I dream to create airport infrastructure in the remotest corners of our country

V.P. Agrawal took over as the Chairman of the Airports Authority of India (AAI) in January 2009, when revenue generation seemed to be drying up because of global economic meltdown. In a recent interview with SP’s AirBuz, Agrawal shared his dreams of ensuring that his fellow countrymen in the far-flung areas reap the benefit of development and be a part of the growth story.

SP’s AirBuz (SP’s): You have completed two years in office as Chairman, AAI. Can you highlight the major achievements and challenges that you have faced?

V.P. Agrawal (Agrawal): First things first. The last 23 months have indeed been challenging and exciting, for it was in this very period that the seed of modernisation that had been sown started to germinate and projects at 25 airports have got completed. As regards the other projects, they too are in advanced stages demanding constant and proper monitoring. The high point being that I got baptised in right earnest, as AAI had to go through the worst financial period, an outcome of the meltdown, which adversely affected the infrastructure sector, thus drying up the revenue generation sources. Timely action and being alert to the situation paid us dividends in the form of marginalising the affects to a large degree. As regards the second part of your question relating to the achievements and challenges, well, one measures the achievements of AAI and the challenges that may have been confronted would flow out of the whole picture. Also, it may not be fair to compartmentalise and view it in parts. Therefore, for easy and better comprehension of the growth/progress made by AAI, one ought to view it in ‘totality’. As is well established and duly documented. AAI had inherited war-torn airfields, which post-partition came under the ambit of Directorate General of Civil Aviation (DGCA). In fact some cosmetic changes were made at few airports based on the requirements as an outcome of changed scenario. The state and condition of AAI airports till date clearly reveals that AAI ever since its inception has taken long strides and at the same time does realise that it has many more miles to cover. The venture of modernisation/upgradation of airports that AAI had embarked upon, as a result of the unprecedented phenomenal growth witnessed by aviation industry has started to produce results from the beginning of last year. As Delhi and Mumbai were taken away from the ambit of AAI, the challenge confronted by AAI in the changed scenario was to shift focus on developing second tier airports spread across the country, including remote corners. Accordingly, plans were drawn up for new terminals, runway and apron expansion at around 35 non-airports as also Chennai and Kolkata. As an outcome of the unprecedented growth witnessed in the past decade which was predicted to continue for another decade and a half to two decades, demanded substantial augmentation in the infrastructure sector. Thus, the concept of public-private partnership (PPP), joint venture company (JVC) and Greenfield airports germinated. Delhi, Mumbai, Bangalore and Hyderabad are an outcome of this. In 2002-03, we had around 55 active airports and now the number is more than 90. In terms of investment in airports, in the Tenth Five Year Plan it was around Rs. 40 billion and has increased to Rs. 400 billion for the Eleventh Plan, of which AAI’s share is around Rs. 120 billion, a fourfold increase as compared to the Tenth Five Year Plan. With the commissioning of the third runway and T3 at Delhi airport, AAI had to usher in compatible ATM/CNS infrastructure so as to not only cater to the increased density of air traffic but also eradicate the general perception amongst the air traveller which was getting manifested in irritancy due to the high taxiing time at the airport. The story at Mumbai too was similar with regard to increase in air traffic.

SP’s: After a period of slowdown, the airline industry is once again poised for rapid growth. In your perception, is the government controlled aviation infrastructure adequately geared to meet with the demands of the rapid growth in the industry? What is the road-map?

Agrawal: Well, let me start of by setting the record straight with regard to the ill-conceived perception of the need to gear up aviation infrastructure by the government in keeping with rapid growth. The ground reality being that we are neither lagging nor lacking in keeping pace with the so-called rapid growth. In fact, the slowdown that you have referred to did prove to be a boon to the infrastructure providers, for it offered us an opportunity in terms of lead time in provisioning of the desirable infrastructure. To substantiate my statement we got hassle-free time to execute our plans of modernising/upgrading 35 non-metro airports. Despite the grave situation that had emerged, we took an optimistic view by considering that slowdown is a temporary phenomenon and the future of aviation industry in emerging markets such as ours is bright. AAI was bound to reap the fruits later than sooner for these very additional capacity being created then, as an outcome of our continuation of plans would not only prove to be handy but also stand us in good stead at the time when the economy revives and air traffic gets into an ascending mode i.e. the present-day scenario.

Therefore, it would be amply clear that we have indeed been successful in ensuring that the disadvantageous period as perceived has been turned into ‘advantageous’. Today, we are able to absorb the load factor. Accordingly, it could be concluded that a well thought and clearly defined road-map was not only drawn up but also meticulously followed irrespective of the hurdles encountered.

The development works that were on the anvil to be undertaken were capacity addition and upgradation of terminal capacity, runway capacity to accommodate bigger aircraft, apron capacity and parking bays to accommodate more aircraft; provision of aerobridges at several airports; and developing unused airport strips.

The rationale based on which 35 non-metro airports were selected included regional connectivity and development of regional hubs, places of major tourist attraction and business hubs. Projects at several airports have been completed and the remaining are likely to be completed by 2010. The estimated cost for development is Rs. 4,662 crore.

SP’s: While Delhi airport is now able to cope with the growth in traffic, the situation with regard to Mumbai Airport despite the heavy investment already made is hardly inspiring. What steps are being taken to alleviate the traffic overload and meet the future projections for traffic estimated at 100 million annually?

Agrawal: Following steps are being taken to enhance the handling capacity of the Mumbai airport:

• ATC Automation System at Mumbai is being upgraded
• Advanced surface movement guidance and control system [ASMGCS] has been installed and is at test stage
• Performance based navigation (PBN) procedures have been implemented
• ATS surveillance system is being upgraded with latest automation capabilities, thereby providing ATCOs with better tools to manage the traffic
• Clearance delivery system (CDS) on a dedicated channel has been implemented to reduce RT congestion and avoid delays to the for departing aircraft
• The automatic dependent surveillance/controller pilot data link communication (ADS/CPDLCS) system has been installed and put into operation to enhance the area of surveillance, reduce R/T congestion and remove the drawbacks of HF voice communications. This also provides direct controller-pilot communication link beyond the VHF coverage area
• A new Greenfield airport i.e. Navi Mumbai is also coming up near Mumbai to cater to the future requirement of growth of in traffic

SP’s: Can you elaborate on the progress with regard to upgradation of the 35 or so Tier II airports? How many of these are being upgraded through the PPP route?

Agrawal: We have not opted for the PPP route for the 35 nonmetro airports. All the work was done by the AAI which possessed the requisite degree of in-house expertise. The progress in upgradation work is as follows:

Status
35 Non-Metro Airports
Northern Region

• Completed (8): Agra, Amritsar, Dehradun, Jaipur, Lucknow, Udaipur, Srinagar, Varanasi
• To be completed (2): Chandigarh (March 2011), Khajuraho (March 2011)

Eastern Region

• Completed (1): Port Blair
• To be completed (3): Bhubaneswar (August 2011), Raipur & Ranchi (March 2011)

North Eastern Region

• Completed (3): Agartala, Dibrugarh, Guwahati
• To be completed (1): Imphal (March 2011)

Western Region

• Completed (5): Ahmedabad, Aurangabad, Nagpur, Pune, Surat.
• To be completed (4): Bhopal (March 2011), Goa (May 2012), Indore (March 2011), Vadodara (tender stage)

Southern Region

• Completed (7): Calicut, Madurai, Mangalore, Mysore, Trichy, Trivandrum, Vizag.
• To be completed (1): Coimbatore (March 2011)

Completed – 25, To be completed – 10
In addition to the above 35 airports, modernisation of Chennai and Kolkata airport is under way. The status as on date is as under:

Chennai

• Expansion and modification of international and domestic terminals to be completed by July 2011
• Extension of secondary runway 12-30 by 1032 m, construction of parking bays, parallel taxiway, etc to be completed by January 2011

Kolkata Airport

• Integrated terminal and associated works to be completed by October 2011
• Extension of secondary runway 01L-19R by 431 m, work completed

SP’s: Although the problem of shortage of air traffic controllers is being addressed, given the sharp increase in workload owing to the increase in the volume and density of traffic, is there any thought of revising the number of vacancies in this discipline currently authorised by the government?

Agrawal: There can be no two opinions that manpower compliment ought to be commensurate/compatible with the given work load. AAI being aware of the situation has not only initiated appropriate action, but is constantly monitoring the situation especially with regard to the ATCOs. So much so, the process of finalising the contract for conducting scientific study on long-term staffing requirement of ATCO’s through the external agency is in the final stages.

SP’s: Now that the GAGAN project is likely to be commissioned soon, would there be a requirement for aircraft operating in the Indian airspace to carry dedicated receivers and whether carriage of such equipment on board will be optional or mandatory by law?

Agrawal: The final operations phase of GAGAN is scheduled to be completed by June 2013. To ensure that optimum and judicious benefit/advantage is derived from any navigational aid, equipment or resource provided, it would but be desirable for the aircraft to have a compatible airborne equipment on board. However, for GAGAN, the onboard SBAS receivers compatible with international standards used in the US and Europe will be applicable. As regards the aspect of having compatible system on board being optional or mandatory in Indian FIR, will have to be decided by the regulatory authority i.e. the DGCA.

SP’s: What is the situation regarding aerial connectivity for the Northeast region of the country and what steps are being taken to integrate this region into the national air map?

Agrawal: It is a good question and you have addressed it to the right person. I say this for I have been the Regional Executive Director of Northeast Region (NER), thereafter the Member (Planning) at Corporate Office at the time AAI embarked upon the modernisation plans and here I am at the helm of affairs when the plans are near completion. Coincidently, I started my career in CPWD with my first posting being in NER thus ensuring appropriate baptism. Well, I know the NER as good as the back of my palm. There are 22 airports in the NER; in order to improve connectivity in that region AAI has on the anvil to upgrade the facilities for which it is proposed to spend Rs. 307 crore in the Eleventh Five Year Plan. The works include new terminal building at Dibrugarh, extension/strengthening of runway at Silchar/Dibrugarh/Guwahati and construction of three Greenfield airports.

As regards the non-operational airports in the NER, there is no scope for extension of runway due to the terrain and topography of the area. The development work at such airports should only be planned and commenced after the airlines have added smaller aircraft with capacity of about 20 passengers to their fleet and the concerned airline give firm commitment for scheduled operations through these airports in fair weather conditions. The airports in NER are not economically viable, as only a few flights operate from most of these airports. In my opinion this area is ideally suited for hub and spoke concept, where smaller aircraft are deployed on these routes for better connectivity. Notwithstanding the same, I suppose it would not be right to look at this sector through the prism of profit and loss. It is the social responsibility of the government to ensure development and proper connectivity with the whole of the country. AAI being an extended arm of the government, we too are morally and socially bound to do our bit. Having said that it would only be fair to place on record that the response of all the seven state governments is positive and all possible support for development of airports in their respective states is always forthcoming. In the interministerial committee meeting between Ministries of Civil Aviation and Home Affairs, it has been agreed that the North East Council (NEC) would support AAI by providing 60 per cent of the cost to be incurred in development/improvement of airport facilities and balance 40 per cent of the cost will be provided by the Central Government as budgetary support to AAI. I dream to create airport infrastructure in the remotest corners of our country, so as to not only provide desired connectivity to these places, but also to ensure that our fellow countrymen in these far-flung places reap the benefit of development and thus become a part of the growth story.

SP’s: The disaster at Mangalore on May 22, 2010 generated considerable debate on the suitability of the airport for regular operations. What is your take on the issue and has any survey to identify potentially hazardous airports in the country been undertaken?

Agrawal: The disaster at Mangalore airport has indeed not only been most unfortunate but also generated unwarranted debate on its suitability. Mangalore airport is a DGCA licensed airport with a tabletop runway designed to support operation of up to A310 type of aircraft which is bigger than B737-800 type of aircraft which was involved in the ghastly disaster. Mangalore airport is not the first nor will it be the last in the world to have a tabletop runway. It may be apt to place on record that as on date, operations are being undertaken world over on tabletop runways, which undoubtedly demands higher skills and proficiency of the operating pilots. As regards the second part of the question, I would rather phrase it as difficult and not hazardous airports. Yes, 11 airports have been identified as difficult airports. Difficult could be due to numerous aspects viz. terrain, length of runway, approach to the runway, altitude, etc. The survey is under way and you can rest assured that survey report shall be accorded due cognisance by implementation in letter and spirit.

SP’s: It is believed that one of the factors that is inhibiting expansion of capacity by Indian carriers as also growth in business aviation is lack of infrastructure. To what extent is this perception accurate and in what timeframe do you foresee the situation improving?

Agrawal: I am afraid this is yet another ‘fallacy’ doing the rounds, so it will be appreciated that the question of accuracy and timeframe does not arise. To substantiate my statement, I would like to take you back to the earlier questions on slowdown, coping with growth of traffic at Delhi and status of 35 non-metro airports, wherein it has been proved beyond any shadow of doubt that we at AAI are not only keeping pace with the growth but have also ensured provisioning of surplus infrastructure on date. Well it is time that the Indian carriers think beyond the metros and start patronising the nonmetros, wherein we have world class infrastructure in place with no shortage of parking space and operating slots. If aviation business has to grow and expand then the planners will perforce have to exit the box and look beyond and gainfully utilise the second line of airports which have since been developed. We at AAI meticulously followed the maxim—“when the going gets tough, the tough get going” i.e. exactly what we did during the meltdown phase, thus making it a unique experience. The planners of AAI wore their ‘thinking hats’ and indeed got down to serious business with their very creative/innovative minds. Based on the anticipated growth in the civil aviation sector, the aviation sector is likely to see clear skies in the years to come. Airports are indeed solid investment with gestation period usually being longer as compared to other infrastructure sector. The development/upgradation projects underway and also those on the anvil were continued as we were more than certain that AAI was bound to reap the fruits later than sooner. These additional capacities coming up with our continuation of plans would not only prove to be handy but also stand us in good stead at the time when the economy revives and air traffic gets into an ascending mode. Therefore, it would be amply clear that we have indeed been successful in ensuring that the disadvantageous period as perceived has been turned into ‘advantageous’.

SP’s: What are the steps being taken to improve the efficacy of helicopter operations by civilian helicopters in the Indian airspace by measures such as heliports and dedicated corridors?

Agrawal: In keeping with the changing times and also giving due cognisance to the role likely to be played by helicopters in the near future, AAI has promulgated separate helicopter routings for Delhi and Mumbai to enhance operational efficiency of helicopters. Action is in hand to promulgate a corridor for Bangalore airport as well.

SP’s: What is the situation regarding synergy with military aviation authorities in respect of airspace management and shared use of aviation infrastructure? Are there any impediments to the process?

Agrawal: Flexible use of airspace has been implemented in Chennai FIR as a pilot project with effect from May 1, 2008. For regular coordination between AAI and the IAF, a monthly meeting is conducted to resolve the airspace related issues and a number of ATS routes have been promulgated through military areas.

SP’s: Airport construction, development and maintenance always remains a priority for civil aviation authorities as it is visible to all primarily to decongest passenger lounges and provide comfort. What actions have been taken to decongest airspace and enhance safety and reduce delays?

Agrawal: To tone up Air Traffic Control System following initiatives have been initiated by AAI:

Automation of ATC system

• IGI airport Delhi and CSI airport Mumbai—Have been upgraded with new hardware and software -auto track III
• Chennai airport —Work awarded
• Hyderabad and Bangalore—Already completed
• Work for modernisation of TWR ATS system at other 38 airports has been awarded

Advanced surface movement guidance and control system

• Delhi, Hyderabad and Bengaluru – Operational
• Mumbai, Chennai and Kolkata – Under installation

Performance based navigation

• PBN based arrival and departure procedures have been implemented at Delhi, Mumbai. Ahmedabad and Chennai airport and a road-map has been prepared for all other airports.

Reduction in separation

• Radar separation in the terminal approach area of IGI airport has been reduced to 3 nm to enhance traffic handling capacity.
• Reduction in longitudinal separation to 50 nm from existing 10 minutes separation is under active consideration.

Upgradation from ATIS to DATIS

• Upgraded DATIS facility with voice and data-link capability provided at 35 airports.

Installation of additional 11 radars

• To cover gaps in the radar coverage and reduce separations, installation of additional radar is under process

Ground based augmentation system

• GBAS for Delhi and Mumbai is under implementation

ATS Inter-facility data communication

• AIDC between Muscat and Mumbai is on the anvil, subsequently to be extended between Mumbai and Delhi

Air traffic flow management

• Agreement has been signed with FAA to prepare quality requirements for establishing ATFM in India

Simultaneous use of both runways at Mumbai and Delhi

• Air traffic handling capacity of Delhi and Mumbai has been greatly improved by using all available runways for arrival and departure of flights with mixed mode operation or dependent parallel operation

The above measures undertaken by AAI will improve the traffic handling capacity of the airport, reduce delays, enhance safety, save time and fuel.

SP’s: Has there been any scientific study to determine airspace capacity and stress on controllers? There are reports of some airspace being too congested to guarantee safety and requires immediate sectorisation. What are your plans?

Agrawal: A committee has been formed to study the need for sectorisation and reduction of workload of air traffic controllers. The committee has submitted its report and recommendations.

SP’s: Is there a defined life time for equipment? If so, do you initiate action to replace them in advance or wait till you get malfunctioning reports from the users?

Agrawal: Normal life for an equipment/system is spelt out in our material management manual. For electro-mechanical equipment having fixed wear-and-tear for the various parts, actions are taken for replacement towards end of the life period. If any equipment/system malfunctions before the life cycle period, then they are replaced without waiting for the full life of the equipment but where such equipment is working without any adverse functioning, replacements are effected on priority, depending on traffic density at an airport. In the case of CNS equipment, where high reliability of operations is achievable till the end of the life of the equipment and where there are not many problems, replacements are effected on need basis. Sometimes even when equipment is to be trans-installed due to operational needs, this is synchronised with the replacement by a new equipment and working old equipment is shifted to low density traffic airports. There are cases where malfunctioning CNS equipment, before its scheduled life time period, have been replaced without waiting for malfunction reports from users.