Airports in Cities and Regions - KIT Scientific Publishing
Airports in Cities and Regions - KIT Scientific Publishing Airports in Cities and Regions - KIT Scientific Publishing
40 Vasanth K. Bhat 6 Low-cost air travel: A direct beneficiary of the concept of feeder airports The first decade of the 21st century could well go down in history as the changing point for the Indian aviation sector. The launch of India's first low-cost airline, Air Deccan, in 2003, was a trailblazer in many ways, paving the way for an increase in the number of domestically operating airlines in India from three in the start of the century to over 10 today. In addition the burgeoning traffic volumes registered a 25- 30 % growth last year in the country. This growth is expected to continue at a similar rate for the next five years. With 8.3 % of annual average growth rate (AAGR) in 2007, as per IATA, India has also fared well in the international freight category by securing the second position next to China (10.8 per cent AAGR). The business model of low-cost airlines has been tailored to target the large Indian middle-class. This burgeoning section of the economy will ensure the sustenance of this low-cost model even though many players are entering this section. India’s middle class, already bigger than the population of the United States, is expected to grow to 445 million by 2006. 7 Inference • Mini-Aerotropolis would serve as a commercial hub for an agro-based economy of the surrounding areas (Hinterland), thus serving as an intermediary between the urban and rural areas. Associated with the philosophy of Mahatma Gandhi’s vision of bringing the city to the villages as propounded by him in “Gram- Swaraj”, the comforts of city life would be brought into the small towns and villages. This would help curb the out-migration of youth from the small towns and villages into the metros. • Mini-Aerotropolises evolve naturally around Feeder airports and hence it can be argued that if this spatial model of Feeder Airport cities is to be induced into the development planning agenda of developing nations, the developing nations would forcefully and purposely design and develop Feeder Airport Cities simply because such developments provide an economic engine, and a highly attractive proposition for the equitable development of regions within the country. • In the business world those countries that provide the most highly desirable environment along with the best infrastructure win. For a developing nation providing unique opportunities that are not available anywhere else in the world is the most important thing. This would attract Foreign Direct Investments (FDI) from private enterprises in the developed countries, in terms of Private- Public-Participation.
Feeder airport city • Once the air connectivity through India’s Aerotropolises becomes reality, it would lay the foundation for a truly inclusive economic growth along the length and breadth of the country, rendering geographical distances meaningless. • Besides reducing passenger and freight travel times, the economic benefits of the spatial distribution of airport infrastructure would leverage lower land costs and labour. This would not only ensure higher profitability and return of capital for the private investor, but also ensure that the benefits of industrialisation pass down to every region of India. • The information technology and bio-technology industry would not need to hinge their businesses around metros any more, and would have better access to the intellectual capital in and around the tier II and tier III towns of India. • Due to the emergence of Mini-Aerotropolises, India’s manufacturing and farming sectors, outsourcing and tourism sectors, export markets, etc. would have multiple benefits as goods and services would move faster via the cargo and logistic hubs to domestic and international destinations. List of figures Fig. 1: Concept of Mini-Aeroptropolis showing the various components ....................................... 35 Fig. 2: Conglomeration of Mini-Aeroptropolis in a region of South India. The fulcrum here is the international airport in the metropolis.......................................................................... 35 Fig. 3: Trends in growth of air passengers ....................................................................................... 39 Fig. 4: Passenger traffic carried by upper class rail and air transport............................................. 39 List of tables Tab. 1: Cities connected by air performance indicators ................................................................... 37 Tab. 2: Potential cities for feeder air connectivity............................................................................ 38 References K. Bhargava. Status of India's Airports. Aerodrome India. 2005. Show Special Publication brought out by Indian Aviation. December 7, 2005. R. E. Caves and D. G. Gosling. Strategic Airport Planning. Pergamon, 1999. Census of India 1991. www.censusindia.net. 2001. DGCA. http://www.dgca.nic.in/. Indian Aviation. January/ February: 80. 2007. J. D. Kasarda. The Aerotropolis. www.aerlines.nl. November 14, 2006. B. Kodanda. Feeder and Short Haul Air Transport Systems: Current Issues Related to Infrastructure Development for Sustainability of Civil Aviation Growth in India - Paper presented at the Twenty-first National Convention of Aerospace Engineers, Kanpur. November, 2007. 41
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Feeder airport city<br />
• Once the air connectivity through India’s Aerotropolises becomes reality, it<br />
would lay the foundation for a truly <strong>in</strong>clusive economic growth along the length<br />
<strong>and</strong> breadth of the country, render<strong>in</strong>g geographical distances mean<strong>in</strong>gless.<br />
• Besides reduc<strong>in</strong>g passenger <strong>and</strong> freight travel times, the economic benefits of<br />
the spatial distribution of airport <strong>in</strong>frastructure would leverage lower l<strong>and</strong> costs<br />
<strong>and</strong> labour. This would not only ensure higher profitability <strong>and</strong> return of capital<br />
for the private <strong>in</strong>vestor, but also ensure that the benefits of <strong>in</strong>dustrialisation<br />
pass down to every region of India.<br />
• The <strong>in</strong>formation technology <strong>and</strong> bio-technology <strong>in</strong>dustry would not need to<br />
h<strong>in</strong>ge their bus<strong>in</strong>esses around metros any more, <strong>and</strong> would have better access to<br />
the <strong>in</strong>tellectual capital <strong>in</strong> <strong>and</strong> around the tier II <strong>and</strong> tier III towns of India.<br />
• Due to the emergence of M<strong>in</strong>i-Aerotropolises, India’s manufactur<strong>in</strong>g <strong>and</strong><br />
farm<strong>in</strong>g sectors, outsourc<strong>in</strong>g <strong>and</strong> tourism sectors, export markets, etc. would<br />
have multiple benefits as goods <strong>and</strong> services would move faster via the cargo<br />
<strong>and</strong> logistic hubs to domestic <strong>and</strong> <strong>in</strong>ternational dest<strong>in</strong>ations.<br />
List of figures<br />
Fig. 1: Concept of M<strong>in</strong>i-Aeroptropolis show<strong>in</strong>g the various components ....................................... 35 <br />
Fig. 2: Conglomeration of M<strong>in</strong>i-Aeroptropolis <strong>in</strong> a region of South India. The fulcrum here is<br />
the <strong>in</strong>ternational airport <strong>in</strong> the metropolis.......................................................................... 35 <br />
Fig. 3: Trends <strong>in</strong> growth of air passengers ....................................................................................... 39 <br />
Fig. 4: Passenger traffic carried by upper class rail <strong>and</strong> air transport............................................. 39 <br />
List of tables<br />
Tab. 1: <strong>Cities</strong> connected by air performance <strong>in</strong>dicators ................................................................... 37 <br />
Tab. 2: Potential cities for feeder air connectivity............................................................................ 38 <br />
References<br />
K. Bhargava. Status of India's <strong>Airports</strong>. Aerodrome India. 2005. Show Special Publication<br />
brought out by Indian Aviation. December 7, 2005.<br />
R. E. Caves <strong>and</strong> D. G. Gosl<strong>in</strong>g. Strategic Airport Plann<strong>in</strong>g. Pergamon, 1999.<br />
Census of India 1991. www.census<strong>in</strong>dia.net. 2001.<br />
DGCA. http://www.dgca.nic.<strong>in</strong>/.<br />
Indian Aviation. January/ February: 80. 2007.<br />
J. D. Kasarda. The Aerotropolis. www.aerl<strong>in</strong>es.nl. November 14, 2006.<br />
B. Kod<strong>and</strong>a. Feeder <strong>and</strong> Short Haul Air Transport Systems: Current Issues Related to<br />
Infrastructure Development for Susta<strong>in</strong>ability of Civil Aviation Growth <strong>in</strong> India - Paper<br />
presented at the Twenty-first National Convention of Aerospace Eng<strong>in</strong>eers, Kanpur.<br />
November, 2007.<br />
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