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PRE-FEASIBILITY REPORT

For the Expansion of Lucknow Airport in

Respect of Construction of New Integrated

Terminal Building at Amausi, Lucknow,

Uttar Pradesh.

Environment Consultant:

Greencindia Consulting Private Limited,

NCR, Ghaziabad, UP(NABET/EIA/1013/034)

Project Proponent:

AIRPORTS AUTHORITY OF INDIA, LUCKNOW

Table of Content For the Expansion of New Integrated Terminal Building of Lucknow

International Airport at Amausi, Lucknow, Uttar Pradesh.

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Table of Contents

S. No. Details Page No.

E. Executive Summary E-I – E-VI

1. Introduction 1-1 - 1-8

1.1 Background 1-1

1.2 Project Proponent 1-2

1.3 Type of Project 1-3

1.4 Airport Sector Profile 1-3

1.5 Air Connectivity Pattern 1-4

1.6 Need of The Project 1-5

1.7 Employment Generation 1-7

1.8 Structure of The Report 1-7

2. Project Description 2-1 – 2-21

2.1. Introduction 2-1

2.2. Types of Project 2-1

2.3. Location & Linkage 2-1

2.4. Site Selection & Alternatives 2-2

2.5. Project Magnitude 2-4

2.6. Description of The Proposed Project 2-4

2.6.1 Civil Works: 2-4

2.6.2 Car Parking 2-5

2.6.3 Demolition Work: 2-6

2.7. Construction Material 2-6

2.8. Resource Optimization 2-7

2.8.1 Water Saving Practices And Reduction 2-7

2.8.2 Water Use Reduction 2-10

2.8.3 Domestic Use for 24 Hours 2-10

2.8.4. Water Conservation In Landscaping 2-11

2.8.5. Water Use During Construction 2-13

2.9. Water Requirement & Supply 2-14

2.9.1 Water Source & Demand 2-14

2.10. Wastewater Generation and Treatment 2-18

2.11. Power Requirement & Supply 2-19

2.12. Solid Waste Management 2-20










2.13. Fire Safety 2-20

2.14. Electrical Systems 2-20

2.15. Noise and Vibration Controls 2-21

3. Site Analysis 3-1 – 3-8

3.1 Introduction 3-1

3.2 Location & Connectivity 3-1

3.3 Physiography 3-1

3.4 Hydrogeology 3-1

3.5 Ground Water Status 3-2

3.6 Land Ownership 3-2

3.7 Topography 3-2

3.8 Existing Land Use Pattern 3-3

3.9 Existing Infrastructure 3-3

3.10 Geology & Soil 3-3

3.11 Meteorology & Climatology 3-4

1.1.1. Climatic Condition (30-Years IMD Data) 3-4

3.12 Seismicity 3-6

3.13 Wind Hazard 3-7

3.14 Social Infrastructure 3-8

4. Planning Consideration 4-1 – 4-8


4.2 Planning Concept 4-1

4.3 Existing Features of Lucknow Airport 4-2

4.3.1. Terminal Building 4-2

4.3.2. Runway Orientation 4-2

4.3.3. Runway Length 4-2

4.3.4. Runway Geometry 4-2

4.3.5. Taxiway 4-3

4.3.6. Apron 4-3

4.3.7. Isolation Bay 4-3

4.3.8. Pavement 4-3

4.3.9. Parking Space 4-4

4.3.10. DVOR 4-4










4.3.11. Perimeter Road/ Boundary Wall 4-4

4.3.12. Security Watch Tower 4-4

4.3.13. Fire Station 4-4

4.4 Civil Works for Expansion 4-4

4.4.1. Passenger Terminal Building 4-4

4.4.2. Departure Area 4-5

4.4.3. Security Hold Area 4-5

4.4.4. Food & Beverage Area 4-5

4.4.5. Arrival Area/ Baggage Claim Area 4-5

4.4.6. Common Concourse Area 4-5

4.4.7. Parking Area 4-6

4.4.8. Dismantling Works 4-6

4.5 Miscellaneous Civil Works 4-6

4.5.1. Electrical and Mechanical Works 4-7

4.5.2. Airport System 4-7

4.5.3. Support Amenities 4-7

5. Proposed Infrastructure 5-1 – 5-5

5.1 The Plan 5-1

5.2 Details of Proposed Infrastructure 5-1

5.2.1 Passenger Terminal Building 5-1

5.2.2 Departure Area 5-2

5.2.3 Security Hold Area 5-2

5.2.4 Duty Free/ Retail Area 5-2

5.2.5 Food & Beverage Area 5-2

5.2.6 Arrival Area/ Baggage Claim Area 5-2

5.2.7 Common Concourse Area 5-3

5.2.8 Parking Facilities 5-3

5.2.9 Dismantling Works 5-3

5.2.10 Miscellaneous Civil Works 5-3

5.2.11 Electrical And Mechanical Works 5-4

5.2.12 Airport System 5-4

5.2.13 Support Amenities 5-5

6. Rehabilitation & Resettlement Plan 6-1 – 6-1











7. Project Schedule & Cost Estimates 7-1 – 7-3


7.2 Quantities 7-1

7.3 Rates 7-1

7.4 Contingencies 7-2

7.5 Works Tax 7-2

7.6 Labour Cess 7-2

7.7 Service Tax on Construction Cost 7-2

7.8 Project Management Costs 7-2

7.9 Price Escalation / Variation 7-2

7.10 Costs not Included 7-2

7.11 Financial Analysis 7-2

8. Final Recommendations 8-1 – 8-2









List of Tables

Table No. Details Page No.

Table E 1: Details of Site Location E-ii

Table 1 1: Passenger handles at major airports in India (in millions) 1-4

Table 1 2: Aircraft Movements of Lucknow Airport 1-6

Table 1 3: Passengers Movements at Lucknow Airport 1-6

Table 1 4: Passengers Movements at Lucknow Airport 1-6

Table 1 5: Freight Details of Lucknow Airport 1-6

Table 2 1: Details of Site Location 2-1

Table 2 2: Standards for Drinking Water as per BSI 2-9

Table 2 3: Standards for Drinking Water as per CPCB 2-9

Table 2 4: Estimation for Domestic Use Water Reduction 2-11

Table 2 5: Estimated Saving of Water 2-12

Table 2 6: Estimated of Water Requirement during Non- Rainy Season 2-16

Table 2 7: Estimated of Water Requirement during Rainy Season 2-17

Table 2 8: Design Characteristics of treated and Untreated Effluent 2-19

Table 3 1: Climatological data as per IMD Lucknow (Amausi) 1971–2000 3-4

Table 4 1: Categories of Aerodrome based on Aero-plane Reference Field Length 4-1

Table 4 3: Categories of Aerodrome based on Wing Span & Outer Main Gear

Wheel Span

4-1

Table 4 3: Dimension of various parameters of Proposed Airport 4-2

Table 4 3: Dimension of various parameters of Proposed Airport 4-2

Table 7 1: Cost estimation for the Proposed Development 7-1









List of Figures

Figure No. Details

Figure E.1 : Proposed Airports in Uttar Pradesh

Figure 1.1 : Proposed Airports in Uttar Pradesh

Figure 1.2 : Air Connectivity Pattern in India & Across India

Figure 2.1 : Site Location

Figure 2.2: Coordinates of Site

Figure 2.3: Project Layout

Figure 2.4 : Water Flow Chart during Non-Rainy Season

Figure 2.5 : Water Flow Chart during Rainy Season

Figure 3.1 : Summer Wind Pattern

Figure 3.2 : Annual Wind Pattern

Figure 3.3 : Seismicity of Proposed Project (Uttar Pradesh)

Executive Summary

PRE-FEASIBILITY REPORT FOR THE EXPANSION OF NEW INTEGRATED TERMINAL BUILDING OF LUCKNOW

INTERNATIONAL AIRPORT AT AMAUSI, LUCKNOW, UTTAR PRADESH.

PROJECT PROPONENT

AIRPORTS AUTHORITY OF INDIA,

LUCKNOW, U.P.

PAGE NO:

E-I

ENVIRONMENT CONSULTANT

GREENCINDIA CONSULTING PRIVATE

LIMITED NCR, GHAZIABAD

E. Executive Summary

INTRODUCTION:

Lucknow airport belongs to Airport Authority of India (AAI). Lucknow airport has already been

developed as one of the model airports by AAI to cater for operation of wide-bodied aircraft in all

weather conditions. Regionally this is a major airport in Northern India. It serves as the primary civilian

aviation hub for the metropolitan area of the cities of Lucknow and Kanpur. The airport is served by

many international and domestic carriers. This is possibly the second busiest airport in north India after

Delhi (and one of the first ten airports from the 35 Non-metro airports to be upgraded as per policy of

Govt. of India).

Lucknow is the largest city of the state of Uttar Pradesh, India. A major metropolitan city of India and

largest city in Uttar Pradesh, Lucknow is the administrative headquarters of the eponymous District and

Division and the capital of the state of Uttar Pradesh. Lucknow is popularly known as the City of

Nawabs. It is also known as the Golden City of the East, Shiraz-e-Hind and the Constantinople of India.

It is the third largest city in north, east and central India after Delhi and Kolkata and the second largest

city in north and central India after New Delhi. The Lucknow has always been known as a multicultural

city that flourished as a North Indian cultural and artistic hub and the seat of power of Nawabs in the

18th and 19th centuries. It continues to be an important center of governance, administration, education,

commerce, aerospace, finance, pharmaceuticals, technology, design, culture, tourism, music and

poetry.

Lucknow sits on the northwestern shore of the Gomti River. Hindi is the main language of the city and

Urdu is also widely spoken. Lucknow is the center of Shia Islam in India with the highest Shia Muslim

population in India. It is accessible from every part of India by air, rail and road.

The proposed project is a modernization/expansion project of domestic airport at Amausi, Lucknow,

Uttar Pradesh. Existing Lucknow airport is spread over an area of 1261.18 acres/ 510.38 Ha of land

which acquired by AAI. A total 0f 69.37 acres/ 28.07 Ha of land will be utilized for the modernization

project.



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LUCKNOW, U.P.

PAGE NO:

E-II




Figure E-1 : Proposed Airports in Uttar Pradesh

The proposed airport is located adjacent to Lucknow in North Direction at Adjacent. The details of

location of the airport are given in Table E.1.

Table Error! No text of specified style in document.-1: Details of Site Location

Description Details

Project Site Guraura, Aurangabad Zagir & Bhaktikhera in Lucknow Tehsil

Location Amausi, Lucknow, Uttar Pradesh

Coordinates Points Latitude Longitude

A 26°46'31.0"N 80°52'53.1"E

B 26°46'08.0"N 80°53'36.7"E

C 26°45'45.3"N 80°53'36.6"E

D 26°45'45.9"N 80°54'40.9"E

E 26°45'40.9"N 80°54'53.0"E

F 26°45'37.3"N 80°54'52.9"E

G 26°45'21.7"N 80°54'10.1"E

H 26°45'04.2"N 80°53'01.0"E



PROJECT PROPONENT


LUCKNOW, U.P.

PAGE NO:

E-III




Description Details

I 26°44'59.3"N 80°52'33.4"E

J 26°45'34.9"N 80°52'00.3"E

K 26°45'40.3"N 80°52'00.3"E

Total Area in hectares Existing Airport: 1261.18 acres & For Expansion: 69.37 acres (The land for development is already available with the airport)

Access Road National Highway-25, Adjacent.

District Headquarter Lucknow 10.6 km

Nearest Town Lucknow - Adjacent

Nearest Railway Station Amausi Railway Station – 2.8km

Nearest Airport Lucknow Airport- Adjacent

Interlinked Project This is independent project. Neither the proposed project nor other project/s are directly or indirectly linked and/or related to this project

Source: (i) Primary Survey and Site visit, Greencindia Consulting Private Limited, NCR, Ghaziabad; (ii) Toposheet

no.63 B/9, 63 B/10, 63 B/13, 63 B/14, 63 F/1 & 63 F/2 Survey of India, Government of India.

The airport is existing & AAI is proposing the new terminal building & operating facilities after demolition

of terminal-1 & other facilities. The airport was constructed in 1986 to facilitate and operate

passengers. With an increasing number of passengers, AAI decided to upgrade the airport. On 17 July

2008, the Government of India officially renamed it Chaudhary Charan Singh Airport. It was granted

international status in May 2012.

Lucknow Airport, previously called Amausi International Airport is now renamed as Chaudhary Charan

Singh International Airport. It was constructed with the purpose of facilitating VVIPs; it was only in 2005

when the AAI took decision to upgrade the Airport owing to increased number of passengers and also

because of introduction of private operators in the sector.

A new terminal, equipped with latest technology, at Lucknow's Chaudhary Charan Singh Airport is

operative since June 2, 2012. It is being used both for arrivals and departures of domestic and

international flights. The new terminal is a three-tier building which can accommodate around 650

passengers at a time.

EXISTING FACILITIES:

Terminal Building of T1: 8,965 Sq. m & T2: 20,850 Sq. m area.

Runway of dimension 2742 m x 45 m suitable with orientation 09/27.

Runway Strip: 2862 mx150m.

RESA: At 09 End- 90 mx150 m & at 27 End- 115 mx150 m.



PROJECT PROPONENT


LUCKNOW, U.P.

PAGE NO:

E-IV




Apron size of 745 m x 150 m suitable for parking 14 Nos. Parking ways (12 Nos. of C Types

Aircraft+02E-Type Aircraft) & VIP Apron for 03 parking ways for King Air Type Aircraft.

Isolation Bays: 61 m x61 m

a) Taxi-A for VIP Apron-520 mx23 m, b) Taxi B&C-207 mx23 m, c) Taxi D 245 mx23 m, d) Taxi

e-223 m x23 m, e)Lima Taxi -88 mx23 m (for joining Main Apron &VIP Apron), f) Taxi M for

Isolation bay 61 mx23 m.

Perimeter Road/ Boundary Wall: Approximately 10475 m.

Fire Station- CAT –VIII

Car park: T1- 250 vehicles, T2- 350 vehicles+10 buses.

STP (Sewage Treatment Plant): Running Capacity of STP is 160 KLD. Capacity at TB-1 & TB-

2(SBT based green technology)

PROPOSED FACILITIES:

Construction of a new centrally air-conditioned Modular Integrated Terminal Building of

1,00,000.00 Sq. m (excluding 20,000 Sq. m Basement area).

Construction of multilevel car park for at least 1500 cars and surface parking for VIP cars

&10 buses, Separate car I scooter park area for AAI and airlines staff at appropriate

location.

Development of four-lane vehicular road from Terminal Building/ Car parking with canopy

covering two lanes in front of the Terminal Building on the city side and connecting the main

approach road to the city.

Provision of water supply pumping arrangement system, Water Filtration, water cooler &

R.O/U.V. Filters, Sewage Treatment Plant (STP), Effluent Treatment Plant (ETP) as per

norms and as per site conditions.

Sub-station, AC plant room and related service facilities. Provision should be made for the

AC Plant Room vertical through AHU rooms, backup generators for essential services etc.

in the lower ground floor.



location. Multilevel Car Parking to be made for retailer in car parking area & it has to be



PROJECT PROPONENT


LUCKNOW, U.P.

PAGE NO:

E-V




developed on Built & Operate System and shall include its space planning and mode/for its

operations.

MISCELLANEOUS FACILITIES:

Airport Director's office with associated office space, Conference hall, Retiring rooms, toilet for

staff to be provided.




Provision of VIP/ CIP lounges, provision of adequate number of chairs, furniture, furnishings

etc. in the departure lounge common concourse, check-in area, security hold area and arrival

lounge.

Provision of water supply pumping arrangement system, Water Filtration, water cooler & R.O/

U.V. Filters, Sewage Treatment Plant (STP), Effluent Treatment Plant (ETP) as per norms and

as per site conditions.

Sub-station, AC plant room and related service facilities. Provision should be made for the AC

Plant Room vertical through AHU rooms, backup generators for essential services etc. in the

lower ground floor.

Dismantling of terminal Building (T1), AC plant room, CCR hall, Substation, Existing Cargo

Building etc. falling the location of the propose Terminal Building and reconstruct the AC plant

room, CCR hall and Substation in the service area with adequate capacities considering the

overall demand.

ELECTRICAL WORKS & OTHER EQUIPMENTS/SERVICES:

Internal and external electrification for Terminal Building Complex, associated buildings, Car

Park & roads.

Augmentation of main power supply, Substation Equipment, DG Sets for Secondary Power

supply and associated ancillary buildings.

Provision of central air-conditioning & ventilation (HVAC) system & BMS for new terminal

building.

Provision of conveyor belts with In-line X-ray inspection System and other equipment at

departure area and inclined carousels at arrival hall.



PROJECT PROPONENT


LUCKNOW, U.P.

PAGE NO:

E-VI




Provision of fire detection & alarm system, provision for fire hydrants and water sprinklers

system as per standards along with fire extinguishers.

Escalators & Elevators with matching staircase.

Provision of Passenger Boarding Bridges (PBB) for the specified parking stands.

Provision of automatic sliding doors at exit and entry points of terminal.

COMMUNICATION, NAVIGATION & SURVEILLANCE (CNS) PLANNING WORKS:

Public address system and car calling system.

Surveillance Close circuit TV system (SCCTV) and provision of adequate number of close

circuit TV monitors, in the Security Control Room, Terminal Manager Room, APD Office etc.

Provision of Flight Information Display System (FIDS) with adequate number of Display Devices

in departure, arrival and security hold area for passenger facilitation.

Provision of adequate number of X-ray machines for scanning Registered Baggage (RB) I

Hand Baggage (HB), including provision of required number of ETDs, DFMDs & HHMDs, as

per BCAS norms.

Provision of adequate no. of VHF FM Sets (Walkie-Talkie, Base Stations & Mobile Stations).

Provision of Telephone Exchange I digital EPABXI IP EPABX system for Terminal Building including

telephone intercom instruments, wiring etc.

DEMOLITION WORK:

The demolition of old terminal building, power house, CCR room, cargo complex, cafeteria, AC plant

room & toilets are proposed. Due to this demolition, approx. 1,50,000 m3 debris will be generated which

will be disposed off by scientific method as per norms.

PROJECT COST:

The proposed completion schedule for the project is 6 month. The estimated cost of the project is

1,230.00 crores.

INTRODUCTION

Pre-Feasibility Report For the Expansion of New Integrated Terminal Building of Lucknow





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11.. IINNTTRROODDUUCCTTIIOONN

1.1 BACKGROUND

Lucknow airport belongs to Airport Authority of India (AAI). Lucknow airport has already been

developed as one of the model airports by AAI to cater for operation of wide-bodied aircraft in all

weather conditions. Regionally this is a major airport in Northern India. It serves as the primary civilian

aviation hub for the metropolitan area of the cities of Lucknow and Kanpur. The airport is served by

many international and domestic carriers. This is possibly the second busiest airport in north India after

Delhi (and one of the first ten airports from the 35 Non-metro airports to be upgraded as per policy of

Govt. of India).

Lucknow is the largest city of the state of Uttar Pradesh, India. A major metropolitan city of India and

largest city in Uttar Pradesh, Lucknow is the administrative headquarters of the eponymous District and

Division and the capital of the state of Uttar Pradesh. Lucknow is popularly known as the City of

Nawabs. It is also known as the Golden City of the East, Shiraz-e-Hind and the Constantinople of India.

It is the third largest city in north, east and central India after Delhi and Kolkata and the second largest

city in north and central India after New Delhi. The Lucknow has always been known as a multicultural

city that flourished as a North Indian cultural and artistic hub and the seat of power of Nawabs in the

18th and 19th centuries. It continues to be an important center of governance, administration, education,

commerce, aerospace, finance, pharmaceuticals, technology, design, culture, tourism, music and

poetry.

Lucknow sits on the northwestern shore of the Gomti River. Hindi is the main language of the city and

Urdu is also widely spoken. Lucknow is the center of Shia Islam in India with the highest Shia Muslim

population in India. It is accessible from every part of India by air, rail and road.

Lucknow, along with Agra and Varanasi, is one of the 3 cities in the Uttar Pradesh Tourism's Heritage

Arc, which is a chain of survey triangulations created by the Government of Uttar Pradesh to boost

tourism in the state. Chaudhary Charan Singh International Airport is an airport serving Lucknow and

Uttar Pradesh in India. It is situated in Amausi in the city of Lucknow, India and is named after

Chaudhary Charan Singh, the 5th prime minister of India. It is the 12th busiest airport in India and is

also the second busiest and largest in North and Central India after IGI airport Delhi.






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Figure 1-1 : Proposed Airports in Uttar Pradesh

1.2 PROJECT PROPONENT

The Government of India constituted the International Airports Authority of India (IAAI) in 1972 to

manage the nation's international airports while the National Airports Authority was constituted in 1986

to look after domestic airports. The organizations were merged in April 1995 by an Act of Parliament

and was named as Airports Authority of India (AAI). This new organization was to be responsible for

creating, upgrading, maintaining and managing civil aviation infrastructure both on the ground and air

space in the country.

It also manages a total of 125 Airports, including 18 International Airports, 7 Customs Airports, 78

Domestic Airports and 26 Civil Enclaves at Military Airfields. AAI also provides Air Traffic Management

Services (ATMS) over entire Indian Air Space and adjoining oceanic areas with ground installations at

all Airports and 25 other locations to ensure safety of Aircraft operations.

AAI has four training establishments viz. The Civil Aviation Training College (CATC) at Allahabad,

National Institute of Aviation Management and Research (NIAMAR) at Delhi and Fire Training Centers

(FTC) at Delhi & Kolkata. An Aerodrome Visual Simulator (AVS) has been provided at CATC and non-

radar procedural ATC simulator equipment is being supplied to CATC Allahabad and Hyderabad

Airport. AAI has a dedicated Flight Inspection Unit (FIU) with a fleet of three aircraft fitted with flight






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inspection system to inspect Instrument Landing Systems up to Cat-III, VORs, DMEs, NDBs, VGSI

(PAPI, VASI) and RADAR (ASR/MSSR).

1.3 TYPE OF PROJECT

The proposed expansion of Lucknow Airport new integrated terminal building is in existing Lucknow

Airport spread over an area of 1261.18 acres/ 510.38 Ha and an area of 28.07 Ha./ 69.37 acres to be

constructed for Proposed Terminal Building and other expansion. The proposed project falls in

Category 7(a) of the Schedule vide EIA notification 2006 amended to date involving preparation of

Environment Impact Assessment study and Environment Management Plan. However general

condition is not applicable to this project. This project is independent and is not linked with other

projects’ which may attract directly or indirectly any provisions of schedule of EIA notification 2006

amended to date.

As per current traffic data, the domestic passengers handled are 2 million for domestic (2014-15) and

0.47 million for international (2014-15). The above building capacity are saturated, therefore it is

proposed to build a new integrated passenger terminal building to cater to the passenger's

convenience in future growth of Lucknow airport.

1.4 AIRPORT SECTOR PROFILE

India’s transformation from an agrarian economy to an urbanized one is an inevitable consequence of

GDP growth led by service sector and saturation of agricultural productivity. Air connectivity can ensure

integration of such urbanizing areas with the rest of the country and national economy. Development of

appropriate connectivity between robust urban agglomerations could check the influx of migrants to

large metro and provide for more balance regional development.

The civil air transport network has been called the Real World Wide Web. It has been observed that the

improvement in air connectivity has brought tremendous benefits to users of air transport services by:

Reducing time spent in transit,

Increasing the frequency of service,

Allowing for shorter waiting times and better targeting of departure and arrival times;

Improving the quality of service, such as reliability, punctuality and quality of the travel

experience.

Air traffic in India has increased over last five years. The compound annual growth rate (CAGR) of total

aircraft movement was 3.3% and of passengers 5.6% during year FY-2011 to FY-2014. Globally,

Indian civil aviation is ninth market. It stands fourth in domestic passenger volume.






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Improvements in connectivity will effectively contribute to the economic performance of the wider

economy through enhancing its overall level of productivity. Table 1.1 shows the quantum of

passengers handle at major airports in India in last few years.

Table 1-1: Passenger handles at major airports in India (in millions)

Sl. No. Airports City State 2012-13 2013-14 2014-15

1. Delhi International Airport Limited

Delhi Delhi 34.4 36.9 41.0

2. Chhatrapati Shivaji International Airport

Mumbai Maharashtra 30.2 32.2 36.6

3. Chennai International Airport Chennai Tamil Nadu 12.8 12.9 14.3

4. Kempegowda International Airport

Bangalore Karnataka 12.0 12.8 15.4

5. Netaji Subhash Chandra Bose International Airport

Kolkata West

Bengal 10.1 10.1 10.9

6. GMR Hyderabad International Airport Limited

Hyderabad Telangana 8.4 8.8 10.5

Source: Airports Authority of India

1.5 AIR CONNECTIVITY PATTERN

In India, with its geographical spread interspersed with deserts, seas, forests and hilly terrain, regional

and remote area air connectivity can play a crucial role in this context. Establishing or relying on railway

/ road networks for connecting such parts of the country may not be time effective or even viable

(technically /financially).

Also, while railway and road networks may be viable connectivity options to other parts of the country

(not impacted by issues of terrain, security, etc.); air connectivity provides a key advantage in terms of

time saving.

The routes connecting Tier-2 towns / cities to Tier-3 towns / cities 1, only constitute about 7% of the air

transport market in India in terms of seat deployment. While routes can be configured innumerous

ways in terms of combination of frequencies, timing of the flights and aircraft sizes, a number of these

routes are likely to witness traffic that can be better serviced using small aircraft such that the aircraft

could be optimally utilized over the day as well as achieve viable PLF.






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Figure 1-2 : Air Connectivity Pattern in India & Across India

1.6 NEED OF THE PROJECT

As per current traffic data the domestic passengers handle are 2 million for domestic (2014-15) and


proposed to build a new integrated passenger terminal building to cater to the passengers’’

convenience in future growth of Lucknow Airport.






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There is growth of 23.9% in international passenger and 27.4% in domestic passenger reported by

authority of Lucknow Airport. To handle this much of influx of passenger the AAI Lucknow proposed to

construct a new integrated terminal building foe the existing Lucknow Airport.

The traffic details of Lucknow Airport showing in Table 1.2, 1.3, 1.4 & 1.5.

Table 1-2: Aircraft Movements of Lucknow Airport

Description Aircraft Movements (In Numbers)

Arrival Departure Total

International

Scheduled 1,446 1,436 2,882

Non Scheduled 73 72 145

Totals 1,519 1,508 3,027

Domestic

Scheduled 7,961 7,985 15,946

Non Scheduled 1,921 1,908 3,829

Totals 9,882 9,893 19,775 Source: Airports Authority of India, Lucknow

Table 1-3: Passengers Movements at Lucknow Airport

Category

Aircraft Movements (in No.)

For the month For April to December

December

2015

December

2014

%

Change 2015-16 2014-15

%

Change

International Passenger 55,473 43,687 27.0 4,26,125 3,43,799 23.9

Domestic Passenger 2,32,972 1,83,229 27.1 19,70,069 15,45,804 27.4

Source: Airports Authority of India, Lucknow

Table 1-4: Passengers Movements at Lucknow Airport

Description Passengers (In Numbers)

Dis Emb. Emb. Transit (Dom) Transit (Int) Total

International

Scheduled 2,27,756 2,42,766 34 0 4,70,556

Non Scheduled 1,621 2,070 6 1 3,698

Totals 2,29,377 2,44,836 40 1 4,74,254

Domestic

Scheduled 10,30,981 10,23,212 37,100 0 20,91,293

Non Scheduled 9,090 9,018 173 0 18,281

Totals 10,40,071 10,32,230 37,273 0 21,09,574 Source: Airports Authority of India, Lucknow

Table 1-5: Freight Details of Lucknow Airport

Description Cargo (Tonnes) Mail (Tonnes)

Un Loaded Loaded Total Un Loaded Loaded Total

International






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Description Cargo (Tonnes) Mail (Tonnes)

Un Loaded Loaded Total Un Loaded Loaded Total

Scheduled 146.147 1,314.548 1,460.695 0.49 3.444 3.934

Totals 146.147 1,314.548 1,460.695 0.49 3.444 3.934

Domestic

Scheduled 1499.62 1,900.359 3,399.979 326.998 102.15 429.148

Non Scheduled 9.543 12.901 22.444 1 0.332 1.332

Totals 1,509.163 1,913.26 3422.423 327.998 102.482 430.48 Source: Airports Authority of India, Lucknow

1.7 EMPLOYMENT GENERATION

The direct employment during construction phase in proposed project will be 200-300 skilled, unskilled

and professional workforce including temporary and permanent employees shall be required. These

workforces shall be hired locally in order to generate the employment to the local people. While during

the project operation stage for the purposes of day-today professional and maintenance works about

2000 staff is existing in the airport which is sufficient for operation.

1.8 STRUCTURE OF THE REPORT

The report is divided into seven chapters excluding this chapter, the details of which are summarized

below:

Chapter 2: Project Description- This chapter discusses the layout drawing and design considerations

for construction of new terminal building and other facility with existing features like Runway, Apron,

Apron Shoulder, Taxi Track, Runway Shoulder, boundary wall, perimeter roads and parking facilities.

Chapter 3: Site Analysis- This chapter discusses the site profile, landform, and existing land use and

drainage pattern. The land details, climate and metrological parameters are also described in various

sections of the chapter.

Chapter 4: Planning Considerations- This chapter discusses the considerations of planning of

various features like new terminal building and other facility with existing features like Runway, Apron,

Apron Shoulder, Taxi Track, Runway Shoulder, boundary wall, perimeter roads and parking facilities

Chapter 5: Proposed Infrastructure- This chapter discusses the Concept Plan for aviation support

facilities and utilities also provides for the redevelopment & re-planning of existing airport. The Concept

Plan for the proposed airport defines the ultimate scope of the proposal and the development of

facilities in accordance with the requirements of traffic. Earlier discussion on Traffic Analysis and

Project Sizing are used as the basis for planning of the various components.

Chapter 6: Rehabilitation and Resettlement (R&R) Plan- This chapter discusses the R&R study due

to the proposed project area.






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Chapter 7: Project Schedule & Cost Estimates- This Chapter describes the total investment and cost

regarding the project.

Chapter 8: Final Recommendations- This chapter summarizes the Analysis of Proposal of proposed

terminal building for Lucknow Airport, at Lucknow.

PROJECT

DESCRIPTION






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22.. PPRROOJJEECCTT DDEESSCCRRIIPPTTIIOONN

2.1. INTRODUCTION

Chaudhary Charan Singh International Airport (LKO) is an airport serving Lucknow and Uttar Pradesh

in India. It is situated in Amausi in the city of Lucknow, India and is named after Chaudhary Charan

Singh, the 5th prime minister of India. It is the 12th busiest airport in India and is also the second

busiest and largest in North and Central India after IGI airport Delhi. There is all existing infrastructure

like runway with all allied facilities like terminal building, Apron, Apron Shoulder, Taxi Track, Runway

Shoulder, boundary wall, perimeter roads and parking facilities. Now AAI, Lucknow decided to

construct a new integrated terminal building and facilities.

The estimated cost of the project is 1,230.00 crores.

2.2. TYPES OF PROJECT

The proposed project is a modernization/expansion project of domestic airport at Amausi, Lucknow,

Uttar Pradesh. Existing Lucknow airport is spread over an area of 1261.18 acres/ 510.38 Ha of land

which acquired by AAI. A total 0f 69.37 acres/ 28.07 Ha of land will be utilized for the modernization

project.

The proposed project falls in Category 7(a) of the Schedule vide EIA notification 2006 amended to date

involving preparation of Environment Impact Assessment study and Environment Management Plan.

However general condition is not applicable to this project.

This project is independent and is not linked with other project/s which attracts directly or

indirectly any provisions of schedule of EIA notification 2006 amended to date.

2.3. LOCATION & LINKAGE

The proposed airport is located adjacent to Lucknow. The details of location of the airport are given in

Table 2.1. The location of site and the geographical coordinates of site superimposed on Topo sheet

are provided in Figure 2-1 & Figure 2-2 respectively.

Table 2-1: Details of Site Location

Description Details

Project Site Guraura, Aurangabad Zagir & Bhaktikhera in Lucknow Tehsil

Location Amausi, Lucknow, Uttar Pradesh

Coordinates Points Latitude Longitude

A 26°46'31.0"N 80°52'53.1"E

B 26°46'08.0"N 80°53'36.7"E

© GREENCINDIA Consulting Private Limited, 2017

±

Map of India State of Uttar Pradesh, India

Project Site Lucknow District, Uttar Pradesh

A B C D

A B

CD

Source: http://www.india-in-your-home.com/physical-map-of-india.html

Scale: Not to Scale

Source: http://updes.up.nic.in/spatrika/engspatrika/images/mandal1.jpg

Scale: Not to Scale

Source: http://www.onefivenine.com/images/DistrictMaps/526.jpg

Scale: Not to Scale

1. SoI Toposheet Nos 63 B/9, 63 B/10, 63 B/13, 63 B/14, 63 F/1 & 63 F/2

2. Project Layout Plan, AAI3. Google Satellite Imagery, 2016

Project Site

!P

Graphic Scale:

GREENCINDIA Consulting Private Limited


1. SoI Toposheet Nos 63 B/9, 63 B/10, 63 B/13, 63 B/14, 63 F/1 & 63 F/2 2. Project Layout Plan, AAI3. Google Satellite Imagery, 2016

Drafted By: Approved By:Checked By:

Date

Revision

14/01/2017

00

(An ISO:9001 QMS, ISO: 14001 EMS & OHSAS: 18001 H&S MS Certified by BSI)QCI-NABET Accrediate Environment Consultant Certificate No. NABET/EIA/RA 014/041

Path: D:\GreenC\Projects I\Mapping\Lucknow\Re Shp\Location.mxd

Software Used:

1. ArcGIS 10.1, 2. AutoCAD 2012, 3. ER Mapper 7, 4. Erdas Imagine 10

Source:

Project:

Project Proponent:

Airports Authority of India, Lucknow

Location Map of the Project Site

Expansion of Lucknow Airport

Figure 2.1:

Amausi, District: Lucknow, Uttar Pradesh

0 2,200 4,400 6,600 8,8001,100 m

Key Map of Uttar Pradesh

Scale: Not to Scale

Source: http://updes.up.nic.in/spatrika/engspatrika/images/mandal1.jpg ¯

Project Site

!P

Legend

Project site

!P

Project Site

Settlements

Streams

Roads

Railway

Forest

Ponds

Vegetation

Contours

Locations

80°54'0"E

80°54'0"E

80°51'0"E

80°51'0"E26

°48

'0"N

26

°48

'0"N

26

°45

'0"N

26

°45

'0"N


A

B

C D

±

E

F

G

Graphic Scale:





Date

Revision

14/01/2017

00


Path: D:\GreenC\Projects I\Mapping\Lucknow\Re Shp\Co-ordinate.mxd

Software Used:


Source:

Project:

Project Proponent:


Co-ordinates of the Project Site


Figure 2.2:


0 700 1,400 2,100 2,800350 m


Scale: Not to Scale


Project Site

!P

Legend

Project site

Settlements

Streams

Roads

Railway

Forest

Ponds

Vegetation

Contours

Locations

HI

J

K

Figure No. 2.3 (Project Layout)






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Description Details

C 26°45'45.3"N 80°53'36.6"E

D 26°45'45.9"N 80°54'40.9"E

E 26°45'40.9"N 80°54'53.0"E

F 26°45'37.3"N 80°54'52.9"E

G 26°45'21.7"N 80°54'10.1"E

H 26°45'04.2"N 80°53'01.0"E

I 26°44'59.3"N 80°52'33.4"E

J 26°45'34.9"N 80°52'00.3"E

K 26°45'40.3"N 80°52'00.3"E

Total Area in hectares Existing Airport: 1261.18 acres & For Expansion: 69.37 acres (The land for development is already available with the airport)

Access Road National Highway-25, Adjacent.

District Headquarter Lucknow 10.6 km

Nearest Town Lucknow - Adjacent

Nearest Railway Station Amausi Railway Station – 2.8km

Nearest Airport Lucknow Airport- Adjacent

Interlinked Project This is independent project. Neither the proposed project nor other project/s are directly or indirectly linked and/or related to this project

Source: (i) Primary Survey and Site visit, Greencindia Consulting Private Limited, NCR, Ghaziabad; (ii) Toposheet no.63 B/9, 63 B/10, 63 B/13, 63 B/14, 63 F/1 & 63 F/2 Survey of India, Government of India.

2.4. SITE SELECTION & ALTERNATIVES

The airport is existing & AAI is expanding the only terminal building. The airport was constructed in

1986 to facilitate and operate passengers. With an increasing number of passengers, AAI decided to

upgrade the airport. On 17 July 2008, the Government of India officially renamed it Chaudhary Charan

Singh Airport. It was granted international status in May 2012.

Lucknow Airport, previously called Amausi International Airport is now renamed as Chaudhary Charan

Singh International Airport. It was constructed with the purpose of facilitating VVIPs; it was only in 2005

when the AAI took decision to upgrade the Airport owing to increased number of passengers and also

because of introduction of private operators in the sector.

A new terminal, equipped with latest technology, at Lucknow's Chaudhary Charan Singh Airport is

operative since June 2, 2012. It is being used both for arrivals and departures of domestic and

international flights. The new terminal is a three-tier building which can accommodate around 650

passengers at a time.

Existing facilities:

Terminal Building of T1: 8,965 Sqm & T2: 20,850 Sqm area.






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Runway of dimension 2742 m x 45 m suitable with orientation 09/27.

Runway Strip: 2862 mx150m.

RESA: At 09 End- 90 mx150 m & at 27 End- 115 mx150 m.

Apron size of 745 m x 150 m suitable for parking 14 Nos. Parking ways (12 Nos. of C Types

Aircraft+02E-Type Aircraft) & VIP Apron for 03 parking ways for King Air Type Aircraft.

Isolation Bays: 61 m x61 m

a) Taxi-A for VIP Apron-520 mx23 m, b) Taxi B&C-207 mx23 m, c) Taxi D 245 mx23 m, d) Taxi

e-223 m x23 m, e)Lima Taxi -88 mx23 m (for joining Main Apron &VIP Apron), f) Taxi M for

Isolation bay 61 mx23 m.

Perimeter Road/ Boundary Wall: Approximately 10475 m.

Fire Station- CAT –VIII

Car park: T1- 250 vehicles, T2- 350 vehicles+10 buses.

STP (Sewage Treatment Plant): Running Capacity of STP is 160 KLD. Capacity at TB-1 & TB-

2(SBT based green technology)

Proposed facilities:

Construction of a new centrally air-conditioned Modular Integrated Terminal Building of

1,00,000.00 Sq. m (excluding 20,000 Sq. m Basement area).



location.




Provision of water supply pumping arrangement system, Water Filtration, water cooler &

R.O/U.V. Filters, Sewage Treatment Plant (STP), Effluent Treatment Plant (ETP) as per

norms and as per site conditions.

Sub-station, AC plant room and related service facilities. Provision should be made for the

AC Plant Room vertical through AHU rooms, backup generators for essential services etc.

in the lower ground floor.

Therefore it was decided by Airports Authority of India to modernize/expand the existing Airport in

Lucknow and no alternate site was required. The environment consideration of the site is discussed in

Chapter-3 of this report. However it observed from the satellite imagery and preliminary site visit

that there are no environmentally sensitive receptors within the proximity of the project site and

technically also site is suitable for the project.






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2.5. PROJECT MAGNITUDE

Lucknow airport belongs to AAI. Lucknow airport has already been developed as one of the model

airports by AAI to cater for operation of wide-bodied aircraft in all weather conditions, Regionally this is

a major airport in Northern India, It serves as the primary civilian aviation hub for the metropolitan area

of the cities of Lucknow and Kanpur, The airport is served by many international and domestic carriers,

This is possibly the second busiest airport in north India after Delhi (and one of the first ten airports

from the 35 Non-metro airports to be upgraded as per policy of Govt. of India).

As per current traffic data, the domestic passengers handled are 2 million for domestic (2014-15) and


proposed to build a new terminal building to cater to the passenger's convenience in future growth of

Lucknow airport.

2.6. DESCRIPTION OF THE PROPOSED PROJECT

Construction of New Terminal Building and associated facilities will involve the following activities:

2.6.1 CIVIL WORKS:

Construction of a new centrally air-conditioned Modular Integrated Terminal Building of 1,00,000 Sq. m

(excluding 20000 Sq. m Basement area), considering fast growing air traffic and demand for better

passenger facilities an area of 15,000 Sq. m. kept for retail commercial outlets I retiring rooms and

airlines offices to tap future potential at the Airport. The building to be provided with aesthetically

appealing & soothing interior decoration matching the modern structure. Space planning to ensure that

no dead Space/ Area are created in the building.

The Terminal buildings Departure area, Arrival area, Security hold area and Concourse area are to be

provided with adequate nos. of toilets for gents, ladies and differently-abled persons and drinking

water. Suitable number of ramps to be provided for entry and exit of differently-abled persons in

departure and arrival area. Provision of battery operated buggies for senior citizens I differently-abled

persons as per requirement.

The design of terminal building will include Media planning, Retail area planning, F & B plan, etc.

Overall planning of Building will capture local architectural features and it will be part of design features

of terminal. The design should include the required arrangement for its regular maintenance so as to

make it in-built part of execution. Solar power generation viz solar lighting, solar roofing system etc. will

be provided. Maintenance friendly roofing & building facade system including provision of regular

cleaning with maintenance hoists, hooks etc. including cat walk I rope suspended platform I gondola

etc. will be provided.

Green building norms to be followed for 4 star rating of GRIHA.






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2.6.2 CAR PARKING

Construction of multilevel car park for at least 1500 cars and surface parking for VIP cars &10 buses,

Separate car I scooter park area for AAI and airlines staff at appropriate location. Multilevel Car Parking

to be made for retailer in car parking area & it has to be developed on Built & Operate System and shall

include its space planning and mode/for its operations.

2.6.2.1. MISCELLANEOUS FACILITIES

Airport Director's office with associated office space, Conference hall, Retiring rooms, toilet for

staff to be provided.




Provision of VIP/ CIP lounges, provision of adequate number of chairs, furniture, furnishings

etc. in the departure lounge common concourse, check-in area, security hold area and arrival

lounge.

Provision of water supply pumping arrangement system, Water Filtration, water cooler & R.O/

U.V. Filters, Sewage Treatment Plant (STP), Effluent Treatment Plant (ETP) as per norms and

as per site conditions.

Sub-station, AC plant room and related service facilities. Provision should be made for the AC

Plant Room vertical through AHU rooms, backup generators for essential services etc. in the

lower ground floor.

Dismantling of terminal Building (T1), AC plant room, CCR hall, Substation, Existing Cargo

Building etc. falling the location of the propose Terminal Building and reconstruct the AC plant

room, CCR hall and Substation in the service area with adequate capacities considering the

overall demand.

2.6.2.2. ELECTRICAL WORKS & OTHER EQUIPMENTS/SERVICES


Park & roads.



Provision of central air-conditioning & ventilation (HVAC) system & BMS for new terminal

building.


departure area and inclined carousels at arrival hall.






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2.6.2.3. COMMUNICATION, NAVIGATION & SURVEILLANCE (CNS) PLANNING

WORKS


Surveillance Close circuit TV system (SCCTV) and provision of adequate number of close

circuit TV monitors, in the Security Control Room, Terminal Manager Room, APD Office etc.

Provision of Flight Information Display System (FIDS) with adequate number of Display Devices

in departure, arrival and security hold area for passenger facilitation.

Provision of adequate number of X-ray machines for scanning Registered Baggage (RB) I Hand

Baggage (HB), including provision of required number of ETDs, DFMDs & HHMDs, as per

BCAS norms.


Provision of Telephone Exchange I digital EPABXI IP EPABX system for Terminal Building

including telephone intercom instruments, wiring etc.

The project layout showing the component mentioned above are presented in Figure 2-3.

2.6.3 DEMOLITION WORK:

The demolition of old terminal building, power house, CCR room, cargo complex, cafeteria, AC plant

room & toilets are proposed. Due to this demolition, approx. 1,50,000 m3 debris will be generated which

will be disposed off by scientific method as per norms.

2.7. CONSTRUCTION MATERIAL

The major materials required for construction of the proposed project will be steel, aluminum, glass,

cement, bricks, metal, flooring tiles/stones, wood. Sanitary and hardware items, electrical fittings, water

etc. All the items to be used in me proposed project will be as per the National Building Code

specification. The construction material used in proposed project will be sourced from local approved

vendors through the contractor and the specification will be as per the conditions laid in contract. The

contractors work will monitor approved and certified by the Engineering-In Charge.






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2.8. RESOURCE OPTIMIZATION

The resource optimization is always prerequisite for any development project and saving the precious.

This requires a new approach to viewing, evaluating, understanding, and communicating, which

ultimately requires new approaches to science, engineering, and economics. In quest towards resource

optimization in proposed project the tradition practices are substituted by modern practices involving

water reduction, rain water harvesting, energy conservation etc.

2.8.1 WATER SAVING PRACTICES AND REDUCTION

In India, the average domestic water consumption is 4.1% of the total water use. As per the Bureau of

Indian Standards, the per capita water requirement varies with building type. As per BIS, for residential

buildings with a population of 20,000 - 1,00,000. The per capita consumption is 100-150 LPCD and for

those with population above 1,00,000, the consumption is 150-200 LPCD. Out of the 150 to 200 liters

per head per day, 45 liters per head per day may be taken for flushing requirements and the remaining

quantity for other domestic purposes. For the other types of buildings, the water requirement varies

between 30 to 340 LPCD.

Water usage for applications such as flushing, bathing and washing is as high as 93% of water demand

in any building. However, measures can be adopted to reduce this demand through use of water

efficient practices and devices (efficient plumbing fixtures). These would result in significant saving of

water and contribute towards protection of the environment. Some of the common practices and

devices that can save water are covered below:

Monitoring water use: Use of water meter conforming to ISO standards should be installed at the inlet

point of water uptake and at the discharge point to monitor the daily water consumption. This would

also enable the user to identify if there are any points of leakages.

Use of water saving devices/ fixtures: About 40% of all water used indoors is in the bathroom and

toilets and more than 10% of that used is in the kitchen. The conventional fixtures used in toilets use

water at the rate of 12-15 liters per flush. In normal scenario, the taps and showerheads in buildings

consume water at the rate of 20 liters of water per minute. The flow rates of these fixtures depend on

the pressure at which these are operated. However there exists the opportunity to lower the

consumption through the use of following efficient fixtures:

Low flow flushing systems: Water consumption is more for flushing applications in any building. Use

of more efficient water saving toilets having dual flush system can result in a saving of at least 50% of

water. Dual flush systems can be installed in order to allow different volume of water for flushing liquids

and solids. To facilitate efficient cleaning at low volume, it is possible to install suitable water closets.






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Sensor based fixtures: Sensors based fixtures functions only in the presence of user. Various types

of sensor based technologies are magic eye sensor for urinals, solenoid self operating valves etc.

Infrared and ultrasonic sensors discharge a set amount of water only when the taps are being used

thus resulting in water saving as compared to manually operated valves. In addition to its advantage in

reducing water consumption, sensor operated taps also result in better hygiene particularly in a public

place.

Urinals: By using automated flushing urinals usage of water is very high. By replacing these with

sensor-based urinals such as magic eye sensor, the water use is reduced to 0.4 liters per flush. In

place of conventional urinals, if the low flow urinals are used, water saving amounts to 3 liters per flush.

Waterless Urinals: Waterless urinals are an efficient technique to save water. The system works

without any water but with the use of biodegradable liquid in the cartridge fitted at the bottom of the

urinal. Each cartridge is adequate for 7000 uses.

Water Taps: A normal tap works at a flow rate as high as 20 lpm. Use of low flow faucets along with

other water saving devices such as auto control valves, pressure reducing devices, aerators and

pressure inhibitors for constant flow, magic eye solenoid valve, and self operating valves can result in

25 – 50% of water savings.

Tap aerators: Tap aerators can be effective by facilitating cleaning through increasing the pressure at

which the water is delivered even at low flow rates. Installation of flow regulators can be done where

the aerators cannot be installed.

Auto control valves: Automatic shut-off valves can be used to control the flow of water for a preset

time limit and with use, which is linked to the release of the lever or handle.

Pressure reducing device: The reducers can be used to control the pressure in the water line, which

will affect the discharge rate and also to maintain uniform flow at different levels. A pressure reduction

device can be installed when the pressure in the line exceeds 50-60 psi. It is observed that a reduction

of pressure from 80 to 65 and 50 psi can result in a reduction of water flow of 10% and 25%,

respectively.

Dual Plumbing System: Introduction of dual pipe in the buildings for use of water with different water

quality namely ground water with high hardness, municipal supply water, treated soft water and

recycled water can result in optimal use of water for different applications thus saving on the high

quality water. Installation of dual pipe plumbing for using recycled water / rain water can save the

potable water from municipal supply or ground water. There can be two lines, one fresh water for

drinking, cooking and bathing etc and other for supply of recycled water for flushing, landscape

irrigation, car washing, thermal conditioning etc. These results in saving of more than one-third of fresh






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water demand and life of existing sewerage can be improved and also promotes decentralized

treatment system. This system needs space for establishment and initial investment and retrofitting.

Water Quality: In addition to providing adequate water supply for building occupants, quality of water

is also a key concern. Bureau of Indian Standards has recommended a set of parameters, which

should be complied with. These are given in Table 2.2.

Table 2-2: Standards for Drinking Water as per BSI

S. No. Parameters Units Drinking Water IS:10500-2012

Acceptable Limit Permissible Limit

1 Colour Hazen 5 15

2 pH value - 6.5-8.5 No Relaxation

3 Turbidity NTU 1 5

4 Total Dissolved Solids Mg/l 500 2000

5 Anionic Detergents as MBAS Mg/l 0.2 1

6 Boron (as B) Mg/l 0.5 1

7 Calcium (as Ca) Mg/l 75 200

8 Chloride (as Cl) Mg/l 250 1500

9 Copper (as Cu) Mg/l 0.05 1.5

10 Fluride (as F) Mg/l 1 1.5

11 Iron (as Fe) Mg/l 0.3 No relaxation

12 Nitrate (as No3 ) Mg/l 45 No relaxation

13 Phenolic Compounds Mg/l 0.001 0.002

14 Sulfate (as SO4) Mg/l 200 400

15 Total Alkalinity (as CaCO3) Mg/l 200 600

16 Total Hardness (as CaCO3) Mg/l 200 600

17 Zinc (as Zn) Mg/l 5 15

18 Cyanide 9as CN0 Mg/l 0.05 No Relaxation

19 Lead (as Pb) Mg/l 0.01 No Relaxation

20 Total Arsenic (as As) Mg/l 0.01 0.05

21 Total Chromium (as Cr) Mg/l 0.05 No Relaxation Source: IS: 10500:1991, Bureau of India Standards, New Delhi

Further as per the CPCB, water quality standards for different classes of inland waters have been given

for different applications which should be followed (Table 2.3).

Table 2-3: Standards for Drinking Water as per CPCB

S. No.

Characteristics Unit Designated use class of inland waters

A B C D E

1. Dissolved Oxygen, minimum mg/l 6 5 4 4 -

2. pH - 6.5-8.5 6.5-8.5 6.0-9.0 6.5-8.5 6.0-8.5

3. BOD (5days at 200c) mg/l 2 3 3 - -

4. Total Coliform organisms, max

MPN/ 100 ml

50 500 5000 - -






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S. No.

Characteristics Unit Designated use class of inland waters

A B C D E

5. Colour Hazen 10 300 300 - -

6. Chlorides (as CL), max mg/l 250 - 600 - 600

7. Sodium Absorption ratio, max

- - - - - 600

8. Boron (as B) mg/l - - - - 2

9. Sulphate(as So4) mg/l 400 - 400 - 1000

10. Nitrates (as No3), max mg/l 20 - 50 - -

11. Free ammonia (as NH3) mg/l - - - 1.2 -

12. Conductivity at 250c, max microhm/cm - - - 1000 2250

13. Arsenic (as As), max mg/l 0.05 0.2 0.2 - -

14. Iron (as Fe) mg/l 0.3 - 50 - -

15. Fluorides (as F) mg/l 1.5 1.5 1.5 - -

16. Lead (as Pb), max mg/l 0.1 - 0.1 - -

17. Copper (as Cu) mg/l 1.5 - 1.5 - -

18. Zinc (as Zn), max mg/l 1.5 - 1.5 - -

19. Manganese (as Mn) mg/l 0.5 - - - -

20. Total Dissolved Solids mg/l 500 - 1500 - 2100

21. Total hardness (as CaCO3)

mg/l 300 - - - -

22. Magnesium (as Mg) mg/l 100 - - - -

23. Chlorides (as Cl) mg/l 250 600 - - 600

24. Cyanides(as CN) mg/l 0.5 0.5 0.5 - - Source: IS: 10500:1991, Bureau of India Standards, New Delhi Notes: A= Drinking Water Source without conventional treatment but after disinfection; B= Outdoor bathing (Organised); C= Drinking water source after conventional treatment and disinfection; D= Propagation of Wild life and Fisheries; E= Irrigation, Industrial Cooling, Controlled Waste disposal Source: Central Pollution Control Board, Government of India, New Delhi.

2.8.2 Water Use Reduction

To estimate the reduction in water use achieved by the building by following the mitigation measures,

use following steps: (i) Step 1: Estimate total water demand based on the occupancy and type of

building; (ii) Step 2: List various efficient fixtures and other measures and (iii) Step 3: Calculate demand

reduction as compared to the BIS per capita water consumption.

2.8.3 Domestic Use for 24 hours

Under normal conditions, water consumption per person for flushing is 45 liters (9 liter/flush with 5

numbers of uses). With efficient fixture (3 and 6 liter/flush), water use is 21 liter (3 liter /flush with 3

uses and 6 liter /flush with 2 uses). Water use per person for washing with normal fixture with a flow

rate of 20 liters per minute is 40 liter (assuming use for 2 minutes), while with efficient fixture (flow rate

of 7.5 lpm) is 15 liters (Table 2.4).






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Table 2-4: Estimation for Domestic Use Water Reduction

Sl. No.

Category Normative Water

consumption (in lpcd) Normative in Water

Consumption (in lpcd ) Reduction

(in % )

1 Drinking Water 07 07 -

2 Bathing 20 20 -

3 Flushing 45 21 53

4 Washing 40 15 62

5 Miscellaneous 23 23 -

Total Per Capita

Requirement 123 86 36

Source: Manual on Construction Projects, Central Pollution Control Board, Government of India, New Delhi

2.8.4. Water Conservation in Landscaping

Landscape forms an important part of the building environment. This is constituted by combination of

vegetation, paving and various other landscape features such as water bodies. The vegetation includes

lawns, shrubs, herbs and trees. In general, the water demand for lawns and shrubs are higher as

compared to trees, which does not require or require less water after establishment. In addition, native

species also require less water.

Estimation of Water Demand for Landscape

The water requirement of the landscape can be estimated using the following equation:

Water Requirement (lpd) = (Canopy area (m2) x Evapo-transpiration rate (mpd) x plant factor x 1000)

Irrigation Efficiency

Monthly Evapotranspiration rate (ET0): The potential evapo-transpiration rate (PET) is the

climate factor, refers to the amount of water required by the plant for healthy growth (depending

on the climate). Evapo-transpiration rate determines the rate at which plants lose water through

evaporation. It is affected by humidity and temperature at a given time. These rates vary with

the season and are different for different months.

Canopy area is the area covered by shrubs, grass covers, and for trees it is the plan view and

is assumed as 25 m2 per tree.

The plant factors are categorized as- (i) 1 for evergreen fruit trees, small shrubs, lush ground

covers; (ii) 0.7 for Newly planted native plants in semiarid and arid regions; ornamental or

shade trees and shrubs native to more humid areas (iii) 0.4 for plants native to the areas.

Measures for Reducing Water Demand for Landscape:

The water consumption for the gardening depends on the type of plant species and the plant factors.

As the plant factor for native species and trees is the minimum, one of the options to reduce the water






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demand for gardening is to include more native species and low water consuming species. Other

options include use of efficient fixtures for watering, following certain best practices to minimize losses

and optimize consumption.

Efficient Irrigation Equipment:

Drip irrigation: To save water, drip irrigation is an efficient technique as it prevents loss of water due

to evaporation, run–off and percolation. Further, it has a better control and facilitates uniform water

distribution. However, this system cannot be used for lawns and ground covers but for non –native turf

and other non-xerophytes plants.

Sprinkler irrigation: Sprinkler irrigation system requires a network of pipes and pumping system to

maintain sufficient pressure for uniform distribution. It is best suited for areas with sandy soils which

have high infiltration rates. To prevent water logging, the system should be designed in such a way that

infiltration rate exceeds the application rate. Sprinklers which can produce fine sprays are more

efficient as compared to those that produce large water droplets. The efficiencies of irrigation systems

differ widely. Further, to improve the efficiency certain measures can be followed, which includes use of

a pressure regulator for pressures greater than 30 psi which will significantly reduce the loss during

watering.

Efficient central systems: An auto irrigation system with programmed time schedule can be installed

for optimal use of water. To avoid over watering particularly during the rainy season, a rain shut-off

device and soil moisture sensor should be used. It is also advisable to group the plants based on their

water needs to minimize water loss.

Fixed time schedule for watering: Time schedule for watering of plants plays an important role in

saving water. Irrigation should be done during the coolest time of the day (early mornings and

evenings) to avoid loss due to evaporation and wind drift. Also, the frequency of irrigation should be

reduced during the winters. Regular flushing of the irrigation lines and other parts should be done. The

use of combination of mitigation options can result in savings of water as indicated in Table 2.3. The

table indicates the reduction in water that is possible by stepwise reduction in areas of high water

consuming species. By reducing the lawn area by 50% and replacing it with shrubs, it is possible to

achieve 32 % savings and by further introducing native species to the level of 25%, further increase in

savings of 42% is achieved.

Table 2-5: Estimated Saving of Water

S. No.

% 100% Lawn

50% Lawn: 50% Shrubs

50% Lawn: 25% Shrubs: 25% Native

100% native

1 Saving in % - 32 42 64 Source: Manual on Construction Projects, Central Pollution Control Board, Government of India, New Delhi






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2.8.5. Water Use during Construction

Water used shall be clean and reasonably free from injurious quantities of deleterious materials such

as oils, acids, alkalis, salts and microbial growth. Generally, potable water shall be used. Where water

can be shown to contain any sugar or an excess of acid, alkali or salt, that water should not be used.

As a guide, the following concentrations may be taken to represent the maximum permissible limits of

deleterious materials in water.

Limits of acidity: To neutralize 200 ml sample of water, it should not require more than 2 ml of 0.1 N

caustic soda solutions.

Limits of Alkalinities: To neutralize 200 ml sample of water it should not acquire more than 0.1 ml of

0.1 N hydrochloric acid.

Percentage of solids should not exceed:

Organic 200 ppm (0.02%)

Inorganic 3000 ppm (0.30%)

Sulphate 500 ppm (0.05%)

Alkali chlorides 1000 ppm (0.1%)

Measures for reducing water demand during construction

To avoid wastage of curing water, following guidelines are to be followed:

Curing water should be sprayed on concrete structures; free flow of water should not be

allowed for curing.

After liberal curing on the first day, all concrete structures should be painted with curing

chemical to save water. This will stop daily water curing hence save water.

Concrete structures should be covered with thick cloth/gunny bags and then water should be

sprayed on them. This would avoid water rebound and will ensure sustained and complete

curing.

Ponds should be made using cement and sand mortar to avoid water flowing away from the flat

surface while curing.

Water ponding should be done on all sunken slabs; this would also highlight the importance of

having an impervious form work.






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2.9. WATER REQUIREMENT & SUPPLY

2.9.1 Water Source & Demand

At the present time Lucknow Airport using the ground water and source of required water for the

proposed project will be same. Water supply for the Terminal Building is direct water supply through

pump and for Terminal Building 2 use the underground sump (800KLD).

During the construction stage, water will be sourced primarily through tankers arranged by the

contractors as per PWD specifications. Table 2.6 provides the water requirement details during rainy &

non rainy seasons.

Figure 2-4 : Water Flow Chart during Non-Rainy Season






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Figure 2-5 : Water Flow Chart during Rainy Season

Pre-Feasibility Report For the Expansion of New Integrated Terminal Building of Lucknow International Airport at Amausi,

Lucknow, Uttar Pradesh.




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GGRREEEENNCCIINNDDIIAA CCOONNSSUULLTTIINNGG PPRRIIVVAATTEE LLIIMMIITTEEDD NNCCRR,, GGHHAAZZIIAABBAADD

Table 2-6: Estimated of Water Requirement during Non- Rainy Season

S.no

Parameters Quantity

Water Requirement in LPCD

Water Requirement in KLD**

Wastewater Generation (KLD)

Sewage Treatment Plan (20% excess)

in KLD

Fre

sh

Rec

ycle

d

Fre

sh

Rec

ycle

d

To

tal

Fre

sh

80%

Rec

ycle

d

95%

To

tal

A OPERATION PHASE

a Passengers-numbers. 12000 10 15 120.0 180.0 300.0 96.0 171.0 267.0

SBT Technology

450

b Visitors-numbers. 10000 7 - 70.0 0.0 70.0 56.0 0.0 56.0

c Airport Staff-numbers 2000 24 21 48.0 42.0 90.0 38.4 39.9 78.3

d Residential Area-population 0 65 21 0.0 0.0 0.0 0.0 0.0 0.0

e Kitchen, floor washing & Restaurant -seats

250 52 18 13.0 4.5 17.5 10.4 4.3 14.7

f Landscaping-m2 56146.0 -

20.5 147.9 168.4 0 0 0.0

g HVAC -TR 160 23760 0 23.8

23.8 0 0 0.0

Total Water Demand in KLD 295.3 374.4 669.7 200.8 215.2 374.4

B CONSTRUCTION PHASE

a Daily Labour 300 45 0 13.5 0.0 13.5 10.8 0.0 10.8

Septic Tanks & Toilets

b Residential Labour 0 86 0 0.0 0.0 0.0 0.0 0.0 0.0

C Officials 0 45 0 0.0 0.0 0.0 0.0 0.0 0.0

Total Water Demand in KLD 13.5 0.0 13.5 10.8 0.0 10.8 Source: Source: Technical Report Lucknow Airport

Pre-Feasibility Report For the Expansion of New Integrated Terminal Building of Lucknow International Airport at Amausi,

Lucknow, Uttar Pradesh.




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GGRREEEENNCCIINNDDIIAA CCOONNSSUULLTTIINNGG PPRRIIVVAATTEE LLIIMMIITTEEDD NNCCRR,, GGHHAAZZIIAABBAADD

Table 2-7: Estimated of Water Requirement during Rainy Season

S.no

Parameters Quantity

Water Requirement in LPCD

Water Requirement in KLD**

Wastewater Generation (KLD)

Sewage Treatment Plan (20% excess)

in KLD

Fre

sh

Rec

ycle

d

Fre

sh

Rec

ycle

d

To

tal

Fre

sh

80%

Rec

ycle

d

95%

To

tal

A OPERATION PHASE

a Passengers-numbers. 12000 10 15 120.0 180.0 300.0 96.0 171.0 267.0

SBT Technology

450

b Visitors-numbers. 10000 7 - 70.0 0.0 70.0 56.0 0.0 56.0

c Airport Staff-numbers 2000 24 21 48.0 42.0 90.0 38.4 39.9 78.3

d Residential Area-population 0 65 21 0.0 0.0 0.0 0.0 0.0 0.0

e Kitchen, floor washing & Restaurant -seats

250 52 18 13.0 4.5 17.5 10.4 4.3 14.7

f Landscaping-m2 56146.0 -

0.0 0.0 0.0 0 0 0.0

g HVAC -TR 160

23760

23.8 23.8 0 0 0.0

Total Water Demand in KLD 251.0 250.3 501.3 200.8 215.2 374.4

B CONSTRUCTION PHASE

a Daily Labour 300 45 0 13.5 0.0 13.5 10.8 0.0 10.8

Septic Tanks & Toilets

b Residential Labour 0 86 0 0.0 0.0 0.0 0.0 0.0 0.0

C Officials 0 45 0 0.0 0.0 0.0 0.0 0.0 0.0

Total Water Demand in KLD 13.5 0.0 13.5 10.8 0.0 10.8 Source: Source: Technical Report Lucknow Airport






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GGRREEEENNCCIINNDDIIAA CCOONNSSUULLTTIINNGG PPRRIIVVAATTEE LLIIMMIITTEEDD

NNCCRR,, GGHHAAZZIIAABBAADD

2.9.2. WATER STORAGE

Since the hours of supply may not be continuous, it is recommended to go for 3 days bulk storage at

the main receiving tanks, wherein the domestic water will receive the desired level of treatment. Further

to bulk storage, individual Buildings / Utility will have their own storage tanks catering to a day’s

requirement.

2.9.3. Water Distribution

Treated water will be pumped into the main header pipe to distribute water to the storage tanks located

in the individual building / utilities i.e. Terminal Building, Maintenance Building, ATC Tower,

Commercial Building, Shopping Area and Admin Office Building.

Storage tanks in individual buildings will have solenoid controls to regulate & control the inflow. From

these storage tanks water will be pumped into the internal plumbing system of respective buildings

through variable speed hydro-pneumatic pumps.

The Terminal buildings, especially, will witness periodic peak flow surge along with relatively very low

demand periods. It is recommended for optimization of energy to go for multiple pump configurations to

offset such variance in demand. It is proposed to integrate the water system with Building Management

controls.

2.9.4. Water Storage

Since the hours of supply may not be continuous, it is recommended to go for 2 days bulk storage at

the main receiving tanks, wherein the domestic water will receive the desired level of treatment. Further

to bulk storage, individual Buildings/ Utility will have their own storage tanks catering to a day’s

requirement. Besides the above, 2 Fire reserve storage tanks of 10,00,000 liters capacity is available.

2.10. WASTEWATER GENERATION AND TREATMENT

The main source of drainage generation will be the discharges from toilets (water closet), urinals, sinks,

pantry’s, kitchen and other similar utilities. Capacity of 160 KLD SBT based green technology already

installed for existing Lucknow Airport at Terminal Building 1 and 2. However civil structures available

for the capacity of 300 KLD for future expansion.

The total water requirement in operation phase will be 501.3 KLD & 13.5 KLD for construction phase

and the waste water generation amount is 374.4 KLD in operation phase & 10.8 KLD in construction

Phase. The wastewater will be treated in 450 KLD Soil Bio filter Technology (SBT).

The SBT technology has following advantages:

It provides primary, secondary and tertiary treatment all in one unit, in a single evergreen facility

open to atmosphere.






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It is very simple to operate, maintain.

It does not require skilled man-power.

It is cost competitive particular with reference to O&M cost.

No pre-treatment

No chemical usage

Absence of any moving part

Odour-free

Low energy requirement and

Green environment are its unique features.

The process can be run on batch or continuous mode.

No sludge production

Mechanical aeration is not required.

The overall time of operation is 6-7 hours per day. The soil biotechnology system bed is dried

prior to next cycle of use.

Soil Bio- technology is a terrestrial system for wastewater treatment which is based on the principle of

trickling filter. In this system, combination of physical processes like sedimentation, infiltration and

biochemical processes are carried out to remove the suspended solids, organic and inorganic contents

of the wastewater. Suitable mineral constitution, culture containing native micro-flora and bio- indicator

plants are the key components of the system. It is also known as Constructed Soil Filter (CSF). SBT

systems are constructed from RCC, stone-masonry or soil bunds. It consists of raw water tank,

bioreactor containment, treated water tank, piping and pumps.

Current STP meets the standards especially for pH, BOD and suspended solids (SS) parameters,

depicted below:

Table 2-8: Design Characteristics of treated and Untreated Effluent

Sl. no. Parameters Untreated Effluent Treated Effluent

1 pH 7.5-8.5 6.0-8.5

2 BOD5 250-400 mg/L <20 mg/L

3 Suspended Solids 200-450 mg/L <10 mg/L

4 COD 600-800 mg/L <60 mg/L

5 Oil & Grease -50 mg/L <5 mg/L Source: Technical Report Lucknow Airport

2.11. POWER REQUIREMENT & SUPPLY

Total electrical load of existing airport is 3100 KVA, drawn from the grid of State Electricity Board of

Uttar Pradesh. There are 11 (750 KVA= 5 no., 320 KVA= 4 no. & 200 KVA= 2 no.) DG sets available in

existing airport for power backup. The electrical supply system includes HT panel, DG set, Transformer






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and other LT panels. The essential electrical services shall be backed with DG sets along with PLC

panel. All the electrical HT & LT cables shall be laid as per the stipulations of CPWD specifications.

2.12. SOLID WASTE MANAGEMENT

In Construction phase: Solid waste during construction phase will be collected and disposed as per

established laws and Procedures. The Organic waste will be treated at site.

In Operation phase: Twin bin waste collection system– green bins for bio-degradable wastes and blue

bins for non-biodegradable wastes shall be provided. Waste collection shall be done and temporarily

stored at identified locations before disposing as per established laws and procedures as per Lucknow

Municipality waste disposal site.

Hazardous waste shall be treated in accordance with Hazardous Waste Management Rules 2008,

Batteries waste shall be handled in accordance with Batteries Management Rules, 2010 and E waste

as per E waste Guidelines, 2008.

Bio Medical Waste shall be collected and disposed in accordance with Bio Medical Waste

(Management and Handling) Rules, 1998

2.13. FIRE SAFETY

On the present day Lucknow Airport has existing facility of CAT VIII fire station. Further, there is a

proposal of construction of fire station of CAT IX & sub fire station of CAT IV, which shall be taken up

shortly.

2.14. ELECTRICAL SYSTEMS

The cooling requirements for the proposed project have been estimated on the basis of the

following design assumptions.


Park and roads.



Sub-station, A/C plant room and related service facilities. Provision should be made for the AC

Plant Room vertical through AHU rooms, backup generators for essential services, etc in the

lower ground floor.

Provision of central air-conditioning & ventilation (HVAC) system & BMS for New Terminal

Building.


departure area and inclined carousels at Arrival hall.






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Escalators & Elevators with matching stair case.

Provision for Passenger Boarding Bridges (PBB) for the specified parking stands.


Provision of adequate number of Signage of world class standard, inside and outside the

terminal building, car park area & City side approach road and air side area for guidance of

passengers and visitors.

2.15. NOISE AND VIBRATION CONTROLS

The air conditioning contractor must take all necessary precautions to have minimum noise generation

and its transmission. Minimum vibration as permitted by IS relevant code shall be ensured. A few

points for guidance only are given below:

Double fire retardant flexible connections shall be provided from air discharge to outlet of air-

handler to the duct.

Vibration isolation pads of suitable thickness commensurate to loading for isolation of vibration

shall be provided under all equipment. In consultation with manufacturer for proper selection of

vibration isolators

Flexible conduit connections of minimum diameter of 50mm to motors shall be provided. All

loops should be large enough to allow connections to remain flexible.

All conduit connection where conduits are 60mm or larger shall be made of 1.2-meter minimum

length conduit installed in the shape of U and grossly slack to provide maximum vibration

isolation.

The floor supported piping shall be mounted on pipe supports with 7.5mm ribbed neoprene

pads between the base plate of the pipes and the floors.

All items suspended from false ceiling shall be isolated on separate hangers.

In case of ducts, conduits, pipes & tubes the annular space between construction and

penetrating element shall be sealed with sand cement plaster.

The supply duct starting from air handling unit & plenum shall be provided with 12 mm thick

acoustic lining as indicated in the tender drawings.

The air-conditioning contractor shall take all other precautions or shall make his own

arrangements even if not specified in the tender documents for eliminating high noise levels &

shall minimize vibrations in all mechanical equipment without any additional cost.

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Date

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00


Path: D:\GreenC\Projects I\Mapping\Lucknow\Re Shp\Study Area Map.mxd

Software Used:


Source:

Project:

Project Proponent:


Study Area Map


Figure 2.1:


0 1,900 3,800 5,700 7,600950 m


Scale: Not to Scale


Project Site

!P

Settlements

Streams

Roads

Railway

Forest

Ponds

Vegetation

Contours

Locations

Legend

Project site

Study Area Map

81°3'0"E

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Date

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Path: D:\GreenC\Projects I\Mapping\Lucknow\Re Shp\Env Sen Map.mxd

Software Used:


Source:

Project:

Project Proponent:


Environment Sensitive Locations


Figure 0.00:


0 2,600 5,200 7,800 10,4001,300 m


Scale: Not to Scale


Project Site

!P

Settlements

Streams

Roads

Railway

Forest

Ponds

Vegetation

Contours

Locations

Legend

Project site

15 km Buffer

Goura RF13.3, SE

Gomti River10.8km, NE

Sai Nadi13.0, SSW

Musabagh PF11.5km, NNW

SITE ANALYSIS






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EENNVVIIRROONNMMEENNTT CCOONNSSUULLTTAANNTT GGRREEEENNCCIINNDDIIAA CCOONNSSUULLTTIINNGG PPRRIIVVAATTEE


33.. SSIITTEE AANNAALLYYSSIISS

3.1 INTRODUCTION

Site analysis is a pre-design research activity which focuses on existing and potential conditions on and

around the building site. It is an inventory of the site factors and forces, and how they coexist and

interact. The purpose of the analysis is to provide thorough information about the site assets and

liabilities prior to starting the design process. The typical site analysis includes the site location and

size, neighborhood context, zoning, legal aspects, geology, physiographic (natural and man-made

features), hydrology, soils, vegetation, wildlife, climate, culture, pedestrian and vehicular circulation,

access, utilities, historic factors, density, sensory stimuli, and any other factor deemed appropriate for

the particular site. This chapter discusses the site Profile, landform, and existing land use and drainage

pattern. The land details, climate and Metrological parameters are also described in various sections of

this chapter.

3.2 LOCATION & CONNECTIVITY

The site selected for new terminal building & commercial facilities is proposed at existing land of

Lucknow International Airport which is located adjacent with National Highway 25 (Lucknow-Shivpuri).

The nearest railway station is at Amausi, 2.8 km away from the proposed site.

3.3 PHYSIOGRAPHY

The Lucknow airport is existing and the proposed project is only for development of new terminal

building and commercial facilities by demolishing terminal -1. All infrastructures are available there.

Surrounding to the exiting airport, the land-use is agricultural and settlement.

3.4 HYDROGEOLOGY

Around 85% of the land-area of Lucknow City is situated on the Central Ganga alluvial plain, and

stretches across both banks of the Gomti River– which is an entirely lowland river naturally dependent

on groundwater discharge for its dry-weather flow. The city is underlain by a large thickness of

Quaternary alluvial sands (at best of medium-grade) with occasional inter-bedded silty clay.

Ground water occurs in the pore spaces of the unconsolidated alluvium sediments in the zone of

saturation under phreatic and semi confined conditions. In deeper aquifer it occurs under semi confined

to confined conditions.






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3.5 GROUND WATER STATUS

On the basis of NHS1 & piezometers Pre-monsoon Depth to water in Post-monsoon is revealed that

shallowest water level less than 2 m & between 2-5 m occurs in the eastern part of district in the

Gosainganj block along the Sharda Sahyak Canal. Depth to water between 5 to 10 m occurs in the

northern & southern part of districts in part of Bakshi-Ka-Talab, Chinhat & Mohanlal ganj blocks. The

western part of the district depth to water ranges between 10-20 meters in Mal, Malihabad, part of of

Bakshi-Ka-Talab. Kakori, Sarojini Nagar & part of Chinhat blocks. Minimum water level of 1.80 mbgl

was observed at Gosainganj and maximum of 32.60 mbgl was observed at Gulistan Colony in the

Lucknow town. In the urban areas depth to water generally remains more than 20 mbgl.

Depth to water level in Post-monsoon period reveals that shallower water level less than 2 m and

between 2-5 m occurs in the north eastern part of the district (part of Gosainganj, Mohanlalganj &

Bakshi-Ka-Talab blocks) and in a small patch in the NW part of district (part of Mal block along the

canal). Depth to water level between 5-10 m generally remains in the northern & southern part of the

district (part of Mohanlalganj, Sarojini Nagar, Bakshi-Ka-Talab, Mal & Malihabad). In the central part of

district depth to water varies between 10 and 20 m below ground level. More than 20 m depth to water

has been observed in the city area in parts of Chinhat & Sarojini Nagar blocks. Minimum depth to water

1.21 mbgl has been observed at Nagram & whereas maximum depth to water 32.11 mbgl has been

observed Gulistan Colony in Lucknow City area during Post-monsoon period. The overall level of

development of Lucknow district is 81.21%.

3.6 LAND OWNERSHIP

Total 1261.18 acres land belongs to the existing Lucknow Airport. The 69.37 acres of land required

which is also available for the proposed construction of Lucknow Airport. No additional land needs to

be purchased.

3.7 TOPOGRAPHY

The existing airport site is 4.2 km long in east-west direction & 2.0 km in north south direction at. The

total land proposed to be acquired for development of airport is 69.37 acres.

The identified site is located in plain surface with 123m (in East) to 128m (in West). The site is having

gentle slope from West to East. The site is developed as existing airport. All infrastructures are

available there. Surrounding this airport area land use is agricultural and settlement.

1 Ground water brochure of lucknow district, Uttar Pradesh






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3.8 EXISTING LAND USE PATTERN

The land use pattern indicates the manner in which different parts of land in the study area is being

utilized. It is an important indicator of environmental setting and human activity and a degree of inter-

play between these two important parameters. The land is being used for existing airport purpose.

3.9 EXISTING INFRASTRUCTURE

The said project is modernization of Lucknow Airport in terms of new terminal building & commercial

facilities. It is well connected and just adjacent to National Highway No.-25 (Lucknow-Shivpuri

Highway) in West and North-West direction. Lucknow city is located adjacent to North direction which is

also adjacent to project.

3.10 GEOLOGY & SOIL

The district forms a part of Ganga basin with flat

alluvial terrain. General elevation varies from 103 m

to 130 m above mean sea level. The general slope of

the district is south-east. Geo-morphologically the

district is divided into two geomorphic units (i) Older

flood plains & (ii) Active flood plain. Older flood plains

are represented by two level of terraces viz erosional

terrace (Te) occupying at higher level and

Depositional terrace (Td) at lower depressions. Older

flood plain exists between elevation of 103 and 110

mamsl. Both the terraces are developed on the either

side of Gomti River. Erosional Terrace is also

developed along Sai Nadi. Active flood plains are

restricted to present day bank line of the rivers.

These are represented by land forms like point bars

channel bars and lateral bars. Quaternary sediments

have been divided upto older & newer alluvium. The

older alluvium is comprised of grey to brown colored

silt clay and sand with or without Kankar of middle to late Pleistocene age. The Newer alluvium overlies

the older alluvium and has been sub divided into terrace alluvium and channel alluvium & belongs to

Holocene age. The newer alluvium comprises of light Khaki grey silt, clay and fine to medium and

coarse grained grey sand which is micaceous in nature.

Soil- Soils in the district exhibits a wide variation in composition texture and appearance. The major

position of the district is occupied by soils locally known as "Bhur" or "Silty Sand" on the ridges.

"Matiyar" or "Clay Soils" occurs along topographic lows and "Dumat or Loamy soils" in the level lands.






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Clay is dominant in the areas where "Reh" (Usar) prevails. Along the river valleys, a very fertile soil

called "Dumat" is prevalent which is youngest.

3.11 METEOROLOGY & CLIMATOLOGY

The data obtained from the Meteorological Department of India for Lucknow (Amausi) observatory has

been utilized. The maximum rainfall over 24 hours occurred during the period 1961-1990 is 272.4 mm

in July 1960 and the average number of rainy days is about 46.8 in a year.

1.1.1. Climatic Condition (30-years IMD Data)

Summary of 30 years average data is presented in the table 3.1 below:

Table 3-1: Climatological data as per IMD Lucknow (Amausi) 1971–2000

Sl. No. Parameters Description of the Season

1 Rainfall in mm

Total Annual average Rainfall is 990.1 mm

Winter (Dec to Feb)

Months Total rainfall (in mm)

December 12.6

January 20.2

February 16

Total 48.8

Summer (Mar to May)

March 10

April 5

May 18.4

Total 33.4

Monsoon (June to Sept)

June 122.9

July 269.9

August 255.3

September 211.5

Total 859.6

Post-Monsoon (Oct to Dec)

October 40.9

November 7.4

December 12.6

Total 60.9

2 Temperature (Mean Daily Temp. in 0C)

Months Max Min Avg

Winter (Dec to Feb)

Dec 24.6 8.4 16.5

Jan 22.5 7.5 15.0

Feb 25.8 9.8 17.8

Average 24.3 8.6 16.4

Summer (Mar to May)

Mar 32.0 14.5 23.3

Apr 38.0 20.5 29.3

May 40.0 24.6 32.3

Average 36.7 19.9 28.3






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June 38.4 26.7 32.6

Jul 33.9 26.0 30.0

Aug 33.2 25.6 29.4

Sep 33.1 24.1 28.6

Average 34.7 25.6 30.1


Oct 32.8 19.1 26.0

Nov 29.2 12.8 21.0

Dec 24.6 8.4 16.5

Average 28.9 13.4 21.2

3 Relative Humidity

in per cent

Winter (Dec to Feb)

Month 08.30 hrs 17:30 hrs

Dec 83 61

Jan 86 57

Feb 75 45

Average 67.8 54.3

Summer (Mar to May)

Mar 59 32

Apr 42 24

May 48 29

Average 39.0 28.3


Jun 64 48

July 82 73

Aug 85 77

Sep 83 74

Average 73.3 68.0


Oct 75 63

Nov 75 59

December 83 61

Average 69.3 61.0

4 Wind-speed

Winter (Dec to Feb)

Month Speed (kmph)

Dec 1.9

Jan 3

Feb 4

Average 2.9

Summer (Mar to May)

Mar 5.4

Apr 6.9

May 6

Average 6.1


Jun 4.9

July 4.2

Aug 4

Sep 3.2






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Average 4.1


Oct 1.9

Nov 1.5

Dec 1.9

Average 1.8 Source: Climatological Normals 1971 – 2000, Indian Meteorological Department, Govt. of India, New Delhi

The wind rose for the entire year is given below

Figure 3-1 : Summer Wind Pattern Figure 3-2 : Annual Wind Pattern

The Climate of the district is normally good and healthy. January, February and March months are

usually pleasant with moderate winds. May is hottest months of the year; during these months the wind

shifts to West and South-East with increased force. During the succeeding four months the wind blows

from Western and North-Western side in Major parts of the district and brings fair quantum of rainfall.

3.12 SEISMICITY

Lucknow falls on zone III seismic zone which is moderate damage risk zone (MSK VII).






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Figure 3-3 : Seismicity of Proposed Project (Uttar Pradesh)

3.13 WIND HAZARD

As per the meteorological information gathered from the Meteorological Department of India, the

following is also observed:

Hail : On an average hail observed on only 0.6 days in period of year Thunder : On an average thunder observed on only 46.9 days in period of year. Fog : On an average fog observed 23.1 days in the area round period of year. Dust Storm : On an average Dust Storm observed on only 7.5 days in period of year. Squall : On an average 1.2 days Squall being ever been observed in period of year.

On the bases of these observation, following suggestions are as:

The project is coming under Very High Damage Risk Zone-A (Vb=55 m/s) as per Wind &

Cyclone hazard map of India.

Building strong engineered structures to withstand wind speed.

Proper plantation will be developed to prevent soil erosion.

Future critical facilities will not be located in areas of accelerated winds.

The roofs of existing critical facilities should be retrofitted to a higher standard to ensure wind

resistance.

Building openings such as windows and doors also suffer damage from high velocity winds.






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These openings if not constructed of wood or metal should be protected with shutters or

temporary covers of adequate design

3.14 SOCIAL INFRASTRUCTURE

a. Social Infrastructure available

The all types of social infrastructure and facilities are available at Lucknow which is located near from

the Lucknow Airport.

Hospital with ambulance;

Banks;

Post office;

Bus station;

Fire station;

Secondary school;

Police station;

Shopping complex;

Sports infrastructure;

Community halls;

Primary health care centres.

PLANNING

CONSIDERATION






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4. PPLLAANNNNIINNGG CCOONNSSIIDDEERRAATTIIOONN

4.1 INTRODUCTION

The purpose of this chapter is to present the Planning Concepts for Lucknow Airport, in terms of both

their vision and reasoning. Therefore, several basic assumptions have been established, which are

intended to direct the future planning of the Airport. These assumptions are supported by the aviation

activity forecasts and include a commitment for continued airport operation, which supports local and

regional needs.

Airport planning and design primarily depends upon availability of land, its topography, orientation,

accessibility, etc. Traffic is the other major factor that decides the size of runway, terminal building and

other related infrastructure required for the proposed airport. The site and traffic studies have been

discussed in the preceding chapters. Based on the site and traffic studies the planning and conceptual

design of the proposed airport is discussed in this chapter.

4.2 PLANNING CONCEPT

The airport is not only for interstate transportation but also national and international transportation and

also carriage transport. Aerodrome code of Lucknow airport is 4D. Aerodrome Reference Code is

defined by the characteristics of the aircraft intended to use the airport. The parameters to categorize

the Aerodrome reference code by ICAO are mentioned in Table 4.1

Table 4-1: Categories of Aerodrome based on Aeroplane Reference Field Length

Source: ICAO

Table 4-2: Categories of Aerodrome based on Wing Span & Outer Main Gear Wheel Span

Source: ICAO

Code Number Aero plane reference field length

1 Less than 800m

2 800m up to 1200m but not including 1200m

3 1200m up to 18000m but not including 1800m

4 Over 1800m

Code Letter Wing span Outer main gear wheel span

A Up to and not including 15m Up to and not including 4.5m

B 15m up to and not including 24m 4.5m up to and not including 6m

C 24m up to and not including 36m 6m up to and not including 9m

D 36m up to and not including 52m 9m up to and not including 14m

E 52mup to and not including 65m 9m up to and not including 14m

F 65m up to and not including 80m 14m up to and not including 16m






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4.3 EXISTING FEATURES OF LUCKNOW AIRPORT

4.3.1. TERMINAL BUILDING

Terminal Building (T1):

In 1995 Terminal Building 1 was constructed at Lucknow Airport for 500 (Pax). Presently Terminal

Building 1 holds an area of 8,965 Sq. m. with 10 numbers of Checking Counter facilities. Currently in

Terminal Building has 10 Numbers of Check-in-counter-10, 6 numbers of Immigration Counter, 1

Departure Counter, 6 Arrival Counters and 4 Custom Counters.

Terminal Building (T2):

In 2012 Terminal Building 2 was constructed at Lucknow Airport for 500 (Pax). Presently Terminal

Building 2 holds an area of 20,850 Sq. m. with 16 numbers of Checking Counter and 3 Frisking

Counter.

4.3.2. Runway Orientation

The orientation of the runway for Lucknow airport is 09-27, West-East direction. The data on intensity

and prevailing wind directions for Lucknow, noted from climatological tables by Meteorological

Department of India for nearest observatory at Lucknow have been analyzed.

4.3.3. Runway Length

There is one runway with the following dimensions:

Table 4-3: Dimension of various parameters of Proposed Airport

Name Dimension

Length 2742 m

Width 45 m

Runway Strip 2862 x 150 m

Runway End Safety Area( RESA) 09 End-90 x 150 m, 27 End -115 x 150 mtr

Threshold displaced 157 m at 09 end Source: Technical Report Lucknow Airport

4.3.4. Runway Geometry

The runway is for Code 4D. The width of the runway is 45 m and length of 2742 m. The orientation of

the runway for Lucknow airport is 09-27, West-East direction. The permissible values of slopes as per

ICAO are given in Table 4.4 below:

Table 4-4: Dimension of various parameters of Proposed Airport

Name Slope Permissible

Runway Longitudinal

1.25% (Max.) with Max. slope of 0.8% in the last quarters on both ends and overall slope not to exceed 1.00%

Transverse 1.50% (Max.) 1.00% (Min.)






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Name Slope Permissible

Runway Strip

Longitudinal 1.50% (Max.)

Transverse 2.50% (Max.)

Taxiway

Longitudinal 1.50% (Max.)

Transverse 1.50% (Max.)

Taxiway Strip

Transverse 2.50% (Max. Downward) 0.50% (Max. Upward)

Apron Longitudinal 1.00% (Max.)

Transverse 1.00% (Max.) Source: ICAO

4.3.5. Taxiway

The taxiway system is planned with the flexibility for future demand. Space for a parallel taxiway along

the length of the runways is provided. The initial phase will only have an apron taxiway and two

perpendicular exit taxiways connecting the apron. Details of dimension of taxiway are given below:

Taxi A- for VIP Apron- 252 x 23m.

Taxi B&C- 207 x 23 m

Taxi D- 245 x 23 m

Taxi E- 223 x 23 m

Lima Taxi – 88 x 23 m (for joining the Main Apron & VIP Apron)

Taxi M- Isolation bay 61 x 23 m

4.3.6. Apron

There is two types of Apron exists at Lucknow airport. Apron having dimension of 985m x 140m, for 14

bays and VIP Apron capacity of 4 bays for C-90/ B-200 aircraft.

4.3.7. Isolation Bay

Isolation Bay is constructed with the dimension of 61 m x 61 m. Available for C Type Aircraft at Right

side on 09 End.

4.3.8. Pavement

Aprons and aircraft stands shall be constructed as rigid pavement. Concrete pavements are necessary

on aprons since fuel spillage during re-fueling is likely to occur. Flexible pavements are not able to

withstand fuel spillage or high temperatures of summer in combination with static loads from aircraft

without being damaged.

Taxiways can be constructed both as rigid and flexible pavements. Both pavement types have

advantages and disadvantages but none of the disadvantages are of such a character that one type is






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preferred over other. It should therefore be left to the detailed design to find the most economically

beneficial pavement type.

4.3.9. Parking Space

In Lucknow Airport presently Terminal Building has a capacity of 250 vehicles and Terminal Building

has capacity of 350 vehicles with 10 no of Buses parking.

4.3.10. DVOR

Available. VOR check point –b-287°/0.6NM for LKN VOR.

4.3.11. Perimeter Road/ Boundary Wall

Approximately 10,475 m peripheral road is present at this airport.

4.3.12. Security Watch Tower

Total 14 Nos. of security watch tower exists in this airport (4Nos. of Watch Tower and 10 Nos. of Watch

Paints due Height Restrictions).

4.3.13. Fire Station

CAT –VIII level fire station presently available at Lucknow Airport.

4.4 CIVIL WORKS FOR EXPANSION

4.4.1. Passenger Terminal Building

A new passenger terminal is planned to be completed with an area of 1, 00,000 Sq. m Construction of

a new centrally air-conditioned Modular Integrated Terminal Building of 1,00,000 Sq. m (excluding

20000 Sq. m Basement area). Considering fast growing air traffic and demand for better passenger

facilities an area of 15,000 Sq. m kept for retail commercial outlets/ retiring rooms and airlines offices to

tap future potential at the Airport. The building to be provided with aesthetically appealing & soothing

interior decoration matching the modern structure. Space planning to ensure that no dead space/ Area

is created in the building. The Terminal buildings Departure area, Arrival area, Security hold area and

Concourse area are to be provided with adequate nos. of toilets for gents, ladies and differently-abled

persons and drinking water. Suitable number of ramps to be provided for entry and exit of differently-

abled persons in departure and arrival area. Provision of battery operated buggies for senior citizens I

differently-abled persons as per requirement.

The design of Terminal building will include Media planning, Retail area planning, F & B plan, etc.








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make it in-built part of execution. Solar power generation viz solar lighting, solar roofing system, etc.

will be provided. Maintenance friendly roofing & building facade system including provision of regular

cleaning with maintenance hoists, hooks, etc. including cat walk/ rope suspended platform/ gondola


4.4.2. Departure Area

The Terminal building with provision of Departure concourse, Check-in area with adequate number of

Check-in counters, immigration counters, back-up offices for airlines, baggage conveyor belts,

facilitation counter, weighing machines, counters etc.

4.4.3. Security Hold area

Security Hold area with Aerobridges and Bus Lounge with adequate seating arrangements and

separate security check & holding area and associated facilities.

The passenger frisking area in Security Hold with adequate space for locating required number

of DFMDs, frisking platforms, Inspection table for manual checking of hand baggage and

adequate space I rooms for Security staff. X-ray machine for hand baggage, isolated Smoking

area with proper ventilation in the security hold area.

Duty free/ Retail Area Creation of Retails lands Shops without affecting the passenger movement.

4.4.4. Food & Beverage Area

4.4.5. Arrival Area/ Baggage Claim Area

In ground floor Baggage Claim Area having adequate number of Baggage Conveyor Belts of

adequate size to be provided, space for storing baggage trolleys, mishandled baggage and

counters/ space for airlines and back up offices, and associated facilities.

Adequate space should be provided in the ground floor for required number of immigration &

custom counters, back-up offices, space for storing' baggage trolleys, space for storage of

mishandled baggage for airlines.

4.4.6. Common Concourse Area

Common concourse area in the ground floor to have provision for snack bar, travel requisite, Bank/

ATM, post office, TR and Curio stall, drinking water, Meet-and-Greet area, first-aid room, facilitation

counters, space for care taker office with store, Terminal Manager office with supporting office for AAI

and airlines, Conference Room and other facilities at suitable location.

Airport Director's office with associated office space, Conference hall, Retiring rooms, toilet for staff to

be provided.






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4.4.7. Parking Area


Separate car/ scooter park area for AAI and airlines staff at appropriate location. Multilevel Car Parking


include its space planning and mode/for its operations.

Development of four-lane vehicular road from Terminal Building/ Car parking with canopy covering two

lanes in front of the Terminal Building on the city side and connecting the main approach road to the

city.

4.4.8. Dismantling Works

Dismantling of terminal Building (T-1), AC plant room, CCR hall, Substation. Existing Cargo Building,

etc. falling in the location of the propose Terminal Building and reconstruct the AC plant room, CCR hall

and Substation in the service area with adequate capacities considering the overall demand. New

integrated terminal Building will be of capacity of capacity 1,15,000 Sq. m. (including 20,000 Sq. m.

basement area) with new commercial facilities. This will be adequate to handle 4000 peak hour

passengers (3200 Domestic and 800 International) with the recommended area specifications and to

match the level of services B as per IATA recommendations (growth trend indicate a traffic of 0.89

million International passengers and 4.66 million Domestic passenger by 2025-26).

4.5 MISCELLANEOUS CIVIL WORKS

Development of four-lane vehicular road from Terminal Building/ Car parking with canopy covering

two lanes in front of the Terminal Building on the city side and connecting the main approach road

to the city.

Provision of VIP/CIP lounges, provision of adequate number of chairs, furniture, furnishings etc. in

the departure lounge common concourse, check-in area, and security hold area and arrival lounge.

Provision of water supply pumping arrangement system, Water Filtration, water cooler & R.O/ U.V.

Filters, Sewage Treatment Plant (STP), Effluent Treatment Plant (ETP) as per norms and as per

site conditions.

Horticulture-landscaping, drainage system, water supply, rain harvesting etc.

Driver's canteen and toilet facility on the city side.

Sub-station, AC plant room and related service facilities. Provision should be made for the AC Plant

Room vertical through AHU rooms, backup generators for essential services, etc. in the lower

ground floor.

Provision of acoustics for effective functioning of PA system.

Providing city side compound wall depicting local architecture and with proper gates.






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4.5.1. Electrical and Mechanical Works

Internal and external electrification for Terminal Building Complex, associated buildings, Car Park

and roads.

Augmentation of main power supply, Substation Equipment, DG Sets for Secondary Power supply

and associated ancillary buildings.

Provision of central air-conditioning & ventilation (HVAC) system & BMS for New Terminal Building.

Provision of conveyor belts with In-line X-ray inspection System and other equipment at departure

area and inclined carousels at Arrival hall.

Provision of fire detection & alarm system, provision for fire hydrants and water sprinklers system

as per standards along with fire extinguishers.



. Provision of automatic sliding doors at exit and entry points of terminal.

Provision of adequate number of Signage of world class standard, inside and outside the terminal

building, car park area & City side approach road and air side area for guidance of passengers and

visitors.

4.5.2. Airport System

Passive and Active networking components such as OFC, UTP cabling, Routers, Core & Access

switches and accessories. Provision of Raceways, cable trays, and conducting and cabling.

Server room and adequate space for keeping network switches along with electrical power points &

UPS.

Access Control System as per BCAS requirement.

Provision of Internet, VPN bandwidth, Wi-Fi system.


Surveillance Close circuit TV system (SCCTV) and provision of adequate number of close circuit

TV monitors, in the Security Control Room, Terminal Manager Room, APD Office etc.

Provision of Flight Information Display System (FIDS) with adequate number of Display Devices in

departure, arrival and security hold area for passenger facilitation.


Baggage (HB),' including provision of required number of ETDs, DFMDs & HHMDs, as per BCAS

norms.




4.5.3. SUPPORT AMENITIES

The following facilities will be available in the proposed airport

Baggage handling system






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Passenger boarding bridges

Flight information and displays

Sewage treatment facility

Firefighting system

Security equipments

Bookshop

Restaurant

PROPOSED

INFRASTRUCTURE






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5. PPRROOPPOOSSEEDD IINNFFRRAASSTTRRUUCCTTUURREE

5.1 THE PLAN

The Concept Plan for the Lucknow Airport defines the ultimate scope of the proposal and the

development of facilities in accordance with the requirements of traffic. Earlier discussion on Traffic

Analysis and Project Sizing are used as the basis for planning of the various components.

It is the overall objective of this effort to produce a balanced airside and landside complex to serve

forecast aviation demands. However, before defining and evaluating specific alternatives, airport

development objectives need to be outlined. The primary goal of the Master Plan is to define a

development concept which allows for the airport to be marketed, developed, and safely operated for

the betterment of the region and its users. With this in mind, the following development objectives have

been defined for this planning effort:

Maintain an attractive, efficient, and safe aviation facility in accordance with government, state, and

local regulations.

Develop facilities to efficiently serve general aviation users and encourage increased use of the

airport, including business and corporate activity.

Provide sufficient airside and landside capacity, efficiency, and safety through additional facility

improvements which will meet the long term planning horizon level of demand for the airport and

region.

Ensure that any recommended future development is environmentally compatible.

Enhance local economic development through maximizing the use of available property.

Identify opportunities for approved non-aeronautical use of certain areas on the airport to further

diversify airport facility revenue generating potentials.

The proposed project involves construction and development of a number of facilities which are given

below:

5.2 DETAILS OF PROPOSED INFRASTRUCTURE

5.2.1 Passenger Terminal Building

A new passenger terminal is planned to be completed with an area of 1,00,000 Sq. m. Construction of

a new centrally air-conditioned Modular Integrated Terminal Building of 1,00,000 Sq. m (excluding

20000 Sq. m Basement area). Considering fast growing air traffic and demand for better passenger

facilities an area of 15,000 Sq. m. kept for retail commercial outlets/ retiring rooms and airlines offices

to tap future potential at the Airport. The building to be provided with aesthetically appealing & soothing

interior decoration matching the modern structure. Space planning to ensure that no dead space/ Area






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is created in the building. The Terminal buildings Departure area, Arrival area, Security hold area and

Concourse area are to be provided with adequate nos. of toilets for gents, ladies and differently-abled

persons and drinking water. Suitable number of ramps to be provided for entry and exit of differently-

abled persons in departure and arrival area. Provision of battery operated buggies for senior citizens &

differently-abled persons as per requirement.

The design of Terminal building will include Media planning, Retail area planning, F & B plan, etc.



make it in-built part of execution. Solar power generation viz solar lighting, solar roofing system, etc.

will be provided. Maintenance friendly roofing & building facade system including provision of regular

cleaning with maintenance hoists, hooks, etc. including cat walk/ rope suspended platform/ gondola


5.2.2 Departure Area

The Terminal building with provision of Departure concourse, Check-in area with adequate number of

Check-in counters, immigration counters, back-up offices for airlines, baggage conveyor belts,

facilitation counter, weighing machines, counters etc.

5.2.3 Security Hold area

Security Hold area with Aerobridges and Bus Lounge with adequate seating arrangements and

separate security check & holding area and associated facilities.

The passenger frisking area in Security Hold with adequate space for locating required number of

DFMDs, frisking platforms, Inspection table for manual checking of hand baggage and adequate

space I rooms for Security staff. X-ray machine for hand baggage, isolated Smoking area with

proper ventilation in the security hold area.

5.2.4 Duty free/ Retail Area

Creation of duty free Retail Area/ Retails lands Shops without affecting the passenger movement.

5.2.5 Food & Beverage Area

5.2.6 Arrival Area/ Baggage Claim Area

In ground floor Baggage Claim Area having adequate number of Baggage Conveyor Belts of

adequate size to be provided, space for storing baggage trolleys, mishandled baggage and

counters/ space for airlines and back up offices, and associated facilities.

Adequate space should be provided in the ground floor for required number of immigration &

custom counters, back-up offices, space for storing' baggage trolleys, space for storage of

mishandled baggage for airlines.






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5.2.7 Common Concourse Area

Common concourse area in the ground floor to have provision for snack bar, travel requisite, Bank/

ATM, post office, TR and Curio stall, drinking water, Meet-and-Greet area, first-aid room, facilitation

counters, space for care taker office with store, Terminal Manager office with supporting office for AAI

and airlines, Conference Room and other facilities at suitable location.

Airport Director's office with associated office space, Conference hall, Retiring rooms, toilet for staff to

be provided.

5.2.8 Parking Facilities


Separate car/ scooter park area for AAI and airlines staff at appropriate location. Multilevel Car Parking


include its space planning and mode/for its operations. .

Development of four-lane vehicular road from Terminal Building/ Car parking with canopy covering two

lanes in front of the Terminal Building on the city side and connecting the main approach road to the

city.

5.2.9 Dismantling Works

Dismantling of Terminal Building (T1), AC plant room, CCR hall, Substation. Existing Cargo Building

etc. falling the location of the propose Terminal Building and reconstruct the AC plant room, CCR hall

and Substation in the service area with adequate capacities considering the overall demand. Inplace of

this mantling, new Integrated terminal Building will be constructed having area of 1,15,000 Sq. m.

(including 20,000 Sq. m. basement area). This will be adequate to handle 4000 peak hour passengers

(3200 Domestic and 800 International) with the recommended area specifications and to match the

level of services B as per IATA recommendations (growth trend indicate a traffic of 0.89 million

International passengers and 4.66 million Domestic passenger by 2025-26).

5.2.10 Miscellaneous civil works

Development of four-lane vehicular road from Terminal Building/ Car parking with canopy covering

two lanes in front of the Terminal Building on the city side and connecting the main approach road

to the city.

Provision of VIP/CIP lounges, provision of adequate number of chairs, furniture, furnishings etc. in

the departure lounge common concourse, check-in area, and security hold area and arrival lounge.

Provision of water supply pumping arrangement system, Water Filtration, water cooler & R.O/ U.V.

Filters, Sewage Treatment Plant (STP), Effluent Treatment Plant (ETP) as per norms and as per

site conditions.






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Horticulture-landscaping, drainage system, water supply, rain harvesting etc.

Driver's canteen and toilet facility on the city side.

Sub-station, AC plant room and related service facilities. Provision should be made for the AC Plant

Room vertical through AHU rooms, backup generators for essential services, etc in the lower

ground floor.

Provision of acoustics for effective functioning of PA system.

Providing city side compound wall depicting local architecture and with proper gates.

5.2.11 Electrical and Mechanical Works

Internal and external electrification for Terminal Building Complex, associated buildings, Car Park

and roads.

Augmentation of main power supply, Substation Equipment, DG Sets for Secondary Power supply

and associated ancillary buildings.

Provision of central air-conditioning & ventilation (HVAC) system & BMS for New Terminal Building.

Provision of conveyor belts with In-line X-ray inspection System and other equipment at departure

area and inclined carousels at Arrival hall.

Provision of fire detection & alarm system, provision for fire hydrants and water sprinklers system

as per standards along with fire extinguishers.



. Provision of automatic sliding doors at exit and entry points of terminal.

Provision of adequate number of Signage of world class standard, inside and outside the terminal

building, car park area & City side approach road and air side area for guidance of passengers and

visitors.

5.2.12 Airport System

Passive and Active networking components such as OFC, UTP cabling, Routers, Core & Access

switches and accessories. Provision of Raceways, cable trays, and conducting and cabling.

Server room and adequate space for keeping network switches along with electrical power points &

UPS.

Access Control System as per BCAS requirement.

Provision of Internet, VPN bandwidth, Wi-Fi system.


Surveillance Close circuit TV system (SCCTV) and provision of adequate number of close circuit

TV monitors, in the Security Control Room, Terminal Manager Room, APD Office etc.

Provision of Flight Information Display System (FIDS) with adequate number of Display Devices in

departure, arrival and security hold area for passenger facilitation.


Baggage (HB),' including provision of required number of ETDs, DFMDs & HHMDs, as per BCAS

norms.






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5.2.13 SUPPORT AMENITIES

The following facilities will be available in the proposed airport

Baggage handling system

Passenger boarding bridges

Flight information and displays

Sewage treatment facility

Firefighting system

Security equipments

Bookshop

Restaurant

REHABILITATION &

RESETTLEMENT

PLAN






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66.. RREEHHAABBIILLIITTAATTIIOONN && RREESSEETTTTLLEEMMEENNTT PPLLAANN

6.1 INTRODUCTION

Total 69.37 acres area is required for the proposed new terminal building which is already available in existing

Lucknow Airport with land area of 1261.18 acres belongs to Airports Authority of India, Lucknow. No

rehabilitation is proposed because the land is already available with Lucknow Airport.

PROJECT

SCHEDULE &

COST ESTIMATES






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77.. PPRROOJJEECCTT SSCCHHEEDDUULLEE && CCOOSSTT EESSTTIIMMAATTEESS

7.1 INTRODUCTION

The proposed completion schedule for the project is 6 month. The estimated cost of the project is

1,230.00 crores. The budgetary cost estimates for the project have been prepared as per following

details.

Table 7-1: Cost estimation for the Proposed Development

S. No. Description Amount

1 Civil Work 5,598,779,650.50

2 Electrical Work 2,248,386,277.00

Total (Civil + Electrical) 7,847,165,927.50 A

3 Art Work 78,471,659.28

4 Construction of Flyover in front of Terminal 200,000,000.00

5 IT Works 25,000,000.00

6 Airport System Works 710,745,000.00

7 Baggage Trollies and Airport Terminal Chairs 78,471,659.28

Total 1,092,688,318.56 B

Total (A+B) 8,939,854,246.06

Say 893.99 Crores C

8 Add labour cess, PF & ESI reimbursement, service tax reimbursement, Work Contract Tax, Contingency, Consultancy and Anticipated cost escalation etc.

336.01 Crores D

Grand Total (C+D) 1230.00 Crores

7.2 QUANTITIES

Quantities of the civil work as terminal building including departure area, security hold area, food &

beverages area, arrival/baggage claim area, electrical work, IT system development, new AC plant etc.

and demolition of old terminal building-1 of Lucknow airport are calculated based on preliminary

planning, design and assessment of requirements based on codes and specifications. Detail designs

not done at this stage.

7.3 RATES

The rates of civil work of new terminal building is based on the rates of schedule, 2013-14 for Lucknow

district. Additional provisions for superior specifications have also been made in the estimate. The

estimates of remaining items / facilities are based on market enquiries.






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7.4 CONTINGENCIES

For the purpose of estimation, Contingencies @ 3% of the total cost of the works has been added.

7.5 WORKS TAX

Works Tax has been added to the total cost of the project (including contingencies) is applicable on

construction projects in Uttar Pradesh. However the same has not been included in the cost estimates

being a statutory government levy.

7.6 LABOUR CESS

Labour Cess @ 1% of the total cost of the project (including contingencies) is applicable on

construction projects all over India. However the same has not been included in the cost estimates

being a statutory government levy.

7.7 SERVICE TAX ON CONSTRUCTION COST

Service Tax @ 14% on the 40% of construction cost of the project is applicable on construction

projects all over India. However the same has not been included in the cost estimates being a statutory

government levy.

7.8 PROJECT MANAGEMENT COSTS

For the purpose of estimation no consultancy charges for design and PMC have been added as the

project is envisaged to be developed under PPP model.

7.9 PRICE ESCALATION / VARIATION

No price escalation has been added in the estimates as the financial analysis has been done on NPV

basis.

7.10 COSTS NOT INCLUDED

The cost of land acquisition, rehabilitation (if any), environmental mitigation (if any), obstruction removal

as proposed in the report, cutting of trees, utility shifting from the proposed Airport site, WCT, Labour

cess, service tax on construction cost, escalation, consultancy for design and PMC (including

applicable ST/cess) and cost of Fire tender/ambulance etc. has not been included in the estimate.

7.11 FINANCIAL ANALYSIS

Operating cost estimates have been worked out using benchmarks for similar airports operated by

Airports Authority of India (AAI).

Construction is likely to start in 2016, as clearance from Ministry of Defense, approval of Standing

Committee, detailed designing’s of the project and environment clearance are yet to be obtained.

The project is likely to be completed end of 2017.






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Traffic data is taken from the traffic survey conducted by agency appointed by RITES. Useful life of

the asset is 30 years, with rate of depreciation considered as 10%.

For discounted cash flow the rate is taken as 10%.

Staff cost have been raised by 20% yearly to meet the adjustment for inflation (DA) and increments

to staff.

Non-aeronautical revenues forecast include lease rental income from the Concessionaire, in the

vicinity of the airport.

Operating expenses have been estimated based on benchmarks for comparable Indian airports,

expected traffic growth and adjusted for inflation. .

Following additional assumptions have been considered in the financial analysis.

Estimated capital expenditure of INR 878.25 crore on the basis of initial estimate.

Non-aeronautical revenues forecast include lease rental income from the Concessionaire, in the vicinity of the airport.

FINAL

RECOMMENDATIONS






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88.. FFIINNAALL RREECCOOMMMMEENNDDAATTIIOONNSS

Lucknow Airport is an operational airport and need to be upgraded State Govt. and AAI wants to

modernization/ expansion and upgrade of Lucknow Airport to cater the need of the visitors coming to

Lucknow & surrounding areas. The land for the project will be provided by State Govt. at free of cost

and without encumbrances.

As per current traffic data, the domestic passengers handled are 2 million for domestic (2014-15) and 0,47 million for international (2014-15). The above building capacity are saturated, therefore it is proposed to build a new terminal building to cater to the passenger's convenience in future growth of Lucknow airport.

Airports Authority of India committed to inclusive growth and sustainable development in not only the

communities it operates in, but also in contributing towards nation building. The focus of the activities

are mainly on three major dimensions of human development which include expansion of sustainable

livelihood opportunities, improving the status of health and education and broadening the range of

choices by creating rural infrastructure. The aim is to walk with the communities, help people look

ahead, make the right choices and secure a bright and beautiful future, together.

The easy and speedy access of the location also attracts the investment from high profile players of the

market. The probability of the investment by the builders and hoteliers is also likely due to the proposed

development of the airport. Hence, the project would act as a boon for development of the region and

direct and indirect benefits will be drawn from the projects. Following evaluation of the benefits are

listed below:

Employment potential -skilled; semi-skilled and unskilled labour both during construction and

operational phases of the project with specific attention to employment potential of local

population as well as necessity for imparting any specialized skills to them to be eligible for

such employment in the project on a long term basis i.e., during operational and maintenance

stages of the project.

Other tangible benefits like improved standards of living, health, education etc.

Improvements in the physical infrastructure by way of addition of project infrastructure, ancillary

industries that may come up on account of the project.

The general evaluation of the site indicates that the following:

Land will be provided by State Govt. free of cost and without encumbrances after

removing of obstructions.






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As already there is an operational airport therefore an adequate access exists to

sources of bulk services including water, power and telecommunications.

In summary, the conditions appear to be feasible for modernization/expansion and up gradation of

Lucknow Airport for handling increasing traffic.

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