Air passenger traffic takes a hit on high fares
Anirban Chowdhury / New Delhi July 11, 2008

Dips 4 per cent in July first week for the first time in 3 years.

For the first time in the past three years, the first week of July has seen the domestic air passenger traffic declining by 4 per cent over the year-ago period. After slowing down to a single digit in the past few years, the passenger traffic slipped into the negative zone this month.

"There has been a decrease of 5-6 per cent in the first eight days of July for full-service carriers compared with that in the same period of 2007," said Ankur Bhatia, executive director, Bird Group, which controls Amadeus India, one of the leading technology providers to the Indian travel industry.

Amadeus provides one of the largest ticket reservation platforms for the airline industry in the country.

Apart from full-service carriers, executives of low-cost carriers like JetLite and Simplifly Deccan confirmed that their numbers had gone down. Experts said taking a marginal growth of SpiceJet and IndiGo into account, the overall passenger traffic would go down by close to 4 per cent for the industry in the July.

According to figures released by the civil aviation ministry, the domestic passenger traffic in the country had seen a double-digit growth in the first quarter of 2008.

The growth in the first quarter of this calendar year was 11.12 per cent over the same period last year. The growth fell to a single digit in April compared with 8.65 per cent growth in the same month last year.

The growth in May came down to 2.9 per cent over the previous year's.

The ministry figures for June have not been compiled yet, experts and airline executives said, adding that the negative growth would have started in the last week of June.

The decrease has happened primarily because of two reasons — increase in prices leading to lower load factors and a cut in capacity in the last couple of months.

The average price across airlines and sectors has increased by more than 100 per cent this year over that of 2007. This has led to a significant dip in the average passenger load factor (PLF) to close to 60 per cent for most carriers(compared to an average PLF of 70-75 per cent last year).

Besides, in the last two months, the airline industry has cumulatively cut around 10 per cent of the total domestic capacity deployed in the country by cancelling 160 of a total of around 1,600 daily flights operating in the country.

Taking an average of 100 seats per aircraft, this would mean that around 16,000 daily seats had been taken out of the market. This two-month cut would have offset most of the capacity increase that happened last year.

Source : The Business Standard

HAL airport: Centre may seek more time to get back to HC

The issue of keeping HAL airport open even after the new airport becomes operational has become contentious as the agreement signed with the promoters states that the existing airport will close when Devanahalli starts functioning

Ashwini Phadnis

New Delhi, July 8

A decision on whether the HAL airport in Bangalore should be reopened is likely to get delayed with the Centre planning to approach the Karnataka High Court seeking more time to reply on the matter.

The court had sought the reply of the Centre by July 18, but the thinking is that it would be better to seek some more time from the court rather than give a hurried representation.

“The Centre is seeking the official view of the State on its stand on the issue. Besides, the report of the Airports Authority of India (AAI) on whether there was a capacity constraint at the new airport, which could be sorted out by reopening HAL airport, is also being examined.

All this will take some time and therefore, the view of the Centre is to seek more time from the court to make a representation,” a senior Government official said.

The Centre has been asked to report to the court after examining the capacity of the new airport, seeking the views of the State Government on having two airports in Bangalore and considering issues relating to connectivity to the new airport.

The HAL airport closed on May 24 when the new airport at Bangalore became operational.

The issue of keeping HAL airport open even after the new airport becomes operational has become contentious as the agreement signed with the promoters states that the existing airport will close when Devanahalli starts functioning.

The demand for keeping both the airports open has come from several quarters, including citizen groups and Parliamentarians.

In March this year, the report of the Parliamentary Standing Committee on Transport, Tourism and Culture on the closure of Bangalore and Hyderabad airports had strongly suggested that the existing airports in the two cities be kept open for commercial operations.

Source : The Hindu Business Line

Mr Albert Brunner, CEO, Bangalore International Airport Project
Jul 08, 2008

Bangalore International Airport Limited (BIAL), the owner and operator of the new Bengaluru International Airport, is a public limited company, registered under the Indian Companies Act. A private-public venture, the project realized so far and the upcoming phases are being built and will be operated by the company for the next 30 years with an option to continue for another 30 years. BIAL is committed to establishing the new Bengaluru International Airport as India’s leading airport in terms of quality and efficiency and set a benchmark for the future commercial development of Indian airports. The new airport is located about 35 kilometers north of the city. This will allow both the city as well as the airport to develop. It is spread over an area of approximately 4000 acres and besides the regular airport services it will offer a hotel, shopping mall, food courts and other convenience amenities in the upcoming project phases.

Albert Brunner, Chief Executive Officer (CEO), Bangalore International Airport Project, is a Civil Engineer by profession and is from Zurich, Switzerland. He has also had postgraduate trainings in business administration. Albert Brunner was appointed as CEO of Bangalore International Airport Limited in 2002. Under his leadership, the Company reached Financial Closure in June 2005 and the construction of the airport began in July 2005. Mr. Albert Brunner has been in the airport business for the last 17 years and has served as a member of the Executive Board of Zurich Airport Authority from 1995.

Replying to Anil Mascarenhas of India Infoline, Albert Brunner, CEO, Bangalore International Airport Project, says, “Operation-wise, we have reached a high level of performance.”

It’s been a month since you started operations. What are some of the recent developments?
The airport is just about a month old or should we say young and encouraging announcements such as the launch of the Deccan Aviation Skylimo (helicopter service to and from the city) on July 01 are taking shape. It is the first of its kind in India.

Four new international airlines have started operations from Bengaluru International Airport since it began operations, due to increased capacity. They are Air Mauritius that began operations on May 27, Tiger Airways on June 01, Oman Air on June 16 and Dragon Air (Subsidiary of Cathay Pacific) on July 02.

Where connectivity is concerned, some of the aspects that have delighted airport users at Bengaluru International Airport include the promptness and efficiency of BMTC Volvo bus services and so far connectivity has not been a block for most passengers. We do realize that the connectivity for the companies situated in the south is still an issue and will work together with the Government of Karnataka to improve the same.

Operation-wise, we have reached a high level of performance. Most of the flights leave on time as long as they arrive on time. This is confirmed by all international airlines and most of the domestic ones as well.

The airport’s design and planning have a lot in store for future expansion. Could you give us an idea about the same?
The Master Plan of the Bengaluru International Airport has been developed to fulfill the need for an operationally efficient and passenger friendly airport for Bangalore. It ensures that the size and capacity of the airport facilities can be gradually expanded based on the passenger and cargo growth.

The Master Plan not only includes provision of premium land for commercial real estate developments such as office parks, retail, entertainment and hospitality but also land reserve for a rail link to the city. The intention of BIAL to develop an Airport City is in line with the increasing attention being paid to ‘Aerotropolises’ globally.

Please elaborate on Aerotropolises.
An Aerotropolis is a city in which the layout, infrastructure and economy are centered around a major airport. Experts in the field are of the opinion that Airports will shape business location and urban development in this century as much as seaports did in the 18th century, railroads did in the 19th century and highways in the 20th century.

We envision the airport city to be a flourishing destination in itself; people will not only come here to take flights but also to relax, do business and shop. It will provide growth giving a strong impact on economy and creation of jobs.

What is the annual passenger-handling capacity? What are your expansion plans?
Infrastructure at an airport is not designed to an annual capacity, but to a peak hour demand. Under the present traffic scenario, Bengaluru International Airport can easily handle the traffic for the next 2-3 years. During this time, we want to realize the next expansion.

The Master Plan of Bengaluru International Airport has been developed to fulfill the need for an operationally efficient and passenger friendly airport for Bangalore. It ensures that the size and capacity of the airport facilities can be gradually expanded based on the passenger and cargo growth. The land at our disposal allows us to develop the airport up to a capacity of approximately 40 million passengers a year.

We are working towards the next expansion phase of the new airport. However, kindly note that we are currently at a planning stage. The work on expansion is in line with our commitment to expand the size and capacity of the airport infrastructure in line with the projected passenger and cargo growth. We will keep you informed as soon as we have some concrete plans to announce.

Given the sharp spike in ATF, have you witnessed a drop in passengers? Many flights, which otherwise used to be full are seeing vacant seats, especially in the business classes. What is your take on the situation?
As of last week, the total number of flights was 1120 (per week). This figure includes both international and domestic flights. In comparison to the first week of operations, there is a 2% reduction in the total number of flights. This is due to a 3% reduction in domestic flights* per week. International flights however have shown a 4% increase (from 134 flights to 140 flights) per week. *Due to operational reasons, Go Airways has suspended operations till Sept 15, 2008 and Paramount Airways has reduced frequency.

Walk us through the revenue streams from the airport. Landing and parking charges may be a large part of the income?
The revenue from the airport is divided into aeronautical and non-aeronautical revenues. Since the airport is only a month old, it is a bit early to comment on the aeronautical and non-aeronautical revenue split. However, approximately 15% of revenues are expected to come from the non-aeronautical avenues.

Aeronautical revenue: A very important revenue stream for the airport is the User Development Fee (UDF). The Concession Agreement specifies that BIAL will be allowed to levy UDF from embarking domestic and international passengers for the provision of passenger amenities, services and facilities. The UDF is used for the development, management, maintenance and operation of the airport. While international passengers flying out of Bengaluru International Airport pay UDF, domestic passengers are not being charged this fee for the first three months of airport operations.

Landing charges at BIAL to be paid by airlines as per the current AAI charges levied at other international airports in India. Landing charges at BIAL are in fact lower than what was charged by HAL for all carriers. According to the concession agreement, BIAL could adjust the landing charges to the inflation rate since 2001, this will lead to an increase of 38% but BIAL has totally waived of any such increase.

Tell us about your cargo facility. What is the utilization now?
In line with international standards, BIAL selected the consortiums of Air India & SATS and Menzies Aviation with Bobba Group to handle cargo at the new airport. With an allocated area of fifteen acres and an initial capacity to handle approximately 350,000 tons of cargo annually, space constraints will no longer exist at the new airport.

Following are some of the salient features:

• The cargo facility has domestic and international cargo in the same premises.
• The concessionaires have designed the cargo facility which is under Full CCTV Surveillance all areas 24/7.
• The concessionaires offer cargo facility to airlines and shippers at the best international standards and competitive prices
• The warehouse management is backed up with tried and tested IT systems which has features like RF wireless Hand-held Mobile Terminals, Barcode System Management, Management on Cargo, Storage Locations, ULDs, Doors etc, Inventory Check, Breakdown Management, Build-up Management, Dangerous Goods Management, Damaged ULD Management, Damaged Cargo Management, ULD Inventory Management, truck Queue Control
• The cargo concessionaire provide facilities like pallet storage systems, separate storage space for small and loose cargo, track and trace inside their facility.
• Out of many, the cargo warehouses have the following facilities for the users: Banks, conference rooms, training rooms, business centre, help desk, staff canteen, truck parking.

The new cargo facility handles all types of cargo - general cargo, perishable cargo, courier, mail and specialized cargo (dangerous goods, live stock, etc). Adequate holding areas and cold storages have been provided for by both consortia, catering not only to floriculture and horticulture but also industries like pharmaceuticals and other perishables. Cargo Village: The new airport will provide infrastructure for cargo agents and freight forwarders at a cargo village that is being built in the airport premises. This area will house 200 offices and 120 warehouses.

By when do you expect to start expansion here?
BIAL forecasts cargo volumes of approximately 220,000 tons in the first year of operation as opposed to a capacity of 350,000 tons. Both the cargo terminals at the new airport can be expanded when the need arises.

Furthermore, BIAL has the land reserve to allow more cargo handles to operate at the new airport in order to boost the import/export cargo volume. The new airport will see both a quantitative increase in terms of export facility area and qualitative improvement, in terms of storage and handling capabilities, to promote the outflow of goods globally.

The new airport will see both a quantitative increase in terms of export facility area and qualitative improvement, in terms of storage and handling capabilities, to promote the outflow of goods globally which mainly consist of garments, pharmaceuticals, machinery spares and perishables.

What revenues do you expect from commercial activities? We hear your advertising concessionaire JC Decaux has already sold out 70 per cent of its advertising space.
Yes, BIAL has chosen JC Decaux as the airport’s advertising concessionaire for a period of seven years. A world leader in outdoor media, JC Decaux builds and manages all media space throughout the airport. The company brings in a wide range of international expertise and experience, thereby positioning the airport as an exclusive property offering state of the art media options.

At Bengaluru International Airport, we have aimed to create world-class advertising opportunities which are on par with other international airports. Due to the superior opportunity at our airport we have received a very encouraging response from the market. We, currently, have foreign as well as local brands present at the airport. It is our constant endeavor to create unique and innovative advertising solutions at the airport.

Could you give us an idea about the revenues you see from here and for how long are the rates negotiated typically?
We have a rate card for promotions and JCDecaux will be better positioned to give you the relevant details.

What kind of incentives or government help would you seek?
Building an Airport within the PPP model has its set of challenges given the magnitude of the project. Our main challenge was to deliver this project on time. All other aspects have been of learning for us and we could not have done this without the tremendous support received by the government authorities as well as the Private Promoters. At this point, the focus needs to remain on further developing the connectivity form the city to the airport.

What is the customer feedback so far?
It’s been almost one month, since BIA started its commercial operations and we have received overwhelming responses from travelers to and from the Airport. Passenger feedback has been key to improving the airport facilities. While many have congratulated BIAL on the first class facilities and access road to the airport, many passengers have also given objective feedback on the service and amenities.

Most passengers have been empathetic to the fact that a project of this magnitude has initial interruptions and have expressed their support. All the feedback received has been compiled systematically and action has been initiated for each of them.

Brief us on the latest ownership pattern of the airport. Any stake sale etc in the near future? Reports mentioned about BIAL seeking a valuation of up to $2.5 billion to raise about $200 million in equity to fund the second phase of the airport’s development. Could you give us more details.
Bangalore International Airport Limited (BIAL) is Public limited company under Indian Companies Act formed to design, build, own and operate the greenfield private sectorowned and operated airport in India. Private promoters hold a 74% stake in BIAL while the state holds the remaining 26%.

The shareholding is as follows:
Karnataka State Investment & Industrial Development Corporation – 13%, Airport Authority of India – 13%. Siemens Projects Ventures – 40%, Larsen and Toubro – 17% and Unique Zurich Airport – 17%.

Of the total cost of Rs24.70bn, 16% is equity investment, 14% is state support from GOK, 65% is debt and the remaining 5% is internal accruals or security deposits.
It is important to understand here that the state had set aside a certain amount for this project. Hence, the equity contribution by the private players had to accordingly be in the shareholding ratio, keeping the state investment amount in mind.

Regarding reports mentioned about BIAL seeking a valuation of up to $2.5 billion to raise about $200 million in equity to fund the second phase of the airport’s development, I would like to reiterate that this is not true. There have not been any talks in this regard between the shareholders.

The Karnataka chief minister spoke about negotiating with BIAL to keep HAL airport open. What is your view?
As you are aware, HAL was shut the day BIAL was operational, ie on Friday, May 24, 2008. We have always maintained that Bangalore needs a single aviation platform for both domestic and international traffic, to allow seamless transfer between domestic and international flights for passengers, cargo and efficient airline operations. All successful aviation hubs in Asia (Singapore, Kuala Lumpur, Hong Kong, Seoul) have developed out of such a single platform. Examples cited where a city has several airports (New York, London) have above 100 Mio. passengers, compared to the 10 mio of Bangalore. Since Bangalore has a strong business market and ideal location, the new airport will serve as a regional hub for South India attracting investments and businesses that will lead to significant growth and job creation. In the current scenario, Bangalore stands the chance to become a hub for south India as against Hyderabad and Chennai.

Last but not least it has to be mentioned that the concession agreement, which clearly stipulates the closure of the then-existing airport, has always anticipated a growth of the new airport. The concession agreement even indicates future expansion steps. Therefore it was always clear: When the new airport opens, the old will be closed. Thereafter the new airport has to be expanded in order to always meet the demand.

What is your expectation regarding the high-speed rail link between the city and the Bengaluru International Airport (BIA) at Devanahally. By when do you see it happening?
From a passenger and environment point of view a rail link to the airport is absolutely essential and BIAL has always maintained that. The high-speed rail link would enhance the convenience and comfort of the traveler. For exact timelines of the project, the state authorities would be better positioned to answer you.

Give us details about the low cost terminal. What kind of activity and business do you expect?
There has been a lot of speculation on this topic. While we are working on the next expansion of the airport, kindly note that nothing has been finalized yet. The work on expansion is in line with our commitment to expand the size and capacity of the airport infrastructure in line with the projected passenger and cargo growth. We will keep you informed as soon as we have some concrete plans to announce.

What is the total cost so far incurred. In the next two to three years, what is the amount set aside for the airport. How would it be funded?
The project cost of phase I currently stands at Rs24.70bn. This cost does not include the added investment of approx. Rs10bn made by the selected concessionaires. Phase II of the airport expansion which will include another runway and terminal building is expected to cost more than phase I. An intermediate expansion of the existing terminal building will cost approximately $20mn.

Source : India Infoline

Venkatesha Babu

Bangalore: Seventeen years after it was conceived, the Bengaluru International Airport became operational on the night of 24-25 May after several delays. From the day of its launch, the airport has been in the news mainly for the wrong reasons, from complaints over poor connectivity to inadequate toilet facilities. This, however, doesn’t seem to faze Albert Brunner, the soft-spoken chief executive officer of airport operator Bangalore International Airport Ltd (Bial), who has been leading the project since 2002. In an interview with Mint, Brunner responds to the criticism and controversy surrounding Bial. Edited excerpts:

Can you give us an overview of where things stand today?

We opened on the 24th of May. Whereas the first flight was perfectly fine, the first day was a disaster. We had teething problems in two areas, operation-related and infrastructure-related.

People waited for 20 minutes for the staircase to attach to the aircraft. I would be fuming if it had happened to me. They had to wait for 40 minutes for baggage, another reason to get angry. Then you had to wait for one hour to get a taxi. The reason (was that) the service provider did not get the licence for taxis. When we opened we had 89 taxis, now we have 800 taxis.

You see, the cumulation of all these things gave us a bad name. I do not want to look for excuses, we have to solve it, but most of it was not under our control. Still, we were the one to take responsibility. Infrastructure-wise, we don’t have enough toilets, we had underestimated—the layouts were bad. We have now increased the number of toilets, added area wise 45%.

When people had to get out, we needed staircases and bridge or bags to be brought out, it was the responsiblity of the ground handler who is the service provider. Unfortunately, many of the airlines wanted to do the ground handling themselves. And for a long period, they had not signed the contract with the ground handlers. At a very late stage, they said to the ground handlers: “you do it”. But neither they had trained personnel nor equipment.

Why bad blood between you and Kingfisher Airlines?

Kingfisher has always said that they want to make Bangalore their operational base. And (Kingfisher owner Vijay) Mallya has requested for additional facilities. When they complained about the problems in the first two days, they complained in a very professional way, whatever they said was very justified. And we really solved it in a professional way. In view of this, I can’t understand the bad remarks from Mallya about us. Because he has the least reasons to speak like that. He asked for a lounge, we have given him that, he has a Kingfisher bar there. Whatever he requested, we have given him. He wanted space for office, we have given it. But they are yet to begin work on it. I personally do not understand why he made such remarks.

We have offered him whatever he wanted—office space, MRO (maintenance, repair and overhaul facility). The first time he came to the airport, he may have expected a much bigger airport, which is grand. But we have always said we do not want to build a status symbol, we want a functional airport; whenever the need arises, we can increase the size. Maybe he was disappointed...

Comparison with GMR Hyderabad International Airport Ltd, which built a bigger facility relatively more smoothly?

We wanted construction of the airport (to take off) in 2002. We could begin construction around mid-2005, the time we wanted to open the airport! During the same time we had unprecedented gowth in aviation, because we had a proactive civil aviation minister who opened the skies. They allowed new airlines.

Our promoters were disappointed with the slow progress... It would have been impossible for us to go to the board to tell them that we will be building a bigger airport and we need to redesign. Nobody would invest one additional rupee for that—they never knew whether we would succeed or not. I made a new traffic study and went to the board for additional money. We had two choices—either we stop and redesign, which will result in further delay or begin construction and during construction, try as much as possible to expand the airport without delaying the opening. We increased the scope of our contractors by 70% without delaying the opening date. We went from Rs1,412 crore to Rs1,930 crore and finally we had to increase (the cost) to Rs2,470 crore because of delays.

Hyderabad, which was two or three years behind us, were carefully watching. They even copied our concession agreement and it is not a joke.

It is said within a year Bial will get full in terms of handling capacity...

(Interrupts)... It makes me angry. Even the ministry speaks about annual capacity. There is nothing called annual capacity. Peak-hour capacity (is what matters). We don’t have peak hour for 24 hours.

If airlines want to operate, when the slots are full between 6 and 8, we ask them to come the next hour and we have space. You spread the peaks over the day, if you could do that over 24 hours, then our capacity would be 24 million.

What are the indications on the past one month in terms of traffic?

Presently, we get a feeling that there is a slowdown. It may be a seasonal slowdown, it is a slow season now. But we should see how it grows. Let us assume that we have an increase of 15%, then next year we may have around 11.5-12 million, this we can handle, another 10% we can handle, then it will be a bit tight.

But for two-three years down the line, infrastructure building has to start now. Right ?

We started our planning process around nine months ago. We know, we need the second runway by 2012-13, if we continue to grow as we grow now. We need a second terminal at the same time, four years from now. Next week we’ll go to the board and give the preliminary information and three months from now, we’ll give a concrete proposal.

Is the additional investment linked to valuation and divestment of stake as there has been talk of Bial being valued at $2.5 billion (Rs10,775 crore) or more?

Fact is that we do not have revenues from domestic passengers. User development fee (UDF) is the backbone of our revenue and 80% of traffic is domestic and we don’t have revenue (from domestic traffic) for the first three months. Therefore, there is a certain reluctance (on the part of our investors for additional investment).

None of them have, however, said I am not interested in infusing additional money. None of them have ever said we (have to) go public for funding. I give you my word it has never been discussed. It could be a solution because it is cheaper than borrowing from banks but (it is only one of the solutions being considered).

What is the investment for an intermediate terminal?

We are thinking whether we need to build a functional terminal or a slightly bigger shell that can accommodate more people. It is being considered. Building should be below Rs100 crore and the apron expansion should be more... that would mean an investment of another Rs200-300 crore at least.

There is apprehension that the project is goldplated and you have not opened the books completely.

We are completely transparent. There are two representatives of Karnataka and government of India and the books are open to them.

Feeling among investors?

Initially we projected break-even in seven-and-a-half years. However, since then we had to make more investment but we also have more passengers. If we could charge the UDF, we will break even in five years. As I told you before, we need to invest further. Really, it is the (capital) appreciation of the airport, not the revenue, that makes (this project) more interesting for the investor.

Airlines are bleeding. Your outlook? Seen any cancellation of short-haul flights ?

Airlines are our customers. They are in a tight position, GoAir and Paramount have suspended one flight each. We have no indication of a slowdown for the winter schedule. In September, we will get a clear indication.

Arguments in favour of keeping the short-haul flights from the old airport and indemnifying Bial for those losses. Comments.

I feel sorry that they still come up with those arguments. You can indemnify our loss but in the long run, it is the loss of the city. The city will lose out having a strong airport and an opportunity to attract lot of international airlines and make it stronger. Airlines are already losing money. They will also lose money by (spending on) additional resources in two airports.

K. Raghu contributed to this interview.

Source : The Mint

HAL can’t handle charter flights
Monday July 7 2008

Monica Jha

BANGALORE: Despite receiving a green signal from the Ministry of Civil Aviation to operate charter flights, the HAL Airport is in no position to handle charter flights.

The reason being that the security mechanism at the HAL Airport is inadequate for the handling of take-offs and landings of charter flights. The Central Industrial Security Force (CISF) personnel, who are in charge of the security for civil airports in India, are no longer stationed there.

The CISF men, who were deployed at the HAL Airport, were shifted to the Bengaluru International Airport (BIA), Devanahalli, when it began commercial flight operations on May 24. Presently, the HAL Airport’s security is handled by the local police, who do not have the expertise required for the airport’s internal security checks, including customs and immigration/emigration. The local police are deployed just to guard the infrastructure and handle the law and order situation.

A senior CISF official told the this website’s newspaper: “The Airports Authority of India (AAI) has written to the CISF Headquarters in New Delhi, asking them to deploy CISF personal at the HAL Airport. The Bureau of Civil Aviation Security (BCAS) had recommended a joint survey by AAI and CISF to identify the security needs and the number of personal required. However, the CISF Headquarters has not yet responded.’’

“The HAL Airport will need at least 100 CISF personnel to handle charter flights. The local police is not good enough for airport security,’’ the officer said. A licence from BCAS is mandatory for anyone to be deployed for security checks at an airport and the CISF is the authorised agency for the job.

Once the HAL Airport starts charter flight operations, it will handle five to six charter flights per day.

Flight diverted

Recently, an international charter flight that was supposed to land at HAL Airport was forced to land at BIA, as the former did not have CISF personnel or the necessary security checks and immigration in place.

Source : The New Indian Express

Hemanth C S

BANGALORE: The city was once considered the ‘Aviation Hub of India’ and the host for aviation-related events and exhibitions, due to its proximity to various state-owned aeronautical organisations, like Hindustan Aeronautics Limited, National Aerospace Laboratories and other agencies.

However, today it is no longer the preferred choice for such events, as two of the country’s biggest civil aviation events and exhibitions are being held at other cities. Aerodrome India, an international exhibition and seminar for airport-related activities, whose inaugural edition was held in Bangalore in 2005, has moved out of the city, with its subsequent editions being held at New Delhi.

Now, India Aviation, the first international exhibition on the civil aviation sector, which will be held this Oct, will not be associated with Bangalore. Instead, Hyderabad will play host.

The exhibition, being organised by the Ministry of Civil Aviation, will be held at the Hyderabad Airport in Begumpet, which stopped commercial flight operations following the inauguration of the Rajiv Gandhi International Airport in Shamshabad earlier this year.

"India Aviation 2008 will be the first event on civil aviation in India to be hosted at an airport. The show will be hosted at the Hyderabad Airport. Hyderabad has a strong presence of IT companies and star hotels, which will make the participants’ stay a comfortable one," say the organisers.

They have complained in the past about the absence of proper infrastructure and sufficient accommodation facilities in Bangalore. The organisers of Aerodrome India, citing infrastructure constraints, had decided to hold the exhibition in Pragathi Maidan, New Delhi, after hosting the inaugural edition at Palace Grounds, Bangalore.

Wing Commander and former chairman of the Aeronautical Society of India AE Patrawalla said that poor infrastructure and road connectivity were the reasons why event organisers were opting for places apart from Bangalore.

"Travelling takes too much time in Bangalore. With the new airport, there is only more trouble in store until road connectivity improves. The organisers have made the right move by hosting the show at an airport," he added.

Source : The New Indian Express

BIA runway may be on course
DH News Service, New Delhi:

In a relief to the Bengaluru International Airport Limited (BIAL), the Directorate General of Civil Aviation (DGCA) has rejected the defence ministry objections to the direction of the second runway of the Devanahalli aerodrome.

After holding meetings with the parties concerned as directed by the Union cabinet secretary, the DGCA has concluded that the BIAL should be allowed to construct the second runway, as planned, to the south of the existing runway and observed that both the BIAL and the Flying Training School of the Indian Air Force at Yelahanka can “co-exist”.

A final decision in this regard is to be taken by the cabinet secretary.

The IAF had raised safety concerns if the second runway goes as planned, as it said the lateral separation between the existing runway at BIA and the nearby Flying Training School at Yelahanka would be too close for comfort.

The meetings were convened following objections from the IAF which demanded that the second runway be constructed either to the north or the east of the present runway as it restricted the flight operations its trainee pilots.

The DGCA, in its report submitted last month, has upheld the contentions of the BIAL and Karnataka government. The airport operator had asserted that it cannot change the alignment now as the master plan including the second runway, was given a no-objection certificate by the defence ministry itself in 2004.

The State government had conducted a survey of the land to the eastern and northern side and found that they cannot be acquired as the area contained reserve forests and water bodies.

‘Move to Bidar’
Informed sources told Deccan Herald here on Saturday that the DGCA favoured the IAF to consider the proposal of the State government to shift part of the Yelahanka operations to the Bidar airport.

“The IAF can consider the option of developing the Bidar airport for their training purposes. The State government is willing to support IAF in developing the Bidar airport.”

Another recommendation was that the IAF should give due consideration to use the defence airfield at HAL which will have reduced traffic after the closing of civil flights and can thereby accommodate the demands of IAF training flights.

Biennial air show
On the issue of the biennial “air show” at Yelahanka as raised by the IAF, the report favoured “flexi-air space” between the civilian and military authorities by temporary assignment of additional airspace to Yelahanka and/or restructuring the flying activities at BIA at that time.

Referring to the observation of the Airports Authority of India that the second runway at BIA cannot be put to optimum use because of the airspace constraints, the DGCA is understood to have said that the same can be worked out by AAI with the introduction of RNP/RNAV (required navigation performance and area navigation) arrivals and approaches and by using both runways for take off and landing to achieve optimum utilisation to the extent possible in coordination with the Yelahanka school.

Source : The Deccan Herald

BIA, HAL dispute carries on
Saturday July 5 2008

Monica Jha

BANGALORE: The latest survey conducted by the Airports Authority of India (AAI), on the passenger handling capacity of the two airports in Bangalore, indicates that there is just a minor difference in the capacities of the two airports, contrasting BIAL's claims.

The annual capacity of the HAL Airport has been found to be 6.5 million for domestic and 1.5 million for international passengers, the total capacity of the airport being 8 million.

However, the HAL Airport, if used only for domestic flight operations, can handle 9 million passengers per annum, the report says.

The capacity of Bengaluru International Airport (BIA) is reported to be 9.87 million. The annual air passenger traffic in Bangalore for 2007-08 was 10.12 million, more than BIA's reported capacity.

Earlier, Bangalore International Airport Limited (BIAL) had told the High Court that the actual capacity of the HAL Airport is 3.5 million, whereas that of BIA is 14 million.

The BIA website, on the other hand, reads: 'The current airport infrastructure is designed to handle over 11 million passenger movements annually.'

BIAL has been maintaining that BIA has the capacity to handle Bangalore’s air traffic and that the city does not need two airports.

BIAL, reportedly, has written to the Ministry of Civil Aviation to register its disagreement on the reported capacity of both the airports.

However, the difference in the reported capacities of the old and the new airport has raised many eyebrows.

The main reason for developing a Greenfield airport (BIA) in Bangalore was the capacity constraints of the existing (HAL) airport. HAL Airport was closed for commercial operations with BIA's commissioning on May 24 this year.

Doubts about the capacity of the new airport, therefore, raises questions about BIA's exclusive status in Bangalore. In view of the report, the new airport does not seem to be capable of coping with the growing air traffic in Bangalore, while the infrastructure at the HAL Airport is not being used efficiently.

Earlier, the HAL Airport, the people and the industries had suggested many options (domestic/ short haul/ small aircraft) to retain commercial operations at HAL Airport.

The High Court of Karnataka and the Supreme Court have also given directions about exploring the possibilities of renegotiations between BIAL and the Ministry of Civil Aviation, on keeping HAL Airport open for commercial operations.

Source : The New Indian Express

Air Force opposes BIAL plan on second runway
Ravi Sharma

It has been thought of south of the existing runway

The runways at AFS Yelahanka and BIA are parallel to each other
Air Force has no objection to a runway being built to the north of the existing one

BANGALORE: The Air Force has strongly objected to the plans of the Bangalore International Airport Limited (BIAL), the holding company that has built the Bengaluru International Airport (BIA) at Devanahalli, to build a second runway south of the existing one.

In presentations made in New Delhi by the Assistant Chief of Air Staff (Operations) and an officer from the operations wing of Air Headquarters’ Air Traffic Control on June 16 and 25 respectively, the Air Force has stressed that a runway south of the existing one would drastically reduce the lateral separation between the flight paths of aircraft taking off and landing at Devanahalli and those from the Air Force’s premier training establishment, Air Force Station (AFS) Yelahanka.

During the presentations, which were made to the Cabinet Secretary and the Secretary (Coordination) respectively and included representatives from the BIAL and the Airports Authority of India, the Air Force has also said that it has no objection to a runway being built to the north of the present runway at Devanahalli.

The runways at AFS Yelahanka and BIA are parallel to each other with a lateral separation of around 3 nautical miles between them; a runway 1.5 km to the south will reduce this separation to 2 nautical miles. While the number of flight movements from BIA is around 160 per day, movements out of AFS Yelahanka, including those undertaken by pilots of the helicopter training school, counts to an average of 400.

Speaking to The Hindu Air Marshal V.R. Iyer, Air Officer Commanding-in-Chief, Training Command, Air Force, said that a runway built south of the present one could jeopardise flight safety, and result in training activities at AFS Yelahanka coming to a standstill. “Currently, a good level of co-existence between the two airports has been worked out with only minor delays in flight movements. And crucially there is a safe distance between the flight paths from the two runways. But a runway to the south would result in the lateral separation between the flight paths from the two airports reducing drastically, resulting in the triggering off of the collision warning indicator.”

Explaining the Air Force’s position, Air Marshal Iyer said that with the first meeting proving inconclusive, the Cabinet Secretary had after stating that the issue was a delicate one, referred it to the Secretary (Coordination). With that meeting as well being inconclusive it had been referred back to the Cabinet Secretary.

“A runway to the South will result in AFS Yelahanka having to close down its flying activities. We usually have around 30 transport pilots and a sizeable number of helicopter pilots undergoing training at the station,” Air Marshal Iyer added.

The Air Marshal also termed as impractical suggestions that the Air Force shift some of its flying to the HAL airport.

© Copyright 2000 - 2008 The Hindu