Design and Creative Ideas for No-frills Airports in Tier-II & Tier-III Cities

DESIGN AND CREATIVE IDEAS FOR NO-FRILLS (LOW COST) AIRPORTS IN TIER-II AND TIER-III CITIES

RAJIV BABU CHINTALA

ABSTRACT The project report deals with the topic, “Design and Creative ideas for no-frills (low cost) Airports in tier-II and tier-III cities”. Indian government is planning to build small i.e., No-Frill Airports with rudimentary facilities, in order to bring down the cost of flying. Such airports will be a world apart from the swanky ones at Delhi and Mumbai. As per a blueprint being prepared by the Airports Authority of India (AAI), these airports, which will be located in small towns, will lack conveyor belts, arrival lounges and even air-conditioning. Luggage will have to be checked in manually. One air traffic control (ATC) tower will cater to a number of such airports. Therefore, this project deals with the analyzing and understanding of basic facility requirements for the safe operations of the airports and thus give the maximum inputs with the overall idea to the industry to further proceed with the planning stage of no- frill airports. Also the project elucidates the primary requirements in the airports with cost effective manner and also proposes for the revenue generation strategies which provide profit for the airport authority. In this Project it has been analyzed and observed all the necessary requirement for the airport operations and thus gave a brief suggestion on the no –frill airport facility requirements with reference to passenger and staff satisfaction levels. Here it has made a detail explanation of various facilities provided in the airport with specific dimensions like Airport Terminal Facilities, ATC requirements, parking facilities, revenue generation strategies, dimensional indications and other miscellaneous facility requirements.

TABLE OF CONTENTS CHAPTER

TITLE List of tables List of figures

I

PAGE NO. i ii

INTRODUCTION 1.1 Industry profile 1.2 Company profile 1.3 About the project 1.4 Objectives of the project 1.5 Scope of the project 1.6 Limitations of the project

II

RESEARCH METHODOLOGY 2.1 Methodology adopted 2.2 Sources of data collection 2.3 Statistical tools adopted

III

19 33

REVENUE STRATIGIES AND DIMENSIONAL INDICATIONS 5.1 Description of terminal building 5.2 Revenue through PSF & UDF charges 5.3 Revenue through route navigation facility charges 5.4 Revenue through terminal navigation landing charges 5.5 Revenue through airline counters and backup offices 5.6 Revenue through parking and entry charges 5.7 Dimensions of terminal building

VI

16 18 18

DATA ANALYSIS AND INTERPRETATION 4.1 Data Analysis 4.2 Statistical calculations

V

13 13 15

REVIEW OF LITERATURE 3.1 Conceptual and theoretical view 3.2 Statement of the problem 3.3 Significance of the project

IV

1 5 9 11 12 12

35 41 43 44 45 45 46

CONCLUSION 6.1 Findings 6.2 Recommendations 6.3 Conclusion

BIBLIOGRAPHY APPENDIX

48 49 50 51 52

LIST OF TABLES Table no.

Title of the table

Page no.

4.1.a

Respondents details (gender)

19

4.1.b

Respondents details (age)

20

4.1.c

Respondents details (place)

21

4.1.d

Respondents details (occupation)

22

4.1.1

Requirement of snack bars

23

4.1.2

Need for Wi-Fi

23

4.1.3

Need for cell phone/laptop charging slots

24

4.1.4

Requirement of flight information display systems

24

4.1.5

Need of ATM machines

25

4.1.6

Requirement of air conditioning in check-in area

25

4.1.7

Requirement of air conditioning in security check-in area

26

4.1.8

Need for vehicle parking facilities in the airport

26

4.1.9

Need for car rental services in the no-frill airports

27

4.1.10

Need or the availability of medical/health assistance

27

4.1.11

Need for prayer/meditation room

28

4.1.12

Need conveyor belts for baggage handling

28

4.1.13

Need of televisions for entertainment purpose

29

4.1.14

Perception of manual luggage check

29

4.1.15

Frequency of travel through air

30

4.1.16

Perception of respondents while come to an airport

31

4.1.17

Respondents travel preference

32

4.2.1

Statistical calculations (T-Test using SPSS)

34

5.2.1

Revenue through PSF and UDF charges

41

5.2.2

PSF and UDF charges in other domestic airports in India

42

5.4.1

Revenue through terminal navigation domestic landing

44

charges 5.5.1

Revenue through airline counters and backup offices

45

5.6.1

Vehicle parking and entry charges

45

5.7.1

Dimensions of terminal building

46

LIST OF FIGURES Chart no.

Title of the chart

Page no.

4.1.a

Respondents details (gender)

19

4.1.b

Respondents details (age)

20

4.1.c

Respondents details (place)

21

4.1.d

Respondents details (occupation)

22

4.1.1

Requirement of snack bars

23

4.1.2

Need for Wi-Fi

23

4.1.3

Need for cell phone/laptop charging slots

24

4.1.4

Requirement of flight information display systems

24

4.1.5

Need of ATM machines

25

4.1.6

Requirement of air conditioning in check-in area

25

4.1.7

Requirement of air conditioning in security check-in

26

area 4.1.8

Need for vehicle parking facilities in the airport

26

4.1.9

Need for car rental services in the no-frill airports

27

4.1.10

Need or the availability of medical/health assistance

27

4.1.11

Need for prayer/meditation room

28

4.1.12

Need conveyor belts for baggage handling

28

4.1.13

Need of televisions for entertainment purpose

29

4.1.14

Perception of manual luggage check

29

4.1.15

Frequency of travel through air

30

4.1.16

Perception of respondents while come to an airport

31

4.1.17

Respondents travel preference

32

Figure no.

Title of the figure

Page no.

1

Terminal building layout

37

2

Top view of the terminal building

38

3

Front view of the terminal building

40

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CHAPTER – I INTRODUCTION 1.1

INDUSTRY PROFILE

Aviation Industry in India Introduction The Indian civil aviation industry is on a high growth trajectory. India has a vision of becoming the third largest aviation market by 2020 and is expected to be the largest by 2030. The civil aviation industry in India has ushered in a new era of expansion driven by factors such as Low-Cost Carriers (LCC), modern airports, Foreign Direct Investments (FDI) in domestic airlines, cutting edge Information Technology (IT) interventions and a growing emphasis on regional connectivity. In terms of market size, the Indian civil aviation industry is amongst the top 10 in the world with a size of around US$ 16 billion. The world is focused on Indian aviation – from manufacturers, tourism boards, airlines, and global businesses to individual travelers, shippers and businessmen, etc. If we can find common purpose among all stakeholders in Indian aviation, a bright future is at hand.

Market Size India’s scheduled airlines carried 67.73 million passengers in 2014 compared with 61.42 million passengers in 2013, and 58.81 million in 2012, according to the DGCA. Air traffic in India grew between 20 and 40 per cent for six years starting 2003, when low-fare airline Air Deccan was launched, making it possible for more people to travel by air. The domestic passengers carried by Air India were 12.42 million while the private carrier’s 54.95 million passengers. The market share of Air India remained at 18.4 per cent while for the private airlines it was 81.6 per cent. The airlines are projected to record a collective operating profit of Rs 8,100 crore (US$ 1.29 billion) in fiscal year 2016, according to Crisil Ltd.

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Aircraft movements, passengers and freight at all Indian airports are expected to grow at a rate of 4.2 per cent, 5.3 per cent and 5 per cent, respectively, for the next five years, according to estimates by Airports Authority of India (AAI).

Investment FDI inflows in air transport (including air freight) during April 2000 to January 2015 stood at US$ 562.65 million, as per data released by Department of Industrial Policy and Promotion (DIPP). Following are some of the major investments and developments in the Indian aviation sector: 

Google Inc. has launched flight searches in India. “Now, you can search directly for flights within Google or access google.co.in/flights to quickly find, compare and book flights from your mobile device, tablet or desktop,” said Google.



Air Costa plans to add eight aircrafts before 2016 to its existing fleet of four aircrafts.



Boeing is planning to set up an aircraft manufacturing base in India. Once set up, it would be part of the 'Make in India' programme, under which the government wants companies to not only manufacture for India but export as well.



Vistara has signed inter-line agreements with Singapore Airlines and Silk Air. An inter-line agreement refers to a pact to issue and accept tickets for flights that are operated by the partner airlines.



Air Works India Engineering has focused on growing international business and has formed a Joint Venture (JV) with Yaksa Investment to provide aviation maintenance services to international airlines and domestic operators.



UTC Aerospace Systems has said that US Federal Aviation Administration (FAA) has approved a product developed and produced by the firm in India. With the FAA approval, UTC Aerospace Systems’ Bengaluru facility is among the first Indian entities to indigenously produce and directly ship an aviation product to aircraft manufacturers in the US.



Tata Group has launched its full-service Vistara airline on January 9, 2015. Vistara started on Mumbai-Ahmedabad route and plans to expand to other cities later. 2

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Government Initiatives Government agencies have projected that around 500 airports in all, both brownfield and Greenfield, would be required by 2020. The private sector is sought to be involved in a big way through different PPP models, with substantial involvement of state support in terms of financing, concessional land allotment, tax holidays and other incentives. Some of the major initiatives taken by the government are as follows: 

Gujarat may get a second international airport at Dholera. The Government of Gujarat has formed Dholera International Airport Co Ltd and is obtaining approvals from the union government.



The Directorate-General of Civil Aviation (DGCA) has given its approval to Air India’s maintenance, repair and overhaul (MRO) unit.



The Government of India has decided to award airports in Kolkata, Chennai, Jaipur and Ahmedabad on management contract. The Airports Authority of India (AAI) has issued ‘Request for Qualification’ document for these four airports.



The Government of India plans to form a committee comprising bankers, aviation experts and technocrats to help turn around and look at privatizing the national airline Air India.



The Ministry of Civil Aviation plans to list Airports Authority of India and Pawan Hans Ltd on the stock exchanges.



The Government of India has approved the construction of five budget airports to improve regional connectivity and work on them will start from FY15.

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Aircraft movement in India Total aircraft movement recorded a CAGR of 8.4 per cent over FY06-13.

Passenger traffic in India Total passenger traffic stood at a 154.5 million in FY14.

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1.2

COMPANY PROFILE

Introduction Airports Authority of India was constituted by an Act of Parliament and came into being on 1st April 1995 by merging erstwhile National Airports Authority and International Airports Authority of India. The merger brought into existence a single Organization entrusted with the responsibility of creating, upgrading, maintaining and managing civil aviation infrastructure both on the ground and air space in the country. AAI manages 125 airports, which include 18 International Airport, 07 Customs Airports, 78 Domestic Airports and 26 Civil Enclaves at Defense airfields. AAI provides air navigation services over 2.8 million square nautical miles of air space. During the year 2013-14, AAI handled aircraft movement of 1536.60 Thousand [International 335.95 & Domestic 1200.65], Passengers handled 168.91 Million [International 46.62 & Domestic 122.29] and the cargo handled 2279.14 thousand MT [International 1443.04 & Domestic 836.10].

PassengerFacilities The main functions of AAI inter-alia include construction, modification & management of passenger terminals, development & management of cargo terminals, development & maintenance of apron infrastructure including runways, parallel taxiways, apron etc., Provision of Communication, Navigation and Surveillance which includes provision of DVOR / DME, ILS, ATC radars, visual aids etc., provision of air traffic services, provision of passenger facilities and related amenities at its terminals thereby ensuring safe and secure operations of aircraft, passenger and cargo in the country.

Air Navigation Services In tune with global approach to modernization of Air Navigation infrastructure for seamless navigation across state and regional boundaries, AAI has been going ahead with its plans for transition to satellite based Communication, Navigation, Surveillance and Air Traffic Management. A number of co-operation agreements and memoranda of cooperation have been signed with US Federal Aviation Administration, US Trade & Development Agency, European Union, Air Services Australia and the French Government Co-operative Projects and Studies initiated to gain from their experience. Through these 5

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activities more and more executives of AAI are being exposed to the latest technology, modern practices & procedures being adopted to improve the overall performance of Airports and Air Navigation Services. Induction of latest state-of-the-art equipment, both as replacement and old equipment’s and also as new facilities to improve standards of safety of airports in the air is a continuous process. Adoptions of new and improved procedure go hand in hand with induction of new equipment. Some of the major initiatives in this direction are introduction of Reduced Vertical Separation Minima (RVSM) in India air space to increase airspace capacity and reduce congestion in the air; implementation of GPS and Geo Augmented Navigation (GAGAN) jointly with ISRO which when put to operation would be one of the four such systems in the world.

Security The continuing security environment has brought into focus the need for strengthening security of vital installations. There was thus an urgent need to revamp the security at airports not only to thwart any misadventure but also to restore confidence of traveling public in the security of air travel as a whole, which was shaken after 9/11 tragedy. With this in view, a number of steps were taken including deployment of CISF for airport security, CCTV surveillance system at sensitive airports, latest and state-of-the-art X-ray baggage inspection systems, premier security & surveillance systems. Smart Cards for access control to vital installations at airports are also being considered to supplement the efforts of security personnel at sensitive airports.

Aerodrome Facilities In Airports Authority of India, the basic approach to planning of airport facilities has been adopted to create capacity ahead of demand in our efforts. Towards implementation of this strategy, a number of projects for extension and strengthening of runway, taxi track and aprons at different airports has been taken up. Extension of runway to 7500 ft. has been taken up to support operation for Airbus-320/Boeing 737-800 category of aircrafts at all airports.

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HRD Training A large pool of trained and highly skilled manpower is one of the major assets of Airports Authority of India. Development and Technological enhancements and consequent refinement of operating standards and procedures, new standards of safety and security and improvements in management techniques call for continuing training to update the knowledge and skill of officers and staff. For this purpose AAI has a number of training establishments, viz. NIAMAR in Delhi, CATC in Allahabad, Fire Training Centers at Delhi & Kolkata for in-house training of its engineers, Air Traffic Controllers, Rescue & Fire Fighting personnel etc. NIAMAR & CATC are members of ICAO TRAINER programme under which they share Standard Training Packages (STP) from a central pool for imparting training on various subjects. Both CATC & NIAMAR have also contributed a number of STPs to the Central pool under ICAO TRAINER programme. Foreign students have also been participating in the training programme being conducted by these institution.

IT Implementation Information Technology holds the key to operational and managerial efficiency, transparency and employee productivity. AAI initiated a programme to indoctrinate IT culture among its employees and this is most powerful tool to enhance efficiency in the organization.

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1.3

ABOUT THE PROJECT

No Frill Airport “A

no-frill airport is one for which the non-essential features have been

removed to keep the price low. The use of the term "frills" refers to a style of fabric decoration. Something offered to customers for no additional charge may be designated as a "frill". No-frills airport operate on the principle that by removing luxurious additions, customers may be offered lower prices”. The government is planning to build small airports with rudimentary facilities, in order to bring down the cost of flying. Such airports will be a world apart from the swanky ones at Delhi and Mumbai. As per a blueprint being prepared by the Airports Authority of India (AAI), these airports, which will be located in small towns, will lack conveyor belts, arrival lounges and even air-conditioning. Luggage will have to be checked in manually. One Air Traffic Control (ATC) tower will cater to a number of such airports. Our plan is to keep the cost of building and operating these airports to a minimum. This mean the security will be taken care by police personnel from the respective states and harnessing solar energy to power the airports, and the plan being discussed includes remote controlled ATCs. We plan to have one ATC tower that will be able to guide planes for more than one such airport. Not every airport would require full-fledged ATC since there won't be so many flights. As part of a plan to improve regional connectivity, the government plans to develop 50 low-cost airports in smaller cities across the country. The cost, with such initiatives, is expected to be very low and are estimated to come up for as low as 50-80 crore for every airport. These airports will be built in the form of modules, which means a block can be added once there is increase in demand.

Almost 70 per cent of the population residing in smaller towns in the country are not using air travel. There is a large number of people who could afford to pay for air travel if the facility is made available. Today, the cost of operation of the airports and airlines has

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increased drastically, and thus their viability is a major concern. Hence, the no-frills airports are also urgently needed in the tier-2 and tier-3 towns and small remote areas to strengthen connectivity and exploit the huge potential. Due to lower infrastructure and operational costs, no-frills airports would help incentivize lower ticket rates resulting in higher air passenger volume. So it needs to act fast on the idea of no-frills airport connectivity to help boost tourism, increase economic development and boost the fortunes of the low cost carriers. It has to be a collaborative approach by the State and Central governments as well as airlines for the no-frills airports to succeed.

Tier 2 and Tier 3 Cities India continues to be an attractive offshore destination for global companies, given its unique combination of low cost, scalable talent pool, and breadth and depth of available skills. Tier‐2/3 cities add to the value proposition by providing additional cost savings of 8 to 12 percent (for IT services), due to lower facilities and other operational costs. With higher concentration risk in tier‐1 cities, it is becoming increasingly important for enterprises and service providers to access talent from tier‐2/3 cities.

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1.4

OBJECTIVE OF THE PROJECT Primary objectives:



To design a model of no frill airport terminal building.



To understand the airport revenues in all touch points of the organization.



For LCC players, the low cost airports comes full of creative ideas that will allow them to operate efficiently at low cost.

Secondary objectives: 

To study the level of customer expectations in no frill airports.



To enable travelers to relax in a comfortable environment that is easy to use and to meet customer affordability.

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1.5 

SCOPE OF THE PROJECT The project will help the Airports Authority of India and low cost carriers to tap the current untapped air travel market.



This project will help to reduce the passenger service fee and user development fee.



This project will help to increase the regional air connectivity.



This will help to increase the airports and airlines revenue.



This project idea will help to save the land side area.



This project design gives flexible model and easy for modification & up-gradation.



This project will help to increase the revenue and employment opportunities in that particular states.

1.6

LIMITATIONS OF THE PROJECT



The sample size is limited to 50 passengers.



Non responsiveness from respondents due to their time constraint and their biased answers leads to inaccurate results.



Since the sample size is small and a simple random sample the facts revealed in this project may not be exact to consider.



Time frame for the project is limited by two months.



Access to direct customers inside security areas was not allowed and hence collecting data became tedious.



The researcher restrained to follow the rules of DGCA, BCAS and MoCA.

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CHAPTER – II RESEARCH METHODOLOGY Research methodology deals with the step by step procedure adopted to carry out the study. According to Green and Tull, “A Research Design is the specification of methods and procedures acquiring the information needed. It is the overall operations pattern or framework of the project that stipulates which information is to be collected from which sources by what procedures”.

2.1 METHODOLOGY ADOPTED Descriptive Research: Descriptive research includes surveys and fact findings. The major purpose of the research is description of the state of affairs as it exists at present. The researcher has no control over the variables. For this project, descriptive research has been carried out.

2.2 SOURCES OF DATA COLLECTION For research findings I proceeding with four methods. They are: 

Project literatures



Industry expert’s opinions  Airports  Airlines



Passengers opinions  Questionnaire (survey on no-frills airport expectations)



On-site visits  Vijayawada airport  Rajahmundry airport  Chennai airport

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Industry Expert Opinions: “The civil aviation ministry is planning to setup no-frills airports in tier-II & tier-III cities for this AAI has been a way forward to startup no-frill airport in donakonda and nagarjuna sagar. So if the project is done effectively it could be taken as a reference for both of this airports.” - Mr. M. Raja Kishore (APD-Vijayawada)

“AAI has developed a model for these no-frills airports, which will provide essential services needed to operationalize the airports, without in any way compromising safety and security. This will result in low cost of operation and make it viable for the airlines with smaller aircraft to run their services.” - Capt. Deepak Shastri (APD – Chennai)

“For no-frills airports the non-precision instrument runway is more than enough and there is no need of using separate navigation setup in this airports. For this it will take source from nearby airport.” -Mr. Varadharajulu (ATC Head-Vijayawada)

“No-frills airports are better plan for the Indian airlines especially for LCC’s. It gives benefits for the airlines which has smaller aircraft with less than 80 seating capacity because there are no landing charges and very less parking charges for this types of aircrafts and also it could be a profit making strategy for the airlines.” -Mr. Venkat (supervisor in spice jet)

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2.3 STATISTICAL TOOLS ADOPTED SAMPLING TOOL

: Questionnaire

SAMPLE SIZE

: 50

STATISTICAL TOOLS USED

: Percentage Analysis and T-Test

One Sample T-Test: The name of the one-sample t-test tells us the general research design of studies in which this statistic is selected to test hypotheses. We use the one-sample t-test when we collect data on a single sample drawn from a defined population. In this design, we have one group of subjects, collect data on these subjects and compare our sample statistic to the population parameter. The population parameter tells us what to expect if our sample came from that population. If our sample statistic is very different, then our statistical test allows us to conclude that our sample came from a different population. Again, in the one-sample t-test, we are comparing the mean calculated on a single set of scores (one sample) to a known population mean.

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CHAPTER-III REVIEW OF LITERATURE

3.1 CONCEPTUAL AND THEORETICAL REVIEW: A model of low cost airlines and no-frills airports will drive down costs, lift volumes and improve connectivity. The advent of low cost carriers (LCCs) has led to a rapid growth in the aviation market in India. Today, LCCs have captured a majority share of the market. Globally, LCC growth is often associated with a boom in tourism, growth in air traffic and increased frequencies to smaller cities. And it has been led by new entrants like Ryan Air, South West Airlines and Air Asia, which have also shown healthy bottom lines, while the traditional airlines have floundered.

Low cost airports are characterized by the absence of grandiose buildings, less space per person compared to international terminals, and significantly lower investment. The Airports Authority of India (AAI), as part of its suggestions to the Ministry, has included doing away with luggage scanning X-ray machines and conveyor belts for the low cost airports.

The Kuala Lumpur International Airport (KLIA) Main Terminal Building (MTB) was built for a 25million passenger capacity at a cost of $3.5 billion, the KLIA Low Cost Carrier Terminal (LCCT) is a 10million passenger terminal costing only $30 million. Unlike the MTB, the LCCT does not have any escalators, complex baggage handling systems or aerobridges. Consequently, passenger fees at KLIA-LCCT are 86 per cent lower than at the KLIA-Main Terminal building.

First, LCCs prefer low cost airports as these are relatively uncongested and free from ground and air traffic control delays. Lack of congestion and faster turnarounds enables LCCs to increase their productivity and lower their operational costs. Second, it would increase air connectivity to tier-II and tier-III cities, making these cities directly accessible without having to pass through major hubs like Delhi, Mumbai and Bangalore. With significantly lower investments, both passenger and airline fees would be

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correspondingly lower. This can really spur the growth of international short haul traffic from India.

Ryanair in Europe and Southwest in US thrive on such low cost airports/secondary airports for their operations. There have also been cases where carriers have abandoned a particular airport, in order to get better deals from airport operators that support their cost structures. Ryanair has been at the forefront of such activities, abandoning or threatening to abandon many airports such as Manchester, Graz, Girona-Costa Brava, Reus and others in recent years, to protest against the high airport costs and other regulations. With the development of more low cost airports and entry of new LCCs in India, the dynamics of carrier operator relationship would change, eventually benefiting the consumer.

Finally, low cost airports serve the important function of acting as secondary airports in cities where a major airport already exists. These airports are supposed to complement the major airport in terms of capacity and also act as a hub for LCCs. London is the perfect example of a city with successful secondary airports – Stansted and Luton. In India, the first secondary airport that is coming up is the Navi Mumbai airport and it has the opportunity to be a low cost hub. However, news indicates that instead it will be a very expensive proposition ($ 2.4 billion), defeating the very purpose it is intended to serve.

The need of the hour is to plan for the introduction of no-frills terminals or secondary low cost airports where the primary airport is saturated. This will lower airport charges for airlines, thus driving ticket prices down and incentivizing air passenger growth. The concept of low cost airports/terminals is quite new in India, where the focus has always been on building huge state of the art airports like we have in Delhi and Mumbai. For a developing country like India, we need to supplement the key world class international hubs like Delhi and Mumbai with a good network of low cost airports to provide direct point to point connectivity throughout the country.

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3.2 STATEMENT OF THE PROBLEM The construction of Greenfield airports depends on many factors such as site clearance, clearance from regulatory authorities or Defence, other mandatory clearances, land acquisition and finances. In the case of no-frills airports, the issues are slightly different. The plan is to develop and operationalize nonoperational airports or airstrips in remote areas and Tier-II or Tier-III cities on the no-frills model. Land acquisition around such airports can be a major challenge considering the probability of city development around the airports or airstrips resulting in obstructions for aircraft operation. The scale of operation in these airports is expected to be low in the initial stages. To support airlines to come out with low or reasonable fares, airport charges require to be kept to a minimum. Development of no-frills airports means that the airport operator will be less burdened with construction and operation costs and can achieve better growth faster. Also over time, these airports can emerge as normal airports and become commercially viable. As these airports are planned as small airports, the aircrafts required will be small aircrafts, which are cheaper to own and operate.

3.3 SIGNIFICANCE OF THE PROJECT At present, there are around 450 used or unused and abandoned airports and airstrips across India. And several Tier-II or Tier-III cities are still unconnected or underserved. To enhance and broaden air connectivity, the Government plans to build nearly 200 low cost airports in the next 20 years. The next boom in the aviation sector is expected from no-frills airports. The government ensure quick implementation of this idea, which would help boost tourism, increase economic development as well as give a boost to the fortunes of LCCs.

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CHAPTER – IV DATA ANALYSIS AND INTERPRETATION

4.1 DATA ANALYSIS Questionnaire Percentage Analysis

Table no 4.1.a Respondents Details (Gender): S.no

Particulars

No. of Respondents

Percentage

1 Male

37

74

2 Female

13

26

Total

50

100

Chart no 4.1.a Respondent Details (Gender): Gender

26% 74%

Male

Female

INFERENCE: The sample consists of majority of male respondents.

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Table no 4.1.b Respondent Details (Age): S.no

Particulars

No. of Respondents

Percentage

1 20 to 25

8

16

2 26 to 35

26

52

3 36 to 45

10

20

4 46 to 55

6

12

5 56 & above

0

0

50

100

Total

Chart no 4.1.b Respondent Details (Age): Age 60 50 40 30

52

20 10

20

16

12 0

0 20 to 25

26 to 35

36 to 45

46 to 55

56 & above

INFERENCE: The sample consists of mean age range of 36 to 45 and most of the respondents are in the age group of 26-35.

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Table no 4.1.c Respondents Details (Place): S.no

No. of Respondents

Particulars

Percentage

1 Tier – 1

10

20

2 Tier – 2

17

34

3 Tier – 3

23

46

50

100

Total

Chart no 4.1.c Respondents Details (Place):

Place

46%

Tier – 3 34%

Tier – 2 20%

Tier – 1 0

10

20

30

40

INFERENCE: The sample consists of most of respondents from Tier – 3 cities.

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Table no 4.1.d Respondents Details (Occupation): S.no

Particulars

No. of Respondents

1 Government Employee

Percentage

9

18

2 Business

18

36

3 Student

6

12

17

34

50

100

4 Private Employee Total

Chart no 4.1.d Respondents Details (Occupation):

OCCUPATION 40 35 30 25 20 15 10 5 0

36

34

18

Government Employee

12 Business

Student

INFERENCE: The sample shows that most of the respondents work in business.

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Private Employee

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No-frill Airport Survey Items: Table no 4.1.1

Chart no 4.1.1

Requirement of snack bars Particulars

No. of

Percentage 100

Respondents Yes

41

82

82%

80 60 18%

40

No

9

18

50

100

20 0

Total

Yes

No

INFERENCE: Most of the respondents require snack bars in no-frill airports.

Table no 4.1.2

Chart no 4.1.2

Need for Wi-Fi Particulars

No. of

Percentage

Respondents Yes

29

58

No

21

42

Total

50

No 42%

100

INFERENCE: More than half percentage of respondents need Wi-Fi in no-frill airports.

23

Yes 58%

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Table no 4.1.3

Chart no 4.1.3

Need for cell phone/laptop charging slots Particulars

No. of

Percentage

Respondents

32%

No

Yes

34

68

No

16

32

Total

50

100

68%

Yes

0

50

100

INFERENCE: Most of the survey respondents need cell phone/laptop charging slots in no-frill airports.

Table no 4.1.4

Chart no 4.1.4

Requirement of flight information display systems Particulars

No. of

Percentage 92%

Respondents Yes

46

92

No

4

8

100

8%

0 Yes

Total

50

No

100

INFERENCE: Almost all the respondents require flight information display systems in no-frill airports.

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Table no 4.1.5

Chart no 4.1.5

Need of ATM machines Particulars

No. of

Percentage

Yes

No

Respondents Yes

3

6

No

47

94

6%

94%

Total

50

100

INFERENCE: Most of the respondents not require ATM machines in no-frill airports.

Table no 4.1.6

Chart no 4.1.6

Do you require air conditioning in check-in area?

Particulars

No. of

Percentage 100

Respondents Yes

9

18

80 60

No

41

82

20

Total

50

100

82%

40

18%

0 Yes

No

INFERENCE: Many of the respondents not require air conditioning in check-in area of no-frill airports.

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Table no 4.1.7

Chart no 4.1.7

Do you require air conditioning in security check area? Particulars

No. of

Percentage

Respondents Yes

28%

36

72 72%

No

14

28

Total

50

100

Yes

No

INFERENCE: The survey shows that many of the respondents require air conditioning in security check area of no-frill airports.

Table no 4.1.8

Chart no 4.1.8

Would you like to have parking facilities in the airport? Particulars

No. of

Percentage

Respondents

62%

No

Yes

19

38

No

31

62

Total

50

100

38%

Yes

0

50

100

INFERENCE: The survey shows that more than half the respondents not require parking facilities in the no-frill airports.

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Table no 4.1.9

Chart no 4.1.9

Need for car rental services in the no-frill airports Particulars

No. of

Percentage

Yes

No

Respondents Yes

35

70

No

15

30

30%

70%

Total

50

100

INFERENCE: Most of the respondents need car rental services in the no-frill airports.

Table no 4.1.10

Chart no 4.1.10

Need for the availability of medical/health assistance Particulars

No. of

Percentage

Respondents Yes

43

86 86%

No

7

14 14%

Total

50

100

YES

NO

INFERENCE: The survey shows that the respondents need medical/health assistance in no-frill airports.

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Table no 4.1.11

Chart no 4.1.11

Do you think, there is a need for prayer/meditation Room in the no-frill terminal building? Particulars

No. of

2%

Percentage

Respondents Yes

1

2

No

49

98

Total

50

100

98% Yes

No

INFERENCE: Almost all the respondents not require meditation/prayer room in the no-frill airports.

Table no 4.1.12

Chart no 4.1.12

Do you need conveyor belts for baggage handling in the terminal building? Particulars

No. of

Percentage

Respondents Yes

17

34

No

33

66 YES

Total

50

66%

NO

34%

100

INFERENCE: Most of the respondents not require conveyor belts for baggage handling in nofrill terminal building. 28

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Table no 4.1.13

Chart no 4.1.13

Do you require televisions for entertainment purpose in the waiting hall? Particulars

No. of

Percentage

Respondents Yes

60

56% 44%

50

28

56

40 30

No

22

44

20 10

Total

50

100

0 Yes

No

INFERENCE: This shows that half of the respondents require televisions and almost half of the respondents not require televisions for entertainment purpose in the waiting hall.

Table no 4.1.14

Chart no 4.1.14

Do you like to have your luggage check manually? Particulars

No. of

Percentage

Yes 8%

Respondents Yes

4

8

No

46

92

Total

50

100

No 92%

INFERENCE: This survey shows that almost all the respondents are not interested to check their luggage manually.

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Table no 4.1.15 How often do you travel through air? S.no

Particulars

No. of Respondents

Percentage

1 Weekly

1

2

2 Monthly

29

58

3 Six months

17

34

3

6

50

100

4 Yearly Total

Chart no 4.1.15 How often do you travel through air? 58% 60 50 34% 40 30 20 6%

2%

10 0

Weekly

Monthly

Six months

Yearly

INFERENCE: The survey shows that most of the respondents travel monthly once through air.

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Table no 4.1.16 What makes you feel good when you come to an airport? S.no

Particulars

No. of Respondents

1 Airport Ambience 2 Infrastructure 3 Aircrafts 4 Customer Service Total

Percentage

4

8

17

34

9

18

20

40

50

100

Chart no 4.1.16 What makes you feel good when you come to an airport? 40% 40

34%

35 30 25 18% 20 15

8%

10 5 0 Airport Ambience

Infrastructure

Aircrafts

Customer Service

INFERENCE: The survey shows that many of the respondents feel good with customer service and infrastructure while comes to an airport.

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Table no 4.1.17 Which airlines you prefer the most for your travel? S.no

Particulars

No. of Respondents

Percentage

1 Leisure

6

12

2 Business

7

14

3 Legacy

4

8

33

66

50

100

4 LCC Total

Chart no 4.1.17 Which airlines you prefer the most for your travel?

70 60 50 40

66%

30 20 10

12%

14%

Leisure

Business

8%

0

Legacy

LCC

INFERENCE: The survey shows the respondents prefer mostly low cost carriers for their air travel.

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4.2 STATISTICAL CALCULATIONS T-TEST H0: Null Hypothesis There is no significant difference among men and women in their preference towards

various services available at no-frill airports.

H1: Alternative Hypothesis There is a significant difference among men and women in their preference towards various services available at no-frill airports.

Table no. 4.2.1 One-Sample Statistics N

Mean

Std. Deviation

Std. Error Mean

Gender

50

1.2600

.44309

.06266

Age

50

2.2800

.88156

.12467

Place

50

2.2600

.77749

.10995

Occupation

50

2.6200

1.14089

.16135

Requirement of Snack bars

50

1.1800

.38809

.05488

Need for Wi-Fi

50

1.4200

.49857

.07051

Cell phone charging slots

50

1.3200

.47121

.06664

50

1.0800

.27405

.03876

ATM machines

50

1.9200

.27405

.03876

AC in check-in area

50

1.8200

.38809

.05488

AC in security check-in area

50

1.2800

.45356

.06414

Vehicle parking facilities

50

1.6800

.47121

.06664

Car rental services

50

1.3000

.46291

.06547

Medical assistance

50

1.1400

.35051

.04957

Prayer Room

50

1.9800

.14142

.02000

Conveyor belts

50

1.6400

.48487

.06857

Television

50

1.4200

.49857

.07051

Manual Luggage check

50

1.9000

.30305

.04286

Frequency travel through air

50

2.4400

.64397

.09107

50

2.9000

1.03510

.14639

50

3.2800

1.10730

.15660

Flight information display systems (FIDS)

Respondents perception while comes to an airport Air travel preference

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One-Sample Test Test Value = 0 t

df

Sig. (2-tailed)

Mean Difference

95% Confidence Interval of the Difference Lower

Upper

Gender

20.108

49

.000

1.26000

1.1341

1.3859

Age

18.288

49

.000

2.28000

2.0295

2.5305

Place

20.554

49

.000

2.26000

2.0390

2.4810

Occupation

16.238

49

.000

2.62000

2.2958

2.9442

Snack bars

21.500

49

.000

1.18000

1.0697

1.2903

Need for Wi-Fi

20.139

49

.000

1.42000

1.2783

1.5617

Cell phone charging slots

19.808

49

.000

1.32000

1.1861

1.4539

27.867

49

.000

1.08000

1.0021

1.1579

ATM machines

49.540

49

.000

1.92000

1.8421

1.9979

AC in check-in area

33.161

49

.000

1.82000

1.7097

1.9303

AC in security check-in area

19.956

49

.000

1.28000

1.1511

1.4089

Vehicle parking facilities

25.210

49

.000

1.68000

1.5461

1.8139

Car rental services

19.858

49

.000

1.30000

1.1684

1.4316

Medical assistance

22.998

49

.000

1.14000

1.0404

1.2396

Prayer Room

99.000

49

.000

1.98000

1.9398

2.0202

Conveyor belts

23.917

49

.000

1.64000

1.5022

1.7778

Television

20.139

49

.000

1.42000

1.2783

1.5617

Manual Luggage check

44.333

49

.000

1.90000

1.8139

1.9861

Frequency travel through air

26.792

49

.000

2.44000

2.2570

2.6230

19.811

49

.000

2.90000

2.6058

3.1942

20.946

49

.000

3.28000

2.9653

3.5947

Flight information display systems

Respondents perception while comes to an airport Air travel preference

The test results indicate that there is a significant difference among men and women, age, place and occupation in their preference towards various services available at no-frill airports. Hence the null hypothesis is rejected and alternate hypothesis is accepted.

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CHAPTER-V REVENUE STRATIGIES AND DIMENSIONAL INDICATIONS 5.1 DESCRIPTION OF TERMINAL BUILDING: Departure & Arrival common waiting hall: As soon as we enter into the airport there is a departure /arrival waiting hall common for both departure and arrival passengers and their families accommodating almost 50 passengers at peak hours. There won’t be any rest rooms are provided instead water facility is given.

Ticket counters: Ticket counters are provided just outside the entrance of the terminal building each 5ft x 5ft dimension. This is available for the passenger to buy their air tickets directly from the airport.

Airlines backup offices: Three airline backup offices are provided inside the terminal building each with 8ft x 8ft dimension. These offices can be used by the airline operators for their back office operations.

V.I.P Room: There is a small V.I.P room provided in the terminal building. It has given modern interior look with good furniture facilities and also with air conditioning. It can also be used for airport meetings as there would not be much flow of V.I.P’s from the airport.

Check-in area: Three check-in counters space is provided for the airlines for passenger check-in services each 6ft x 8ft. the passenger baggage is screened, weighed and sent directly for loading into the aircraft.

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Security check-in: After the passengers get their boarding passes, they immediately move to the security check-in area where the passengers hand baggage is checked manually and sent to the waiting hall to take their flights. It can accommodate almost of 100 passengers at a time. Here there is a provision of backend transparent wall which gives the outer look of airport airfield. Also the passengers have rest room facilities and there is a provision for movable air conditioning systems.

Baggage handling: Arrival baggage handling is a manual system where there are sequential alignment given to keep the passenger baggage .whenever the aircraft lands the unloading baggage is aligned in the allotted spaces and passengers manually find their baggage and move out through the respective gate.

ATC & Navigation office: ATC office is set on the top of the terminal which is almost 30ft x 30ft. It is used for the equipment storage and operation purpose. As the airport is small it includes only basic avionics i.e. basic navigation & communication equipment’s. Furthermore, the guidance is provided by the nearby airports if necessary.

ATC tower/ center: ATC tower which communicates with outbound and inbound aircrafts is again located on top of the ATC & Navigation office. This tower controls the air traffic from the terminal building.

Snack bars: Extra space is provided in the departure waiting halls and also in the security check-in area for the snack bar or beverages shops. It also provides space for further sections. Note: space is provided for advertisements and snack bars.

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Figure 1: TERMINAL BUILDING LAYOUT 37

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Figure 2: TOP VIEW OF TERMINAL BUILDING 38

©Rajiv Babu Chintala

AIRLINE BACKUP OFFICES &

BAGGAGE SCANNING & CHECK- IN

V.I.P ROOM

COUNTERS

BAGGAGE ARRIVAL

SECURITY CHECK-IN AREA

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Figure 3: FRONT VIEW OF TERMINAL BUILDING

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5.2 REVENUE THROUGH PSF AND UDF CHARGES: Assumptions: No. of flights per day: 3 No. of days calculated: 365 days (1 year)

Table 5.2.1: REVENUE THROUGH PSF & UDF CHARGES S.NO PSF + UDF 50 PASSENGERS CHARGES(RS) (RS)

60 PASSENGERS (RS)

70 PASSENGERS (RS)

1

50

2737500

3285000

3832500

2

60

3285000

3942000

4599000

3

70

3832500

4599000

5365500

4

80

4380000

5256000

6132000

5

90

4927500

5913000

6898500

6

100

5475000

6570000

7665000

60 PASSENGERS

70 PASSENGERS

CHARGES(RS) (RS)

(RS)

(RS)

1

50

1825000

2190000

2555000

2

60

2190000

2628000

3066000

3

70

2555000

3066000

3577000

4

80

2920000

3504000

4088000

5

90

3285000

3942000

4599000

6

100

3650000

4380000

5110000

Assumptions: No. of flights per day: 2 No. of days calculated: 365 days (1 year) S.NO PSF + UDF

50 PASSENGERS

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Table no.5.2.2: PSF & UDF CHARGES IN OTHER DOMESTIC AIRPORTS: AIRPORT

PASSENGER SERVICE FEEE PER PASSENGER

Kolkata

USER DEVELOPMENT FEE PER PASSENGER

TOTAL

Rs 130/-

Rs 449/-

Rs 579/-

Rs 130/-

Rs 166/-

Rs 296/-

Rs 130/-

Rs 332/-

Rs 462/-

Rs 130/-

Rs 392/-

Rs 522/-

Rs 207/-

Nil

Rs 207/-

Rs 207/-

Nil

Rs 207/-

Airport Chennai Airport Guwahati Airport Lucknow Airport Trivandrum Airport Vijayawada and other non-major Airports

DELHI AIRPORT: SHORT HAUL (UP TO

LONG HAUL (MORE

500KM)

THAN 500KM)

DEPARTING

Rs 246/-

Rs 490/-

ARRIVING

Rs 208/-

Rs 415/-

TOTAL

Rs 654/-

Rs 905/-

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5.3

REVENUE

THROUGH

ROUTE

NAVIGATION

FACILITY CHARGES (RNFC): a) RNFC for Landing Flights: RNFC = Rs. (R x D x W) R = Rs.4620/D = √ (GCD/100) with GCD cap as 1200 NM W = √ (AUW/50000) with AUW cap as 2, 00,000 Kilograms b) RNFC for Overflying = Rs. (R x D x W) + Rs. 4,400/c) RNFC for Small Aircrafts registered in India: Route Navigation Facility Charges in respect of aircrafts with maximum All-UpWeight:i

Up to 10,000 Kgs Shall be levied @ 20% of the applicable rates of weight–cum– distance formula

ii

More than 10,000 Kgs to 20,000 Kgs shall be levied @ 40% of the applicable rates of weight-cum-distance formula.

Abbreviations used: R=Service Unit Rate D=Distance Factor W=Weight Factor GCD= Great Circle Distance in NM AUW = All Up Weight of aircraft in Kilograms.

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5.4 REVENUE THROUGH TERMINAL NAVIGATIONAL LANDING CHARGES (TNLC): Table no. 5.4.1 Domestic Flights: Weight of Aircraft

(Amount in Rs.)

Up to 10,000 kgs

Rs.9.90 per 1,000 kgs

10,001 kgs to 20,000 kgs

Rs. 99/- Plus Rs. 15.40/- per 1,000 kgs in excess of 10,000 kgs

Over 20,000 kgs

Rs. 253/- Plus Rs. 30.80 per 1,000 kgs in excess of 20,000 kgs

Note: 

Charges shall be calculated on the basis of nearest MT (i.e. 1000 kgs.)

 For Small Domestic Aircrafts (MTOW up to 21000 Kgs.) TNLC shall be @ Rs 110/per 1000 Kgs. (Since TNLC rate for Small Domestic aircraft is a concessional rate, there is no further concession/reduction for Small Domestic Aircrafts).

SPECIAL PROVISIONS (AIR NAVIGATION SERVICES): 1) Airside User Charges applicable to Category-I Flying Clubs/Flying Schools – Flying Clubs/Flying Training Organizations registered as educational societies and operating on no profit no loss basis (Category-I flying clubs/flying training institutes as per DGCA list) will be levied nominal charges @ 10% of Normal rates. Normal Rates in context of airport charges means Charges at full rates without any discount or concessions. Hence, Flying clubs/flying training institutes coming under Category-I shall be charged @ 10% current full charges for RNFC & TNLC. 2) RNFC rates applicable to small aircrafts registered in India with All-Up-Weight up to 20,000 Kgs & below are concessional/discounted rates. Hence, these rates shall not be considered while working out 10% nominal charges applicable to Category-I Flying Clubs/Flying Training Institutes. 3) Airside User Charges applicable to Category-II Flying Clubs/Flying Schools – There is no specific concession for Category-II Flying Clubs/Flying Schools. However, concession

44

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available to small aircrafts registered in India shall also be applicable to Category-II Flying Clubs/Flying Schools.

5.5

REVENUE

THROUGH

AIRLINE

COUNTERS

AND

BACKUP OFFICES: Table no. 5.5.1: S.NO PARTICULARS

AIRLINES PER MONTH

PER YEAR

1

Ticket counters

3

Rs 6000/-

Rs 72000/-

2

Airline Backup office

3

Rs 9000/-

Rs 108000/-

PARTICULARS AIRCRAFTS COST PER COUNTER TOTAL PER DAY Check-in counters 3

PER AIRCRAFT

PER YEAR

Rs 300/-

Rs 328500/-

COST

5.6 REVENUE THROUGH PARKING & ENTRY CHARGES: Entry Fee: Bike

: Rs 10/-

Car

: Rs 25/-

Bus

: Rs 50/-

Table no. 5.6.1: Vehicle Parking Charges HOURS

TWO WHEELER

FOUR WHEELER

0-2 Hours

Rs 15/-

Rs 35/-

2-5 Hours

Rs 30/-

Rs 75/-

5-10 Hours

Rs 50/-

Rs 100/-

10-15 Hours

Rs 60/-

Rs 150/-

15-24 Hours

Rs 75/-

Rs 200/-

Note: Entry fee is exempted for the parking vehicles. 45

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5.7 DIMENSIONS OF TERMINAL BUILDING Table no. 5.7.1 DEPARTURE Ticket counters

5ft x 5ft (each)

Airlines backup offices

8ft x 8ft (each)

V.I.P Room

10ft x 8ft

Entrance door

7ft height x 5ft length

Grill gate

4ft x 4ft

Baggage scanning area

8ft x 4ft

Check-in counters

6ft x 8ft (each)

Total area for check-in counters

20ft x 8ft

Total check-in area

30ft x 60ft

Security check entry & out door

7ft height x 5ft length

Security check cabin for ladies

4ft x 5ft

Rest rooms (security check area)

10ft x16ft (each)

Total security check area

60ft x 50ft

Departure & Arrival common

60ft x 30ft

waiting hall

Total Departure Area: 90ft x 80ft ARRIVAL ATC & Navigation offices

30ft x 20ft

ATC tower/ communication center

20ft x 20ft

Arrival entry & exit doors

7ft height x 5ft length

Baggage arrival area(total)

30ft x 40ft

Snack bar/Restaurant

20ft x 20ft

Total Arrival Area: 30ft x 80ft TOTAL TERMINAL BUILDING: 120ft x 80ft

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HEIGHT: 

Height of the terminal building – 12ft



ATC & Navigation offices - 10ft



ATC communication center - 8ft

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CHAPTER-VI 6.1 FINDINGS  Revenue for the Airport (i.e. PSF & UDF) has been studied and thus projected in five different variations where the Airport Authority can fix their charges.

 As land is very basic requirement for construction of Airports and is easily not available, there has been given the priority for reducing land space within limited constraints.

 As the project deals with the creative ideas, it makes to go for simple construction systems and made to think for flexible building that means to dismantle and expand at any stage for its future development.

 From the observations and professional inputs I found that it is better to give a common waiting hall for both Departure and Arrival passengers.

 With the survey study conducted most of the passengers are against to the manual baggage checking and thus there is a need for installation of baggage screening machines in the airport terminal.

 While parking is the most important need for any airport and it should come under the given land constraints. For this purpose a number of slots with 45 degree inclination are given where the car parking system becomes easier and rather less space is used for this purpose.

 No-Frills Airports development is planned within the budget constraints given by the government.

 Passenger survey showed that most of them choose to travel through Low cost carriers and the no-frills airport are one such thing which encourages the involvement of LCC’s.

 Airline operators gave a positive nod for the development of No-Frills Airports.  The current project is a profit making plan and with development of no-frill airports there would be a gradual development in Tier-2 and Tier-3 cities like; increase in industrialization, passenger movements, employment opportunities, etc.

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6.2 RECOMMENDATIONS 

X-ray Scanning machines are necessary for baggage checking process.



As Air Conditioners are eliminated for no-frills airports. It is recommended that movable Air-conditioners are used as per the passenger’s request.



As the Aircraft parking charges are very less or say it is negligible. Therefore charging the airlines with Aircraft parking charges can be ruled out as it does not make any revenue.



As the terminal building is very small within the given land constraints it is recommended that the ATC tower could be installed on top of the terminal building instead going for choosing different location.



Terrace garden is recommended for a warm appearance for the passengers and it gives a very good aesthetic look for the airport.



Usage of Solar energy for generation of electricity to the whole terminal which reduces the cost of electricity to the airport authority.



VIP room is given in the airport terminal as it is mandatory for welcoming any delegates in/to the airport. Also sometimes this room can also be used for official meetings.



As the ATC is provided with very small avionic equipment’s for communication and navigation purposes it is recommended that further guidance for the aircrafts landing/takeoff can be taken from the nearby airport radar systems if needed.



Allocation for Advertising boards inside/outside of the terminal building which brings out additional revenue to the airport authority.



Awnings are used for covering front end of the terminal building which is a flexible system that can be simply removed and cleaned at any point of time. Also this system can be used for commercial advertisings by any agency through a contract basis.

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6.3 CONCLUSION India being an aviation hub has many untapped markets i.e. (Tier-II and Tier-III cities) where the air travel is not in reach for travelers. But then, there are potential passengers who can afford air travel. Also, the business is increasing with much industrialization and IT sector popping up in India there could be an added advantage for the development of airports in those areas. To make every citizen with the availability of air travel and reach of airports to their nearest locations Indian government is planning for No-Frills Airports (i.e. Low Cost Airports) in tier –II and tier -III cities with less cost both for Airline operators and Passengers. Here the passengers are provided with the basic services and everything they need extra is charged. Therefore an attempt has been made to give a creative ideas for these No-Frills Airport planning where all the limitations for cost and space is reduced (within the estimated budget) thus making the decision cost effective by using effective and flexible systems for the development of No- Frills Airports.

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BIBLIOGRAPHY

www.aai.aero en.wikipedia.org www.dgca.org Airport Engineering by Rangwala Principles of Airport Economics by P S Senguttuvan http://www.mapsofindia.com/my-india/travel/no-frills-airports-foraffordable-regional-connectivity http://www.thehindu.com/news/cities/Visakhapatnam/ap-plansinternational-airport-near-vizag/article6986799.ece

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APPENDIX DESIGN AND CREATIVE IDEAS FOR NO-FRILLS (LOW COST) AIRPORTS IN TIER-II AND TIER-III CITIES QUESTIONNIARE

NO-FRILL AIRPORT SURVEY ITEMS YES 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11.

Requirement of snack bars Need for Wi-Fi Need for cell phone/laptop charging points Requirement of Flight information display systems(FIDS) Need of ATM machines Do you require Air conditioning in check-in area Do you require Air conditioning in Security-check/waiting hall area Would you like to have parking facilities in the airport Need for car rental services in the airport Need for the availability of medical/health assistance Do you think, there is a need for prayer/meditation room in the terminal building 12. Do you need conveyor belts for baggage handling in the terminal building 13. Do you require televisions for entertainment purpose in the waiting hall 14 Do you like to have your luggage check-in manually 15) How often do you travel through air? ⃝ Weekly

⃝ monthly

⃝ six months

⃝ yearly

16) What makes you feel good when you come to an airport? ⃝ Airport Ambience

⃝ Infrastructure

⃝ Aircrafts

⃝ customer service

17) Which airlines you prefer the most for your travel? ⃝ Leisure

⃝ Business

⃝ Legacy

⃝ LCC

COMMENTS ON NO-FRILL AIRPORTS? IF ANY --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------General Information Name: Gender:

M/F

Age:

Place (Home Town):

Occupation:

Mobile (optional):

Email id: 52

NO

Rajiv Babu Chintala Email Id: [email protected] Mobile: 9441449900