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Executive Summary

Normative Planning Survey—IGI Airport (T3 Terminal) Executive Summary & Recommendations - Basis for Model

Introduction: Indira Gandhi International (IGI) Airport, which is the busiest airport of India, handled 11.56 million International Passengers and 22.8 million Domestic Passengers during the year 2012-13. IGI Airport shares 26.95% of International Passengers and 19.59% of Domestic Passengers respectively of the total International and Domestic Passengers handled at all Indian Airports (Total all India traffic – International 43.03 Million, Domestic: 116.37 Million for 2012 - 13). Presently 61 international carriers, 3 domestic carriers (National carrier, Jet Airways, Kingfisher) are operating from T3 terminal. T3 Terminal during 2012-13 handled 11.56 million International Passengers and 9.91 million Domestic Passengers .The corresponding figures for 2013-14 are 12.48 million for International and 10.54 for Domestic. Purpose of the Survey:- Based on Review of Literature and consequently Pilot Survey, Normative Survey was carried out keeping following objectives/purpose in view :-

a) To assess physical planning of the T3 terminal as defined/highlighted in various ICAO manuals and airport development reference manual (s);

b) To bring out performance indicators of functioning of the airport; c) To define/assess various parameters required for the

development of Capacity Assessment Method (Model) at T3 terminal where both International and domestic flight operate.

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The terms on basis of which the Method/Model has been developed and are associated with capacity are given below for reference:-

1. DWELL TIME: The time spent by the passenger in a facilitation area is called dwell time of Passenger in that area. This time includes waiting time in the queue, service time and the idle or other time (if any) in that area.

2. SERVICE TIME: Service Time is the time taken to process a passenger by the regulatory agency at a manned counter. This does not include waiting time in the queue.

3. USABLE AREA: Usable Area is the area available for the use of the passengers in a given activity area. This area does not include area required for passage/corridors and counters.

4. GROSS USABLE AREA: Gross Usable area is the area available for the use of the passengers in a given activity area. This area includes area required for passage/corridors and counters.

5. GROSS AREA: Gross Area is the total area of a terminal building including area occupied by various offices, stairs, corridors/passage counters and usable area.

6. SPACE STANDARD: Space Standard may be defined, as the usable area required for comfortable holding of a passenger. This area includes actual area required by the passenger and the area required for the movement of the passenger. Space standards are used for calculating the Static Capacity.

7. LEVEL OR QUALITY OF SERVICE: It is an assessment of the conditions and operating characteristics of any subsystem of airport facility at a particular level of demand or user volume. This definition considers both the demand and supply aspects. As the demand fluctuates, so does the level of service, which combines both quantitative and qualitative assessments of relative comfort and conveniences.

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8. CAPACITY: A variable measure of throughput or system capability related to the level of service being provided.

9. STATIC CAPACITY: Static Capacity is used to describe the storage potential of a facility/area, and is usually expressed as the number of passengers, which a given area will hold at a given point of time. It is a function of the usable space available and the level of service to be provided i.e. the amount of space each passenger is to have.

10. DYNAMIC CAPACITY: Dynamic Capacity refers to the maximum processing or flow rate of passengers through a sub system per unit time i.e., dynamic peak hour capacity of an area (say Check-in, Immigration and Customs etc.) is the number of passengers processed per hour (during peak hour).

11. SUSTAINED CAPACITY: It is used to describe the overall capacity of a subsystem to accommodate traffic demand over sustained period within the space and time standard of a particular level of service. It is, thus, a measure of combined dynamic and static capacities of the processors, reservoirs and links.

12. DECLARED CAPACITY: The limiting capacity and capacities, in numeric term on individual facilities and resources, notified to the appropriate bodies to be used in preparing the flight schedules.

13. PEAK: It is the highest concentration of traffic, whether in terms of aircraft, passengers, or ground access vehicles, that an airport system has to handle within a particular period of time.

14. TYPICAL PEAK: It is the maximum level of traffic, lower than the peak, reached in busy period, at which an acceptable level of service is provided.

Time and space parameters estimated through the survey will indicate existing state of functioning of various regulatory agencies at the airport besides forming the basis for capacity evaluation. The results so obtained will also form the basis for expansion/alteration of a part of the existing Terminals/Areas or construction of new modules and their maximum utilization.

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Above results may be used for reallocation of space to various agencies and facilitation improvements to be brought out from time to time. The series of these parameters if estimated or established at appropriate intervals of time frame would yield to their optimum values for space planning within the airport. The capacity assessment model so developed may also be used as reference for evaluating the performance parameters of regulating agencies/airlines and to assess whether the capacity meets various requirements as enumerated in various ICAO/IATA documents vis-à-vis declared level of class of service and also to assist airport authorities to plan for extension and addition of capacity. Review of literature reveals that Normative Planning survey was carried out at the then Delhi airport in June, 1987 and later on in Dec, 91-Jan. 92 in a limited manner but no such model was structured /constructed. This was in routine manner normally carried out before expansion/modification of any infrastructure. Since then several changes have taken place not only in terms of physical layout of the terminal buildings at Delhi Airport but in the procedures adopted by various regulatory agencies as well consequent to recommendations of ICAO which are mandatory in nature – as India is member of ICAO. Changes in the technology have also resulted in adopting new methods. Few such changes are mentioned below :-

1. Earlier 100% international passenger passed through RED channel, but now 95% pass through GREEN channel and as such requirement for customs has drastically reduced;

2. After 9/11 incident, security has become very critical and stringent and space requirement for security check has increased manifold as compared to no security queues in earlier days;

3. Requirement of transit lounge was earlier compulsory – but in

modern terminals there is no such requirement. Mandatory custom counters have been dispensed away;

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4. Compulsory health checking in the International arrival has been liberalized now. Only a Doctor available does all the jobs if such cases are reported by airlines;

5. CUTE (Common Used Terminal Equipment) system and CUPS

(Common User Processing System) have been inducted in addition to self-check-in counters which did not exist earlier ;

6. e-boarding has been permitted which can be obtained even at

home ;

7. Airports were earlier either of small or medium size category. Now metro airports such as Mumbai, Delhi have been re-categorized as Mega airports and counted in the category of large airports – such as London Heathrow Airport in the world;

8. DIAL and MIAL are taking special efforts to develop these airports

as hub airports;

9. Major changes have taken place as far as handling of transit passengers is concerned – the proportion of 40% is now even less than 3%;

10. New concept of aero bridges (PBB – Passenger boarding bridge) have been introduced. It is now mandatory for private operators to handle more than 90% of the traffic through aero bridges which is now a part of the agreement ;

11. Concept of piers/finger structure has been made mandatory now and has been adopted at T3 terminal of IGI airport. IGI airport (T3 terminal) is a 4 finger airport with 79 aero bridges; 12. Concept of multi level car parking with facility of automated parking management and guidance has been introduced. T3 Terminal is 7 level parking having capacity to park 6300 cars. Above changes in the system has therefore led to fresh study and research and to develop norms through fresh survey.

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I being the student of research would like to contribute to the subject by developing capacity planning norms through research reports. Above is dynamic situation and in view of huge investment likely to be incurred – realistic construction of model which could fit in the present scenario based on various guiding principle has been constructed and after evaluating that it matches at large with the declared capacity by the operator has been recommended for use and implementation after discussion with the officials of AAI (Airports Authority of India) being the regulating Authority in India. Recommendation letter from Airports Authority of India Corporate Office Rajeev Gandhi Bhavan Safdarjang Airport on the subject is enclosed. Survey Procedure and Methodology: For estimation of Dwell time parameters, the Survey Cards (at Annexure I) were distributed to the passengers at the initial entry into the Terminal Building. The Survey Investigators recorded movement timing of passengers at each entry/exit points of various areas viz., terminal building, check-in, immigration, customs, security hall and boarding on departure side; and aerobridge, immigration, baggage claim and customs on Arrival Side as applicable for international flights and excluding immigration & custom for domestic flights. For the purpose of assessment of per passenger service time of various agencies, data were collected in specified survey schedules by noting down the number of passengers cleared in specified interval of time by manned counters during busy period in each activity. Besides this, an analysis of international and domestic passenger traffic during the last five years (2008 - 09, 2009 – 10, 2010 – 11, 2011 – 12 and 2012-13) has also been done, separately, for developing the norms such as distribution type of daily traffic, Peak day/average day Traffic Ratio, Peak hour/Peak day Traffic Ratio etc. The compilation and analysis of all the survey data were processed through “In House computers “

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For estimation of static capacity the measurement of various usable areas, counters and queuing space etc. were done and the numbers of passengers who could be conveniently accommodated in each area/queue were observed during busy hours. Survey Coverage: In view of restrictions imposed by BCAS, normative planning survey was conducted for 1 week (November 2013). In view of the advice of RDC panel restricted my study to T3 terminal of IGI airport where both International and Domestic flights operate In view of permission of one week time accorded by BCAS as mentioned above and to cover all salient areas through which the passenger goes, self study along with few investigators were taken and sample size was restricted to 500 per day only (both International and Domestic taken together) Findings of the Survey: Dynamic Capacity for the International Departure and Arrival on the basis of Survey and as per recommended “Vernekar –Puri “Method presented in Chapter 6 has been estimated to be 3000 and 3100 Passengers per hour respectively. The corresponding Annual capacities work out to be 134.55 Lac passengers (66.17 Lac for Departure and 68.38 Lac for Arrival). In case of Domestic Flights, Dynamic Capacity of T3 terminal has been estimated to be 3200 passengers per hour both for arrival or departure and the corresponding annual capacity works out to be 164.3 lac passengers (82.15 lac for departure and arrival respectively) The total overall capacity of Terminal 3 at IGI Airport New Delhi as on date in view of aforesaid works out to be 29.88 Million.

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TABLE E1: AREA-WISE STATIC CAPACITY OF I.G.I. AIRPORT (INTERNATIONAL DIVISION/ TERMINAL)

AREA NO. OF COUNTERS

USABLE AREA IN AREA REQD. PER PAX IN Sq. Mtrs.

(SPACE STANDARD)

Q. LENGTH REQD./ PAX IN

Mtrs (SPACE STANDARD)

STATIC CAPACITY Sq. mtrs

DEPARTURE

X-Ray BAGGAGE*

CHECK-IN 84 3150 3.5 1.5 900

IMMIGRATION 49 1470 1.5 1 980

CUSTOM**

TRANSIT**

SECURITY CHECK 16 675 1.5 0.5 450

SECURITY HOLD AREA 2.5 0

ARRIVAL

IMMIGRATION 46 1440 1.5 0.5 960

BAGG. CLAIM AREA 8 2397 3.5 685

CUSTOM (RED)

CUSTOM (GREEN)

*Baggage X-ray prior check has been eliminated /dispensed away as 4-level inline baggage handling system is in operation at T3 terminal. In view of this feature fields have been left blank.. ** Custom & Transit areas are not bottleneck and as such no dwell time has been indicated/

Table E1 as shown above presents the activity wise the number of counters, usable area and space standards in terms of per passenger usable area, queue length required per passenger and static capacity for the international terminal. The static capacity of various areas of terminal-3 varies from 450 to 900 passengers in departure hall and from 685 to 960 passengers in arrival hall.

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TABLE E2: AREA WISE PEAK HOUR DYNAMIC CAPACITY I.G.I. AIRPORT

(INTERNATIONAL DIVISION /TERMINAL)

Table E2 as shown above gives the activity wise dwell time, service time and peak hour Dynamic Capacity of International Terminal. Overall peak hour dynamic capacity of international departure and arrival has been worked out as 3000 and 3100 passengers respectively. The ratio of Red Channel and Green Channel passengers has been estimated as 0.01: 0.99

AREA

DWELL TIME SERVICE TIME

PER PAX/COUNTER DYNAMIC CAPACITY (PAX PER HOUR) IN MINUTES

Avg. S.D. Avg. S.D.

DEPARTURE

X-Ray BAGGAGE*

CHECK-IN 12 3 1'43" 0'2575" 2940

IMMIGRATION 10 3 0'56" 0'20" 3150

CUSTOMS** NA NA NA NA

TRANSIT** NA NA NA NA

SECURITY CHECK 5 2 0'18" 0'10" 3200

SECURITY HOLD 20 10 NA NA

TOTAL/OVERALL 27/47 8 3000

ARRIVAL

IMMIGRATION 15 3 0'52" 0'20" 3110

BAGG. CLAIM AREA 9 8 9'25" 3'35" 3200

CUSTOM (RED) 10 4 NS NS

CUSTOM (GREEN) NS NS NS NS

TOTAL/OVERALL 34 5 3100

*Baggage X-ray prior check has been eliminated /dispensed away as 4-level inline baggage handling system is in operation at T3 terminal. In view of this feature Dwell & Service time for X-ray baggage pre-check has not been indicated. ** Custom & Transit areas in case of Departure are not bottleneck and as such no dwell & service time has been indicated. NA :Not Applicable NS :Not Significant

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Table E3 Area Wise Static Capacity of T 3 Terminal IGI Airport

DOMESTIC TERMINAL

AREA NO. OF COUNTERS

USABLE AREA IN AREA REQD. PER PAX IN Sq. Mtrs.

(SPACE STANDARD)

Q. LENGTH REQD./ PAX IN

mtrs (SPACE STANDARD)

STATIC CAPACITY Sq. mtrs

DEPARTURE

X-Ray BAGGAGE* NS NS NS NS

CHECK-IN 84 3150 3.5 1.5 900

IMMIGRATION** NA NA NA NA

CUSTOM** NA NA NA NA

TRANSIT** NA NA NA NA

SECURITY CHECK 16 675 1.5 0.5 450

SECURITY HOLD AREA NS NS NS NS ADEQUATE

ARRIVAL

IMMIGRATION NA NA NA NA

BAGG. CLAIM AREA 8 2397 3.5 1.5 685

CUSTOM (RED) NA NA NA NA

CUSTOM (GREEN) NA NA NA NA

*Baggage X-ray prior check has been eliminated /dispensed away as 4-level inline baggage handling system is in operation at T3 terminal. In view of this feature the fields have been left blank. ** Custom, Immigration & Transit areas are not applicable being domestic flight and as such their field have left as blank. NA :NOT APPLICABLE NS :NOT SIGNIFICANT

Table E3 as shown above presents the area-wise number of counters, usable area, and space standard in terms of useable area per Passenger, queue length required per passenger and static capacity of the Domestic Terminals. From the Table E3 we infer that static capacity of various areas of terminal T 3 varies from 450 to 900 in departure hall. Static capacity of baggage claim area at arrival terminal is arrived at 685 passengers.

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TABLE E4: AREA WISE PEAK HOUR DYNAMIC CAPACITY I.G.I. AIRPORT (DOMESTIC DIVISION /TERMINAL)

AREA

DWELL TIME SERVICE TIME

PER PAX/COUNTER DYNAMIC CAPACITY (PAX PER HOUR) IN MINUTES

Avg. S.D. Avg. S.D.

DEPARTURE

X-Ray BAGGAGE*

CHECK-IN 10 3 1’35” 0’19” 3192

IMMIGRATION** NA NA NA NA

CUSTOMS** NA NA NA NA

TRANSIT** NA NA NA NA

SECURITY CHECK 5 2 0’18” 0’10” 3200

SECURITY HOLD - - - -

TOTAL/OVERALL 3200

ARRIVAL

IMMIGRATION NA NA NA NA

BAGG. CLAIM AREA 9’25” 3’35” - - 3200

CUSTOM (RED) NA NA NA NA

CUSTOM (GREEN) NA NA NA NA

TOTAL/OVERALL 3200

*Baggage X-ray prior check has been eliminated /dispensed away as 4-level inline baggage handling system is in operation at T3 terminal. In view of this feature Dwell & Service time for X-ray baggage pre-check has not been indicated. ** Custom & Transit areas are not applicable /as such not bottleneck and no dwell & service time has therefore not been indicated. NA :NOT APPLICABLE

Table E4 gives the area-wise dwell time, service time and peak hour dynamic capacity of Domestic Terminal. The overall dynamic capacities vary from 3192 to 3200 Passengers in the Domestic and 3200 for the Baggage Claim Area. In view of above the Dynamic Capacity for both –Arrival and Departure has been taken as 3200 Passengers per Hour. For check-in dynamic capacity, based on service time has been considered since there is enough scope to increase the static capacity by augmenting the space from pre check in area which will ultimately increase the dynamic capacity based on dwell time.

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Presentation of Report The report is being presented in 7 chapters. Chapter 1 presents overview of air transport industry as it is applicable globally and to Indian aviation industry/ Indian economic scenario including assessment of existing and future requirement of capacity at the airports to meet growing demand of travelling by air and views expressed by international agencies on the future of Indian Aviation industry and why to invest in Airport Infrastructure. Chapter 2 basically discusses the various guidelines and provisions required to be met which are mandatory in nature as per requirement of regulating agency(ICAO) and also various studies carried out on the subject abroad. The conclusion at the end of this chapter summarizes the planning standards to be followed and norms for categorization of airports on the level of service. Chapter 3 presents statement of problem, objectives and development of instrument for carrying out the study including pilot study before designing the questionnaire Chapter 4(Part 1 and Part 2) presents analysis and interpretation of data based on Survey for both international and domestic flights at T-3 Terminal IGI Airport New Delhi. This chapter also includes the traffic forecast as to how the Indian aviation scenario will look like up to/in the year 2031-32. Chapter 5 highlights findings of research study and the year of saturation of T3 terminal at IGI Airport. After establishing that the basis of assessing existing level of service and capacity at large matches with capacity declared by operator and confirmed by international agency, a method/model as how to proceed for capacity assessment for other airports has been mathematically arrived and presented in Chapter 6.

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Tentative conclusions, recommendations and scope of further study have been discussed in Chapter 7. RECOMMENDATIONS: Keeping in view growth rate of 8% for International and 6% for Domestic Passengers (with base year 2012-13), it would be seen that the existing T3 terminal having total capacity of 29.88 Million can cater until the year 2017-2018 (2019-20 with full utilization of resources) on the same pattern that is operation of International and Domestic traffic (Full Fare) from T3 terminal. While working out Saturation Year the Domestic Flights operating through T3 Terminal –full fare only has been taken into account.

TRAFFIC FORECAST

BASE YEAR INTERNATIONAL DOMESTIC (Full Service) TOTAL

2012-2013 11.56 9.91 21.47

GROWTH RATE 8% 6%

2013-2014 12.48 10.50 22.99

2014-2015 13.48 11.13 24.62

2015-2016 14.56 11.80 26.37

2016-2017 15.73 12.51 28.24

2017-2018 16.99 13.26 30.25

2018-2019 18.34 14.06 32.40

2019-2020 19.81 14.90 34.71 As the traffic grows, the other terminal T4 will have to be commissioned or the airlines will have to be shifted to Terminal 1 where low cost airlines are being operated. This is also in line with the declared capacity of 34 million by the operator (GMR). Vernekar Puri Model therefore is in line with the declared capacity by the operator.

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Salient Features of the Proposed Recommended “Vernekar – Puri” Model on Design & Develop Capacity Assessment method for Airport Infrastructure in India are as follow: _ Keeping in view the fact that findings of research (based on recommended practices by ICAO of which India is a member and by IATA etc) in general tallies with the declared capacity of terminal T3 by the operator (GMR) and also vetted by Airports Authority of India, the Regulating Authority a method to design and develop capacity assessment for infrastructure at airports in India has been finally developed the features of which are given below. This also includes various steps to be followed for assessment of existing capacity keeping in view the level of service being provided by operator.

A) Workout peak hour Dynamic Capacity (facilitation wise) per hour and take minimum amongst them which indicates the flow rate of passengers based upon level of service. Various steps to be followed to calculate the dynamic capacity have been discussed thoroughly in the proceeding chapters and for the sake of continuity are reproduced below:

Peak hour dynamic capacity of any facilitation area is a function of static capacity & dwell time of passengers or the service time per passenger per active counter (Level and Service provided) in that facilitation area. Dynamic Capacity refers to the maximum processing or flow rate of passengers through a subsystem per unit time i.e. peak hour Dynamic capacity of an area (say Check-in, Immigration and Customs etc.) is the number of passengers processed per hour (during peak hour).

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Following are the steps for computation of dynamic capacity: Step “I”

(i) Let the service time per passenger per counter= x seconds (ii) No. of passengers cleared per counter per hour= (3600/x) = y

(say) (iii) Total No. of counters= z (say) (iv) Dynamic Capacity= y * z = D 1 Passengers per hour (say)

Step “II”

1. Average Dwell Time = X minutes (say) 2. Standard Deviation = Y Minutes (say) 3. Static Capacity = S pax (say) 4. 3.Dynamic Capacity [S/(X+Y)]*60=D2 pax per hour (say)

Step “III” The Peak Hour Dynamic Capacity of the facilitation area = minimum of (D1 & D2) Step “IV” Calculate the Dynamic Capacity of each & every facilitation area for International and Domestic using Steps I, II, and III as mentioned above. Followings are main facilitations area to be taken in to account: For International Departure: Check in, Immigration, Security Check, For Domestic Departure : Check in, Security Check For International Arrival: Immigration, Customs, and Baggage Collection For Domestic Arrival : Baggage Collection Step “V” Take minimum of the dynamic capacity figures obtained at step IV as overall Peak Hour dynamic capacity of Departure or Arrival as the case may be

B. To take into account the pattern of traffic being followed, calculate geometric means of peak day /average day traffic ratios for period of say 5 years using 9th Decile – 90th percentile of peak hour as highlighted in Airport Development – Reference Manual (Section 2.7.1 of report and F4.1 of ARDM).

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C. Analyze actual traffic data (current year) during summer and winter schedule for estimating peak hour/peak day traffic ratio for individual (arrival/departure ) as highlighted in Airport Development Reference Manual and the report submitted by Jacobs Consultancy (Para 2.2 – Evaluation Criteria) D. Calculate Annual Capacity as per illustration given below:

Let the Dynamic Capacity be: D

Peak Hour/ Peak Day Traffic Ratio:

= K

Peak Day/Average Day Traffic Ratio: L (Geometric Mean) (From Historical Data)

Peak Day Capacity:

Peak Day Capacity:

= M

Average Day Capacity:

Annual Capacity:

x 365