VARIOUS ELEMENTS
DIVIDE MASTER PLAN DEVELOPMENT INTO SUITABLE PHASES
MAKE ECONOMIC AND FINANCIAL ANALYSIS
SELECT MOST APPROPRIATE AND SUITABLE ALTERNATIVE
CONSULT USERS OR THEIR REPRESENTATIVES
TRAFFIC FORECASTS
TRAFFIC FORECAST IS THE HEART OF AIRPORT PLANNING
THREE BASIC METHODS
TREND ANALYSIS ECONOMETRIC ANALYSIS INDUSTRY SURVEY AND JUDGMENTAL
TRAFFIC FORECAST IS ANNUAL OR SEASONAL
FOR AIRPORT PLANNING, ANNUAL OR SEASONAL TRAFFIC IS LESS IMPORTANT
WHAT IS IMPORTANT IS PEAK HOUR TRAFFIC, WHICH IS CALCULATED THROUGH A SURVEY, OR EMPIRICAL METHOD-3 TO 5% OF THE ANNUAL TRAFFIC
FOR AIRPORT PLANNING IT IS NOT THE HIGHEST PEAK BUT 30TH OR 40TH PEAK
OTHER CONSIDERATIONS
ALTERNATE AIRPORTS IN THE REGION: EXISTING AND PROPOSED
ALTERNATE MODES OF TRANSPORT: EXISTING AND PROPOSED
SELECTION OF SITE
BROAD DETERMINATION OF LAND AREA REQUIRED
FACTORS ARE: RUNWAY LENGTH, RUNWAY ORIENTATION, NUMBER OF RUNWAYS, SUFFICIENT LAND FOR FUTURE, LEAST CROSS WIND, NO OBSTRUCTION, WEATHER, ENVIRONMENTAL CONSIDERATIONS, COST CONSIDERATION, SLOPE, NOT VERY HIGH ALTITUDE, WAY FROM BUILT UP AREAS, BUT NOT VERY FAR FROM THE TOWN OR DEMAND CENTRES
THERE SHOULD BE SUFFICIENT SCOPE FOR FURTHER EXPANSION
SUFFICIENT LAND SHOULD BE AVAILABLE FOR COMMERCIAL ACTIVITIES
FOR LOCATION ALSO CONSULT USERS
PLANNING FOR ESSENTIAL SERVICES
RUNWAY, APRON AND TAXIWAY PLANNING
FIRE EXTINGUISHER AND OTHER BUILDINGS ON THE AIRSIDE
PLANNING FOR GATES AND AEROBRIDGES
PLANNING FOR PASSENGER TERMINAL AND CARGO TERMINAL BUILDING
PLANNING FOR UTILITIES AND ANCILLARY SERVICES
PLANNING FOR COMMERCIAL SERVICES
LEVEL OF ANTICIPATED TRAFFIC DETERMINES THE LEVEL OF SERVICES
ANCILLARY SERVICES
INTERNAL ROADS
WATER SUPPLY
ELECTRIC SUPPLY
SEWERAGE
STORM WATER DRAINS
CONSERVANCY SERVICES
FACILITIES FOR AIR TRAFFIC SERVICES, CUSTOMS, IMMIGRATION, SECURITY AND OTHER REGULATORY AGENCIES
CITY SIDE ACCESS
NORMALLY FACILITIES OUTSIDE THE AIRPORT BOUNDARY IS THE RESPONSIBILITY OF LOCAL AUTHORITIES
BUT PROPER ACCESS IS VERY IMPORTANT FOR THE AIRPORT
CLOSE COORDINATION WITH LOCAL AUTHORITIES REQUIRED.
THESE DAYS RAIL CONNECTION IS BEING DISCUSSED. THIS OPTION SHOULD BE CONSIDERED FOR LARGER AIRPORTS
GOOD ROADS REQUIRED
IT COULD BE EXPRESSWAY OR A DEDICATED ROAD
ADEQUATE CAR PARKING SPACE
THESE DAYS AIRPORTS ARE ALSO MAKING CONTRIBUTION FOR PROVIDING GOOD ACCESS
DIAL IS MEETING A PART OF THE COST OF METRO CONNECTION
POLICY GUIDELINES FOR SETTING UP GREENFIELD AIRPORTS (1997) (1)
A GREENFIELD AIRPORT MAY BE PERMITTED WHERE AN EXISTING AIRPORT IS UNABLE TO MEET THE PROJECTED REQUIREMENTS OF TRAFFIC OR A NEW FOCAL POINT OF TRAFFIC EMERGES WITH SUFFICIENT VIABILITY
IT CAN BE ALLOWED BOTH AS A REPLACEMENT FOR AN EXISTING AIRPORT OR FOR SIMULTANEOUS OPERATION
THIS ASPECT WILL HAVE TO BE CLEARLY SPELT OUT IN THE NOTICE INVITING BIDS
NO GREENFIELD AIRPORT WILL NORMALLY BE ALLOWED WITHIN AN AERIAL DISTANCE OF 150 KILOMETERS OF AN EXISTING AIRPORT.
WHERE IT IS ALLOWED AS A SECOND AIRPORT IN THE SAME CITY OR CLOSE VICINITY, THE PARAMETERS FOR DISTRIBUTION OF TRAFFIC BETWEEN THE TWO AIRPORTS WILL BE CLEARLY SPELT OUT
THE GOVERNMENT MAY, WHILE PERMITTING A GREENFIELD AIRPORT, DECIDE WHETHER IT WILL BE IN THE PUBLIC OR PRIVATE SECTORS OR BE TAKEN UP AS A JOINT VENTURE
POLICY GUIDELINES FOR SETTING UP GREENFIELD AIRPORT (2)
RECENTLY GOVERNMENT OF INDIA HAS NOTIFIED POLICY FOR DEVELOPMENT OF GREENFIELD AIRPORTS
ANY ONE CAN BE THE PROMOTER OF A GREENFIELD AIRPORT
THE PROMOTER AFTER PRELIMINARY CLEARANCE OF MINISTRY OF CIVIL AVIATION WILL COMMISSION A PRE-FEASIBILITY STUDY TO ASSESS THE OVERALL POTENTIAL OF THE PROJECT
THE PROMOTER SHALL SUBMIT THE PRE-FEASIBILITY REPORT TO THE MINISTRY FOR FURTHER APPROVAL
THE COST OF THE STUDY WILL BE BORNE BY THE PROMOTER
BASED ON PRE-FEASIBILITY STUDY THE PROMOTER SHALL AGAIN APPROACH THE CENTRAL GOVERNMENT FOR PRELIMINARY CLEARANCE FOR UNDERTAKING A DETAILED FEASIBILITY STUDY
AFTER APPROVAL DETAILED TECHNO-ECONOMIC FEASIBILITY STUDY WILL BE UNDERTAKEN
THE TECHNO-ECONOMIC FEASIBILITY REPORT WILL BE SUBMITTED TO THE MINISTRY FOR APPROVAL
POLICY GUIDELINES FOR SETTING UP GREENFIELD AIRPORT (3)
SITE SELECTION WILL BE UNDERTAKEN BY THE PROMOTER AT PRE-FEASIBILITY STAGE IN CONSULTATION WITH DGCA, AIRPORTS AUTHORITY OF INDIA, MINISTRY OF ENVIRONMENT & FORESTS AND MINISTRY OF DEFENCE
BASED ON TEFS AND STATE GOVERNMENT/PROMOTERS’ RECOMMENDATION CENTRAL GOVERNMENT WILL CONSIDER GIVING APPROVAL AS PER EXTANT POLICY
THE APPROVAL WILL BE GIVEN BY THE UNION CABINET
THE CENTRAL GOVERNMENT WILL THEN GO AHEAD TO DEVELOP DETAILED DESIGN OF THE PROJECT
A STEERING COMMITTEE IS SET UP BY STATE GOVT/PROMOTER COMPRISING OF OFFICIALS OF THE STATE GOVT AND THE MINISTRY OF CIVIL AVIATION AS THIS STAGE INVOLVES COORDINATION AND ALLOCATION OF RESOURCES
THE STATE GOVERNMENT/PROMOTER SHALL SET UP SPECIAL PURPOSE VEHICLE WHOLLY OWNED BY IT
AFTER THE SELECTION OF SUCCESSFUL BIDDERS, THE PRIVATE INVESTOR WILL BE INDUCTED IN THE SPV WITH 74 PERCENT EQUITY SHARES
POLICY GUIDELINES FOR SETTING UP GREENFIELD AIRPORT (4)
THE STATE GOVERNMENT AS A PRIMARY PROMOTER MAY CONSIDER JOINT VENTURE WITH PRIVATE INVESTORS THROUGH PPP MODEL
IN CASE IT PROPOSES TO HAVE JOINT VENTURE, IT SHALL EE THE RESPONSIBILITY OF THE STATE GOVERNMENT TO CHOOSE PRIVATE SECTOR PARTNERS THROUGH A TRANSPARENT COMPETITIVE BIDDING PROCESS
STATE GOVERNMENT/AAI MAY ALSO PARTICIPATE IN THE JV WITH EQUITY WHICH WILL BE LIMITED TO 13 PERCENT EACH
SELECTION WILL BE MADE ON TECHNICAL AND FINANCIAL CRITERIA
CENTRAL GOVERNMENT IS DEVELOPING VARIOUS MODEL AGREEMENTS
THE SEQUENCE OF SIGNING AGREEMENTS HAS BEEN OUTLINED IN THE GUIDELINES
IN THE CASE OF NAVI MUMBAI AIRPORT THESE PROCEDURES ARE BEING FOLLOWED
TRAFFIC FORECAST FOR GREENFIELD AIRPORT
THE TRAFFIC FOR A NEW GREENFIELD AIRPORT WITH THE EXISTING AIRPORT CONTINUING TO OPERATE WILL BE DETERMINED BY
DIVERTED TRAFFIC
NEW TRAFFIC GENERATED
OTHER AIRPORTS IN THE REGION
EXTENT AND QUALITY OF SURFACE CONNECTION
FUTURE GROWTH WHICH MAY NOT NECESSARILY BE THE SAME AS FOR THE EXISTING AIRPORT
GOVERNMENT POLICY MAY ALSO AFFECT THE TRAFFIC AT THE NEW GREENFIELD AIRPORT SUCH AS BILATERAL AGREEMENTS, ETC
PLANNING FOR DUAL AIRPORT SYSTEM
IN INDIA WE HAVE ONLY ONE AIRPORT IN A CITY
THIS ISSUE AROSE WHEN NEW GREENFIELD AIRPORTS WERE BEING PLANNED AT BANGALORE AND HYDERABAD. IT WAS DECIDED TO CLOSE THE OLD EXISTING AIRPORT WHEN THE NEW AIRPORT COMMENCED OPERATIONS
THE RATIONALE BEHIND THIS DECISION WAS THAT BOTH AIRPORTS WILL NOT BE FINANCIALLY VIABLE
THIS DECISION HAS BEEN QUESTIONED IN VARIOUS FORUMS, ESPECIALLY AT THE TIME OF THE OPENING F NEW AIRPORTS
TIME IS COMING WHEN WE WILL HAVE MORE THAN ONE AIRPORT IN A CITY
MUMBAI MAY BE THE FIRST METROPOLITAN CITY TO HAVE TWO AIRPORTS
HAVING MORE THAN ONE AIRPORT WILL RAISE SEVERAL ISSUES WHICH WILL NEED TO BE TACKLED
GLOBAL PRACTICES FOR DUAL, MULTIPLE AIRPORTS
MOST OF THE CITIES IN THE WORLD HAVE SINGLE AIRPORTS
HOWEVER, MANY CITIES HAVE MORE THAN ONE AIRPORT
SOME EXAMPLES ARE:
LONDON: HEATHROW, GATWICK, STANSTED, LUTON AND LONDON CITY
PARIS: CHARLES DE GAULLE AND ORLY
BERLIN: TEGEL, SCHONEFELD AND TEMPELHOF
NEW YORK: JFK AND NEWARK
WASHINGTON DC: WASHINGTON-NATIONAL, DULLES AND BALTIMORE
CHINA PEARL DELTA REGION: GUANGZHOU, HONG KONG, BAIYUN, SHENZHEN, MACAU AND ZHUHAI
TOKYO: NARITA AND HANEDA
NEW AIRPORT BUT EXISTING AIRPORT GETS CLOSED
IN RECENT YEARS MANY NEW GREENFIELD AIRPORTS HAVE BEEN BUILT BUT EXISTING AIRPORT CLOSED
SAFDARJUNG AIRPORT IN DELHI WAS CLOSED WHEN PALAM AIRPORT COMMENCED OPEATIONS
JUHU AIRPORT IN MUMBAI WAS CLOSED FOR SCHEDULED OPERATIONS WHEN SANTA CRUZ WAS DEVELOPED
OLD HONG KONG AIRPORT WAS CLOSED WHEN NEW AIRPORT WAS CLOSED
OLD DON MUANG BANGKOK AIRPORT WAS CLOSED WHEN NEW AIRPORT SUBARNABHUMI WAS COMMISSIONED ALTHOUGH OPENING OF THE OLD AIRPORT IS BEING RECONSIDERED
OLD SINGAPORE AIRPORT WAS CLOSED WHEN NEW AIRPORT WAS COMMISSIONED
OLD AIRPORT IN SEOUL WAS CLOSED WHEN NEW AIRPORT WAS COMMISSIONED
EXISTING HYDERABAD AND BANGALORE AIRPORTS WILL HAVE BEEN CLOSED AFTER NEW AIRPORTS OPENED
RATIONALE BEHIND DUAL OR MULTIPLE AIRPORTS
HISTORICAL. NOT WELL PLANNED
LIMITS TO EXPANSION OF EXISTING AIRPORT
POLITICAL AND SOCIAL
NARITA AIRPORT WAS DEVELOPED BECAUSE HANEDA HAD LIMITED CAPACITY
MACAU WAS DEVELOPED BECAUSE OF POLITICAL AND SOCIAL CONSIDERATIONS
EVEN IN GOA ANOTHER AIRPORT IS BEING CONSIDERED ON POLITICAL CONSIDERATIONS
ADVANTAGES AND DISADVANTAGES OF DUAL AIRPORT SYSTEM
LEVEL OF TRAFFIC AND LOCAL CONDITIONS MAIN DETERMINANTS
GENERALLY SINGLE AIRPORT IS PREFERABLE TO DUAL AIRPORT BECAUSE COST OF TWO AIRPORTS IS HIGH AND OPERATIONAL COST IS ALSO HIGH. MAJOR AIRLINES HAVE TO DEVELOP FACILITIES AT TWO AIRPORTS. MANY PASSENGERS ARE INCONVENIENCED WHO HAVE TO CHANGE FLIGHT
HOWEVER, IF THE EXISTING AIRPORT CAN NOT BE EXPANDED BECAUSE OF ANY REASON SECOND AIRPORT IS UNAVOIDABLE
A SECOND AIRPORT CAN BE ADVANTAGEOUS IF A NEW AREA IS DEVELOPED
A SECOND AIRPORT MAY BE DESIRABLE IF THE TRAFFIC REACHES A PARTICULAR LEVEL
TWO AIRPORTS CAN BE FINANCIALLY VIABLE AFTER CERTAIN LEVEL OF TRAFFIC IS REACHED
AIR TRAFFIC FORECASTS – SPECIAL CONSIDERATIONS
FORECASTING TRAFFIC AT THE NEW GREENFIELD AIRPORT IN DUAL AIRPORT SYSTEM IS MORE DIFFICULT THAN FOR AN EXISTING AIRPORT OR A NEW AIRPORT WHEN EXISTING AIRPORT IS CLOSED
PART OF THE TRAFFIC IS DIVERTED TRAFFIC
AIRLINES MAY BE RELUCTANT TO MOVE TO THE NEW AIRPORT. THIS NEEDS TO BE TAKEN INTO ACCOUNT
NEW TRAFFIC GENERATED
GROWTH IN TRAFFIC
GOVERNMENT POLICY SUCH AS BILATERAL AGREEMENTS
EXISTENCE OF OTHER AIRPORTS IN THE REGION
DETAILED SURVEY OF THE HINTERLAND OF THE NEW AIRPORT AND ORIGIN DESTINATION SURVEY OF THE TRAFFIC AT EXISTING AIRPORT WILL HELP
A GOOD BALANCED JUDGMENT WILL BE REQUIRED
MODULE 5 - FINANCING AND COST RECOVERY - CONTENTS
GLOBAL FINANCIAL SITUATION OF THE AIRPORTS
IMPORTANCE OF FINANCIAL ANALYSIS AND COST RECOVERY
SOURCES OF CAPITAL COST FINANCING
NEED FOR COST RECOVERY
SOURCES OF AIRPORT REVENUE: AERONAUTICAL AND NONAERONAUTICAL
PRINCIPLES FOR FIXATION OF AIRPORT CHARGES
ICAO PRINCIPLES OF COST RECOVERY
GLOBAL FINANCIAL SITUATION OF AIRPORTS
ICAO MADE A STUDY OF FINANCIAL SITUATION OF AIRPORTS IN 72 CONTRACTING STATES FOR 2005
OVERALL AIRPORTS WERE FOUND PROFITABLE JUDGING FROM THE INCOME/EXPENSES RATIO OF 121 PERCENT
INCOME FROM NON-AERONAUTICAL ACTIVITIES ACCOUNTED, ON AN AVERAGE, FOR 40 PERCENT OF THE TOTAL INCOME
AIRPORTS WITH LARGE TRAFFIC VOLUME THE NON-AERONAUTICAL SHARE AVERAGED 46 PERCENT
CAPITAL INVESTMENTS WERE REPORTED FOR 383 AIRPORTS IN 63 STATES AND AMOUNTED TO US$ 18.3 BILLION OR US$ 390 PER TRAFFIC UNIT
AIR NAVIGATION SERVICES INCOME/EXPENSES RATIO WAS 105 PERCENT
FINANCIAL ANALYSIS ESSENTIAL FOR COST RECOVERY
FULL COST RECOVERY OF AIRPORTS FACILITIES IS ALWAYS FAVOURED
THESE DAYS STATES ARE RELUCTANT TO PROVIDE ANY FINANCIAL ASSISTANCE TO THE AIRPORTS
NEVERTHELESS IT MUST BE RECOGNISED THAT AIRPORTS WITH SMALLER TRAFFIC MAY NOT BE VIABLE AND NEED TO BE SUBSIDISED
A PROPER FINANCIAL ANALYSIS BEFORE TAKING ANY MAJOR AIRPORT PROJECT WILL BE OF CONSIDERABLE HELP
SOURCES OF CAPITAL COST FINANCING
GOVERNMENT FUNDING
INTERNAL RESOURCES GENERATED BY AIRPORTS
LOAN FROM INTERNATIONAL INSTITUTIONS
LOAN/GRANT FROM FRIENDLY GOVERNMENTS
LOAN FROM BANKS/FINANCIAL INSTITUTIONS
EQUITY FROM PRIVATE SECTOR PARTICIPANTS
COMBINATION OF ABOVE SOURCES
NEED FOR COST RECOVERY
AIRPORTS HAVE TO INCUR EXPENDITURE
THESE INCLUDE CAPITAL EXPENDITURE AND RECURRING EXPENDITURE
SOMEONE HAS TO PAY
USERS ARE THE MOST APPROPRIATE BODIES TO PAY
IF HE DOES NOT PAY THE FACILITIES AND SERVICES CANNOT BE MAINTAINED
THE PRESENT CONCEPT IS “USER PAYS”.
EVEN IN REGARD TO ROADS WHICH WERE CONSIDERED PUBLIC UTILITIES AT A TIME TOLLS ARE BEING LEVIED AND USERS ARE PAYING
SOURCES OF AIRPORT REVENUE AERONAUTICAL
THE SOURCES OF AIRPORT REVENUES ARE ESSENTIALLY DIVIDED INTO: (A) AERONAUTICAL AND (B) NON-AERONAUTICAL
AERONAUTICAL REVENUE INCLUDES:
LANDING CHARGES
PARKING CHARGES
PASSENGER SERVICE CHARGES
CARGO CHARGES
SECURITY CHARGES
NOISE ABETMENT CHARGES
SOURCES OF AIRPORT REVENUESNON-AERONAUTICAL
CHARGES OTHER THAN AERONAUTICAL CHARGES ARE CONSIDERED NON-AERONAUTICAL
MAJOR NON-AERONAUTICAL CHARGES ARE:
DUTY FREE AND OTHER SHOPS
CAR PARKING
HOTELS AND RESTAURANT
ADVERTISEMENTS IN TERMINAL AND OUTSIDE
FUEL THROUGH PUT CHARGE
GROUND HANDLING CHARGE
FLIGHT CATERING CHARGE
VISITORS ENTRY FEE
OTHER COMMERCIAL ACTIVITIES
ICAO PRINCIPLES OF COST RECOVERY
EVERY AIRPORT IN A CONTRACTING STATE WHICH IS OPEN TO PUBLIC USE BY ITS NATIONAL AIRCRAFT SHALL LIKEWISE, BE OPEN UNDER UNIFORM CONDITIONS TO THE AIRCRAFT OF ALL THE CONTRACTING STATES.
THE LIKE UNIFORM CONDITIONS SHALL APPLY TO THE USE, BY AIRCRAFT OF EVERY CONTRACTING STATE, OF ALL AIR NAVIGATION FACILITIES, INCLUDING RADIO AND METEOROLOGICAL SERVICES, WHICH MAY BE PROVIDED FOR PUBLIC USE FOR THE SAFETY AND EXPEDITION OF AIR NAVIGATION.
ANY CHARGES THAT MAY BE IMPOSED OR PERMITTED TO BE IMPOSED BY A CONTRACTING STATE FOR THE USE OF SUCH AIRPORTS AND AIR NAVIGATION FACILITIES BY THE AIRCRAFT OF ANY OTHER CONTRACTING STATE SHALL NOT BE HIGHER,
AS TO AIRCRAFT NOT ENGAGED IN SCHEDULED INTERNATIONAL SERVICES, THAN THOSE THAT WOULD BE PAID BY ITS NATIONAL AIRCRAFT OF THE SAME CLASS ENGAGED IN SIMILAR OPERATIONS, AND
AS TO AIRCRAFT ENGAGED IN SCHEDULED INTERNATIONAL AIR SERVICES, THAN THOSE THAT WOULD BE PAID BY ITS NATIONAL AIRCRAFT ENGAGED IN SIMILAR INTERNATIONAL AIR SERVICES.
NO FEES, DUES OR OTHER CHARGES SHALL BE IMPOSED BY ANY CONTRACTING STATE IN RESPECT SOLELY OF THE RIGHT OF TRANSIT OVER OR ENTRY INTO OR EXIT FROM ITS TERRITORY OF ANY AIRCRAFT OF A CONTRACTING STATE OR PERSONS OR PROPERTY THEREON.
ICAO PRINCIPLES FOR FIXATION OF AIRPORT CHARGES
FOR FIXATION OF AERONAUTICAL CHARGES COST IS THE MAIN BASIS
HOWEVER, PRE-FUNDING MAY BE ACCEPTED IN SPECIFIC CIRCUMSTANCES BUT WITH STRICT SAFEGUARDS
FOR NON-AERONAUTICAL CHARGES REVENUES CAN BE MAXIMISED
THE SURPLUS FROM NON-AERONAUTICAL CHARGES IS GENERALLY USED FOR REDUCING CHARGES FOR AERONAUTICAL SERVICES
THE BASIC PRINCIPLE OF AIRPORT CHARGES IS THE COST OF PROVIDING SERVICES
HOWEVER, USING SURPLUSES FROM NON-AERONAUTICAL SERVICES FOR EXPANSION OF FACILITIES IS POSSIBLE
MODULE 6 - INTERNATIONAL CIVIL AVIATION ORGANIZATION - CONTENTS
ESTABLISHMENT OF THE ORGANIZATION
AIMS AND OBJECTIVES
LEGAL STATUS
ORGANISATIONAL STRUCTURE
SECRETARIAT
PAST ACHIEVEMENTS AND PRESENT PROGRAMME
INTERNATIONAL MEETINGS
AIR TRAFFIC FORECASTS AND TECHNICAL ASSISTANCE
ICAO PUBLICATIONS
ESTABLISHMENT OF INTERNATIONAL CIVIL AVIATION ORGANIZATION
INTERNATIONAL CIVIL AVIATION ORGANIZATION, IN SHORT ICAO, IS A WORLDWIDE INTERGOVERNMENTAL ORGANISATION ESTABLISHED IN THE YEAR 1944.
THIS ORGANIZATION WAS ESTABLISHED BY THE CONVENTION ON INTERNATIONAL CIVIL AVIATION OR IN SHORT CHICAGO CONVENTION, SIGNED IN THE CITY OF CHICAGO ON 7 DECEMBER 1944.
THE CONVENTION IN CHICAGO PRODUCED A DOCUMENT KNOWN AS CONVENTION ON INTERNATIONAL CIVIL AVIATION OR CHICAGO CONVENTION.
THE CONVENTION PROVIDES THE FUNDAMENTAL LEGAL FOUNDATION FOR THE REGULATION OF WORLD CIVIL AVIATION, CONSTITUTION OF ICAO AND CONTAINS SEVERAL ARTICLES WHICH HAVE BEARINGS ON THE TECHNICAL AND ECONOMIC REGULATION OF INTERNATIONAL AIR TRANSPORT.
AIMS AND OBJECTIVES
INSURE THE SAFE AND ORDERLY GROWTH OF INTERNATIONAL CIVIL AVIATION THROUGHOUT THE WORLD;
ENCOURAGE THE DEVELOPMENT OF AIRWAYS, AIRPORTS, AND AIR NAVIGATION FACILITIES FOR INTERNATIONAL CIVIL AVIATION;
MEET THE NEEDS OF THE PEOPLE OF THE WORLD FOR SAFE, REGULAR, EFFICIENT AND ECONOMICAL AIR TRANSPORT;
PREVENT ECONOMIC WASTE CAUSED BY UNREASONABLE COMPETITION;
ENSURE THAT THE RIGHTS OF THE CONTRACTING STATES ARE FULLY RESPECTED AND THAT EVERY CONTRACTING STATE HAS A FAIR OPPORTUNITY TO OPERATE INTERNATIONAL AIRLINES;
ICAO STATUS AND OTHER INTERNATIONAL ORGANIZATIONS
ICAO IS ONE OF THE SEVERAL SPECIALIZED AGENCIES OF THE UNITED NATIONS
SOME OTHER EXAMPLES ARE: UNICEF, WHO, FAO, ETC
ICAO IS AN ASSOCIATION OF STATES
PRESENTLY 190 STATES ARE ITS MEMBERS
ALL THE STATES ARE REQUIRED TO MAKE YEARLY CONTRIBUTION FOR DEFRAYING THE EXPENSES OF THE ORGANIZATION
THE OTHER MAJOR GLOBAL ASSOCIATIONS IN THE AVIATION FIELD ARE: (1)INTERNATIONAL AIR TRANSPORT ASSOCIATION, AN ASSOCIATION OF AIRLINES MOST OF THE INTERNATIONAL AIRLINES (2) AIRPORTS COUNCIL INTERNATIONAL, AN ASSOCIATION OF AIRPORTS AND (3) CIVIL AIR NAVIGATION SERVICES ORGANISATION, AN ASSOCIATION OF AIR NAVIGATION SERVICE PROVIDERS
THESE ASSOCIATIONS WORK CLOSELY WITH ICAO
ICAO ORGANISATIONAL STRUCTURE
ICAO IS MADE OF AN ASSEMBLY, A COUNCIL AND SUCH OTHER BODIES AS MAY BE NECESSARY
THE ASSEMBLY, WHICH CONSISTS OF ALL MEMBER STATES, IS REQUIRED TO MEET NOT LESS THAN ONCE IN THREE YEARS AND IS CONVENED BY THE COUNCIL AT A SUITABLE TIME AND A PLACE
AN EXTRAORDINARY MEETING OF ASSEMBLY MAY BE HELD ANY TIME UPON THE CALL OF THE COUNCIL OR AT THE REQUEST OF THE NOT LESS THAN ONE-FIFTH OF THE TOTAL NUMBER OF CONTRACTING STATES ADDRESSED TO THE SECRETARY GENERAL
THE COUNCIL IS A PERMANENT BODY RESPONSIBLE TO THE ASSEMBLY. IT IS COMPOSED OF THIRTY-THREE CONTRACTING STATES ELECTED BY THE ASSEMBLY. INDIA IS ONE OF THE MEMBERS OF THE COUNCIL
THE TENURE OF THE COUNCIL AND ITS PRESIDENT IS THREE YEARS
ICAO SECRETARIAT
ICAO’S HEADQUARTERS ARE LOCATED AT MONTREAL, CANADA.
IT HAS SEVEN REGIONAL OFFICES LOCATED AT BANGKOK, CAIRO, NAIROBI, DAKAR, PARIS, MEXICO AND LIMA
THE ICAO SECRETARIAT IS HEADED BY THE SECRETARY GENERAL, WHO IS ELECTED BY THE COUNCIL MEMBERS EVERY THREE YEARS
THE SECRETARY GENERAL IS ASSISTED BY FIVE BUREAUS, WHICH ARE HEADED BY DIRECTORS. THE BUREAUS’ DIRECTORS ARE THE REGULAR EMPLOYEES OF ICAO. THE FIVE BUREAUS ARE:
AIR NAVIGATION BUREAU AIR TRANSPORT BUREAU TECHNICAL COOPERATION BUREAU BUREAU OF ADMINISTRATION AND SERVICES LEGAL BUREAU
EACH BUREAU IS SUPPORTED BY SECTIONAL HEADS AND UNIT HEADS
PAST ACHIEVEMENTS AND PRESENT PROGRAMME
IN THE GENERAL ASSEMBLY MAJOR ISSUES AFFECTING INTERNATIONAL CIVIL AVIATION ARE DISCUSSED
IN THE MEETING OF THE ASSEMBLY HIGH RANKING OFFICIALS FROM ALL OVER THE WORLD PARTICIPATE. THE LAST ASSEMBLY WAS IN SEPTEMBER 2007
OVER THE YEARS, THE ICAO COUNCIL HAS DEVELOPED AND ADOPTED 18 TECHNICAL ANNEXES TO THE CHICAGO CONVENTION, DEALING WITH VARIOUS SUBJECTS
THESE ANNEXES CONTAIN STANDARDS AND RECOMMENDED PRACTICES, IN BRIEF CALLED “SARPS” AND ARE APPLIED UNIVERSALLY AND HAVE PRODUCED A DEGREE OF TECHNICAL UNIFORMITY WHICH HAS ENABLED INTERNATIONAL CIVIL AVIATION TO DEVELOP IN SAFE, ORDERLY AND EFFICIENT MANNER
MOST IMPORTANT WORK BEING DONE NOW IS TO IMPROVE SAFETY AND SECURITY
IT HAS ALSO A SEPARATE GROUP ON ENVIRONMENT PROTECTION
INTERNATIONAL MEETINGS AND MANUALS
A NUMBER OF OTHER INTERNATIONAL MEETINGS ARE PERIODICALLY ORGANISED BY ICAO, SOME AT HEADQUARTERS AND OTHERS IN THE REGIONS TO DISCUSS COMMON TECHNICAL AND OTHER ISSUES
ICAO HAS PRODUCED A NUMBER OF MANUALS AND OTHER DOCUMENTS, WHICH PROVIDE GUIDELINES TO THE STATES. AIRPORT ECONOMICS MANUAL IS ONE OF THEM. THERE IS A MANUAL ON AIR NAVIGATION SERVICES ECONOMICS. THESE MANUALS PROVIDE THE MUCH REQUIRED GUIDELINES FOR DETERMINING AIRPORT AND AIR NAVIGATION CHARGES
A VERY IMPORTANT CONTRIBUTION OF ICAO HAS BEEN DEVELOPMENT OF REGIONAL AIR NAVIGATION PLANS. THESE PLANS PROVIDE A LOGICAL BASIS FOR DEVELOPMENT OF INTERNATIONAL CIVIL AVIATION
ICAO COLLECTS CONSIDERABLE AMOUNT OF FINANCIAL AND TRAFFIC DATA, WHICH IS PUBLISHED REGULARLY. ANALYSIS OF THE DATA IS ALSO PROVIDED IN CERTAIN REPORTS
AIR TRAFFIC FORECASTS
ICAO PROVIDES AIR TRAFFIC FORECASTS FOR VARIOUS REGIONS AND ALSO GLOBAL FORECASTS
THE LATEST FORECASTS ARE PROVIDED IN THE FOLLOWING SLIDE
THE TECHNICAL COOPERATION BUREAU PROVIDES TECHNICAL ASSISTANCE AND GUIDANCE IN VARIOUS ASPECTS OF AIRPORT AND AIRLINE DEVELOPMENT
TECHNICAL ASSISTANCE IS PRIMARILY FOR THE DEVELOPING COUNTRIES
GLOBAL AIR TRAFFIC FORECASTS Scheduled Services
Actual
Actual
Forecast
Average annual growth
1985
2005
2025
1366
3270
9180
5.1
4.6
39813
142579
510000
6.6
6.6
896
2022
4500
4.2
4.1
13472
37660
145000
5.2
5.5
Aircraft kms (M)
Na
30845
69040
na
4.1
Aircraft Departures (T)
Na
24904
50450
na
3.6
589
2197
6225
6.8
5.3
28384
118482
452120
7.2
6.9
194
704
1950
6.7
5.2
5884
22630
1E+06
7.8
6.5
Passenger-kms (B) Freight tonne-kms (M) Passengers Carried (M) Freight tonnes carried (T)
1985-2005
rate (%)
2005-2005
International Passenger-kms (B) Freight tonne-kms (M) Passengers Carried (M) Freight tonnes carried (T)
TECHNICAL ASSISTANCE
ICAO HAS A TECHNICAL ASSISTANCE BUREAU
THIS PROVIDES TECHNICAL ASSISTANCE TO STATES/AIRPORTS ON VARIOUS ASPECTS
THESE SERVICES ARE PROVIDED ON THE BASIS OF COST RECOVERY
SOMETIMES UNDP, OTHER GOVERNMENTS, INSTITUTIONS LIKE ASIAN DEVELOPMENT BANK PROVIDE ASSISTANCE
INDIA HAS BENEFITED FROM TECHNICAL ASSISTANCE PROVIDED BY ICAO
CIDCO IS TAKING THE HELP OF ICAO IN DEVELOPING PLANS FOR A NEW AIRPORT IN NAVI MUMBAI
PUBLICATIONS
ICAO BRINGS OUT A NUMBER OF PUBLICATIONS EVERY YEAR MOST OF THE PUBLICATIONS ARE PERIODICALLY UPDATED
COPIES OF ALMOST ALL THE PUBLICATIONS ARE RECEIVED IN THE OFFICE OF THE DGCA
THE ICAO PUBLICATIONS IN INDIA ARE AVAILABLE IN OXFORD UNIVERSITY PRESS IN CONNAUGHT CIRCUS, NEW DELHI
TO KNOW ABOUT THE ICAO PUBLICATIONS ONE CAN OBTAIN A CATALOGUE FREE OF CHARGE FROM ICAO HEADQUARTERS
A VERY IMPORTANT PUBLICATION OF ICAO IS ITS MONTHLY JOURNAL
ICAO HAS ALSO A WEBSITE WHERE YOU CAN GET CONSIDERABLE AMOUNT OF INFORMATION AND DATA. SOME REPORTS ARE ALSO AVAILABLE ON THE WEBSITE
REFERENCES
CONVENTION ON CIVIL AVIATION ICAO’S POLICIES ON CHARGES FOR AIRPORTS AND AIR NAVIGATION SERVICES ICAO AIRPORT ECONOMICS MANUAL ICAO MANUAL ON AIR SERVICES ECONOMICS ICAO TARIFFS FOR AIRPORTS AND AIR NAVIGATION SERVICES FINANCIAL SITUATION OF AIRPORTS AND AIR NAVIGATION SERVICES ICAO AIRPORT PLANNING MANUAL ICAO MANUAL ON AIR TRAFFIC FORECASTING ICAO CIRCULAR ON PRIVATIZATION IN THE PROVISION OF AIRPORT AND AIR NAVIGATION SERVICES ICAO AIRPORT PLANNING MANUAL ICAO OUTLOOK FOR AIR TRANSPORT TO THE YEAR 2025 AIRPORTS COUNCIL INTERNATIONAL POLICY HANDBOOK PRIVATISATION OF AVIATION INFRASTRUCTURE BY TULSI KESHARWANI PRICING AND CHARGES IN CIVIL AVIATION BY TULSI KESHARWANI NARESH CHANDRA COMMITTEE REPORT DOCUMENTS AVAILABLE ON ICAO WEBSITE DOCUMENTS AVAILABLE ON THE WEBSITES OF MINISTRY OF CIVIL AVIATION, DIRECTOR GENERAL CIVIL AVIATION, AIRPORTS AUTHORITY OF INDIA
THANKS