Thursday, March 27, 2008
WRIT Petitions related to Chennai Airport Expansion- Rejected by Chennai High Court
Link:www.dinamalar.com
Wednesday, March 26, 2008
FINAL JUDGEMENT IN COUPLE OF HOURS
FINAL JUDGEMENT EXPECTED IN COUPLE OF HOURS.........
TODAY LSITED CASE NO 2
MAKE YOUR PRESENCE TO CHENNAI HIGH COURT AT 10.30 A.M(27/02/2008)
COURT NO.1
CHEIF JUSTICE GIVES THE JUDGEMENT>>>>>>>>>
TODAY LSITED CASE NO 2
MAKE YOUR PRESENCE TO CHENNAI HIGH COURT AT 10.30 A.M(27/02/2008)
COURT NO.1
CHEIF JUSTICE GIVES THE JUDGEMENT>>>>>>>>>
Airport expansion plan under scanner
It will result in dislocation of 947 houses; High Court verdict on land acquisition soon
CHENNAI: A verdict is expected from the Madras High Court within a week on the Airport Authority of India’s land acquisition plans, but the debate on the merits of its airport expansion project rages on.
While the AAI maintains that the Rs.2,700-crore project, which will result in the dislocation of 947 houses, is crucial to Chennai’s future as a key aviation hub in India and South Asia, experts have raised questions about the necessity and merits of the plan in light of what they perceive to be inefficiencies in airspace use and the cost of displacement.
When the AAI first conceived the plan to expand the airport four years ago, it had forecast that Chennai would need to handle around 50 aircraft movements an hour by 2015. According to the AAI, the expansion plan will enable Chennai to handle traffic growth until 2016. The AAI expects the greenfield airport — Sriperumbudur is the likely location—to be ready by then.
Cross runway concerns
While the initial plan was to build a parallel runway, the AAI now also plans to extend the cross runway that has been in operation since December. The extension is the main cause for the dislocation of 947 homes — the land for the parallel runway plan is largely poromboke land, which the AAI has received clearance for acquiring (see graphic).
Airport sources say though the AAI is continuing its push for expansion, it is now reconsidering the parallel runway plan. There are, however, a number of logistic constraints in operating a cross runway. Air Traffic Controllers feel that it is not ideal for managing traffic; unlike in a parallel runway set-up, intersection of two runways imposes restrictions on speeding up aircraft movements.
The usage of the cross runway is also heavily reliant on wind patterns, and it cannot be used for three months every year. Strengthening of the clayey soil around the banks of the Adyar — the cross runway will be extended across the river — is also expected to cost a huge sum.
Airport officials also say airspace is currently not being used at full efficiency. While there have been several proposals to construct rapid exit taxiways to minimise the lag between consecutive aircraft movements, the AAI has not yet started work on them. “The absence of rapid exit taxiways makes up 40 per cent of the problem,” says an airport officer. “Rapid exits would allow aircraft to be cleared in half the time.”
Rapid exit taxiways will allow aircraft to be cleared with a separation of four miles between them (ATCs currently follow an eight mile separation rule). Rapid exits will also allow aircraft to exit at a speed of 55 knots, but on the current exits, aircraft movement cannot exceed 30 knots.
“Given that Chennai currently handles 28 aircraft movements an hour, and rapid exits would, logically, allow them to double the aircraft movements to 56, what then is the need for expansion in the first place?,” asks former pilot Capt. A. Ranganathan.
Another hindrance to the construction of the rapid exits is the presence of the old air traffic control tower near the end of the cross runway. “Requests have been made to demolish the old building since 2004, but nothing has been done,” an airport source says.
http://www.hindu.com/2008/03/27/stories/2008032759311200.htm
Tuesday, March 25, 2008
Today case No.6
COURT NO. 1
HON'BLE THE CHIEF JUSTICE
HON'BLE MRS JUSTICE PRABHA SRIDEVAN
To be heard on WEDNESDAY the 26th day of MARCH 2008 AT 10.30 A.M.
(SITTING IN THE CHIEF JUSTICE'S COURT)
WRIT PETITIONS RELATING TO LAND ACQUISITION FOR
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
AIRPORT AUTHORITY OF INDIA
~~~~~~~~~~~~~~~~~~~~~~~~~~
HON'BLE THE CHIEF JUSTICE
HON'BLE MRS JUSTICE PRABHA SRIDEVAN
To be heard on WEDNESDAY the 26th day of MARCH 2008 AT 10.30 A.M.
(SITTING IN THE CHIEF JUSTICE'S COURT)
WRIT PETITIONS RELATING TO LAND ACQUISITION FOR
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
AIRPORT AUTHORITY OF INDIA
~~~~~~~~~~~~~~~~~~~~~~~~~~
Tuesday, March 18, 2008
Airport expansion: CM hits out at rivals
In a sharp reaction to media reports, Chief Minister M Karunanidhi on Tuesday castigated his political rivals for the delay in the Chennai Airport expansion plan and asserted that the scheme was not 'entangled' because of some private individuals.
In a statement, referring to a report on airport expansion delay that appeared in a Tamil daily, Karunanidhi said there was not even an iota of truth in it.
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The news item had alleged that the airport plan was being help up as the lands where the expansion has been proposed was owned by 'important' persons.
The Chief Minister explained that some land owners go to court and easily get injunction.In such cases, it becomes an uphill task to go on appeal and get the final verdict.
'This is the true reason for delay and the airport plan is not 'entangled' because of private individuals', the Chief Minister said.
Karunanidhi also regretted that whatever may be the new project, opposition and objection come in one way or the other.
'My desire is that all such projects must be completed speedily without any delay,' he said.Indirectly hitting out at his rivals, Karunanidhi quipped that if other States were able to complete such projects soon, it was because there were 'not many' who wanted to 'block' new plans.
He also referred to the all-party meeting that was held on airport expansion.
http://newstodaynet.com/newsindex.php?id=5952%20&%20section=7
In a statement, referring to a report on airport expansion delay that appeared in a Tamil daily, Karunanidhi said there was not even an iota of truth in it.
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The news item had alleged that the airport plan was being help up as the lands where the expansion has been proposed was owned by 'important' persons.
The Chief Minister explained that some land owners go to court and easily get injunction.In such cases, it becomes an uphill task to go on appeal and get the final verdict.
'This is the true reason for delay and the airport plan is not 'entangled' because of private individuals', the Chief Minister said.
Karunanidhi also regretted that whatever may be the new project, opposition and objection come in one way or the other.
'My desire is that all such projects must be completed speedily without any delay,' he said.Indirectly hitting out at his rivals, Karunanidhi quipped that if other States were able to complete such projects soon, it was because there were 'not many' who wanted to 'block' new plans.
He also referred to the all-party meeting that was held on airport expansion.
http://newstodaynet.com/newsindex.php?id=5952%20&%20section=7
ஏர்போர்ட் விரிவு: முதல்வர் உறுதி
சென்னை, மார்ச் 18: சென்னை விமான நிலைய விரிவாக்கத் திட்டம் தடையின்றி நிறைவேறும் என்று முதலமைச்சர் கருணாநிதி தெரிவித்திருக்கிறார். தனிப்பட்ட யாருக்காகவும் அரசின் செயல்பாடுகள் தடைப்படாது என்றும் அவர் கூறியிருக்கிறார்.
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சென்னை விமான நிலைய விரிவாக்கத் திட்டம் சிக்கலில் இருப்பதாக பத்திரிகை ஒன்றில் வெளிவந்துள்ள செய்தியை முதல மைச்சர் கருணாநிதி மறுத்திருக்கிறார்.
இது குறித்து அவர் இன்று வெளியிட்டுள்ள அறிக்கையில் கூறியிருப்பதாவது:
கேள்வி: சென்னை விமான நிலைய விரிவாக்கத் திட்டம் இடியாப்ப சிக்கலில் உள்ளது என்று செய்தி வந்திருக்கிறதே?
பதில்: அரசின் சார்பில் இது போன்ற திட்டங்கள் விரைவாகவும், தடையின்றியும் நடைபெற வேண்டுமென்பதுதான் என்னுடைய விருப்பம். ஆனால் எந்தவொரு திட்டத்தைத் தொடங்கினாலும், அதற்கு முட்டுக்கட்டைகள் ஏதோ ஒரு வழியில் வரத்தான் செய்கின்றன.
மற்ற மாநிலங்களில் இது போன்ற செயல்கள் விரைவாக நடைபெற்று விட்டன என்றால், அங்கே இது போன்ற திட்டங்களில் தடை ஏற்படுத்த வேண்டுமென்று நினைப் பவர்கள் அவ்வளவாக இல்லை என்பது தான். விமான நிலைய விரிவாக்கத்திற்கு அனைத்துக் கட்சித் தலைவர்கள் அனைவரையும் அழைத்து, அதற்காகவே தலைமைச் செயலகத்தில் கூட்டம் ஒன்றையும் நடத்தி அதிலே தான் முடிவெடுத்திருக்கிறோம்.
ஆனால் இந்தச் செய்தியை வெளியிட்டுள்ள நாளேடு, அங்கே கையகப்படுத்தப்பட வேண்டிய நிலங்களில் பெரும்பாலானவை முக்கிய பிரமுகர்களுக்கு சொந்த மானது என்றும், அவர்களால் தான் கையகப்படுத்தும் பணி தாமதமா கிறது என்றும் எழுதியிருக்கின்றது.
இந்தச் செய்தியிலே எள்ளளவும் உண்மையில்லை. ஒரு சில நில உரிமையாளர்கள் நீதிமன்றங் களுக்குச் சென்று சுலபமாக தடையாணை பெற்று விடுகிறார்கள். அதுபோன்ற சம்பவங்களில் மேல் முறையீடு செய்து நீதிமன்றங்களின் முடிவைப் பெறுவதற்குள் போதும் போதும் என்றாகிவிடுகிறது.
அதுதான் தாமதத்திற்கான உண்மைக் காரணமே தவிர தனிப்பட்ட யாருக்காகவும் இந்தத் திட்டம் இடியாப்ப சிக்கலில் சிக்கிக் கொண்டிருக்கவில்லை.
1989, 90 ஆம் ஆண்டுகளில் வடசென்னையில் ஒரு மின் திட்டத்தை தொடங்க வேண்டும் என்பதற்காக நிலத்தை கையகப் படுத்த முயற்சி மேற்கொள்ளப் பட்டது. அந்த நிலத்தின் உரிமை யாளர்கள் வி.ஜி.பன்னீர்தாஸ் சகோதரர்கள்.
அவர்கள் தர இயலாது என்று கூறிய போது, அந்த இடத்திலே மின் திட்டத்தை தொடங்கி தமிழக மக்களுக்கு உதவிட வேண்டும், எனவே அதனை நிறைவேற்றியே தீர வேண்டும் என்று பதில் கூறி அவர்களுடைய ஒத்துழைப்போடு அந்த இடத்தை கையகப் படுத்தினோம்.
முன்னாள் ஜனாதிபதி ஆர்.வெங்கட்ராமனை அழைத்து அந்த திட்டத்தை துவக்கி வைத்து இன்றளவும் அந்த திட்டம் நல்ல முறையில் செயல்பட்டு வருகிறது. எனவே, தனிப்பட்ட யாருக்காகவும் இந்த அரசின் செயல்பாடுகள் தடைபடாது.
http://www.maalaisudar.com/newsindex.php?id=10993%20&%20section=1
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சென்னை விமான நிலைய விரிவாக்கத் திட்டம் சிக்கலில் இருப்பதாக பத்திரிகை ஒன்றில் வெளிவந்துள்ள செய்தியை முதல மைச்சர் கருணாநிதி மறுத்திருக்கிறார்.
இது குறித்து அவர் இன்று வெளியிட்டுள்ள அறிக்கையில் கூறியிருப்பதாவது:
கேள்வி: சென்னை விமான நிலைய விரிவாக்கத் திட்டம் இடியாப்ப சிக்கலில் உள்ளது என்று செய்தி வந்திருக்கிறதே?
பதில்: அரசின் சார்பில் இது போன்ற திட்டங்கள் விரைவாகவும், தடையின்றியும் நடைபெற வேண்டுமென்பதுதான் என்னுடைய விருப்பம். ஆனால் எந்தவொரு திட்டத்தைத் தொடங்கினாலும், அதற்கு முட்டுக்கட்டைகள் ஏதோ ஒரு வழியில் வரத்தான் செய்கின்றன.
மற்ற மாநிலங்களில் இது போன்ற செயல்கள் விரைவாக நடைபெற்று விட்டன என்றால், அங்கே இது போன்ற திட்டங்களில் தடை ஏற்படுத்த வேண்டுமென்று நினைப் பவர்கள் அவ்வளவாக இல்லை என்பது தான். விமான நிலைய விரிவாக்கத்திற்கு அனைத்துக் கட்சித் தலைவர்கள் அனைவரையும் அழைத்து, அதற்காகவே தலைமைச் செயலகத்தில் கூட்டம் ஒன்றையும் நடத்தி அதிலே தான் முடிவெடுத்திருக்கிறோம்.
ஆனால் இந்தச் செய்தியை வெளியிட்டுள்ள நாளேடு, அங்கே கையகப்படுத்தப்பட வேண்டிய நிலங்களில் பெரும்பாலானவை முக்கிய பிரமுகர்களுக்கு சொந்த மானது என்றும், அவர்களால் தான் கையகப்படுத்தும் பணி தாமதமா கிறது என்றும் எழுதியிருக்கின்றது.
இந்தச் செய்தியிலே எள்ளளவும் உண்மையில்லை. ஒரு சில நில உரிமையாளர்கள் நீதிமன்றங் களுக்குச் சென்று சுலபமாக தடையாணை பெற்று விடுகிறார்கள். அதுபோன்ற சம்பவங்களில் மேல் முறையீடு செய்து நீதிமன்றங்களின் முடிவைப் பெறுவதற்குள் போதும் போதும் என்றாகிவிடுகிறது.
அதுதான் தாமதத்திற்கான உண்மைக் காரணமே தவிர தனிப்பட்ட யாருக்காகவும் இந்தத் திட்டம் இடியாப்ப சிக்கலில் சிக்கிக் கொண்டிருக்கவில்லை.
1989, 90 ஆம் ஆண்டுகளில் வடசென்னையில் ஒரு மின் திட்டத்தை தொடங்க வேண்டும் என்பதற்காக நிலத்தை கையகப் படுத்த முயற்சி மேற்கொள்ளப் பட்டது. அந்த நிலத்தின் உரிமை யாளர்கள் வி.ஜி.பன்னீர்தாஸ் சகோதரர்கள்.
அவர்கள் தர இயலாது என்று கூறிய போது, அந்த இடத்திலே மின் திட்டத்தை தொடங்கி தமிழக மக்களுக்கு உதவிட வேண்டும், எனவே அதனை நிறைவேற்றியே தீர வேண்டும் என்று பதில் கூறி அவர்களுடைய ஒத்துழைப்போடு அந்த இடத்தை கையகப் படுத்தினோம்.
முன்னாள் ஜனாதிபதி ஆர்.வெங்கட்ராமனை அழைத்து அந்த திட்டத்தை துவக்கி வைத்து இன்றளவும் அந்த திட்டம் நல்ல முறையில் செயல்பட்டு வருகிறது. எனவே, தனிப்பட்ட யாருக்காகவும் இந்த அரசின் செயல்பாடுகள் தடைபடாது.
http://www.maalaisudar.com/newsindex.php?id=10993%20&%20section=1
Monday, March 17, 2008
Sunday, March 16, 2008
Airport projects hit a rough patch
Employees of Airports Authority of India strike puts government in a fix; absorbing the redundant staff from the old airports is an issue
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The Central Government is working on an Airports Authority of India-led PPP project for expansion and modernisation of the Kolkata and Chennai airports.
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The two-day “non-cooperation movement,” a euphemism for a strike by the Airport Authority Employees Union, was called off by Thursday evening. It may at best be a truce because the basic problems raised by the agitating staff have not been addressed. In 2004, when the Central Government signed agreements with two consortia for the development of greenfield airports in Hyderabad and Bangalore, there was turbulence in the air. Even then, the Airports Authority Employees Union and allied trade unions in the country, threatened to go on strike protesting against the privatisation move. A similar strike was also in the air in relation to the proposal to privatise or corporatise Air India and Indian Airlines, even find a strategic partner.
Hard decisions
Last week, the Union Civil Aviation Ministry, the Airports Authority of India (AAI), and the Directorate General of Civil Aviation (DGCA) had to take some hard decisions. The new Hyderabad International Airport, developed by a consortium led by the GMR group, had its soft launch on March 14 at the hands of Congress President Sonia Gandhi. Commercial operations are expected to start soon.
The government had to order the closure of the old airport at Begumpet. So the strike had an immediate provocation. After talks that extended to the second day, Civil Aviation Minister Praful Patel emerged triumphant, announcing the calling off of the strike, which badly affected ground services.
Under the 2004 agreement, the government was bound to close down all the commercial operations at the existing airport, to provide the greenfield venture with all the space to generate the income for the investments made — an estimated Rs. 2,478 crore in the first phase. Mr. Patel made it clear that the Hyderabad and Bangalore old airports would remain open only for defence purposes and natural emergencies. There was a petition in the Supreme Court already, but the Centre had to operate within the framework of the agreement. Does it mean loss of jobs? Can these employees be absorbed in the new airport?
The case of Bangalore may be entirely different, even unique. The airport belongs to another public sector giant, the Hindustan Aeronautics Ltd. (HAL). It has been used by the HAL for its trials, repairs, experiments, and research projects, often in tandem with the Defence services. It was also put to commercial use and became an international airport some years ago. It has been generating substantial resources for HAL. Even if commercial operations come to a halt when the Bangalore International Airport (BIAL) becomes operational, perhaps by mid-May, it will have a host of other activities to keep it going. Both Bangalore and Hyderabad old airports could be put to so much more use for the Flying Clubs or Schools considering the heightened demand for commercial pilots.
In public debates in both these southern State capitals, passengers and corporates have raised the issue: Can the cities not have two airports? After all, most western centres and developed cities have two or even more airports to cope with the growing traffic. The convenience of an airport so close to the city centre far outweighs other considerations that may force Aviation authorities and private airport developers to go 30-40 km out of the city to construct a new and modern airport.
PPP model
In its much-debated infrastructure as well as aviation policies, the Centre has repeatedly advocated a public-private-partnership (PPP) model to generate the required investments to develop the infrastructure to meet global standards. Accordingly, the government went in for partnership for the re-development of the New Delhi and Mumbai airports, opted for greenfield ventures in Hyderabad and Bangalore, and is working on an AAI-led PPP project for expansion and modernisation of the Kolkata and Chennai airports. The Tamil Nadu Government is also pressing for a new airport near Sriperumbudur, about 40 km off Chennai.
So the cases of Hyderabad and Bangalore are separate and cannot be treated on a par with Delhi or Mumbai. When the AAI remains in control over both the existing and the new airport, there will be no problem in the redeployment of manpower. But when a private investor develops a new airport, he has the freedom to run the services the way the company wants. It is the Air Traffic Control, airport security, customs and immigration facilities that will remain with the government or its agencies. The ground services will shift to the investor/operator, who can either do them in-house or outsource it.
So absorbing the redundant staff from the old airports becomes an issue. Hence, their agitation. Even assuming that the two old airports remain functional, how can they continue to deploy so many staff? These are problems that the AAI and the Civil Aviation Ministry need to sort out. Mr. Patel has assured the union that employees could be consulted in future on all such issues and agreements.
Key issue
A key issue arising from the opening of the two greenfield airports relates to levy of a passenger service fee or user development fee for the domestic and international terminals as well as passengers. While Hyderabad’s GMR group has been given the go-ahead to charge Rs. 1,000 as user fee for international passengers alone, the Bangalore fees are under consideration.
BIAL has proposed charges of Rs. 675 for departing domestic passengers and Rs. 995 for departing international passengers. But it has been advised to levy an ad hoc fee on international passengers and wait for the final audited project cost to fix a charge for domestic passengers. This could upset the airfare structures, as the tax and levies could be higher than the cheaper fares offered.
Though the new Bangalore airport was supposed to become operational by March 30, the aviation authorities are now suggesting any date after May 10 so that the formalities for Air Traffic Control systems and training could be completed by then.
But the real issue in opening such new airports, away from the city centre, is one of transport and communications. Railway links and good public transport become imperative before the airports become operational.
Otherwise, the costs could skyrocket for ordinary passengers, and turn them away from the no-frills, low-cost airlines.
http://www.hindu.com/biz/2008/03/17/stories/2008031751261500.htm
--------------------------------------------------------------------------------
The Central Government is working on an Airports Authority of India-led PPP project for expansion and modernisation of the Kolkata and Chennai airports.
--------------------------------------------------------------------------------
The two-day “non-cooperation movement,” a euphemism for a strike by the Airport Authority Employees Union, was called off by Thursday evening. It may at best be a truce because the basic problems raised by the agitating staff have not been addressed. In 2004, when the Central Government signed agreements with two consortia for the development of greenfield airports in Hyderabad and Bangalore, there was turbulence in the air. Even then, the Airports Authority Employees Union and allied trade unions in the country, threatened to go on strike protesting against the privatisation move. A similar strike was also in the air in relation to the proposal to privatise or corporatise Air India and Indian Airlines, even find a strategic partner.
Hard decisions
Last week, the Union Civil Aviation Ministry, the Airports Authority of India (AAI), and the Directorate General of Civil Aviation (DGCA) had to take some hard decisions. The new Hyderabad International Airport, developed by a consortium led by the GMR group, had its soft launch on March 14 at the hands of Congress President Sonia Gandhi. Commercial operations are expected to start soon.
The government had to order the closure of the old airport at Begumpet. So the strike had an immediate provocation. After talks that extended to the second day, Civil Aviation Minister Praful Patel emerged triumphant, announcing the calling off of the strike, which badly affected ground services.
Under the 2004 agreement, the government was bound to close down all the commercial operations at the existing airport, to provide the greenfield venture with all the space to generate the income for the investments made — an estimated Rs. 2,478 crore in the first phase. Mr. Patel made it clear that the Hyderabad and Bangalore old airports would remain open only for defence purposes and natural emergencies. There was a petition in the Supreme Court already, but the Centre had to operate within the framework of the agreement. Does it mean loss of jobs? Can these employees be absorbed in the new airport?
The case of Bangalore may be entirely different, even unique. The airport belongs to another public sector giant, the Hindustan Aeronautics Ltd. (HAL). It has been used by the HAL for its trials, repairs, experiments, and research projects, often in tandem with the Defence services. It was also put to commercial use and became an international airport some years ago. It has been generating substantial resources for HAL. Even if commercial operations come to a halt when the Bangalore International Airport (BIAL) becomes operational, perhaps by mid-May, it will have a host of other activities to keep it going. Both Bangalore and Hyderabad old airports could be put to so much more use for the Flying Clubs or Schools considering the heightened demand for commercial pilots.
In public debates in both these southern State capitals, passengers and corporates have raised the issue: Can the cities not have two airports? After all, most western centres and developed cities have two or even more airports to cope with the growing traffic. The convenience of an airport so close to the city centre far outweighs other considerations that may force Aviation authorities and private airport developers to go 30-40 km out of the city to construct a new and modern airport.
PPP model
In its much-debated infrastructure as well as aviation policies, the Centre has repeatedly advocated a public-private-partnership (PPP) model to generate the required investments to develop the infrastructure to meet global standards. Accordingly, the government went in for partnership for the re-development of the New Delhi and Mumbai airports, opted for greenfield ventures in Hyderabad and Bangalore, and is working on an AAI-led PPP project for expansion and modernisation of the Kolkata and Chennai airports. The Tamil Nadu Government is also pressing for a new airport near Sriperumbudur, about 40 km off Chennai.
So the cases of Hyderabad and Bangalore are separate and cannot be treated on a par with Delhi or Mumbai. When the AAI remains in control over both the existing and the new airport, there will be no problem in the redeployment of manpower. But when a private investor develops a new airport, he has the freedom to run the services the way the company wants. It is the Air Traffic Control, airport security, customs and immigration facilities that will remain with the government or its agencies. The ground services will shift to the investor/operator, who can either do them in-house or outsource it.
So absorbing the redundant staff from the old airports becomes an issue. Hence, their agitation. Even assuming that the two old airports remain functional, how can they continue to deploy so many staff? These are problems that the AAI and the Civil Aviation Ministry need to sort out. Mr. Patel has assured the union that employees could be consulted in future on all such issues and agreements.
Key issue
A key issue arising from the opening of the two greenfield airports relates to levy of a passenger service fee or user development fee for the domestic and international terminals as well as passengers. While Hyderabad’s GMR group has been given the go-ahead to charge Rs. 1,000 as user fee for international passengers alone, the Bangalore fees are under consideration.
BIAL has proposed charges of Rs. 675 for departing domestic passengers and Rs. 995 for departing international passengers. But it has been advised to levy an ad hoc fee on international passengers and wait for the final audited project cost to fix a charge for domestic passengers. This could upset the airfare structures, as the tax and levies could be higher than the cheaper fares offered.
Though the new Bangalore airport was supposed to become operational by March 30, the aviation authorities are now suggesting any date after May 10 so that the formalities for Air Traffic Control systems and training could be completed by then.
But the real issue in opening such new airports, away from the city centre, is one of transport and communications. Railway links and good public transport become imperative before the airports become operational.
Otherwise, the costs could skyrocket for ordinary passengers, and turn them away from the no-frills, low-cost airlines.
http://www.hindu.com/biz/2008/03/17/stories/2008031751261500.htm
Tuesday, March 11, 2008
Important RTI from CMDA
Dear all,
In a suprise move, CMDA replied to an important RTI stating that they had not given any NOC to EVP Housing chennai Pvt Ltd i.e EVP Town Tharapakkam Project.
Then whether the following is orginal or fake????????
RTI Reply from PAMMAL register office
Dear all,
Through RTI we got the following information from Pammal Register office.
1. They are still doing registration of land in Tharapakkam village Promoted by EVP Housing chennai Pvt ltd.
2. Last Registration done on 6-12-2007
3. Last value of land Per sq feet is Rs.2,950/-.
4. Till today they had not received any notification from any government authority to stop Registration of land in Tharapakkam village Promoted by EVP Housing Chennai Pvt Ltd.
Through RTI we got the following information from Pammal Register office.
1. They are still doing registration of land in Tharapakkam village Promoted by EVP Housing chennai Pvt ltd.
2. Last Registration done on 6-12-2007
3. Last value of land Per sq feet is Rs.2,950/-.
4. Till today they had not received any notification from any government authority to stop Registration of land in Tharapakkam village Promoted by EVP Housing Chennai Pvt Ltd.
Monday, March 10, 2008
Parallel runway plan vanishes into thin air
CHENNAI: A few years ago, a group of engineers came up with a plan for a parallel runway at the Chennai airport to cope with the increasing air traffic, facilitating free landing and take-off. Furthermore, it was also meant to be used for even landing wide-bodied aircraft.
According to the proposal, the project would not dislocate many families: less than 1,000 houses needed to be removed. The funds meant for extending the secondary runway were to be tapped for creating the parallel runway which, the engineers argued, would help Chennai handle the increasing traffic over the next 20 years.
At a time when the world-wide trend was to minimise cross runway operations, it was not correct to take up cross runway operations at the Chennai airport, the proposal said.
A former AAI officer said cross runway could not be used as an alternative throughout the year; such operations depended mainly on the wind pattern. It could be put to use only for a few months in a year, he said.
Moreover, with the single runway operations, the number of arrivals and departures could not exceed 20 aircraft. So the handling capacity of the runway could not be increased, he said. Strengthening and extension of the secondary runway would not help cope with the traffic throughout the year. Commercially, it would restrict the load-carrying capacity of airlines, too. Compared with the cost incurred for strengthening and extending the cross runway, a parallel runway could be created which, the official said, would also be more cost-effective.
But little is known about the proposal beyond
http://www.hindu.com/2008/03/11/stories/2008031159180400.htm
Air traffic goes up, but ground infrastructure lags behind City Pulse
Growth statistics can’t camouflage the airport’s tale of woes such as poor facilities, congestion
CHENNAI: A mismatch between the growth in air traffic and the development of infrastructure is the biggest challenge Indian aviation is currently facing, and nowhere is this more acute than in the case of the Chennai airport.
The Chennai airport boasts traffic and growth figures that airports around the world would die for, but getting past the impressive vital statistics , the airport also tells the story of poor infrastructure, average facilities and congestion. Access to the airport is another major problem air-travellers in Chennai face. Road works on the doorstep of the airport remain behind schedule causing inordinate delays, while efforts to improve access to the Tirusulam railway station have also come to nought.
The Airports Authority of India (AAI) expects to spend Rs.3,400 crore on infrastructure projects around the country this year, and more than Rs.12,000 crore in the next five years. Chennai, with its significant growth, strategic location and lagging-behind infrastructure, is unsurprisingly at the centre of the AAI’s plans, allocated a whopping Rs.2,462 crore for upgrading the existing airport over the next 5 years.
Much of this money will be spent on expanding the airport. The AAI believes that bringing infrastructure up to the desired levels hinges on its ambitious Rs.2,700 crore expansion project. On the 1,070 acres of the acquired land the plan proposed by the AAI includes a second runway parallel to the existing main runway .
At present, the main runway at the Chennai airport handles 28 aircraft movements an hour, according to a former AAI officer. Ideally, the officer says, the runway should not be handling more than 21 movements. There is, however, more to improving the infrastructure than just expanding the airport. Air traffic controllers admit that the radar equipment in Chennai is outdated. The AAI has been speaking of plans to modernise the air traffic control systems for months, but no improvements have yet been made.
For the amount of traffic that the Chennai airport receives, the facilities on offer, from parking to toilets, are below par, says D. Sudhakara Reddy, President, Air Passengers Association of India. Mr. Reddy says that the car-parks also need better organisation. “Cars are parked at the time of drop and pick-up in a haphazard fashion and there is no proper monitoring,” he says. The security checks also needed better administering.
While airport and government officials remain confident that the litigation over the land acquisition will soon be resolved and expansion work will shortly begin, the residents of Gerugambakkam, Tarapakkam, Manapakkam, Kolapakkam and Kovur villages have other ideas. They remain strongly opposed to the project, and are seething over how the State Government handled the process of acquiring land. Whether they are successful or not, the June 2010 deadline for completing the project is looking increasingly unlikely. The future of Chennai airport may be uncertain, but there can be no doubt that expansion or no expansion, the airport urgently requires an injection of rapid investment and improvement if it is to maintain its impressive trajectory of growth.
http://www.hindu.com/2008/03/11/stories/2008031157700300.htm
Wednesday, March 5, 2008
Monday, March 3, 2008
Chennai Airport expansion halted by court
The proposed expansion of Chennai Airport to the Manapakkam village in Kanchipuram province of India, has been halted for now by the Madras High Court.
The state government had decided to purchase 635 hectares of land in order to extend and improve the airport. However, the court found that under the Airport Authority of India Act 1994, power for acquisition of land relating to the airport rests only with the Indian national government.
http://www.passengerterminaltoday.com/news.php?NewsID=2429
The state government had decided to purchase 635 hectares of land in order to extend and improve the airport. However, the court found that under the Airport Authority of India Act 1994, power for acquisition of land relating to the airport rests only with the Indian national government.
http://www.passengerterminaltoday.com/news.php?NewsID=2429
Sunday, March 2, 2008
Centre's approach superficial:PMK
In a surprise attack on the Centre, founder president of the PMK, Dr S Ramadoss today said the Union budget lacked solutions for the problems faced by the farmers of the country.
He said the annual financial statement did not come out with ways and means to curb inflation.
.
Speaking to reporters on the sidelines of his anti-alcohol campaign here, Ramadoss said the Finance Bill did not speak of curbing the soaring inflation.
'The cost of all essential commodities are rising. A plan should be implemented to contain the price rise,' the PMK leader said and added that the budget had sought to superficially address the concerns of farmers.
'A plan should be drawn up to stop suicides and save the farming community from debt trap,' Ramadoss said.
It is pathetic that farmers are unable to fix price for their produce when industries and other sectors do it. No agri-products should be allowed to be imported.'The production must be increased so that we could export them,' he said.A separate budget should be prepared for agriculture sector.
'Efforts must aim at making farming a lucrative profession.'Tamilnadu is facing serious river-water disputes with neighbouring States.
Prime Minister Manmohan Singh should convene a meeting of Chief Ministers of southern States to resolve inter-State river water disputes.The government must stop efforts to acquire 640 acres of lands for airport expansion in Chennai.
'If this was not done, we would resort to agitation and it will be led by me,' Ramadoss said.Expressing happiness at the response of the people to his anti-liqour rally from Tuticorin, the PMK leader hoped that the campaign will soon take the form of a people's movement.
Refuting claims that prohibition will empty the State coffers, he said, alternate avenues were available to bring revenue to the government.
'We will demonstrate this in our draft budget to be presented next week,' he said.
http://newstodaynet.com/newsindex.php?id=5459%20&%20section=6
He said the annual financial statement did not come out with ways and means to curb inflation.
.
Speaking to reporters on the sidelines of his anti-alcohol campaign here, Ramadoss said the Finance Bill did not speak of curbing the soaring inflation.
'The cost of all essential commodities are rising. A plan should be implemented to contain the price rise,' the PMK leader said and added that the budget had sought to superficially address the concerns of farmers.
'A plan should be drawn up to stop suicides and save the farming community from debt trap,' Ramadoss said.
It is pathetic that farmers are unable to fix price for their produce when industries and other sectors do it. No agri-products should be allowed to be imported.'The production must be increased so that we could export them,' he said.A separate budget should be prepared for agriculture sector.
'Efforts must aim at making farming a lucrative profession.'Tamilnadu is facing serious river-water disputes with neighbouring States.
Prime Minister Manmohan Singh should convene a meeting of Chief Ministers of southern States to resolve inter-State river water disputes.The government must stop efforts to acquire 640 acres of lands for airport expansion in Chennai.
'If this was not done, we would resort to agitation and it will be led by me,' Ramadoss said.Expressing happiness at the response of the people to his anti-liqour rally from Tuticorin, the PMK leader hoped that the campaign will soon take the form of a people's movement.
Refuting claims that prohibition will empty the State coffers, he said, alternate avenues were available to bring revenue to the government.
'We will demonstrate this in our draft budget to be presented next week,' he said.
http://newstodaynet.com/newsindex.php?id=5459%20&%20section=6
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