Gesendet: Dienstag, den 10. März 2009, 07:12:04 Uhr
Betreff: IGI- 3rd Runway- Myopic Planning

1.      Currently there are 3 runways operating at IGI Airport handling 23 million passengers per annum (mppa);

i)                    Runway No. 27 which is 2813 meters long

ii)                   Runway No. 28 which is 3810 meters long

iii)                 New Runway 29 which is 4430 meters long

Each landing aircraft must touch down, slow, and exit the runway before the next aircraft crosses the beginning of the runway. This process requires at least one and up to four minutes for each aircraft. Allowing for departures between arrivals, each runway can thus handle 30 arrivals per hour. Two parallel runways can theoretically handle a maximum of around 60 arrivals per hour (or 120 flight movements) in good weather. 

Practical examples of some of the world’s busiest airports are London Gatwick airport, which has one single runway, where during peak times schedules a maximum of 29 arrivals per hour. Similarly Heathrow Airport, with two runways, handles a peak schedule of 50 arrivals per hour. Restrictions at these airports from 11PM-7AM limit the number of arrivals at night to an average of 3 to 8 arrivals per hour and no flight departures are normally permitted during the night. See TABLE 1 below.

2.      With the commissioning of runway 29, the maximum number of flights which IGI should be able to handle with parallel runways nos 28 and 29 is now theoretically 60 arrivals per hour. However it should be noted that the current average is around 13 arrivals per hour with a peak of 21 arrivals per hour. So there is now tremendous overcapacity at IGI because not only are there a set of parallel runways but the extra third runway no. 27 has become totally redundant.

3.      Scenario 1: Assume all flights on runway 29 are stopped at night from 10PM to 6AM.  There would be no impact on night flight arrivals as the two other runways nos. 27 and 28 could easily handle the present night load which is currently an average total of 8 flight arrivals per hour. This is well within their proven capacity of 16 flights per hour (before runway 29 was built) even using separate runways for takeoff and landing.

4.      Scenario 2: Now assume flights on all 3 runways were stopped at night from 10PM to 6AM with all the night flights rescheduled to daytime. The average flight arrivals would then increase from currently 13 to 19 flights per hour with a peak of around 25 arrivals per hour. This is well within the total capacity of the 2 parallel runways no. 28 and 29 which is 60 arrivals per hour. Runway 27 need not be used except during severe weather, maintenance or other emergency.

5.      Scenario 3: Finally assume runway 28 was closed for maintenance and all night flights banned. Effectively there would still be two runways in operation ie. No. 27 and 29. The maximum length of runway required by aircraft currently using IGI for landing is 2650 meters and for takeoff is 3600 meters. Runway 27, due to its smaller length (2813 meters) could therefore be used exclusively for landing while runway 29 could be used for takeoff and landing during peak hours. As Runway 27 would only be used for arrivals the combined capacity of the two runways would be more than 40 flights arriving per hour. The peak demand of around 25 flights arriving and 25 departing per hour can therefore easily be met.

6.      CONCLUSION: Earlier congestion at IGI was due to alignment of existing runways which prevented simultaneous takeoff and landing and also due to bad weather mainly due to fog. With the new runway 29 operational, closing down one runway, either no. 27 or 28 and stopping night flights (10PM to 6AM) can easily be accomplished without any adverse effect on IGI operations. Benefits include:

i)                    Reduction in noise pollution levels. Environmentally friendly providing relief to over 2 lakh residents of Delhi at night.

ii)                   Reduction in air pollution levels as trees around airport absorb aircraft carbon dioxide pollution during daytime but not at night.

iii)                 Drastic decrease in power consumption of airport and carbon emissions resulting in less power blackouts and load shedding in city.

iv)                 Less stress on ATC personnel due to airport closure at night.

v)                  Less disruption in flight schedules and passenger complaints due to fog at night.

vi)                 More revenue for DIAL/GMR savings in power consumption due to runway closure.

vii)               Reduced losses to the Airlines due to fewer flight cancellations and delays due to fog at night.

viii)              Safer for Airlines as they prefer landing on runway 27 or 28 due to Shiv Murti Hazard on runway 29.

ix)                 It strikes the right balance between the commercial interests of the airport and protecting the quality of life of local residents

7.      RECOMENDATIONS: Start with Scenario #1 immediately and phase into Scenario #2  over the next 6 months so that airlines can redo their timetables and schedules. Maintenance shutdown of runway #28 would have no adverse effect on current operations.

AIRPORT  TRAFFIC – TABLE 1

Note: Night restrictions from 11PM-6AM