PRE FEASIBILITY REPORT TABLE OF CONTENTS

PRE FEASIBILITY REPORT TABLE OF CONTENTS S. No Particulars Page No. 1 Project Background 33 2 Project Description 33 3 Site Analysis 41 4 Rehabilitation & Resettlement 44 5 Proposed Infrastructure 44 6 Project Schedule & Cost Estimates 45 7 Analysis of proposal 46 32

1. PROJECT BACKGROUND Airports play a significant role in globalization, connecting cities and countries. Airports are a major part of a country s infrastructure and foster economic activities by encouraging international commerce and tourism and generating employment. Arunachal Pradesh is the largest state in the North Eastern region and is without any airport. So far Naharlagun, which is about 15 km from Itanagar, is connected by helicopter service. The state capital of Itanagar is, therefore, neither connected to other states by air and nor by rail. For better connectivity and overall development of the state, the Government of Arunachal Pradesh has decided to place the state capital i.e. Itanagar on the country s map in respect of airports by constructing a new airport at Itanagar. Five sites namely Nirjuli, Gumto, Imchi, Banderdeva and Holongi were examined for setting up the airport. After examining all the sites, Holongi site was found suitable because of the following topographical/geo-graphical and operational advantages: Approach and take off area is free from natural obstacle; Involvement of lesser earthwork; Less development cost in comparison to earlier site of Banderdeva; Possibility of all weather operation by A-321 class of aircraft; The faster accessibility through existing NH-52 A from Itanagar; and Least interference to airspace of existing operational airports in the vicinity. In addition to construction of airport, it has been decided that the project will include provision for commercial activities such as hotel and a convention center at the airport. 1.1 Project Proponent Airports Authority of India (AAI) was constituted by an Act of Parliament and came into being on 1st April 1995. Currently, it manages a total of 125 Airports, which include 11 International Airports, 08 Customs Airports, 81 Domestic Airports and 25 Civil Enclaves at Defence 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. 2. PROJECT DESCRIPTION 2.1 Type of Aircraft The proposed project is a green field airport project which involves construction of a new runway, a new terminal building and other aviation facilities including provision for commercial activities such as hotel, convention center etc. 2.2 Location 33

The proposed site is located in village Holongi, Baliajan tehsil, Papum Pare district, Arunachal Pradesh. The site lies between Kokila and Holongi water streams and is approachable from NH-52A. The proposed site falls in Survey of India Toposheet No. 83 E/12, 83 E/16, 83 F/19 and 83 F/13. The location map and 10 km radius study area map are given in Figure-1 and Figure-2 respectively. FIGURE- 1 (INDEX MAP) 34

2.3 Details of Alternate Site S.No Essential parameters 1 Land availability Banderdeva site Holongi site Remarks Forest land identified for airport & available for setting up of an airport Land identified in paddy field area, mostly private land State Govt. has issued notification for conversion for forest land for airport at Banderdeva and acquisition of same has been initiated. 2. Distance from Itanagar 25 Km in east direction 20 Km in the South west direction Both sites connected by NH 52A 3. Topography Terrain Hilly terrain, for setting up of the airport, heavy cutting as high as 50m and filling as deep as 40 m approx involved. Heavy river training work involved for diversion of two streams from site and need to pass through box culvert under the proposed runway. Plain area, minimum cutting filling involved, in fact only filling is involved for 1-2 m height. Two streams are passing at the ends of proposed runway; hence Heavy river training work may not be required. 4. Accessibility New approach road is required from NH52 A to reach the proposed site. Approach road to site is already available, only need to be widen. 5. Level difference between runway/airport site and main road Airport site would be about 20 m above general terrain level. Airport elevation: 190m Airport site would be practically on same level as connecting NH 52A. Airport elevation: 100m 6 Instrument approach procedures Need to be assessed in view of the obstacles around the airport. Instrument approach possible for both ends of proposed runway. 7 Runway Orientation 08/26 08/26 (true bearing 078/258 degrees) 8 Airport elevation 190 m Approx. 100 m Approx. 35

9 Obstacle in the OLS surfaces Approach Runway 08-3 nos. Approach of Runway-26 1 Transition Surface has many obstacles. Approach 26-no natural obstacle Approach 08- Small portion of hill may penetrate, orientation of Runway may be slightly modified to get rid of hill in approaches Transition Surface and Horizontal Inner Surface, on northern side, penetrated by hills at some places but Instrument Approach possible. Detail study of obstacle of Holongi site needed, if site is considered. 10 Meteorological condition Frequency of low cloud during monsoon and winter season will be higher due to high location, resulting more diversion of flight Frequency of low cloud during monsoon and winter season will be very less due its location on ground and near Brahmaputra valley, resulting less diversion of flight 11 Environmental issues Heavy deforestation, cutting and filling work involved, may affect ecology in that area Flat ground, only filling of 1-2 m involved to raise the general ground of Airport 12 Resettlement and rehabilitation of population Minimum 60-70 houses in three small villages Chakma refugees settled by State Govt. in 1964 can be easily relocated in adjoining area 13 Development Period 5 ½ years Four years 14 Critical airport Yes,due to table top location No,due to ground location 15 Airspace conflict Lies in Jorhat control air space (CTR) Lies in Jorhat control air space (CTR) Approval of MOD required 16 Conflict with Lilabari Airport airspace Yes, distance from Lilabari airport is only 35KM Less conflict as 60KM away from Lilabari airport 36

17 Development Cost Rs 989 Crores Rs 550 croreapprox + Rs. 150 crore (land cost, R&R cost and cost of hotels and convention center) Based on the findings of the Inter-Ministerial Committee (IMC), a meeting was held in PMO on 09.07.2012, wherein, it was agreed that for technical & safety reasons the site at Holongi is far superior & preferable to the site at Banderdeva. 2.4 Project Features The aerodrome is to be planned for operation of A - 321 type aircraft. As per scope of work, site measuring 320 hectares approx, has been proposed for developing new airport. For planning of the aerodrome, following parameters are proposed: Phase- I: a. New runway of dimension 2300 m x 45 m with PCN 12. b. New Terminal Building of area 5100 sq.m. for 100 arriving and 100 departing passengers, at a time, with provision of further modular expansion. c. Parking stand (apron), measuring 112 m x 96 m, with link taxiway of 23 m width, for two aircraft of A - 321 type. d. Construction of ramp area of dimension 20 m x 50 m for parking of ground equipment. e. Development of runway strip of dimension 2420 m x 300 m (with RESA) f. Provision of blast pads, turn pads and RESA at both runway ends. g. Construction of Control Tower-cum-Technical Block. h. Development of drainage system. i. Construction of fire station category VII. j. Construction of boundary wall of 2.9 m height around the acquired land along with perimeter road. k. Provision of electric sub-station and other facilities. l. Construction of car park for 100 cars and associated approach road. m. Installation of DVOR DME. n. Installation of ground lighting facilities viz. runway edge lights, PAPI at both ends (of runway), threshold lights, runway end lights. o. Construction of signal square area and wind sock. p. Sewage treatment plant 2.4.1 Aerodrome Category As per scope of work, the airport is to be developed for A 321 type aircraft, aerodrome reference code (Aerodrome category) of the proposed airport will be 4C. 2.4.2 Aerodrome Elevation 37

The elevation of the site proposed for the airport at Runway 08 beginning is 103.00 m and at Runway 26 beginning is 100.00 m above mean sea level (AMSL). 2.4.3 Runway Orientation As per the preliminary study carried out on Google, the most suitable orientation of runway, with least obstacles, has been considered as 080 degree/260 degree (Magnetic). Runway 28 Beginning Co-ordinates (WGS-84) 26 58 05.89 N, 93 39 17.83 E. Thus runway designation of 08/26, which meets operational requirement, is proposed. 2.4.4 Runway Configuration The length of runway is proposed as 2300 m with width as 45 m. as per scope of work. Reference Section 3.2.1 of Annex 14, for code letter 4 C. Though, single approach lighting system has been proposed at Runway 28, CAT-I approach lighting system proposed at Runway 08. It is proposed to extend the length of runway by 500 m (total 2800 m) to make it suitable for operation of Boeing 767 type of aircraft in Ph-II. 2.4.5 Runway Strip As per scope of work, runway strip of width 300 m is considered for preparing Master Plan. 2.4.6 Taxiway 2.4.7 Apron It is proposed to construct link taxiway, one for entry & other for exit of aircraft to apron of approximately length of 250m each. As per scope of work, apron of dimension 112 m x 96 m is considered to park two A - 321 type aircraft, with power-in power-out configuration. Additional parking bays of apron area, has been increased in phase-ii construction. 2.4.8 Isolated Aircraft Parking Position Reference Section 3.14 of Annex 14, provision of isolated aircraft parking stand is required as a standard. It is proposed to provide the said stand, at extended portion of the proposed part parallel taxiway, towards Runway 08, as shown on the Master Plan. 2.4.9 GSD equipment parking area 38

As given in the scope of work, GSD parking area is proposed close to the apron, as shown in the Master Plan. 2.4.10 ATC Control Tower-cum-Technical Block ATC control tower cum technical block, is proposed at the location, shown on the Master Plan. At this location, control tower will have unobstructed clear view of the movement area and aircraft on final approach to land, on both sides of runway. 2.4.11 Fire Station 2.4.12 PAPI 2.4.13 DVOR As per scope of work. Aerodrome Category for rescue and fire fighting has been decided to be category VII. For category VII, ICAO has recommended minimum two fire-fighting vehicle (CFT). Further for this category minimum usable amount of extinguishing agents, have been reco0mmended by ICAO, vide table 9.2 of Chapter 9 of Annex 14, as follows: i. Water level (in CFT) of 18200 ltrs. for protein foam or 12100 ltrs for Aqua Film Forming Foam (AFFF). ii. Dry Chemical Power (DCP) of 225 KG. It is proposed to provide 2 CFTs of water capacity 6000 / 7000 ltr. capacity with AFFF / with two ambulances or 3 CFTS of same water capacity if protein foam is to be used (one CFT being spare for replacement, in case of active CFT becoming unserviceable, in each case). Beside the CFT, it is proposed to provide at least one ambulance, at Fire Station. Fire Station is proposed close to Technical Block. Provision of PAPI, as given in the scope of work, is proposed on port (left) side of either runway. As required in scope of work, DVOR location is proposed, as shown in the Master Plan, where VOR radials transmission will not be interfered, by any obstacle. 2.4.14 Aeronautical Ground Light (AGL) 2.4.14.1 Runway Beside runway edge lights, threshold lights and runway end lights, as mentioned in the scope of work, it is proposed to provide Approach Lights for both ends of runway. With provision of DVOR, both runways shall be capable of instrument approach. Simple approach lights upto 420 m, from threshold, are proposed, for both runway. 39

2.4.14.2 Apron Apron Flood Light is also proposed for the main apron. 2.4.15 Passenger Terminal & Car Park 2.4.16 Roads As per scope of work, new passenger terminal building of 5100 sq.m is proposed, to accommodate 100 arriving and 100 departing passengers, at a time. City side internal road network and connecting roads, two lanes, to National Highway are proposed, as shown on the Master Plan. 2.4.17 Operational Area Perimeter Wall and Perimeter Road Operational Area Perimeter Wall, with anti-scaling device, with total height of 2.9 m., is proposed as shown on the Master Plan. Also inner perimeter road of 3 m width, all along the perimeter is proposed for inspection and patrolling by security personnel. Fencing or wall for airport land can be provided separately as an antiencroachment measure. Master plan showing the air side details is shown in Figure-3 (enclosed in separate sheet overleaf). Phase- II: DEVELOPMENT AS PER ULTIMATE DEVELOPMENT PLAN a. Construction of parallel taxi track (length 2800 m) b. Extension of runway from 2300 m to 2800 m for operation of Boeing 767 type of aircraft. c. Development of basic strip from 2420 mtrs. To 2920 mtrs. length. d. Construction of additional parking bays / apron. e. Construction of additional car parking space. f. Development of additional land / site area. g. Construction/ expansion of Terminal Building h. Cargo Complex and Hangar 2.5 Water & Power Requirements Water Requirement The total water requirement would be 90 KLD which will be met from Kokila stream as suggested by State Government. Power Requirement 40

Power required for the entire airport would be 1000 KW by construction of independent 33 KV line upto airport as suggested by State Government. 2.6 Waste water Generation & management The wastewater generation mainly consists of sanitary waste, sewage from airport terminal, flight kitchen, effluent from the workshop etc. The sewage and sanitary waste from the buildings and airport terminal will be treated in Sewage Treatment Plant (STP) comprising primary, secondary and tertiary treatment facilities. The treated wastewater from the STP will be used for air conditioning, cooling water make-up and green belt development. It is estimated that about 72 KLD of wastewater will be generated from the proposed airport. The entire wastewater that is generated from the airport will be recycled and reused for non potable purposes. 2.7 Solid Waste Management 3. SITE ANALYSIS Solid waste generated from the proposed airport mainly comprises of food waste and garbage waste. Further, small quantities of sludge from STP, medical waste and other waste will be generated. Collection and handling of domestic solid waste would be done in line with the provisions of the Municipal Solid Waste Rules 2000 (as amended). 3.1 Connectivity The proposed site at Holongi is located approximately at a distance of 20 Km in South West of NH-52 A. The proposed site measuring 320 hectares approximately is mainly a plain land and lies between two rivers i.e. Kokila and Holongi. The site lies in the foothills. It s size is approx 3.00 KM in length and 1.30 KM width, adjacent to NH-52A near Holongi Check post. 3.2 Land form, Land use & Land ownership The airport is proposed on 383.87 Hectares land out of which at present 320 Hectares land will be developed for proposed airport and is being acquired by State Government. State Government is additionally acquired another 40.41 Hectares for R&R. A brief about the findings & analysis of the proposed site is mentioned below: 3.2.1 Operations of the aircraft: As per the initial assessment of the Holongi site, the approach funnel of both the runway 08 and 26 are clear of natural terrain and instrument approaches are possible for both the runways. 41

3.2.2 Safety Issues: Rescue operations will be easier, in the approach and take off path. The Airport proposed on the flat land, will be less prone to earthquake disasters. 3.2.3 Construction Issues: The site being the flat land, it will be easier to develop the airport. The site is easily approachable by NH-52 and NH-52A. The site will require filling of 2 to 3 m (approx.), earth can be made available from the nearby foothills. 3.2.4 Future Expansion: Expansion will be easier, if so desired, the land required for future extensions/expansion may be acquired in the beginning itself. 3.2.5 Land Issues: The site reported to be mostly private land, but other version as mentioned earlier also, the land forms the part of Drupong reserved forest and part of which has been notified for the established of the Chakma refugees. It was reported that land acquisition is likely to pose following difficulties: - Rehabilitation & Resettlement of Chakmas - Acquisition of land - Issue of cost of land Chakmas being a sensitive issue, the State Government is to give consideration for the resettlement of Chakmas refugees. 3.3 Topography The proposed site is almost flat cultivable land. The site is inhabitated by a few Kachha hut settlement. It was informed that the Chakma refugees have been settled in this area and these huts belong to them. The other version was that this land forms the part of Drupong Reserved Forests, part of which (under consideration for the Airport) has been notified for the settlement of Chakma refugees. However, the land required for the airport, needs acquisition by the State Govt. as per the existing provisions. The level of Holongi site is below the NH-52A level by 2 to 3 m and will require earthfilling. The water streams at both the sides would require to be trained. Approach path of proposed runway are clear of obstacles except the HT lines. In the northern side, there is a chain of hills which may form obstacles in the transition surface and need to be addressed. The HT power lines, observed in the approach path of the proposed runway, will need shifting. 42

3.4 Proposed Land use pattern The site proposed for Airport development is 383.87 along the National Highway 52A. The runway orientation is angled to the longitudinal length of the site thus dividing the site into two distinct areas. The area towards the NH 52A is the area being considered for the development of the airport. 3.4.1 Operational Land Use The runway orientation being the deciding factor, the land along the runway is to be maintained as essentially required as mandated by ICAO. The same applies to the land along the approach funnels. Maintaining mandated distances for an apron/ taxi way and apron parking for Code C aircraft, the location of the passenger terminal building is to be planned. The terminal building is, therefore, proposed towards hill side on the proposed approach road to NH 52A 3.4.2 Terminal Complex & Other Facilities It is proposed to construct Main Terminal Building, ATC cum Technical Block, Fire Station, Sub-station and other Ancillary buildings for the optimum utilization of the land in phases. 3.4.3 Commercial Land Use There is proposal to construct hotels and convention centre near to the Main Road, NH- 52A, for convenience to the passengers and other users by State Govt. 3.4.4 Residential Land Use A residential complex for the essential operational and other staff is also proposed within the airport boundary. The site being flat, various types of houses like Type A, B, C & D are proposed for officers and staff as per their entitlement. 3.5 Existing Infrastructure Presently, the site is devoid of any infrastructure, except few settlements, and transmission lines. 3.6 Social Infrastructure Available The existing social infrastructure in the Itanagar which is located at about 15 km from the site is: Hospital with ambulance; 43

Banks; Post office; Bus station; Fire station; Secondary school; Police station; Shopping complex; Sports infrastructure (Stadium & Camps etc); Community halls; Cinema halls; and Primary health care centres. 4. REHABILITATION & RESETTLEMENT About 156 families would be affected due to the proposed project. Tentatively, Rs. 36 Crores is being allocated for the rehabilitation of 156 chakma families from the proposed project. 5. PROPOSED INFRASTRUCTURE 5.1 Phase- I 5.1.1 Airport Works Construction of new runway in the identified orientation (8/26) of dimension 2300m x 45 m with PCN 12, with 7.5m shoulders. Construction of new terminal building of area 5100 sq.m. for (200 passengers) 100 arriving and 100 departing passengers at a time, with provision of further modular expansion. Construction of apron with link taxi way for entry and exit of aircraft (for two aircrafts A-321). Construction of isolation bay with link taxiway. Construction of ramp area of dimension 20 m x 50 m for parking of ground equipment. Development of runway strips of dimension 2420 m x 300 m (with RESA). Provision of turning pads and RESA at both runway ends. Development of water & supply / sewerage / drainage system. Construction of control tower cum technical block. Construction of fire station category VII. Construction of Pump House. Development of bore wells & rainwater harvesting. Construction of boundary wall of 2.9 m height around the operational area and perimeter road as per BCAS norms. Provision of Electrical Sub-Station and other facilities. Construction of car park for 100 cars and associated approach road for all facilities (minimum two-lane). Installation of VHF, HF, NDV, DVOR & DME. 44

Installation of ground lighting facilities viz. runway edge lights, PAPI at both ends threshold lights, runway end lights & apron flood lightings etc. Construction of signal square area and wind sock. Construction of effluent / sewage treatment plant. Residential accommodation for AAI staff. Development of Horticulture & Landscaping works. 5.1.2 Construction of Hotel / Convention Center with all facilities 5.1.3 Rehabilitation & Resettlement of Chakma Refugees. 5.2 Phase- II Construction of parallel taxi track (length 2800 mtr.) Extension of runway from 2300 mtr. to 2800 mtr. for operation of Boeing 767 type of aircraft. Development of basic strip from 2420 mtrs. to 2920 mtrs. length. Construction of additional parking bays / apron. Construction of additional car parking space. Development of additional land / site area. Modular Expansion of Terminal Building Construction of Cargo Complex Construction of Hangar including facility for night parking 6. PROJECT SCHEDULE & PRELIMINARY COST ESTIMATES General Abstract of Cost S.No. ITEMS Cost in Crs. A Development of land 60.00 B C Boundary wall, road, drainage, water supply, bulk electric supply, horticulture / landscaping Air side assets like runways, apron, link taxiway, isolation bay, GSE area, RESA etc. 50.00 200.00 D Passenger Terminal Building 50.00 E ATC, Fire station, power house, DVOR, DME, CNS equipments, aeronautical lighting and other equipment and facilities 80.00 F Residential area 10.00 G Hotel / convention center 50.00 45

H River training works, construction of bridges over Kokila and Holongi streams, diversion of Nala and Airport Drainage Scheme etc. Total cost 100.00 600.00 Crores 7. ANALYSIS OF PROPOSAL It is essential to have an airport at Itanagar, being the capital of Arunachal Pradesh as well as for development of this area. After completion of airport, Itanagar will be well connected to other cities of eastern sector and other states and will increase the tourist flow in this region. The Airport has been planned at the revised location of Holongi, which has been selected and approved by PMO/MOCA/State Govt./ Airports Authority of India. The location is ideally situated on National Highway 52A and is just 20 km away from Itanagar. The airport has been planned for operation of A-321 type of aircraft. 46