Airport Waste Data PDF

ENVIRONMENT MANAGEMENT PLAN (EMP)
for
Pre-Feasibility Report
Expansion of Civil Enclave at Gwalior Airport
EXPANSION OF CIVIL ENCLAVE AT
Airports Authority of India
GWALIOR AIRPORT
ANN
of secondary data from available resources. We are not responsible for the origin and
authenticity of the information, drawings or design details provided by the Client.
at
Maharajpur, Gwalior, Madhya Pradesh-474020.
Type of Project Expansion Project
Category as per EIA notification Activity 7(a) , Airports
2006 and its amendments: Category A
Total Plot Area (After Expansion) 172.60 Acres
Total Handling Capacity (Total Passenger Capacity: 1.11 Million Passengers per year
after Expansion) (MPPA)
Total Cost of Project Rs. 446.12 Crores
PROJECT PROPONENT
AIRPORTS AUTHORITY OF INDIA (AAI)

Rajmata Vijay Raje Scindia Air Terminal, Maharajpur, Gwalior, Madhya Pradesh-474020
Email: apdgwalior@aai.aero ; Phone no.: 91-751-2473880, 2470713
UID No.: EQMS/EMP/AAI(RvRSAT))/7(a)A/PR-670/07/03/2022
Report Release Date: 07/13/2022 Revision No: 00
CONSULTANT
EQMS INDIA PVT LTD.

QCI/NABET Accredited Consultant
304-305, 3rd Floor, Plot No. 16, Rishabh Corporate Tower, Community Centre, Karkardooma, Delhi –
110092
Phone: 011-42270087, 43062757; Website: www.eqmsindia.com ; E-mail: eqms@eqmsindia.org
Disclaimer: This document has been prepared with all reasonable skills, knowledge, care, and diligence by M/s. EQMS India Pvt.
Ltd., Karkardooma, Delhi within the terms of the contract with the client (Project Proponent), incorporating their General Terms
and Conditions of Business and taking account of the resources devoted to it by Business Agreement. The report was discussed
with the project proponent in details before releasing. This report has been prepared using information received from Client,
collecting primary data and compilation of secondary data from available resources. We are not responsible for the origin and
authenticity of the information, drawings or design details provided by the Client.
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Environment Management Plant
TABLE OF CONTENTS
Chapter 1. INTRODUCTION ...............................................................................................9
1.1. Preamble ........................................................................................................................9
1.2. Brief About Project & Project Proponent ...................................................................9
1.3. Need for and Importance of the Project...................................................................16
1.4. Development Strategy of the Project .......................................................................19
1.5. Legislation, Policy and Guidelines of Airport ..........................................................20
Chapter 2. PROJECT DESCRIPTION ............................................................................24
2.1. Introduction...................................................................................................................24
2.2. Type of Project.............................................................................................................24
2.3. Project Location, Surrounding and Connectivity ....................................................24
2.4. Rehabilitation & Resettlement (R&R) .......................................................................29
2.5. Project Schedule and Cost ........................................................................................29
2.6. Land use Utilization.....................................................................................................29
2.7. Size and Magnitude of Project ..................................................................................29
2.8. Utility Requirements ....................................................................................................36
2.9. Parking Facility ............................................................................................................48
2.10. Fire-fighting System ....................................................................................................48
2.11. Green Belt Area ...........................................................................................................52
Chapter 3. DESCRIPTION OF ENVIRONMENT ...........................................................56
3.1. General .........................................................................................................................56
3.2. Baseline Study Area ...................................................................................................56
3.3. Baseline Study Period and Data Collection ............................................................56
3.4. Description of Site and Surroundings ......................................................................59
3.5. Components of Methodology of Baseline Survey ..................................................61
3.6. Physical Environment .................................................................................................63
3.7. Land-use – Land cover classification .......................................................................67
3.8. Soil Quality ...................................................................................................................74
3.8.1. General Characteristics of the Soil in the District ...................................................74
3.9. Water Environment .....................................................................................................77
3.10. Air Environment ...........................................................................................................88
3.10.1. Climate and Meteorology ...........................................................................................88
3.11. Ambient Air Quality .....................................................................................................90
3.12. Ambient Noise Quality ................................................................................................96
3.13. Socio-Economic Environment ...................................................................................98
Chapter 4. ANTICIPATED ENVIRONMENTAL IMPACT
IDENTIFICATION AND ASSESSMENT ............................................................................111
4.1. Approach ....................................................................................................................111
4.2. Project Impact Area ..................................................................................................111
4.3. Identification of Project Activities and Associated Impact...................................111
4.4. Impact Due to Pre-construction Activities (Location Impacts) ...........................114
4.5. Impacts Due to Construction Activities ..................................................................114
4.6. Impact during Operation Phase ..............................................................................128
4.7. Conclusion ..................................................................................................................144
Chapter 5. ANALYSIS OF ALTERNATIVES ................................................................145
1|Page
Environment Management Plan
5.1. Analysis of Alternative Site ......................................................................................145

5.2. Alternate Technology ................................................................................................145
Chapter 6. ENVIRONMENTAL MONITORING PROGRAM ......................................148
6.1. Objective .....................................................................................................................148
6.2. Performance Indicators ............................................................................................148
6.3. Environment Monitoring Plan ..................................................................................150
6.4. Submission of Compliance & Audit ........................................................................152
Chapter 7. ADDITIONAL STUDIES ...............................................................................153
7.1. Risk Assessment .......................................................................................................153
7.2. Approach ....................................................................................................................153
7.3. Hazard Identification .................................................................................................153
7.4. Preventions ................................................................................................................155
7.5. Disaster Management Plan .....................................................................................179
7.6. Emergency Management Plan ................................................................................186
Chapter 8. PROJECT BENEFITS ..................................................................................192
Chapter 9. ENVIRONMENT MANAGEMENT PLAN ...................................................193
9.1. Introduction.................................................................................................................193
9.2. Environment Management System and Policy .....................................................193
9.3. Environment Management Plan .............................................................................194
9.4. Emergency Preparedness and Response ............................................................216
9.5. Institutional Framework for Implementation of EMP ............................................216
9.6. Grievance Redress Mechanism ..............................................................................217
9.7. Reporting ....................................................................................................................218
9.8. Environment Management Cost .............................................................................218
List of Tables
Table 1.1 : Details of Proposed Development of Airport.......................................... 10
Table 1.2 : Technical Details of Airport ....................................................................... 11
Table 1.3 : Details of Authorized Signatory................................................................ 16
Table 1.4 : Indian Traffic Forecast Comparative Statement (AAI) ......................... 17
Table 1.5 : Air Traffic Forecast- All Indian Airports taken together ........................ 17
Table 1.6 : Air Traffic Trends, Gwalior Airport ........................................................... 18
Table 1.7 : Domestic Traffic Forecast, Gwalior Airport ............................................ 18
Table 1.8 : Summary of Environmental Legislation, policy and guidelines as
applicable on proposed project ............................................................................. 21
Table 2.1 : Environment Setting and Other Sensitive area around Project Site .. 26
Table 2.2 : Connectivity of Project Site ....................................................................... 29
Table 2.3 : Technical Details of Project ...................................................................... 29
Table 2.4 : Water requirement During Operation Phase ......................................... 38
Table 2.5 : Inlet and Outlet Characteristics of Wastewater ..................................... 40
Table 2.6 : Solid Waste management during construction phase .......................... 46
Table 2.7 : Calculation of Solid Waste Generation ................................................... 47
Table 2.8 : Waste Management Plan.......................................................................... 47
Table 2.9 : Indicative list of Species to be planted.................................................... 52
Table 3.1 : Salient Environmental Features of Proposed Project .......................... 59
2
Table 3.2 : Summary of Methodology for Primary/Secondary Baseline Data

Collection.................................................................................................................. 61
Table 3.3 : Land use of the study area....................................................................... 71
Table 3.4 : Soil Sampling Locations ........................................................................... 75
Table 3.5 : Physicochemical Characteristics of Soil ................................................ 75
Table 3.6 : Water Quality Sampling Stations ............................................................ 78
Table 3.7 : Test Method used for the analysis .......................................................... 79
Table 3.8 : Surface Water Standards as per IS: 2296-1982................................... 80
Table 3.9 : Receiving Sea Water Standards for SW-II Category (Commercial
Fishing, Contact Recreation, Bathing Water) ..................................................... 82
Table 3.10 : Surface Water Quality Criteria as per CPCB ...................................... 82
Table 3.11 :Surface Water Quality .............................................................................. 84
Table 3.12 :Ground Water Quality .............................................................................. 86
Table 3.13 : Long Term Meteorological Data of Gwalior (30 years average) ...... 88
Table 3.14 : Summary of Site-specific Meteorological Data ................................... 89
Table 3.15 : Sampling Methodology ........................................................................... 91
Table 3.16 : Air Pollutants, Their Sources and Their Effects on Humans ............ 92
Table 3.17 : Details of Air Quality Monitoring Station .............................................. 93
Table 3.18 : Analysis of Ambient Air Quality ............................................................. 93
Table 3.19 : Analysis of Ambient Air Quality ............................................................. 94
Table 3.20 : AQI Category for Monitoring Station .................................................... 95
Table 3.21 : Location of Noise Level Monitoring ...................................................... 97
Table 3.22 : Analysis of Noise Level Monitoring ....................................................... 98
Table 3.23 : Rural and Urban Population Distribution in the Study Area ............. 98
Table 3.24 Distribution of Work Participation Rate ................................................ 103
Table 3.25 Composition of Non-Workers................................................................. 105
Table 3.26 :Village wise Basic Amenities Availability ............................................ 107
Table 4.1 : Impact Identification Matrix for the Project .......................................... 112
Table 4.2 : Construction Material Requirement ...................................................... 119
Table 4.3 : Quantification of Pollution load due to movement of Trucks (per Day)
................................................................................................................................. 119
Table 4.4 : Noise Level during various construction phase activities and from
construction machinery ........................................................................................ 121
Table 4.5 : OHSAS Noise Exposure Limits for The Work Environment ............. 123
Table 4.6 : Quantification of Construction waste material to be generated from
demolition of existing structure ........................................................................... 125
Table 4.7 : Source of Air Pollution in an Airport ...................................................... 131
Table 4.8 : GHGs Emission Factor of the Jet A Fuel ............................................. 133
Table 4.9 : GHGs Emission from Aircraft Movement ............................................. 134
Table 4.10 : GHGs Emission during LTO cycle form aircraft................................ 134
Table 4.11 : Predicted Noise Levels due to Aircraft Traffic ................................... 139
Table 6.1 : Environment Monitoring Program ......................................................... 150
Table 7.1 : Details of Hazard ..................................................................................... 154
Table 7.2 : Bulk Storages of Hazardous Materials ................................................. 165
Table 7.3 : Hazard Analysis of Bulk Storage Materials ......................................... 165
3
Table 7.4 : Risk Classification.................................................................................... 167

Table 7.5 : Effects due to Incident Radiation Intensity .......................................... 168
Table 7.6 : Thermal Radiation Impact to Human .................................................... 168
Table 7.7 : Tolerable Intensities for Various Objects ............................................. 168
Table 7.8 : Damage due to Overpressure ............................................................... 169
Table 7.9 : Different Failure Scenarios..................................................................... 172
Table 7.10 : Hazards Scenario Impact ..................................................................... 173
Table 7.11 : Roles and Responsibility in Handling Emergencies ........................ 189
Table 9.1 : Environment Management Plan during construction Phase ............. 194
Table 9.2 Environment Management Plan during Operation Phase ................... 203
Table 9.3 : Environment Management Cost ............................................................ 219
List of Figures
Figure 1.1 : Layout Plan of Proposed Expansion of Gwalior Airport ..................... 13

Figure 2.1 : Location map Showing Project Site ....................................................... 25
Figure 2.2 : Topographical Map Showing Project Site and Surrounding Within 10
Km Radius................................................................................................................ 28
Figure 2.3 : Site Photographs of Existing Airport ...................................................... 31
Figure 2.4 : Site Photographs of Proposed Site for Proposed Terminal Building
and associated building ......................................................................................... 32
Figure 2.5 : Water Balance (Total after Expansion) ................................................. 39
Figure 2.6 : Process Flow Diagram of Sewage Treatment Plant ........................... 41
Figure 2.7 : Dual Plumbing Plan .................................................................................. 42
Figure 2.8 : Stormwater Management Plan ............................................................... 44
Figure 2.9 : Sectional Drawing of Rainwater Harvesting Pi .................................... 45
Figure 2.10 : Fire Fighting Plan ................................................................................... 50
Figure 2.11 : Fire Tender Movement Plan ................................................................. 51
Figure 2.12 : Landscape Plan .......................................Error! Bookmark not defined.
Figure 3.1 : Toposheet Map (10 Km Study Area) ..................................................... 57
Figure 3.2 : Map showing Baseline Monitoring Location ......................................... 58
Figure 3.3 : Surrounding within 10Km Radius of Project Site ................................. 60
Figure 3.4 : Graphical Representation of Land Use of the Study Area ................. 72
Figure 3.5 : Land Use Map of the Study Area ........................................................... 73
Figure 3.6 Site-specific Windrose Diagram (Winter Season) ................................. 90
Figure 3.7 Wind Class Frequency Distribution of Project Site ................................ 90
Figure 3.8 : Male-Female wise population Distribution in the study area ........... 101
Figure 3.9 :Scheduled Caste population the study area ....................................... 101
Figure 3.10 Scheduled Tribes Population in the Study Area ................................ 102
Figure 3.11 :Male-Female wise Distribution of Literate & Illiterates .................... 102
Figure 3.12 : Worker Scenario of the Study Area ................................................... 103
Figure 3.13 : Composition of Main Workers population......................................... 104
Figure 3.14 : Composition of Main Marginal Population ........................................ 104
Figure 3.15 : Composition of Non-Workers ............................................................. 105
4
Figure 4.1 : Hierarchy showing Disposal of C&D waste ........................................ 128

Figure 4.2 : LTO Cycle and Cruise .......................................................................... 134
Figure 4.3 : Environmental Impacts and their most relevant heights AGL ....... 135
Figure 7.1 : Procedure for safety during lightning ................................................. 156
Figure 7.2 : List of the relative hazard of various species group based on the
reported strikes...................................................................................................... 158
Figure 7.3 : Fire Fighting Plan of Project ................................................................ 165
Figure 7.4 : Gwalior Airport (Outline only) Location ............................................... 174
Figure 7.5 : ATF Heavy Spillage while Filling Underground Tanks- Fire and
Thermal Hazard..................................................................................................... 174
Figure 7.6 : ATF Heavy Spillage while Transporting ATF to Aircraft- Fire and
Thermal Hazard..................................................................................................... 175
Figure 7.7 : Diesel Tank Spillage & Fire Thermal Hazard ..................................... 175
Figure 7.8 : Emergency Response Team ................................................................ 189
Figure 9.1 : Environment Management Cell ........................................................... 217
5
List of Abbreviations
Acronym Description
AAQ Ambient Air Quality
AMSL Above Mean Sea Level
APFC Panels Automatic Power Factor Control
APP./APPROX. Approximately
ASI Archaeological Survey of India
BIS Bureau of Indian Standards
CFO Chief Forest Officer
CGWA Central ground Water Authority
CGWB Central ground Water Board
CPCB Central pollution Control Board
dB Decibels
DEM Digital Elevation Model
DG Diesel Generator
DGCA Directorate General of Civil Aviation
DM District Magistrate
DoCA Department of Civil Aviation
DPR Detailed Project Report
EHS Environment Health & Safety
EIA Environment Impact Assessment
EMP Environment Management Plan
ENE East North East
ESE East South East
FAA Federal Aviation Administration
GHG Green House Gas
GoI Government of India
GRM Grievance Redressal Mechanism
GW Groundwater
Ha Hectares
HFL Highest Flood Level
IMD Indian Meteorological department
INR Indian Rupees
KLD Kiloliters Per day
Km Kilometers
kV Kilo Volts
LULC Land Use Land Cover
Max Maximum
mbgl Meter Below Ground Level
Mg/l Miligrams/liters
Min Minimum
Mm Millimeter
6
Ministry of Environment, Forest & Climate

MoEF&CC
Change
MSW Municipal Solid Waste
MT Metric Tonnes
MW Mega Watt
NAAQ S National Ambient Air Quality Standards
National Accreditation Board for Testing and
NABL
Calibration Laboratories
NE North East
NGT National Green Tribunal
NH National Highway
NNW North North West
NOC No Objection Certificate
NW North West
O&M Operation and Maintenance
Occupation Health and Safety Assessment
OSHAS
Series
PCU Passenger Car Unit
pH pouvoir Hydrogène
PHPDT Peak Hour Per Direction Traffic
PM Particulate Matter
PPE Personal protective Equipment
PPHA Person per Hectare
PUC Pollution Control Certificate
QA/QC Quality Assurance/quality control
RH Relative Humidity
RWH Rain Water Harvesting
SE South East
SEAC State Expert Appraisal Committee
State Environment Impact Assessment
SEIAA
Authority
SH State Highway
SPCB State Pollution Control Board
SSE South South East
SSW South South West
STP Sewage Treatment Plant
SW South West & Surface Water
TDS Total Dissolved Solids
ToR Terms of Reference
TSS/RSS Traction/Receiving Sub-station
UG Underground
UTM Universal Testing Machine
VFD Variable Frequency Drive
7
W/sq m Watt/ square meter

WNW West North West
WSW West South West
ZSI Zoological Survey of India
8
Chapter 1. INTRODUCTION
1.1. Preamble
Gwalior Airport (Rajmata Vijayaraje Scindhia Terminal), Gwalior is a civil enclave airport at
the Maharajpur Air Force Station. It is one of the six airports in Madhya Pradesh. The airport
has been handed over to Airports Authority of India. Before that, Gwalior Airport was a civil
aerodrome under Civil Aviation Department. The airport uses runway of Indian Air Force for
its operations.
UDAN-RCS, UDAN (Ude Desh ka Aam Naagrik) is a regional airport development and
"Regional Connectivity Scheme" (RCS) of Government of India, with the objective of
"letting the common citizen of the country fly", aimed at making air travel affordable and
widespread, to boost inclusive national economic development, job growth and air transport
infrastructure development of all regions and states of India. The UDAN Scheme is a key
component of the National Civil Aviation Policy (NCAP) which was released by the Ministry
of Civil Aviation (India) on 15 June 2016. UDAN scheme will add to this number by
expediting the development and operationalization of India's potential-target of nearly 425
unserved, underserved, and mostly underdeveloped regional airports with regular scheduled
flights.
Under UDAN 4.1(Ude Desh ka Aam Nagarik) scheme under Regional Air Connectivity
Scheme of National Civil Aviation Policy 2016, increasing tourist footfall and compliance for
PM Modi’s Flagship Smart Cities Mission, Airports Authority of India has proposed
“Expansion of Civil Enclave at Gwalior Airport”. The total handling capacity of the airport
after expansion will be 1.11 million Passengers per year (MPPA).
The proposed expansion is planned with minimum impact on the environmental components
in a negative way. As well it will prove beneficial to overall socio-economy of the area as
there is no international airport located in the vicinity of the area. The terminal building and
related developments have been planned in such a way so as to reduce energy
consumption, water consumption etc. The project will also comply all conditions to achieve
GRIHA-4-star rating.
Keeping in consideration of above-mentioned facts, we request the Hon’ble EAC (Infra-II)

Committee for consideration of the proposal under Clause 7(ii) and exempt it from scoping
(TOR), EIA and Public Hearing and appraise directly for the grant of Environmental
Clearance.
1.2. Brief About Project & Project Proponent

Brief About Project
Airports Authority of India (AAI) has proposed “Expansion of Civil Enclave at Gwalior
Airport” that would involve construction of “New Domestic Arrival and Departure Building,
Ancillary Buildings, Car side development and other associated works. The existing terminal
building will be non-operational after development of proposed terminal building. The total
handling capacity of the airport after expansion will be 1.11 million passengers per year
(MPPA). The total plot area of airport will be 172.60 Acres. Under proposed expansion,
additional 143.20 Acres of land has been transferred from ICAR (Indian Council of
9
Agricultural Research) to Airports Authority of India (AAI) for the proposed terminal building,
apron, link taxiway and auxiliary facilities. AAI will use major infrastructural facilities and
utilities of Indian Air Force {Runway, ATC Tower, Navigation system, Fire Fighting Services,
etc.,} for operation of airport. The proposed expansion plans to cater two kinds of aircrafts
i.e., Type-A321 & ATR-72 aircrafts with maximum 13 no. of per day aircraft movement.
SALIENT FEATURES OF PROPOSED TERMINAL BUILDING AND ASSOCIATED
WORKS
• The terminal building will be state of the art centrally air-conditioned one and half
level terminal building with mezzanine with all modern facilities and amenities
catering to 1400 PHP (Departure-700; Arrival-700). The building will be provided with
aesthetically appealing and soothing interior decoration matching the traditional
architecture. Space planning would ensure that no dead space/area is created in the
building.
• Tactile Pathway by using SS studs and strips will be provided.
• The existing aprons (4 no.) are for Q-400/ATR aircrafts. The proposed expansion has
been planned to capture Airbus A-321 aircrafts. 9 no. of bays in the new apron have
been planned under proposed expansion.
• Additional Taxiway (Dimension: 650m x 23 m) will be developed from proposed
terminal building to existing runway.
• Security Hold Area with 4 no. of aerobridges and bus lounge area with adequate
seating arrangements, isolated smoking area, child-care rooms and washrooms etc.,
will be developed.
• Retail Area Creation of Retail Islands/ Shops, area for vehicle display without
affecting the passenger movement will be developed.
• Parking Area will be developed for 700 no. of cars.
• Water Treatment and Solid Waste treatment facilities will be developed in the utility
section of terminal building.
• Approach Road (1800 m x 20 m) will be widened with Airport Road for better
connectivity and accessibility.
Details of Project have been provided in Table 1.1 & Table 1.2, respectively.
Table 1.1 : Details of Proposed Development of Airport

Total after Proposed
S.No. Particulars Unit Terminal Building & Ancillary
Activities
1 Total Cost Rs. (Crores) 446.12
2 HANDLING CAPACITY
Person Handling Capacity MPPA 1.11
3 PROJECT AREA DETAILS
Plot Area Acres 172.60
Area to be demolished m2 1218.98
10
Total after Proposed

S.No. Particulars Unit Terminal Building & Ancillary
Activities
Proposed Built-up Area m2 25000
Maximum Height of
m 30
Building
4 COMPONENTS OF AIRPORT
ATC Tower No. With IAF
Number of Buildings No. 1
13
Number of Aprons No. (Existing -4 no.; Proposed -9
no.)
Aerobridges No. 4
5 POPULATION DETAILS
Staff/Manpower No. 250
6 SERVICE DETAILS
Total Water Requirement KLD 845
Freshwater Requirement KLD 357
Wastewater Generation KLD 514
STP Capacity KLD 600
Treated Water Reuse KLD 488
Biodegradable Waste kg/day 1758
Recyclable Waste kg/day 1758
Total Waste kg/day 3532
Power Requirement kVA 4439
Power Backup (DG Sets) kVA 5x1250
Parking ECS 700
The proposed development will be developed by demolition of AAI residential quarters &
hostel in the site. New residential quarters and hostel will be developed outside the airport
premises. New residential quarters are not a part of activities proposed under this proposal.
Table 1.2 : Technical Details of Airport

S. No. Particulars Unit Details
GENERAL INFORMATION
1 Airport Operator - Airports Authority of India
2 Airport Code - ICAO: VIGR IATA: GWL (3D)
3 Suitability - Type-A321 & ATR-72 Aircrafts
Aircraft operations
4 - Scheduled & Non-Scheduled flights
(Scheduled/Non-scheduled)
5 Handling Capacity of Airport MPPA 1.1
CONNECTIVITY
Gwalior Railway Station (6.27 km,
7 Rail Connectivity -
S)
8 Road Connectivity - Airport Road (1.61 km, E)
11

NH-44 (3.71 km, N)
NH-719 (5.60 km, NE)
AIRPORT LAND AREA & UTILIZATION
9 Plot Area Acres 172.60
AERODROME DATA
Aerodrome elevation (ARP)
11 - 26°17'30"N; 78°13'42"E
and Reference Temperature
Aerodrome Reference Code
12 - 3D
(ARC)
13 Elevation Ft. 617 ft. (188 m)
RUNWAY & TAXIWAY
14 Runway Orientation - 24/06
15 Runway Dimensions mxm 2985/46 (With IAF)
16 50.65 m X 23 m (Existing)
Taxiway Width and Length mxm
650m X 23m (Proposed)
17 Details of Parallel Taxiway mxm 107 m X 23 m
18 Shoulder Width Taxiway m 7 m (Min) on either side
TERMINAL BUILDING
19 Number of Building No. 1
20 No of Aprons No. 13
Passenger Arrival & Departure
21 Facilities -
facility.
22 Aerobridges No. 4
23 PCN for Apron - 72/R/B/W/T
24 Security - CISF post
NAVIGATION AIDS
25 DVOR - GWA 112.8 (With IAF)
26 DME - GWA 112.8; 1162/1099 (With IAF)
27 NDB - GJ 390; 400 W (With IAF)
OTHER FACILITIES
28 Runway Lights - Edge Lights & Center Line Lighting
Rescue and Fire Fighting
29 - Cat VII (With IAF)
Services
30 Instrumental Landing system - IFR-VFR Airport
Layout Map of expansion of airport is given as Figure 1.1 below:
12
Figure 1.1 : Layout Plan of Proposed Expansion of Gwalior Airport
13
Nature of Project
The proposed project is expansion of existing airport which falls under activity 7(a),
‘Category A’ as per EIA notification 2006 and its subsequent amendments.
Location of Project
Gwalior Airport is located at Maharaj Pur, Gwalior, Madhya Pradesh-474020. The
airport is well connected to National Highway-44 (3.71 km, N) & National Highway-
719 (5.60 km, NE). The airport road connects to crossway between NH-44 & NH-
719. The co-ordinates from center of proposed terminal building are Latitude:
26°16'52.35"N; Longitude: 78°12'57.98"E.
Brief About Project Proponent

Airports Authority of India (AAI) is a statutory body (created through the Airports
Authority of India Act,1994) working under the Directorate General of Civil Aviation,
Ministry of Civil Aviation, Government of India is responsible for creating, upgrading,
maintaining, and managing civil aviation infrastructure in India. It provides
Communication Navigation Surveillance / Air Traffic Management (CNS/ATM)
services over Indian airspace and adjoining oceanic areas.
AAI is currently managing a total of 137 Airports, including 23 International Airports,
10 Customs Airports, 81 Domestic Airports and 23 Civil enclaves at Defense
Airfields. AAI also has ground installations at all airports and 25 other locations to
ensure safety of aircraft operations. AAI covers all major air-routes over Indian
landmass via 29 Radar installations at 11 locations along with 700 VOR/DVOR
installations co-located with Distance Measuring Equipment (DME). 52 runways are
provided with Instrument landing system (ILS) installations with Night Landing
Facilities at most of these airports and Automatic Message Switching System at 15
Airports.
The main responsibilities of AAI as a statutory organization are as follows:
1) PASSENGER FACILITIES: The main functions of AAI inter-alia include construction,
modification & management of passenger terminals, development & management of
cargo terminals, 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.
2) 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. Several co-
operation agreements and memoranda of co-operation 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 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.
14
3) SECURITY: The continuing security environment has brought into focus the need for
strengthening security of vital installations. 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.
4) 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 few projects for extension and
strengthening of runway, taxi track and aprons at different airports has been taken
up.
5) 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.
6) IT IMPLEMENTATION: Information Technology holds the key to operational and
managerial efficiency, transparency, and employee productivity. AAI initiated a
program to indoctrinate IT culture among its employees and this is most powerful tool
to enhance efficiency in the organization.
The main function of AAI is as follows:
• Design, Development, Operation and Maintenance of international and
domestic airports and civil enclaves.
• Control and Management of the Indian airspace (excluding special user
airspace) extending beyond the territorial limits of the country, as accepted
by ICAO.
• Provision of Communication, Navigational and Surveillance aids.
• Expansion and strengthening of operational areas, viz. Runways, Aprons,
Taxiways etc. and provision of ground-based landing and movement control
aids for aircrafts & vehicular traffic in operational area.
• Design, Development, Operation and Maintenance of passenger terminals.
• Development and Management of cargo terminals at international and
domestic airports.
• Provision of passenger facilities and information systems in the passenger
terminals.
MISSION AND VISION OF AAI
15
The details of Authorized signatory for the proposal have been provided in Table 1.3 below:
Table 1.3 : Details of Authorized Signatory
Project Proponent : Airports Authority of India
Registered : Rajmata Vijay Raje Scindia Air Terminal, Maharajpur, Gwalior-
Address 474020, Madhya Pradesh
Authorized : Mr. Ajay Srivastava
Signatory
Designation : Airport Director
Email ID : apdgwalior@aai.aero
Contact No. : +91-751-2473880, 2470713
1.3. Need for and Importance of the Project

ROLE & SIGNIFICANCE OF AIRPORT IN NATIONAL ECONOMY
Airports being nuclei of economic activity are considered to play a significant role in the
national economy. The quality of airport infrastructure, which is a vital component of the
overall transportation network, contributes directly to a country's international
competitiveness and the flow of foreign investment. Likewise, 97% of the country's foreign
tourists arrive by air and tourism is the nation's second largest foreign exchange earner.
Airports also represent a country's window on the world. They can be effectively used as
symbols of national pride if we pay sufficient attention to their quality and maintenance.
Across the world, the trend is towards an extremely high percentage, ranging from 60 to
70% of the total revenue of airport operators being generated from non-aeronautical sources
at major airports. In India, although these services are now provided by private agencies, the
comparable figure for AAI at international airports is just 22%. There will be a major thrust
towards increasing the share of commercial revenue emerging from non-aeronautical
sources. This will help in optimal exploitation of the full commercial potential of airports and
16
make many airports not only viable but capable of generating surpluses for further expansion
and development.
It is now increasingly recognized that aviation, far from being a mere mode of transportation
for an elite group, is crucial for sustainable development of trade and tourism. In this context,
it is vital that airport infrastructure grows in anticipation of the escalating needs of the air
transport industry. As this is a capital-intensive sector, there is an obvious need for
perspective planning with a vision for the next twenty years and to muster the combined
resources of the public and private sectors, both domestic and foreign.
TRAFFIC FORECAST AND FUTURE TRENDS
Air Traffic Statistics and Traffic forecasts are the most comprehensive tool to analyze the
future traffic demand. The air traffic forecast gives the probable picture of the growth
scenario and allow the top management to monitor the status of air traffic management and
to anticipate and plan future development needs such as airport planning,
expansion/renovation etc. Table 1.4 below represents expected traffic forecast studies
analyzed by AAI in future:
Table 1.4 : Indian Traffic Forecast Comparative Statement (AAI)
Category Passengers Freight Aircraft Period
Movements
International 6.0% to 7.0% 5.0% to 8.0% 5.0% to 6.0% 2014-2023
Domestic 5.0% to 10.0% 5.0% to 8.5% 4.0% to 8.0%
Total 5.3% to 9.2% 5.0% to 8.2% 4.2% to 7.6%
(Source: https://www.aai.aero/en/content/airport-policy)
The traffic forecast for all Indian Airports taken together with the base year 2012-13
is given below in Table 1.5:
Table 1.5 : Air Traffic Forecast- All Indian Airports taken together
Year Aircraft Movement Passengers Freight
(in ‘000) (in Millions) (in ‘000 MT.)
Int’l Dom Total Int’l Dom Total Int’l Dom Total
2012- 313.91 1164.90 1478.81 43.03 116.37 159.40 1406.33 784.22 2190.55
13
(Base
Year)
2021- 505.79 1928.19 2433.99 75.48 217.45 292.93 2441.9 1387.09 3838.99
22
2022- 536.14 2082.45 2618.59 80.76 239.19 319.96 2637.26 1504.99 4142.25
23
Growth 6.0% 8.0% 7.6% 7.0% 10.0% 9.2% 8.0% 8.5% 8.2%
Rate
(%)
(Source: https://www.aai.aero/en/content/airport-policy)
International passenger traffic has been projected to grow at rate of 7% and
domestic passenger traffic has been expected to grow at the rate of 10%.
NEED OF THE PROJECT
Gwalior Airport currently handles 0.133 million passengers per year (2019-2020) i.e.,
200 PHP with total number of aircraft movements of approximately 3002 no. The
17
existing terminal has total handling capacity of 200 PHP. The following details
represent the traffic trends and air traffic forecast for Gwalior Airport.
TRAFFIC TRENDS OBSERVED AT GWALIOR AIRPORT
Table 1.6 : Air Traffic Trends, Gwalior Airport
Year Aircraft Movements (In Nos) Passengers (In Nos)
2010-11 374 5628
2011-12 1304 41761
2012-13 1160 51299
2013-14 304 6785
2014-15 302 7273
2015-16 274 8586
2016-17 381 16425
2017-18 661 25248
2018-19 818 25353
2019-20 3002 133635
2020-21 1431 68756
% CHANGE LAST YEAR -52.3% -48.5%
CAGR LAST 5 YEARS 39.2% 51.6%
CAGR LAST 10 YEARS 14.4% 28.4%
DOMESTIC TRAFFIC FORECAST AT GWALIOR AIRPORT
Keeping in consideration with the expanding influx of tourists at Gwalior, domestic
traffic forecast at Gwalior Airport has been estimated. Details of domestic traffic
forecast has been provided below:
Table 1.7 : Domestic Traffic Forecast, Gwalior Airport
AIRCRAFT MOVEMENTS (in
YEAR PAX (in Nos.)
Nos.)
2019-20 (Base Year) 3002 133635
2020-21 (Estimated) 1389 68756
GROWTH RATE 75.00% 80.00%
2021-22 2431 123761
2022-23 2917 154701
2023-24 3500 193376
2024-25 4025 232052
2025-26 4629 278462
2026-27 5323 334154
2027-28 5962 394302
2028-29 6678 465276
2029-30 7479 549026
18
2030-31 8227 631380

2031-32 9050 726087
2032-33 9955 835000
2033-34 10751 918500
2034-35 11611 1010350
2035-36 12540 1111385
As per detailed analysis of traffic trends and domestic forecast, 28.4% of growth has
been observed in the past 10 years and further 10% of increment in passenger influx
has been anticipated by year 2035-2036. By 2035-36, approx. 1.11 million
passengers per year have been estimated.
To cater the load of future passenger influx, “Construction of Proposed Terminal
(Handling Capacity- 1.11 MPPA) and other associated facilities” has been proposed.
BENEFITS OF PROPOSED DEVELOPMENT

• Airport is directly or indirectly key to the development and revenue generation. It
expects boost of industrialization, multi-model-connectivity, and infrastructure
development in the hinterland.
• Reduce the Carbon footprint by use air for transportation instead of road
transport
• The development of the proposed airport will induce economic and social
benefits to the people in the project influence zone. Economic development will
be not only in the direct influence area, but also for the surroundings and would
generate employment opportunities.
• The employment opportunities will grow steadily resulting in more demand of
skilled, educated and un-skilled people thereby increasing the standard of
education and living in the city.
• The commercial development such as retail outlets, food-courts, multiplexes,
and market zone shall lift the socio-economic status of the area.
• The aviation industry itself is a source of considerable economic activity, creating
jobs that directly serve passengers at airlines, airports and air navigation
services providers. These include check-in, baggage handling, onsite retail,
cargo and catering facilities. These could be a push for people in the project
influence area to scale up their primary education enrolment for women and
children, to cater to the requirement of new works and employment opportunities
that will be created by the airport as well as its allied services like the hotel
industry, transport, tourism, etc.
• Terminal Building will be designed to achieve 4-star GRIHA rating.
Gwalior has been selected as one of the hundred Indian cities to be developed as
“Smart City” under PM Narendra Modi’s flagship Smart Cities Mission. Development
of Airport for handling at higher person capacity will help for achievement of the
mission.
1.4. Development Strategy of the Project
19
The proposed planning complies with the standards and recommended practices
notified by Director General of Civil Aviation (DGCA) and recommendation given by
International Civil Aviation Organization (ICAO). Planning is being made with
consideration of following parameters
✓ Projected air traffic demand (passengers, cargo, mail, GA and aircraft)
✓ Airside facilities requirements
✓ Meteorological data – wind (direction/speed), temperature, rainfall and visibility
conditions
✓ Geotechnical investigation
✓ Surrounding of the area
✓ Service levels and Benchmarks as prescribed by MoCA/DGCA and other regulatory
agencies in respect of Passenger capacity,
✓ Performance Characteristics of the type of aircraft to be operated at the airport
✓ Airside facilities like area for Ground Support Equipment, remote parking bays,
✓ Aircraft refuelling facilities
✓ Safety services like firefighting facilities and medical services.
✓ ATC Tower, CNS and Met facilities and electronic landing aids
✓ Airfield Ground Lighting facilities and visual aids for navigation and landing.
✓ City side projected demands for non-aeronautical and aero-related facilities.
✓ Area for sovereign functions and security services, and
✓ Area for support services like electric power substation, water treatment plant,
sewage treatment plant etc.
• The planning of the project ensures environmental management and minimal

environmental pollution. Environment safeguard measures and green initiatives have also
been incorporated in the project design. Few of the important safeguard measures and
green initiatives have been listed below
✓ Building will be designed to achieve 4-star GRIHA rating.

✓ Environmental sustainability through energy optimization.
✓ Recycling of waste through installation of STP and Organic waste converter.
✓ Reduction in carbon footprint.
✓ Reduction in Noise level.
✓ Use of solar energy.
✓ Natural day lighting provision.
✓ Cleaner transportation mode as compared to road transportation.
✓ Installation of solar panels at stations.
✓ Adoption of green building norms for construction phase.
✓ Usage of low energy intensive building.
✓ Preservation of excavated topsoil and using it for landscaping.
✓ Usage of LED lights for internal lighting.
✓ Compensatory plantation in ratio of 1:10.
✓ Rainwater harvesting provision.
✓ Preparation and implementation of environment management plan during
construction and operation stage of the project.
1.5. Legislation, Policy and Guidelines of Airport
20
As per EIA notification, 2006 any new, expansion or modification project falling in the
schedule I of the notification are require obtaining prior environment clearance. All
Airports are classified as Category A and activity 7 (a) of Schedule I.
Airports Authority of India (AAI) has proposed to expand the existing airport which
attracts applicability of EIA Notification, 2006 and environment clearance would be
required to obtained for proposed expansion from MoEF&CC. Other acts, rules and
guidelines applicable for the airport projects as per Legislation of Government of
India are listed in Table 1.8 below:
Table 1.8 : Summary of Environmental Legislation, policy and guidelines as

applicable on proposed project
Legislation Areas / Activities Covered Applicability
Environment • Overall Environment Protection Applicable
(Protection) Act, • Compliance to environmental
1986 with Rules. (Air, Water, Noise) Standards
issued under EPA
EIA Notification, • Prepare EIA / EMP report Applicable for all
2006 and • Obtain Environmental Clearance Airport under Activity
amendments from MoEF&CC 7 (a), Category A.
Air (Prevention • Protection of Air Quality Applicable, involves
and Control of • Consent to Establish (NOC) for emissions of gases
Pollution) Act, establishing and Consent to from aircraft during
1981 with Rules. Operate (CTO) for activities takeoff and landing,
causing air pollution from SPCB due to operation of DG
• Compliance to National Ambient sets in case of power
Air Quality Standard failure
Water (Prevention • Protection of Water Quality Applicable, involves
and Control of • Discharge of sewage generation of sewage
Pollution) Act, • Obtaining Consent to Establish
1974 with Rules. for establishing and Consent to
Operate for activities causing
water pollution from SPCB and
for the discharge of effluents
Noise Pollution • Compliance with Ambient Noise Applicable, involves
(Regulation and and emission Standards in generation of noise
Control) Rules, accordance to use classification due to aircraft,
2000 for the area operation of DG sets &
• Compliance with G.S.R. 568(E) pumps and vehicular
notification issued by MoEF&CC movement
Hazardous and • Obtaining Authorization from Applicable, generation
Other Wastes SPCB for handling and storing of of oil/lubricant from
(Management and hazardous waste like waste oil aircraft, DG sets and
Transboundary and lubricants other machineries
Movement) Rules, • Following guidelines for handling
2021. and storing of such hazardous
waste
21

Manufacture, • Notifying regulatory authority (in Applicable, HSD for
Storage and this case, the State Factories operating DG sets, oil
Import of Inspectorate) of storage of for maintenance
Hazardous hazardous substances like HSD,
Chemicals Rules, oil, chemicals
2000 (as • Follow guidelines on such
amended) storage, maintain updated MSDS,
submit annual Safety Report to
authority
• Prepare Onsite Emergency Plan
Wildlife Protection • Lays down rules and regulations Not applicable, project
Act, MoEF 1972, pertaining to Wildlife Sanctuaries, site does not fall
amended 2010 National Parks. within the ESZ/10 km
• Obtain NBWL Clearance if site is radius of any notified
within 10 km radius of WLS/NP/ area under the Act
Protected Areas
Forest • Lays down rules and regulations No Forest area is
Conservation Act, pertaining to Forest Conservation involved in proposed
1980 Act,1980 development.
• Obtain Forest Clearance if site is Only tree cutting is
falling under Reserved or involved in the project.
Protected Forest
DTCP and Local • Obtain permits and sanction for Applicable
Gwalior Bye Laws land
• Development of project in
accordance with Land-use and
Master plans
State Ground • Conform to restriction for drawing Not Applicable as
Water Regulation of groundwater ground water
• Arrange for recharge through extraction is not
Rainwater Harvesting Schemes involved
(as applicable)
Fly ash • Use of fly ash (wholly or partly) in Not applicable, but
Notification, 2007 building construction wherever it options should be
costs same or less than the clay, explored. However fly
limestone, sand etc and is not ash mixed cement
technically infeasible, compliance shall be used for
of which shall be the duty of the building construction
person/ agencies undertaking
construction
The Municipal • Management (Collection, Applicable, involves
Solid Waste Handling, Intermediate Storage) generation of municipal
(Management and of domestic waste from airport solid waste
Handling)
Rules,2000 &
Waste
Management
Rule,2016
E-Waste • Procedure of collection, storage Applicable
22

Management and transportation of E-waste
Rules, 2016
Plastic Waste • Procedure of segregation, Applicable
Management collection, storage, transportation,
Rules, 2016 processing and disposal of plastic
waste
Construction & • Procedure of collection, Applicable
Demolition Waste segregation of concrete, soil and
Management others
Rules, 2016 • Procedure of storage of
construction and demolition
waste generated
IRC: SP-21-2009 • Guidelines on Landscaping and Applicable
Tree Plantation (IRC: SP-21-
2009)
23
Chapter 2. PROJECT DESCRIPTION
2.1. Introduction
The proposed project involves “Expansion of Civil Enclave at Gwalior Airport”. The
existing airport is operational as per Consent to Operate granted from Madhya Pradesh
Pollution Control Board vide Consent No. AWH-94216 valid upto 08.12.2022. The existing
airport currently caters for 200 no. of passengers per day.
The components under proposed expansion involve construction of “New Domestic Arrival
and Departure Building, Ancillary Buildings, Car side development and other associated
works”. The existing terminal building will be non-operational after development of proposed
terminal building. The total handling capacity of the airport after expansion will be 1.11
million passengers per year (MPPA). The total plot area of airport will be 172.60 Acres.
Under proposed expansion, additional 143.20 Acres of land has been transferred from ICAR
(Indian Council of Agricultural Research) to Airports Authority of India (AAI) for the proposed
terminal building, apron, link taxiway and auxiliary facilities. AAI will use major infrastructural
facilities and utilities of Indian Air Force {Runway, ATC Tower, Navigation system, Fire
Fighting Services, etc.,} for operation of airport.
2.2. Type of Project

The proposed project is Expansion of existing airport which falls under Activity 7(a),
‘Category A’ as per EIA notification 2006 and its subsequent amendments.
2.3. Project Location, Surrounding and Connectivity

Location
The project site is located at Maharaj Pur, Gwalior, Madhya Pradesh-474020. The
airport is well connected to National Highway-44 (3.71 km, N) & National Highway-
719 (5.60 km, NE). The airport road connects to crossway between NH-44 & NH-
719. The co-ordinates from centre of proposed terminal building are Latitude:
26°16'52.35"N; Longitude: 78°12'57.98"E. Location map of the proposed project is
given below in Figure 2.1.
24
Source: Google Image

Figure 2.1 : Location map Showing Project Site
25
Land Use
Land use of existing project is airport under the possession of AAI while runway is
under the possession of Indian Air Force. The proposed construction of terminal
building, apron, link taxiway and ancillary buildings will be developed over additional
area of 143.20 Acres that has been transferred from Indian Council of Agricultural
Research (ICAR) to Airports Authority of India. However, land use of the proposed
land has been demarcated under Transportation use as per Gwalior Master
Plan,2021.
2.3.2. Environment Setting around the Project Site
The project site is surrounded by residential areas, agricultural areas and
cantonment area owned by IAF. The airport is in Taluka-Gird in Gwalior district. The
nearest railway station is Gwalior Railway Station located 6.27 km, S from the
airport. There are no environmental sensitive or protected areas in 10 km radius of
project. Nearest surface water body from the project is Sukh River located 0.80 km in
West direction of project site.
There are approximately 583 no. of trees located at the site that will be uprooted
only after taking permission from concerned authority. Request Letter for permission
to District Magistrate, Gwalior & District Forest Officer, Gwalior of removal of trees
has submitted by AAI vide Letter No. BHAVIPRA/GWALIOR/LAND/20211074-1075
dated 24.01.2022. (Acknowledgement of the request letter has been attached as
Anenxure-3).
Environment setting and other sensitive area around the project site are given in
Figure 2.2 and Table 2.1.
Table 2.1 : Environment Setting and Other Sensitive area around Project Site
S. Environmental Within 500 m- Within 2-5 km Within 5-10 km area
No. Features 2 km area area around around Project Site
around Project Site
Project Site
1. Ecological Environment
A Presence of None None None
Wildlife Sanctuary/
National
Park/Biosphere
Reserves
B Reserved None Mawai • Baragaon
/Protected Forests Reserved Reserved Forest
Forest (3.55 (9.06 km, SE)
km, NE) • Thar Reserved
Forest (9.23 km,
SW)
C Wetland of state None None None
and national
interest
D Mangroves None None None
E Critically Polluted None
Area
2. Physical Environment
26
S. Environmental Within 500 m- Within 2-5 km Within 5-10 km area

No. Features 2 km area area around around Project Site
around Project Site
Project Site
F Road Connectivity Airport Road NH-44 (3.71 NH-719 (5.60 km, NE)
(1.61 km, E) km, N)
G Rail Connectivity Gwalior Railway Station (6.27 km, S)
H Defence Gwalior Airbase (0 km)
Installation
I Densely Populated • Maharajpur (2.47 km, NE)
Area • Deen Dayal Nagar (3.12 km, S)
• Gwalior (17.46 km, S)
J Other village close Jiraina (8.48 km, SE)
to Plant Site
K Topography 189-230 amsl 180-215 amsl 180-250 amsl
L Seismicity Zone-II (Low Risk Zone)
M Surface 1.
Water Sukh River (0.80 Morar River Sonrekha River
Resources km W) (4.27km, SE) (5.16 km, W)
(Rivers)
3. Social Environment
N Physical Setting Airport & Residential & Mixed Use
Mixed Use Mixed Use
O Physical Sensitive Schools Schools Schools
Receptors • Amity • Central • Aryan School of
International Academy Sanskar (5.54 km, S)
School School • Podar Jumbo Kids
(1.46 km, (2.26 km S) (8.91 km, S)
SE) • K.G • Gwalior Public
Children School (7.94 km,
School SW)
(3.17 km, Hospitals
NE) • Kalyan Memorial &
Hospitals KDJ Hospital (7.26
• BIMR km, S)
Hospital • Boston Hospital (9.79
(5.42 km, S) km, S)
Temples Temples
• Parchin • Sun Temple (5.44
Shiv Mandir km, S)
(3.85 km, E) • Shri Dwarkadhish
Temple (7.75 km, S)
P Archaeological Gwalior Fort (7.68 km. SW)
Monuments
27
Figure 2.2 : Topographical Map Showing Project Site and Surrounding Within 10 Km Radius
28
Connectivity
Project site is well connected with road and railway. Details of the connectivity of the
site are given below in Table 2.2.
Table 2.2 : Connectivity of Project Site

S. No. Particulars Details
1. Nearest Highway/Major Road Airport Road (1.61 km, E)
2. Nearest Railway Station Gwalior Railway Station (6.27 km, S)
3. Nearby airports within vicinity Indore Airport located (470 km, S)
(Aerial Distance)
2.4. Rehabilitation & Resettlement (R&R)

For proposed development, additional area of 143.20 Acres has been transferred
from ICAR to AAI. Currently, potato farming is being done on the land for research
purposes. Hence, there will be no Rehabilitation and Resettlement Plan.
2.5. Project Schedule and Cost

Total cost for proposed project is Rs 446.12 Crores. Construction will be started
after getting all approval from concern departments. Implementation of the proposed
airport will be done by August,2023.
2.6. Land use Utilization
The existing airport is spread over plot area of 29.405 Acres. The total plot area of
the airport after expansion will get increased to 143.20 Acres. Out of total plot area,
approx. 20245 m2 of green area will be developed under proposed expansion.
2.7. Size and Magnitude of Project
The airport was established before 1994, earlier Environmental Clearance was not
applicable. Major infrastructural facilities and utilities like Runway, ATC Tower,
Navigation System, Fire Fighting System etc. which is under control of Indian Air
Force are being used by AAI. AAI possess facilities like runway, hangars, apron, fire
station, terminal building etc. Details of the project after expansion have been
provided below in Table 2.3:
Table 2.3 : Technical Details of Project

GENERAL INFORMATION
1 Airport Operator - Airports Authority of India
2 Airport Code - ICAO: VIGR IATA: GWL (3D)
3 Suitability - Type-A321 & ATR-72
Aircraft operations
4 - Scheduled & Non-Scheduled flights
(Scheduled/Non-scheduled)
5 Handling Capacity of Airport MPPA 1.1
CONNECTIVITY
7 Rail Connectivity - Gwalior Railway Station (6.27 km, S)
Airport Road (1.61 km, E)
8 Road Connectivity - NH-44 (3.71 km, N)
NH-719 (5.60 km, NE)
AIRPORT LAND AREA & UTILIZATION
29

9 Plot Area Acres 172.60
AERODROME DATA
Aerodrome elevation (ARP)
11 - 26°17'30"N; 78°13'42"E
and Reference Temperature
Aerodrome Reference Code
12 - 3D
(ARC)
13 Elevation Ft. 617 ft. (188 m)
RUNWAY & TAXIWAY
14 Runway Orientation - 24/06
15 Runway Dimensions mxm 2985/46 (With IAF)
16 50.65 m X 23 m (Existing)
Taxiway Width and Length mxm
650m X 23m (Proposed)
17 Details of Parallel Taxiway mxm 107 m X 23 m
18 Shoulder Width Taxiway m 7 m (Min) on either side
TERMINAL BUILDING
19 Number of Building No. 1
20 No of Aprons No. 13
Passenger Arrival & Departure
21 Facilities -
facility.
22 Aerobridges No. 4
23 PCN for Apron - 72/R/B/W/T
24 Security - CISF post
NAVIGATION AIDS
25 DVOR - GWA 112.8 (With IAF)
26 DME - GWA 112.8; 1162/1099 (With IAF)
27 NDB - GJ 390; 400 W (With IAF)
OTHER FACILITIES
28 Runway Lights - Edge Lights & Center Line Lighting
Rescue and Fire Fighting
29 - Cat VII (With IAF)
Services
30 Instrumental Landing system - IFR-VFR Airport
30
Figure 2.3 : Site Photographs of Existing Airport
31
Figure 2.4 : Site Photographs of Proposed Site for Proposed Terminal Building and associated building
32
2.7.1. Components under Proposed Expansion
A. CIVIL WORKS
i) New Terminal Building

• Construction of state of art centrally air-conditioned One & Half Level Terminal
Building with mezzanine, having an area of 20000 sqm with all modern facilities and
amenities catering to 1400 PHP (700 Dep. + 700 Arr.). The building will be provided
with aesthetically appealing and soothing interior decoration matching the traditional
architecture. Space planning should ensure that no dead space/ area is created in
the building.
• Exterior shall reflect rich local & traditional architectural features. Building design will
be developed for GRIHA-4 ratings.
• In the building, Departure area, Arrival area, Security Hold area and Concourse area
will be provided with adequate nos. of toilets for gents, ladies, and differently abled
persons along with drinking water facility. Suitable number of ramps will be provided
for entry and exit of differently abled persons in Departure and Arrival area.
Additional fixtures in the toilet will be provided for arrival passengers arriving together
at one time.
• Tactile pathway by using SS Studs & strips will be provided.
• The design of Terminal building shall include Media planning, Retail area planning, F
& B plan, etc. Overall planning of Building will capture local architectural features and
it is to be part of design features of Terminal. The design shall include the required
arrangement for its regular maintenance to make it in-built part of execution. Solar
power generation viz solar lighting, solar roofing system, etc shall be provided.
Maintenance friendly roofing, false ceiling & building façade system including
provision of regular cleaning with maintenance hoists, hooks, etc including catwalk /
rope suspended platform / gondola etc. will be provided on both inside and outside of
terminal building.
• City side and airside canopy as per requirement will be developed.
• Use of solar panels on roof will be explored at maximum extent for energy
conservation.
• The Terminal Building shall be made fully accessible, implementing all required
facilities as per guidelines of Deptt. of CPWD and Civil Aviation.
ii) Departure Area

• The Terminal Building will be made with provision for Departure concourse, having
adequate number of check-in counters, In-line Baggage Screening, baggage
conveyor belts, adequate queuing space, segregation railing, back-up offices for
Airlines, facilitation counters, weighing machines, counters, automated baggage drop
system etc.
• Self-check-in kiosk and security offices will be planned.
iii) Security Hold Area
33
• Security Hold area with Aerobridges and bus lounge area with adequate seating
arrangements, isolated smoking area, childcare room, and washrooms etc. will be
developed.
• Security check/passenger frisking area in security hold with adequate space for
locating required number of DFMDs, X-ray machines, frisking platforms, Inspection
Tables for manual checking of hand baggage and adequate space / room for security
staff, etc. will be done.
• Retail Area Creation of Retail Islands/ Shops, area for vehicle display without
affecting the passenger movement will be developed.
iv) Food & Beverage Areas

Arrival Area/Baggage Claim Areas
• Baggage Claim area with adequate number of Inclined type baggage conveyor belts
of appropriate size will be provided.
• Adequate space will be provided for required number of offices, Bank, space for
storing of baggage trolleys, space for storage of mishandled baggage for airlines,
segregation railing and associated passenger amenities.
• Provision of Office Space for regulatory agencies & medical room will be done.
v) Other requirements for Terminal Building

• Provision for Snack Bar counter, Travel Requisite, Pharmaceutical shops, Airline’s
offices & ticket selling counters, ATM / Bank counters etc., Meet and Greet area, First
Aid room, Facilitation counters, caretaker room with store, Airport Terminal Manager
office, Lost & Found room, Conference Room and other facilities, infrastructure for
advertisements and Artwork at suitable locations. Adequate space for airline offices,
CISF, AAI and associated agencies along with required staff toilet, concessionaire
offices, and backup offices for GHS etc. will be planned and provided.
• Construction of cityside and airside vehicular roads will be done.
• Construction of car parking with all amenities for 700 nos. of cars and parking for VIP
cars & buses, separate car / scooter park area for AAI and airlines staff at
appropriate location will be done. Provision of VIP/CIP lounges, with adequate
number of chairs, furniture, furnishings etc. at suitable location both for arrival and
departure passengers will be given.
• Provision of water supply system as per norms and as per site conditions will be
done.
• Horticulture-landscaping, drainage system, water supply, Rainwater Harvesting, Solid
Waste Management etc. will be provided at airport premises.
• Sub-stations, A/C plant room, Fire & water pump Room and related service facilities
will be done.
• Provision to be made for backup Generators, UPS for essential services, etc., will be
given.
• Provision of acoustics for effective functioning of PA system will be given.
• Providing city side compound wall depicting local architecture and impressive
entrance gates will be provided.
• The provision of the rooms in central location of the building at Ground Floor with air
conditioners and adequate no. of Power points of 15 Amp and 3 phase power supply
34
for UPS such as Equipment Room, UPS & Battery Room, CCTV Monitoring Room,
Fire Control Room, Workshop/Maintenance Room will be provided.
vi) Other Miscellaneous Works

• Complete construction of different buildings with all internal and external
development works including parking, roads, pavements, open green area including
horticulture- landscaping etc. will be done.
• Construction of substation/ AC Plant Room, water supply, drainage system,
sewerage system & pumping arrangement system, Water Filtration, as per norms
and as per site conditions will be done.
• Construction of underground water tank will be done in the airport premises.
• Any other civil work required for smooth operation & maintenance of proposed works
will be done.
• Provision of adequate number of Signage's and markings outside the buildings, car
park area for guidance of visitors will be given.
• Provision of Storeroom to keep lost and found items along with / near to the Terminal
Manager office will be done.
B. ELECTRICAL WORKS
• Energy efficient Internal and external electrification for Terminal Building Complex,
associated buildings, Car Park, and roads i/c boom barriers etc., will be provided.
Lighting shall be of LED based.
• Provision of main power supply, Substation Equipment, Standby DG Sets/UPS for
Secondary Power supply and associated ancillary buildings, including service
connection will be given.
• Energy efficient HVAC System with provision of vertical air-conditioning concept &
BMS i/c VRF/Split AC system as required will be provided.
• Automatic Fire detection, alarm and protection system, firefighting hydrant, Sprinkler
system, with Fire Control Room/panel and linking the same with Fire Station will be
provided.
• Provision of automatic sliding doors at exit & entry points of Terminal Building will be
given.
• Provision of adequate number of LED Signage of world class standard, inside and
outside the terminal building, car park area & City side approach road and air side
area for guidance of passengers and visitors as per latest concept by signage
consultant will be given.
• Provision of grid connected renewable energy generation system will be given.
• Provision of pumps, compressors and associated electrical system for water supply,
STP, water treatment systems will be given.
• Provision of Air-curtains, Water cooler, hand driers, RO/ Water Purifiers, Geysers etc.
• Public address system and car calling system will be given.
• Provision of In-line BHS in Departure Area and inclined Carousels at Arrival Area
with associated equipment i/c control rooms, equipment/panel rooms etc. as required
will be given.
• Provision of four Passenger Boarding Bridges (PBB) or as required as per design
attached to fixed finger rotunda for the specified parking stands will be given.
35
• Provision of Escalators and Elevators for passengers as well as utility services will be
given.
C. AIRPORT SYSTEMS
• Surveillance Close circuit TV system (SCCTV) and provision of adequate number of
close circuit TV monitors, in the Security Control Room, Terminal Manager Room,
APD Office etc., will be provided.
• Provision of Flight Information Display System (FIDS) with adequate number of
Display Devices in departure, arrival and security hold area for passenger facilitation
will be given.
• Provision of adequate number of X-ray machines including in-line machines,
provision of required number of ETDs, DFMDs and HHMDs, as per BCAS norms will
be given.
• Provision of adequate no. of VHF FM Sets (Walkie-Talkie, Base Stations and Mobile
Stations) will be given.
D. IT SYSTEMS
• SITC of Active networking component such as Switches/Routers/Firewall, etc. and
associated equipment as per the solution will be provided.
• SITC of Passive cabling works such as Laying of OFC and CAT6A UTP Cable and
its accessories for all data and voice requirement will be provided.
• SITC of IPPBX will be installed.
• Set up of Server Room and associated works will be installed.
E. COMMERCIAL WORKS
• Provision of CUTE/CUPPS and CUSS & BRS Systems will be given.
2.8. Utility Requirements

Utility for the project includes land, water requirement, power requirement and
construction material requirement. Details are given in sections below:
Water Requirement & Wastewater management

Construction Phase: Approx. 10 KLD water will be used for domestic purposes for
construction workers while 5 KLD will be used for construction works. Freshwater during
construction phase will be provided by private tankers and used only for domestic purposes.
8 KLD of domestic sewage generated from labours will be treated discharged to septic
tanks.
Operational Phase: The total water requirement of airport will be 845 KLD. Out of total, 357
KLD freshwater will be met by Nagar Nigam Supply. Freshwater will be used for domestic
usage and HVAC Cooling make up in the airport premises. Total wastewater generation will
be 514 KLD that will be treated in proposed Sewage Treatment Plant of capacity 600 KLD.
Approx. 488 KLD treated water will be generated from STP treatment that will be reused in
the airport for flushing, HVAC Cooling, gardening and miscellaneous purposes. The
proposed expansion will be a “Zero Liquid Discharge Project”.
Also, there will be generation of specific category of liquid waste from the aircrafts
i.e., Lavatory waste. Lavatory Waste falls under the category of special waste and is
36
generated when the lavatory tanks of the airplanes are emptied via hose and
pumped into a lavatory service vehicle, which can be either a self-powered truck or a
lavatory cart pulled by a tug. After the aircraft’s lavatory tanks are emptied, they are
refilled with a mixture of water and a disinfecting concentrate, commonly called “blue
juice.” The lavatory waste removed from the aircraft will be transported in truck to the
STP for treatment. Details of water management and water balance during the
operation phase are given below in Table 2.4 and Figure 2.5 respectively.
37
Table 2.4 : Water requirement During Operation Phase

Water Requirement Wastewater Generation
Parameter Quantity Standard
Total Domestic Flushing Total Domestic Flushing
Passenger 10655 70 746 426 320 661 341 320
Staff 533 45 24 13 11 22 11 11
Visitor 1066 15 16 5 11 15 4 11
Sub-total 12254 786 444 342 698 356 342
Fixtures for efficient plumbing leading to
550 311 239 488 249 239
reduction of water consumption by 30%
HVAC Cooling Tower 250 25
Landscaping 40 0
Miscellaneous 5 1
Total 845 514
STP 600 KLD
Treated water Available 488 KLD
38
Figure 2.5 : Water Balance (Total after Expansion)
39
WASTEWATER MANAGEMENT PLAN

Sewage Water Treatment Plant based on MBBR with UF technology of capacity 600
KLD will be installed in the proposed terminal building.
DETAILS OF PROPOSED SEWAGE TREATMENT PLANT

The system shall be designed as a separated system for sewage and sullage up to the
first manhole, based on conventional water carriage method. The combined sewage
and sullage shall be conveyed by gravity through a network of pipes and manholes
starting from the first manhole. These manholes shall be located adjacent driveways
and pathways. The drainage system shall be a dual pipe system as per National
Building Code, in which the soil & waste pipes shall be distinct and separate with
independent vents. The disposal from water closets shall be connected to the soil stack
and local manholes directly, and the waste pipes through a trapped Gully. All traps of
water closets and the urinals shall be completely vented in the system. Vent system
shall be designed to facilitate escape of gases and odour from all parts of sanitary &
waste system to the atmosphere at a point above the building and to allow admittance
of air to all part of the system, so that siphon age, aspiration or back pressure conditions
do not cause loss of seal at traps.
The soil & waste piping in each toilet shall terminate in a header which will be
subsequently connected to the vertical stack located inside the associated pipe shaft.
Provision for cleaning eyes shall be made at strategic locations to facilitate system
maintenance. Grease interceptors shall be provided for effluent waste and kitchen
waste, located near STP. The design of grease inceptors shall be in accordance with
ASPE standard and shall include cleanout at entry as well as exit. The grease trap
cover shall be non-slip type in order to prevent accidental opening. Provision of
independent vent shall be made to avoid odour / smell nuisance in the surrounding
areas.
Sewage Treatment Plant used for recycling of this sewage shall be compact, odour free
and consume low power. Wastewater after treatment shall be utilized for air conditioning
cooling tower make-up, irrigation system and flushing.
The inlet and outlet characteristics of Inlet and outlet of STP is given below in Table 2.5
and Block Diagram of Proposed STP is given in Figure 2.6. Dual Plumbing Plan of
proposed expansion has been provided as Figure 2.7:
Table 2.5 : Inlet and Outlet Characteristics of Wastewater

Parameter Unit Inlet To STP STP Outlet
pH - 7.5 - 8.5 6.0 - 8.5
BOD mg/l 250-450 Less than 10
Suspended Solids mg/l 250-400 Less than 10
COD mg/l 600-800 Less than 30
Oil & Grease mg/l 50-100 Less than 2
40
Figure 2.6 : Process Flow Diagram of Sewage Treatment Plant
41
Figure 2.7 : Dual Plumbing Plan
42
Storm Water Management System

The average annual rainfall at Gwalior is around 29.55 mm of which the average
monthly rainfall received during July and August is 88.2 mm and 179.1 mm
respectively. The average monthly rainfall during September is 21.1 mm and June is
17.9 mm.
Under proposed development, 6 no. of rainwater harvesting pits have been
planned for development within the airport premises. The rainwater will be collected
through piped drains and conveyed into tanks through filter chambers. All storm
water drains have been designed for adequate size and slope such that there shall
not be any flooding in the site. It shall be ensured that no wastewater shall enter into
storm water drainage system. Runoff collection system is in form of open and closed
major drains. Rainwater Harvesting Pits with dimensions (685 x410 mm) will be
installed at designated locations. Stormwater management plan and section view of
rainwater harvesting pit has been provided as Figure 2.8 and Figure 2.9
respectively.
43
Figure 2.8 : Stormwater Management Plan
44
Figure 2.9 : Sectional Drawing of Rainwater Harvesting Pi
45
Solid Waste Management System

During Construction phase, majorly waste consist of municipal waste from labour,
excavated materials, cement bags, bricks, concrete, MS rods, tiles, wood etc. Waste
handling during the construction phase will be done by the site contractor whose
responsibility lies with collection and storage and safe disposal of all type of waste
generated on the site.
Solid waste management plan during construction phase is given in Table 2.6 below:
Table 2.6 : Solid Waste management during construction phase

S. No. Solid waste Solid waste Management
1. Municipal Waste Municipal waste will be segregated into compostable and
recyclable waste. Compostable waste will be treated in
small Organic waste converter and recyclable waste will
be sold to authorized vendor.
2. Waste materials like Construction waste will be segregated into
MS Rods, bricks, recyclable/reusable and discarded material. Recyclable
concrete, broken material will be sold to authorize dealers. Re-usable
tiles, wood pieces, material will be stored under covered conditions at site
cement bags etc. and reject will be disposed of at the designated locations
by local body. Waste will be transported in covered
vehicles only.
3. Construction and There will be generation of large amount of C&D waste
Demolition Waste during site cleaning which will be stored in covered
(C&D) yards. Mobile C&D waste recycling plant may be
installed at site for making waste reusable and
separating impurities. Construction waste will be
segregated into inert, recyclable/reusable and discarded
material. Majorly waste will be used within the site for
site leveling and construction of roads.
Recyclable material will be sold to authorize dealers. Re-
usable material will be stored under covered conditions
at site and reject will be disposed off at the designated
locations by local body. Barricading will be done along
the waste storage & processing area. Waste will be
transported in covered vehicles only. C&D waste
management rules 2016 will be followed.
The excess C&D waste shall be disposal to the
Approved C&D Waste Disposal Site.
CONSTRUCTION WASTE
Total
Construction construction
Waste (MT)
waste material waste
generated
S.No.
1 Soil, Sand & Gravel 0.35 38823
2 Bricks & Masonry 0.3 33227
3 Concrete 0.25 27731
4 Metal 0.05 5546
5 Bitumen 0.02 2263
6 Wood 0.02 2263
7 Other 0.01 1109
46
Total 111012
4. Excavated Soil 15 cm topsoil will be stripped off and will be stored in
covered condition. Topsoil will be used for landscaping
within the project site. All the excavated soil will be
reused within the site for filling and leveling and
construction of roads.
During operation phase, the primary source of waste at airport are from aircrafts,
airport, airlines, retail outlets, restaurants, restrooms, flights catering centers, air
cargo terminals, GSE maintenance facilities, landscaping, etc. Each of these creates
various types of waste including municipal solid waste (MSW), construction and
demolition waste (C&D), green waste, deplane waste (waste from aircrafts)1, lavatory
waste, hazardous and industrial waste, e-waste, spill cleanup and remediation
waste, biomedical waste, etc. Airport Council International’s (ACI) policy and
recommended practices Handbook will be followed for waste management at airport
which promotes to avoid, to reduce, to reuse, to recycle and finally to dispose the
waste. Estimations and type of solid waste generation is given in Table 2.7.
Table 2.7 : Calculation of Solid Waste Generation

Standards
Total Waste Compostable Recyclable
Waste
Type Population Generation Waste waste
Generation per
(kg/day) (kg/day) (kg/day)
Capita
Passenger 0.3 10655 3196 1598 1598
Staff 0.3 533 160 80 80
Visitor 0.15 1066 160 80 80
Total Waste -- -- 3516 1758 1758
STP Sludge 16 16 0
Total 3532 1774 1758
Organic Waste will be sent to proposed Organic Waste Convertor within the airport
premises and the compost generated will be reused within the airport as manure for
green area. Recyclable waste will be sent to approved recyclers.
Table 2.8 : Waste Management Plan

S. No Particulars Waste (kg/day) Disposal Method
1758 Waste will be treated in Organic
Biodegradable
1 Waste Convertor and reused as
Waste
manure.
2 Recyclable 1758 Approved Recycler
3 STP Sludge 16 Landscaping
Total 3532 -
Management Plan for Municipal Solid Waste

❖ Collection and Segregation of waste
1
Deplaned Waste is a specific type of MSW that is removed from passenger aircraft. These materials include bottles and cans, newspaper
and mixed paper, plastic cups and service ware, food waste, food soiled paper, and paper towels.
47
• Three color dustbins will be provided in the common area for collection of
compostable waste (green), recyclable waste (blue) and inert waste (black)
• Deplane waste will be collected in HDPE bags and sent to the in-house solid
waste management area for treatment/disposal
• Training will be provided to the workers.
• No use of plastic will be promoted
• Waste audit at airport will be done
• Waste management and reduction plan will be made
• Standard Signage will be provided
• Separate room for waste storage, segregation and organic waste converter
will be provided.
• STP sludge will be used as manure in landscaping
• Waste oil, lubricant from machineries, equipment, maintenance yard, DG set
shall be stored in HDPE containers and stored in isolated paved areas.
❖ Disposal of Waste
• Compostable waste will be treated in organic waste converter. Generated
manure from treatment will be used as manure in landscaping.
• Recyclable & plastic waste will be sold off to the authorized vendors
• Inert waste disposed through the local agency
• Used oil from machineries will be sold to approved Vendor as per Hazardous
& Other Waste (Management & Transboundary Movement) Rules, 2016.
• E-waste will be stored in separate room and sold to authorized recycler as per
E-waste (Management) Rules, 2016
• Battery waste will be handled as per Battery Waste Management Rules, 2016
• There will be very less quantity of C&D waste generation during operation
phase, which will be managed as per the C&D waste management rules,
2016
Power Requirement & Back-up

Construction Phase: DG Set of capacity 1x250 kVA will be used for construction
purposes.
Operational Phase: Total power requirement of the airport will be 4439 kVA. For
backup purposes, 5 no. of DG sets of capacity 1250 kVA (each) will be installed.
Source: Electricity will be sourced by Madhya Kshetra Vidyut Vitaran Company
(MPCZ) Portal.
To minimize the electrical load requirement of the project, entire electrical system will
be designed as per ECBC and GRIHA. It is planned to achieve 4-star rating of
GRIHA rating. Following measures are considered for energy conservation
2.9. Parking Facility

Under proposed expansion, parking area for 700 no. of cars will be developed.
Ample Four/ two wheelers parking spaces will be provided to staff members of the
airport near the respective work department area.
2.10. Fire-fighting System
In accordance with the provisions of Annexure 14, States are required to provide
rescue and firefighting equipment and services at an airport. Besides aircraft fires the
fire safety services at an airport are also expected to cater to incidents of fire in the
48
passenger terminals, cargo terminal, air traffic control setup and ancillary buildings.
Fire and emergency services are expected to cope with an emergency occurring at
the aerodrome or in its vicinity.
High-standard quality of technology and equipment protection has been planned to be
provided at Gwalior Airport for rescue and firefighting services in the design of the proposed
expansion. Currently, the existing airport uses firefighting facilities from Indian Air Force.
Under proposed expansion, firefighting services and amenities have been planned.
Fire Fighting Plan and Fire Tender Movement Plan has been provided as Figure
2.10 and Figure 2.11 respectively.
49
Figure 2.10 : Fire Fighting Plan
50
Figure 2.11 : Fire Tender Movement Plan
51
2.11. Green Belt Area

Landscaping will be developed along the airside, landside, roads, and parking area.
Unpaved areas will be developed as Lawn area for beautification of surrounding
areas and to check soil erosion. Thick greenbelt will be provided all around the
perimeter of the parking lot, along with arrival/departure roads.
Approx. 20245 m2 of green area will be developed under proposed airport

development. Landscaping has been planned to be developed along the airside,
landside, roads and parking area as per Guidelines on Landscaping and Tree
Plantation (IRC: SP-21-2009). The main goals of landscaping tree plantation within
Gwalior Airport tree are to reduce its perceived attractiveness to support
conservation of indigenous flora & fauna and to eliminate the vertical intrusion of
vegetation into aircraft operating airspace while retaining an aesthetically pleasing
landscape. Hence, the plantation species are carefully chosen to avoid bird nesting
and to improve pollution and noise control measures.
List of the species to be planted are given below in Table 2.9 and tentative
landscape plan is given in Figure 2.12.
The following points were scrutinized during the design and implementation of
landscaping of airport and related project:
✓ Not to use trees and other landscaping plants for the street side of airport that
produce fruits or seeds attractive to birds.
✓ Avoid creation of areas of dense cover for roosting, especially by starlings (Myna)
and blackbirds.
✓ Thinning the canopy of trees, or selectively removing trees to increase their spacing,
to help eliminate bird roosts that form in trees on airports and
✓ To deploy trees of low vertical growth rate
✓ Preference to dwarf varieties
Table 2.9 : Indicative list of Species to be planted

Sr.
Botanical Name Local Name Type Use
No.
1. Azadirachtaindica Limdo, Nim Tree Shade and medicinal use
2. Albizialabbeck KaloSarsado Tree Shade and timber
3. Cassia Auriculata Aval Tree Shade and medicinal use
4. Cressa Cretica Kherdi Tree Decreasing salinity
5. Casuarina Equisetifolia Saru Tree Soil erosion control
6. Delonixelata Sandsro Tree Nesting for birds
7. Ficusglomerata Umra Tree Shade and medicinal use
8. Ficusreligiosa Piplo Tree Shade
9. Leucaenaleucocephola Subabul Tree Cattle Fodder
10. Prosopis cineraria Semru Tree Fodder and medicinal use
11. Phoenix Sylvestris Tadi, Khajuri Tree Food and medicinal use
Medicinal and Aesthetic
12. Borassusflabellifer Tad Tree
use
13. Capparis decidua Karda Tree Adapted in drought
52
situation
Adapted in drought
14. Salvadoraoleoides Mithija Tree
situation
Adapted in drought
15. Salvadorapersica Kharijal Tree
situation
Shrub
Decreasing salinity and
16. Prosopisjuliflora GandoBaval &
Fodder
Tree
Shrub
17. Acacia Catechu Khair & Shade and timber
Tree
53
Figure 2.12 : Landscape Plan
54
As per the survey carried out, it is required to cut 583 no. of existing trees.
Compensatory plantation shall also be carried out for each tree cut in ratio of 1:10 or
as per the NOC issued by the Forest Department.
55
Chapter 3. DESCRIPTION OF ENVIRONMENT
3.1. General
The baseline environmental status forms the basis for evaluation of anticipated
impacts due proposed development on the existing conditions. This can be broadly
grouped into physical, biological, social and economic environment. Physical
environment includes air, meteorology, noise, water, soil, land, biological
environment includes aquatic and terrestrial flora & fauna while social environment
includes demographic details, civic infrastructure, public services, surrounding
monuments, commercial facilities, employment levels, sources and levels of income,
economic base of the area, land values, land ownership, etc. Baseline conditions at
around the project are described in following sections.
3.2. Baseline Study Area

Baseline Study area (10 Km study area) is area which is likely to get affected due to
project development. Project site is located near Gwalior City. Geographical
coordinates of the centre of project site are 26°16'55.35"N, 78°12'59.75"E. Study
area considered for EIA study is divided into core zone and buffer zone. Project site
is considered as core zone and 10 kms zone is buffer zone. Toposheet map showing
the study area is given in Figure 3.1.
3.3. Baseline Study Period and Data Collection
Baseline monitoring was carried for 1st December 2021 to 28th February 2022
(winter Season). Map showing location of baseline monitoring stations is given in
Figure 3.2. Standard methods and procedures have been strictly adhered to in the
course of this study. QA/QC procedures were strictly followed which covers all
aspects of the study, and includes sample collection, handling, laboratory analyses,
data coding, statistical analyses, presentation and communication of results. Primary
and `secondary data has been collected for 10 Km radius of the project site.
Advanced Environmental Testing and Research Lab Private Limited at 63/1, Kailash
Vihar, Near ITO, City Center, Side-2, Gwalior, Madhya Pradesh along with EQMS
Team carried out sampling and testing.
Baseline study includes collection of primary and secondary data. Primary data on
ambient air quality, soil quality and noise level were collected from site during the
baseline study period. Secondary data is collected from various departments like
Indian Meteorological Department (IMD), Central Ground Water Board, Geological
Survey of India, State Ground Water Department, State Pollution Control Board,
Census of India and Local Forest Department, Non -Governmental Agencies etc.
The major environmental disciplines studied in this report include Soil quality, Land
Use, Meteorology, Surface and Ground Water Quality, Air Quality, Noise, Ecology
and Demography, Socio-Economy and Geological features & Geo-hydrological
Status.
56
Figure 3.1 : Toposheet Map (10 Km Study Area)
57
Figure 3.2 : Map showing Baseline Monitoring Location
58
3.4. Description of Site and Surroundings

Project site falls in the Gwalior district of Madhya Pradesh State. Project site is surrounded by
agricultural fields & residential area in North-East & south direction. There is no notified
environmental sensitive area like National Park, Wildlife sanctuary etc within the project site and
in 10 km radius of project site. Environmental features of project are given below in Table 3.1.
Table 3.1 : Salient Environmental Features of Proposed Project

Within Core Study Area-
Sensitivity Remarks
Zone 10 km Radius
Wildlife Sanctuary None None --
National park None None --
Biosphere reserves None None --
Ramsar notified
None None --
wetland
Bird Sanctuary None None --
Notified rare and
endangered flora and None None --
fauna
Reserve & protected •
Mawai Reserved Forest
Forests (3.55 km, NE)
• Baragaon Reserved Forest
Yes Yes (9.06 km,
• SE)
• Thar Reserved Forest (9.23
km, SW)
Water Bodies • Sukh River (0.80km, W)
Yes Yes • Sonrekha River (5.16km, W)
• Morar River (4.27km, SE)
Seismicity Falls in Zone- II
Low Risk Zone
State Boundary None None None
Road connectivity Well connected Well • NH-44 (3.71 km, N)
connected
Rail connectivity None Yes • Gwalior Railway Station
(6.27 km, S)
Air Connectivity Yes None • Existing Gwalior Airport
Archaeological None None • None
Monuments
Industrial Area None Yes • Maharajpur Industrial Area
Defence Installation None Yes • Gwalior Airforce Base (0 km)
Settlements None Yes • Jiraina (8.48 km, SE)
• Maharajpur (2.47 km, NE)
• Deen Dayal Nagar (3.12 km, S)
• Gwalior (17.46 km, S)
Critically Polluted Area None None • None
notified by CPCB
59
Figure 3.3 : Surrounding within 10Km Radius of Project Site
60
3.5. Components of Methodology of Baseline Survey

3.5.1. Components of Baseline Survey
The methodology to conduct baseline environmental survey has been considered as per
the guidelines given in the Environmental Impact Assessment Guidance Manual. Further, a
buffer area extending up to 10 km radius from the site has been studied.
The various environmental attributes were divided into primary and secondary studies.
Primary attributes such as air environment, water, soil, noise, flora and fauna, and Socio-
economic were assessed by conducting field studies, on-site monitoring and review of the
past studies conducted.
Baseline data on environmental attributes (Air, Noise, Water and Soil) have been collected
for three Month (December 2021to February 2022) in the study area. The data has been
collected by the EIA Consultant by engaging NABL/MoEF accredited laboratory Noida
Testing Laboratories. Secondary attributes such as land use studies, geology,
physiological characteristics, and socio-economic environment have been assessed by
literature review of previous studies conducted by various government publications.
3.5.2. The Methodology Adopted for the EIA Study
An interdisciplinary team through discussions, criteria questions and professional
judgement formulated the scoping and the extent of data generation. The baseline studies
started with site visits and reconnaissance survey in the study area for fixing the monitoring
locations for the primary data. As a secondary data review, various Government agencies
were approached for procuring information and relevant data of the area.
3.5.2.1 Physical Environment Study
The study related to physical environment shall be conducted through both site visits and
review of the secondary sources like the DPR and other published peer information in
respect of the topographical and physiographical features, regional and the local geology of
the project area, climatology, and seismicity. Soil characteristics shall be establishing
through physio-chemical tests of the soil samples revalidated through the published
literature while land use and land cover, slope of the study area shall be establishing
through remote sensing by using GIS tools.
The field observations and the results of the baseline study have been used-
• To assess the positive and negative impacts due to the proposed project.
• To suggest appropriate mitigation measures for negating the adverse environmental
impacts, if any; and
• To suggest post-project monitoring requirements and suitable mechanism for it.
3.5.2.2 Primary Data Collection: Monitoring Plan and Quality Assurance Procedures
QA/QC procedures were strictly followed which covers all aspects of the study, and
includes sample collection, handling, laboratory analyses, data coding, statistical analyses,
presentation, and communication of results. The baseline environmental data generation
has been collected for the study period. The Summary of monitoring plan with parameter
and frequency is summarized in Table 3.2:
Table 3.2 : Summary of Methodology for Primary/Secondary Baseline Data Collection

No. Of Frequency
Parameters sampling / Season Remarks
61
locations
Ambient Air Quality

AAQ monitoring was carried out
Twice a at 7 locations (representing
PM (10), PM(2.5), SO2 Week upwind, downwind, and
, NOx ,CO & NH3 Seven For Winter sensitive locations). 24 hours
locations Season sampling at each location was
2021-2022 carried out as per CPCB
guidelines (CPCB
Gazette notification dated
18.11.2009 on AAQ).
Meteorology
Temperature, Hourly for
Humidity, Wind Winter Hourly Meteorological data were
speed, Direction, One location Season collected for one season.
Rainfall etc. 2021-2022
Ground Water Quality
Ground Water: Sampling was
conducted at 5 locations.
Physical, chemical, and five Samples were preserved,
biological parameters locations in Once transported, and analyzed for
as per IS 10500. study area different parameters based on
APHA methods. Temp,
conductivity, and pH which
were measured instantly at site
itself.
Surface Water Quality
Surface Water: Sampling was
conducted at 4 locations.
Samples were preserved and
Physical, chemical transported for analysis for
and biological Four locations different parameters based on
Once
parameters as per IS: in study area APHA methods. Temp,
10500 conductivity, DO and pH which
were measured instantly at site
itself.
Soil
62
Texture, bulk density,

pH, conductivity, 4 locations in
cation exchange study area Once Soil samples were collected at
capacity, organic 4 locations within the study
matter, Total N, P, K, area and analyzed as per IARI
and Heavy metals etc method
Noise
Noise monitoring was
8 locations in conducted within the 10-km
Noise profiling for 24 Once in area of project site for noise
study area
hrs. season profiling for 24 hrs using
integrated sound level meter,
as per CPCB guidelines.
3.6. Physical Environment

3.6.1. Topography
Gwalior District lies between North latitude 2543 and 2621 and East longitude 7740
and 7839 of Madhya Pradesh. The district is bounded by Bhind and Morena in the North,
Datia in the East, and Shivpuri in the southern direction The total geographical area of the
district is 4,560 square kilometers. Topographically, the district may be divided into four
main divisions,
1. The plateau division in the west

2. Hilly tract in the centre
3. South-eastern
4. north-eastern plains.
Project site is surrounded by agricultural fields & villages.Land is flat land and the elevation
varies from 189 m amsl to 195 m amsl, lower at South side and higher at west side of
project boundary.
63
3.6.2. Geomorphology:
In the Gwalior district, 8 groups of geomorphic units have been classified on the
basis of differential erosion and deposition of rock material.
S.No. Geomorphic unit Lithology

1. Younger Alluvial Plain Unconsolidated material consists of
gravel, sand, silt, and clay.
2. Older Alluvial Plain Gravel, sand, silt, and clay
3. Inter mountain valley Fluvial deposits of varying grain size
4. Mesa Flat top hill of Vindhyan sandstone.
5. Ridges (sedimentary) Shales & sandstones
6. Denudational Hills Sandstone, limestone, and shale of
Vindhyan group.
7. Plateau Composed of Vindhyan sandstone.
8. Pediment Granite dominating as underlying
lithology
3.6.3. Hydrogeology:
The district is covered with recent Alluvium of quaternary age deposited over the rocks
of Vindhyan system, Gwalior system and Bundelkhand granites.
1. Bundelkhand Granites:
The Bundelkhand granite is the oldest rock in the area and form a basement and
occurs in the Northern part of the Dabra block of the Gwalior district. Groundwater
occurs in unconfined to semi-confined conditions in weathered and fractured granites.
Groundwater is tapped mostly from Dug wells and yield ranges from 1 to 2.5 lps. The
transmissivity in the granite area of shallow aquifers varies between 10m2 /day to
150m2 /day.
2. Gwalior Series:
The rocks belonging to the Gwalior series are exposed near Gwalior and are divided
into Par and Morar Series. The Par series consists of thin-bedded sandstone with
some shale beds. The Morar series consists of Ferruginous Shales with banded
Jasper. The groundwater occurs under unconfined to semi-confined conditions in the
weathered and fractured rocks. The groundwater is tapped mostly through dug wells or
shallow tube wells and yield ranges from 1 to 3 lps.
3. Vindhyans:
These comprise sandstone, shale, and flagstone belonging to Kaimur and the lower
Rewa series in the district. The groundwater occurs mostly under unconfined to semi-
confined conditions and tapped through dug wells with yields ranging from 1 to 3 lps.
4. Alluvium:
64
The alluvium forms the main aquifer system in the area and its thickness varies from
13-40m. The groundwater occurs under unconfined to semi-confined in shallow
aquifers and confined in deeper aquifers. The dug wells and shallow tube wells tap
mainly the Kankar horizons inter bedded with silt and clays. The yield of dug wells and
shallow tube wells ranges between 4 to 16 lps. A high yielding well of 43 lps was
constructed at Gadwa Ki Gote by CGWB in Gwalior district and has carried
groundwater exploration to a maximum depth of 305 m.
Depth of Groundwater Level
Ground Water Levels form a very important parameter of the groundwater system.
CGWB has 19 National Hydrograph stations and 5 Piezometers in the district.
Pre-monsoon (MAY 2012):

The Pre-monsoon depth to water level ranges between 4.06 – 29.0 mbgl The
maximum Central part of the district has DTW between 10-20m and western & south
eastern part having DTW between 5-10 m and deepest water level > 28m recorded in
Bhatkheri Village of the district.
Post-monsoon (2012):
The post-monsoon depth to water level ranges between 1.45 to 29.00 (Fig.4). During
post monsoon, the central part of the district has DTW between 10-20 m and in the
northern and southern part; DTW varies between 5-10 m with some patches having
DTW more than 20 m and in southern part of the district having DTW ranging between
4 to 6.
65
3.6.3.1 Seismicity of the Study Area

Based on tectonic features and records of past earthquakes, a seismic zoning map of
India has been prepared by a committee of experts under the auspices of Bureau of
Indian Standard (BIS Code: IS: 1893: Part I 2002. According to the seismic-zoning map
of India, the project area falls in Zone II of seismicity. Thus lies among the Low-risk
earthquake areas. The seismicity map of study area is shown in Figure 3.10.
66
Source: BIS
Seismic Zone Map of India
3.7. Land-use – Land cover classification
Land use based on Satellite Imagery

Satellite imagery contains detail records of features on the ground at the time of
satellite overpass. An image interpreter systematically examines the images for
generating the information required by him. Other supporting materials such as
published maps and reports from various sources will increase the accuracy of the
interpretation. The chain of process in visual interpretation of the shape and pattern in
an image begins with detection. There are certain fundamental characteristics seen on
images which aid in the visual interpretation of satellite imagery. These are tone /
colour, size, shape, texture, pattern, location, association, resolution and season.
Visual interpretation is subjective and differs from person to person and also upon the
season, scale, spectral bands, spatial resolution, overall image contrast and quality of
the data.
67
Data Source and Analysis

Remote Sensing Technique is used to prepare the present Land use Landover Map. A
remotely sensed image is not considered a photograph. An image is a rendition, or
model, of target features described through the use of spectral reflectance. These
reflectance values are stored in a quantitative, numerical fashion in a manner suitable
for input to a computer. Software and hardware specially designed to analyze these
images give us the ability to see a pictorial rendition of targets. The images that we see
on a computer screen are made up of picture elements called pixels. These images
which are “Discretized” are called as a digital image. Remote Sensing Data and few
secondary dataset were used to study and map the present Land Use pattern of the
area. These are, Multi spectra land Multi mporal images are used as the input data.
(FCC) bvb Landsat-TM (MSS) multispectral & PAN imagery has been used as input
data. The spatial resolution of the dataset is 30m & 15m. The bands used as input data
for the current study have these following features.
Band 2: 0.52 - 0.59 μm (green): This band corresponds to the green reflectance of
healthy vegetation and is spanning the region between the blue and red chlorophyll
absorption bands.
Band 3: 0.62 - 0.68 μm (red): This red chlorophyll absorption band of healthy green
vegetation is one of the most important bands for vegetation discrimination. In addition,
it is useful for soil-boundary and geological boundary mapping. Band 3 may exhibit
more contrast than bands 1 and 2 because the effect of the atmosphere is reduced.
The 0.69m cut-off represents the beginning of a spectral region from 0.68 to 0.75m
where vegetation reflectance crossovers occur that can reduce the accuracy of
vegetation studies.
Band 4: 0.77 - 0.86 μm (near infrared): For reasons discussed above, the lower cut-
off for this band was placed above 0.75 m. This band is especially responsive to the
amount of vegetation biomass present in ascene. It is useful for identification of
vegetation types, and emphasizes soil-crop and land-water contrasts.
Other Secondary data
The secondary database considered for validation and geo-referencing of the image is
as follows: US Army Sheet (1:250,000).
Data Image Interpretation

Digital image processing is the use of computer algorithms to perform image
processing on digital images. As a subfield of digital signal processing, digital image
processing has many advantages over analog image processing; it allows a much
wider range of algorithms to be applied to the input data, and can avoid problems such
as the build-up of noise and signal distortion during processing. In today's world of
advanced technology where most remote sensing data are recorded in digital format,
virtually all image interpretation and analysis involves some element of digital
processing. Digital image processing may involve numerous procedures including
68
formatting and correcting of the data, digital enhancement to facilitate better visual
interpretation, or even automated classification of targets and features entirely by
computer. In order to process remote sensing imagery digitally, the data must be
recorded and available in a digital form suitable for storage on a computer tape or disk.
Obviously, the other requirement for digital image processing is a computer system,
sometimes referred to as an image analysis system, with the appropriate hardware and
software to software to process the data. Several commercially available software
systems have been developed specifically for remote sensing image processing and
analysis.
Methodology
Most of the common image processing functions available in image analysis systems
can be categorized into the following four categories:
1. Pre-processing functions involve those operations that are normally required prior
to the main data analysis and extraction of information, and are generally grouped as
radiometric or geometric corrections. Radiometric corrections include correcting the
data for sensor irregularities and unwanted sensor or atmospheric noise, and
converting the data so they accurately represent the reflected or emitted radiation
measured by the sensor. Geometric corrections include correcting for geometric
distortions due to sensor-Earth geometry variations, and conversion of the data to real
world coordinates (e.g. latitude and longitude) on the Earth's surface.
2. Image Enhancement The objective of the second group of image processing

function grouped under the term of image enhancement is solely to improve the
appearance of the imagery to assist in visual interpretation and analysis. Examples of
enhancement functions include contrast stretching to increase the tonal distinction
between various features in a scene, and spatial filtering to enhance (or suppress)
specific spatial patterns in an image.
3. Image transformations are operations similar in concept to those for image

enhancements. However, unlike image enhancement operations which are normally
applied only to a single channel of data at a time, image transformations usually involve
combined processing of data from multiple spectral bands. Arithmetic operations (i.e.
subtraction, addition, multiplication, division) are performed to combine and transform
the original bands into "new “images which better display or highlight certain features in
the scene. We will look at some of these operations including various methods of
spectral or band rationing, and a procedure called principal components analysis which
is used to more efficiently represent the information in multichannel imagery.
4. Image classification and analysis operations are used to digitally identify and
classify pixels in the data. Classifications usually performed on multichannel data sets
(A) and this process assigns each pixel in animate to a particular class ortheme (B)
69
based on statistical characteristics of the pixel brightness values. There are a variety of
approaches taken to perform digital classification. We will briefly describe the two
generic approaches which are used most often, namely supervised and unsupervised
classification. The intent of the classification process is to categorize all pixels in digital
image into one of several land cover classes, or "themes". This categorized data may
then be used to produce thematic maps of the land cover present in an image.
Normally, multispectral data are used to perform the classification and, indeed, the
spectral pattern present within the data for each pixel is used as the numerical basis for
categorization (Lille sand and Kiefer, 1994). The objective of image classification is to
identify and portray, as a unique gray level (or colour), the features occurring in an
image in terms of the object or type of land cover these features actually represent on
the ground. Image classification is perhaps the most important part of digital image
analysis. It is very nice to have a "pretty picture" or an image, showing magnitude of
colours illustrating various features of the underlying terrain, but it is quite useless
unless to know what the colours mean. (PCI, 1997). Two main classification methods
are Supervised Classification and Unsupervised Classification.
Supervised Classification: With supervised classification, we identify examples of the

Information classes (i.e., land cover type) of interest in the image. These are called
"training sites". The image processing software system is then used to develop a
statistical characterization of the reflectance for each information class. This stage is
often called "signature analysis “and may involve developing a characterization as
simple as the mean or the rage of reflectance on each bands, or as complex as
detailed analyses of the mean, variances and covariance over all bands. Once a
statistical characterization has been achieved for each information class, the images
then classified by examining the reflectance for each pixel and making decision about
which of the signatures it resembles most. (Eastman, 1995)
Unsupervised Classification: Unsupervised classification is a method which

examines a large number of unknown pixels and divides into a number of classed
based unnatural groupings present in the image values. Unlike supervised
classification, unsupervised classification does not require analyst specified training
data. The basic premise is that values within a given cover type should be close
together in the measurement space (i.e. have similar gray levels), whereas data in
different classes should be comparatively well separated (i.e. have very different gray
levels) (PCI,1997; Lille sand and Kiefer, 1994; Eastman, 1995 )The classes that result
from unsupervised classification are spectral classed which based unnatural groupings
of the image values, the identity of the spectral class will not be initially known, must
compare classified data to some form of reference data (such as larger scale imagery,
maps, or site visits) to determine the identity and informational values of the spectral
classes. Thus, in the supervised approach, to define useful information categories and
then examine their spectral reparability; in the unsupervised approach the computer
determines spectrally separable class, and then define their information value. (PCI,
70
1997; Lille sand and Kiefer, 1994) Unsupervised classification is becoming increasingly
popular in agencies involved in long term GIS database maintenance. The reason is
that there are now systems that use clustering procedures that are extremely fast and
require little in the nature of operational parameters. Thus it is becoming possible to
train GIS analysis with only general familiarity with remote sensing to undertake
classifications that meet typical map accuracy standards. With suitable ground truth
accuracy assessment procedures, this tool can provide a remarkably rapid means of
producing quality land cover data on a continuing basis
3.7.1. Ground truth study
Land use analysis was carried out using remote Sensing Data. Interpretation approach
based on systematic digital imaging was used for delineating the land use classes. The
demarcation of boundaries falling under different land use/land cover units is done
using different colours assigned to different land use/land cover units of satellite
imagery.
Land use of project site is industrial. Most of the land within the 10 km area of the
project Site is Agricultural land. As per the land use based on satellite image, about
60% of the land is under Agricultural Land. 9% of land is under vegetation, 20% of the
land is under settlement, 11% land is under open scrub land, 0.001 % Water body and
rest of the land is under other uses.
Table 3.3 : Land use of the study area

Class Area(Sq Km) Percentage (%)
Agricultural land 213.33 60
Water body 2.04 0.001
Settlement 72.28 20
Open Scrub Land 38.53 11
Vegetation 31.36 9
Total 357.54 100
Source: Satellite Image Analysis by EQMS
71
Agricultural land Water body Settlement

Open Scrub Land Vegetation
9%
11%
20%
60%
0%
Figure 3.4 : Graphical Representation of Land Use of the Study Area
72
Figure 3.5 : Land Use Map of the Study Area
73
3.8. Soil Quality

Soil is our most important natural resource and a natural resource is anything that comes
from the earth and is used by us. We depend on the soil for food, clothing, shelter,
minerals, clay & water`. Soil is the seat of many macro and micro flora like algae, fungi,
earthworms, bacteria etc. These are very beneficial in promoting soil reactions and
decomposing the organic matter by which essential nutrients for plants are liberated. Most
of the soil is made-up of two main parts:
➢ Tiny bits of mineral particles which come from larger rocks, and humus, which is
dark brown in colour and consists of decaying remains of plants and animals.
➢ Soil also contains water, air and living organisms, such as fungi, bacteria,
earthworms, roundworms, insects, etc. Actually more living organisms live in the soil
than above it.
For general characterization of soil a few random samples from the study area to the depth
of about 15-cm may sufficient. Deeper soil samples may be needed only for the study of
soil profile.
3.8.1. General Characteristics of the Soil in the District
The soil of Gwalior district can broadly be divided into four groups: -
1. Well drained clayey soil on moderate slopes.
2. Deep well drained firm soil on gently sloping.
3. Very shallow, well drained loamy soil on gentle slopes.
4. Moderately deep to deep, well drained to mod drained fine soils on very gentle slopes.
3.8.1.1 Soil Sampling Methodology

The samples collected from all the locations were homogeneous representatives of each
location. At random five sub-locations were identified at each location and soil samples
were collected from 5 to15 cm below the surface. It was uniformly mixed before
homogenizing the soil samples. The samples about 500-gms were packed in polythene
bags labelled in the field with location & number and sent to the laboratory for the analysis
of various physicochemical parameters. Soil sampling locations were selected based on
the local geological formation and the agricultural practices
3.8.1.2 Soil Sampling Location
Soil sampling was conducted once during the study period. Four (04) soil samples were
collected from pre-selected locations Along with the Alignment of the proposed project. For
studying soil quality in the study area, sampling locations were selected to assess the
existing soil conditions in and around the project site area representing various land use
conditions. The homogenized samples were analyzed for physicochemical characteristics.
For general characterization of soil a few random samples from the study area to the depth
of about 15-cm may sufficient. Deeper soil samples may be needed only for the study of
soil profile. Sampling Sampling location is given in Table 3.4.
74
Table 3.4 : Soil Sampling Locations
S. No. Location Distance Direction Land Use

26°16'59.49"N
S-1 Project Site - 78°12'59.58"E Residential
26°15'17.20"N
S-2 Maharajpur Industrial Area 2.07Km,SSE 78°13'19.62"E industrial area
26°12'53.40"N
S-3 Gwalior 8.07 KM, SSW 78°10'18.52"E Residential
26°18'50.79"N
S-4 Baraua 8.63 KM, W 78° 7'51.87"E Residential
3.8.1.3 Analysis of Soil Samples

The soil samples were examined for various physicochemical parameters, to determine the
existing soil characteristics of the study area. Soil samples were collected from the vicinity
of proposed project site. Physicochemical characteristics of soil are presented in Table 3.5.
Table 3.5 : Physicochemical Characteristics of Soil
Sr.
Parameters Unit S-01 S-02 S-03 S-04
No.
1. Moisture Content % 8.4 7.8 8.6 8.7
2. Bulk Density gm/cc 1.88 2.1 1.97 1.81
3. Water holding
% 56.7 54.5 51.8 46.8
capacity
4. pH (1:2.5) 7.22 7.26 7.31 7.17
5. µmhos/c
EC) 590 556 523 468
m
6. Nitrogen Available Kg/ha 50.4 42.0 39.8 61.4
7. Phosphorous Av.
Kg/ha 23.4 17.5 11.3 30.1
(P2O5)
8. Potassium Kg/ha 18.0 8.6 10.2 16.8
9. Calcium Kg/ha 38.5 49.8 43.2 465
10. Magnesium Kg/ha 138 13.4 13.0 137
11. Sodium as Na Kg/ha 252 36.0 35.0 340
12. Organic Carbon % 1.12 1.18 1.20 1.46
13. Organic Matter % 3.23 3.12 3.03 2.90
14. Iron mg/kg 149 123 112 129
15. Boron mg/kg 14.8 16.8 17.4 16.5
16. Copper mg/kg 78 76 81 84
17. Zinc mg/kg 16.8 19.9 17.5 17.9
18. Fluoride as F mg/kg <0.01 <0.01 <0.01 <0.01
19. Chloride as Cl mg/kg 25.704 36.72 35.7 34.68
20. Color - Brownis Brownis Brownis
Brownish
h h h
21. Porosity - 28.6 26.4 34.4 36.5
75
22. Cation Exchange mg/100

65.20 51.36 48.2 53.80
capacity g
23 Texture class
Sand % 42 46 48 43
Silt % 18 16 17 15
Clay % 39 38 35 42
3.8.1.4 Interpretation
Soil Texture: As per the grain size distribution the percentage of Sand in all sampled soil
was found varied from 42% to 48%, Silt varied from 15% to 18% and Clay from 35% to
42% during the study season.
Soil Reaction: Soil pH is an important soil property, which affects the availability of several
plant nutrients. It is a measure of acidity and alkalinity and reflects the status of base
saturation. The soil pH ranges from 7.17 to 7.31, thereby indicating the soils are neutral in
nature.
Organic Carbon: The effect of soil organic matter on soil properties is well recognized.
Soil organic matter plays a vital role in supplying plant nutrients, cation exchange capacity,
improving soil aggregation and hence water retention and soil biological activity. The
organic carbon content of soil varied from 1.12 to 1.46%, thereby implying that soils are
with low to high organic content in the study area.
Macronutrients: Nutrients like nitrogen (N), phosphorus (P) and potassium (K) are
considered as primary nutrients and sulphur (S) as secondary nutrient. These nutrients
help in proper growth, development and yield differentiation of plants and are generally
required by plants in large quantity.
Available Nitrogen:
Nitrogen is an integral component of many compounds including chlorophyll and enzyme
essential for plant growth. It is an essential constituent for amino acids which is building
blocks for plant tissue, cell nuclei and protoplasm. It encourages aboveground vegetative
growth and deep green color to leaves. Deficiencies of nitrogen decreases rate and extent
of protein synthesis and result into stunted growth and develop Chlorosis. Available
nitrogen content in the surface soils ranges between 39.8 & 61.4 kg/ha thereby indicates
that sampled soils in the study area are low in available nitrogen content.
Available Phosphorus:
Phosphorus is important component of adenosine di-phosphate (ADP) and adenosine tri-
phosphate (ATP), which involves in energy transformation in plant. It is essential
component of deoxyribonucleic acid (DNA), the seat of genetic inheritance in plant and
animal. Phosphorous take part in important functions like photosynthesis, nitrogen fixation,
crop maturation, root development, strengthening straw in cereal crops etc. The availability
of phosphorous is restricted under acidic and alkaline soil reaction mainly due to P-fixation.
In acidic condition it gets fixed with aluminum and iron and in alkaline condition with
calcium. Available phosphorus content ranges between 11.3 & 30.1 kg/ha thereby is
indicating that soils are Medium to High in available phosphorus content.
Available Potassium:
Potassium is an activator of various enzymes responsible for plant processes like energy
metabolism, starch synthesis, nitrate reduction and sugar degradation. It is extremely
76
mobile in plant and help to regulate opening and closing of stomata in the leaves and
uptake of water by root cells. It is important in grain formation and tuber development and
encourages crop resistance for certain fungal and bacterial diseases. Available potassium
content in these soils ranges between 8.6 & 18 kg/ha thereby is indicating that the soils are
Low in potassium content.
3.9. Water Environment

Water quality is a complex subject, which involves physical, chemical, hydrological and
biological characteristics of water and their complex and delicate relations. The quality of
water is of vital concern for mankind since it is directly linked with human welfare. Water
quality characteristics of aquatic environments arise from multitude of physical, chemical
and biological interactions. The water bodies are continuously subjected to dynamic state
of changes with respect to their geo-chemical characteristics. The dynamic balance in
aquatic ecosystem is upset by human activities.
For assessment of baseline data of water quality status, general reconnaissance survey of
River upstream and downstream of proposed study area will be done. “Protocol for Water
Quality Monitoring” notified by Govt of India in conjunction with CPCB Guidelines for Water
Quality Monitoring, ,2007-08, shall be followed.
3.9.1. Reconnaissance Survey
The objectives of water quality monitoring programme are identification of state and trends
in water quality, both in terms of concentrations and effect. It is pertinent to make a
reconnaissance survey of the river during the planning stage, noting all sources of wastes,
all entering tributaries that might contribute a potential pollutant, and all uses and
abstractions of the water. This action will also include a survey of background information
such as geography, topography, climate and weather, hydrology, hydrogeology, land use,
urbanization, industrialization and agriculture, including farming in the riverbed. The
information required has been collected through primary surveys and secondary sources.
Surface water sources and groundwater sources covering 10 km radial distance were
identified for examining for physico-chemical and bacteriological parameters.
3.9.2. Selection Criteria for Water Sampling Location
The selection of sites for water sampling shall be done considering the location of different
project components, junction of streams and river course, spots of high-water velocity and
some of the stagnated pools along with the areas having human interference. Sampling
stations should be located upstream and downstream of significant pollution outfalls like
city sewage drains and industrial effluent outfalls. Drinking water intake points, bathing
ghats, irrigation canal off-take points should be considered for monitoring. Additional
downstream stations are necessary to assess the extent of the influence of an outfall and
locate the point of recovery. Stations on both sides downstream are useful to make an
estimate of the extent of the mixing zone. In case of groundwater sampling only tube wells,
dug-well and hand pumps which are in use should be selected.
The sampling site selection is generally linked with water quality monitoring objectives. For
example, if the monitoring is carried out for judging suitability of water for drinking water
source, then the monitoring site should be closer to the intake point whereas for outdoor
bathing it should be near bathing ghats. The usual purpose of a monitoring exercise is to
determine the degree of man induced pollution, and the damage that is caused to aquatic
life. The reference station serves to assess the situation with respect to background water
77
quality and biological aspects, which may vary locally and regionally. Four surface water
samples were Selected in the study area and five ground water samples have also been
collected. Detail of the location of ground water collection is given in Table 3.6.
Table 3.6 : Water Quality Sampling Stations

Distance, km
S. No. Location Source Coordinates
& Direction
26°19'4.74"N
SW-1 Sukh River -
River 78°14'48.86"E
26°14'37.98"N
SW-2 Morar River 3.41Km, SSE
River 78°13'43.71"E
26°14'54.68"N
SW-3 Sonrekha River 5.45KM,SW
River 78° 9'58.13"E
Pond near Sukh 26°18'54.40"N
SW-4 3.71Km,NW
River River 78°14'22.13"E
26°16'59.49"N
GW-1 Project Site 0
Bore well 78°12'59.58"E
Deen Dayal 26°15'50.45"N
GW-2 1.20KM, SSW
Nagar Bore well 78°12'30.74"E
26°15'39.31"N
GW-3 Khureri 4.74km,SE
Bore well 78°15'44.28"E
26°17'19.52"N
GW-4 1.28Km,NW
Senthari Bore well 78°11'57.33"E
26°12'53.40"N
GW-5 Gwalior
Bore well 78°10'18.52"E 8.07 KM, SSW
3.9.3. Sampling Frequency

Grab samples of surface and ground water were collected and analyzed once during
December 2021 to February 2022.
3.9.4. Sampling Technique
Grab samples will be collected from well-mixed section of the river (mainstream) 30 cm
below the water surface. Samples from reservoir sites will be collected from the outgoing
canal, power channel or water intake structure. DO is determined in a sample collected in a
DO bottle using a DO sampler. The DO in the sample must be fixed immediately after
collection, using chemical reagents. Weighted sample bottle should be used to collect
sample from an open well about 30 cm below the surface of the water. Samples from the
production tube wells will be collected after running the well for about 5 minutes. Some
parameters like pH, dissolved oxygen, temperature, conductivity, and turbidity should be
analyzed in situ.
3.9.4.1 Sample Preservation and Transport
Samples for BOD and bacteriological analyses should be stored at a temperature below
4oC and in the dark as soon as possible after sampling by placing them in an insulated cool
78
box together with ice or cold packs. Samples collected for chemical oxygen demand (COD)
should be preserved below pH 2 by addition of concentrated sulphuric acid. Samples which
are to be analyzed for the presence of heavy metals, should be acidified to below pH 2 with
concentrated nitric acid.
Samples should be transported to concerned laboratory as soon as possible, preferably
within 48 hours. Analysis of bacteriological samples should be started and analyzed within
24 hours of collection. If samples are being brought to the laboratory, they should be
transported in less than 24 hours
3.9.4.2 Parameters considered for Analysis
In general list of parameters to be considered for analysis and frequency of sampling is
provided in the “Protocol for Water Quality Monitoring” notified by Govt of India should be
followed. In case the specific water quality parameter to be analyzed have been prescribed
in the ToR, they should be analyzed. In current proposal general list of parameters is
considered for analysis.
3.9.5. Water Quality Analysis
The limnological parameters are recorded mainly following the standard methods
described by Welch (1948), CSIR (1974). Mackereth et.al. (1978) and APHA, AWWA,
WPCF (1995) as following:
Parameters Instrumentation
1. Ambient temperature : Digital thermometer (stainless steel
Sensor probe)
2. Transparency : Seehidise method (Weleh 1948)
3. Water velocity : EMCON digi current meter
4. Turbidity : Nephelometer
5. Total Dissolved Solids : Titration method
6. pH : Digi pH meter (HANNA)
7. Alkalinity, Acidity, Chlorides,
8. Silicates, DO, Free CO2, Zn,
Si, Fe and Nutrients
(Phosphorus, Sulphates) : Aquamerck / Aquaquant kits
9. Total Ca and Mg Hardness – EDTA : Titrametric methods (Natrajan and
Jhingran 1988)
10. Inorganic phosphates : Colorimetric Methods
11. BOD : Titration
12. E-Coli and Total Coliform : Macconkey broth
Table 3.7 : Test Method used for the analysis

Parameters Test Method
pH value IS :3025(Pt-11)1983RA2017
Temperature IS: 3025(Pt-9)
Conductivity IS: 3025(Pt-14)
Turbidity IS: 3025(Pt-10)1984RA2017
Total Dissolved Solids IS : 3025(Pt-16)1984 RA 2017
Total Suspended solids IS-3025 (p-17) :1984 RA 2006
Total Hardness (as CaCO3) IS : 3025(Pt-21)2009R2014
Chlorides (as Cl) IS : 3025(Pt-32) 1988R2014
79
Parameters Test Method

Total Alkalinity as CaCO3 IS : 3025(Pt-23) 1986R2014
Sulphate (as SO4) IS : 3025(Pt-24) 1986R2014
Nitrate(as NO3) IS : 3025(Pt-34) 1988R2014
Fluoride (as F ) APHA 23rd Ed, 4500 F (D)
Iron (as Fe) APHA 23rd Ed, 3111
Zinc (as Zn) APHA 23rd Ed, 3111
Calcium (as Ca) IS : 3025(Pt-40) 1991R2014
Magnesium (as Mg2+) APHA 23rd Ed, 3500 Mg B
Sodium (as Na) APHA 23rd Ed, 3500 Na (B)
Potassium (as K) APHA 23rd Ed, 3500 K (B)
Cadmium (as Cd) APHA 23rd Ed, 3111
Total Chromium (as Cr) APHA 23rd Ed, 3111
Copper (as Cu) APHA 23rd Ed, 3111
Nickel (as Ni) APHA 23rd Ed, 3111
Lead (as Pb) APHA 23rd Ed, 3111
Mercury (as Hg) APHA 23rd Ed, 3112
Total arsenic (as As) APHA 23rd Ed, 3114
Phenolic Compounds (as C6H5OH) IS : 3025(Pt-43) 1992R2014
Total Coliforms IS : 1622-2003 RA - 2009
3.9.6. Water Quality
Water sampling and analysis has been carried out through NABL accredited and MoEF
recognized Laboratory to determine the existing baseline water quality around the project
area. Sampling and analysis have been carried out following standard guidelines for
physical, chemical and bacteriological parameters. The physical, chemical and biological
analysis results of the water samples are presented in Table 3.8.
Table 3.8 : Surface Water Standards as per IS: 2296-1982

S.No Test Unit As per As per As per As per As per
. Parameter IS: 2296 IS: 2296 IS: 2296 IS: IS:
s Class A Class B Class C 2296 2296
(Clause (Clause (Clause Class Class
3.3) 3.3) 3.3) D E
(Claus (Claus
e 3.3) e 3.3)
1 Apparent Hazen 10 300 300 - -
Colour units
2 Taste - Agreeabl Agreeabl Agreeabl - -
e e e
3 pH Value - 6.5-8.5 6.5-8.5 6.5-8.5 6.5-8.5 6.5-8.5
4 Turbidity mg/l - - - - -
5 Electrical - - - 1000 2250
conductivity
6 Total mg/l - - - - -
80
Alkalinity
7 DO mg/l 6 5 4 4 -
8 BOD (27o C mg/l 2 3 3 - -
for 3 days)
9 COD mg/l - - - - -
10 Total mg/l 500 - 1500 - 2100
Dissolved
Solid
11 Total mg/l - - - - -
Suspended
Solids
12 Total mg/l 300 - - - -
Hardness (
CaCO3)
13 Calcium (as mg/l 200 - - - -
Ca)
14 Magnesium mg/l 100 - - - -
(as Mg)
15 Fluorides mg/l 1.5 1.5 1.5 - -
(F)
16 Chlorides mg/l 250 - 600 - 600
(as Cl)
17 Chromium mg/l 0.05 1 0.05 - -
(Cr+)
18 Cadmium mg/l 0.01 - 0.01 - -
(Cd)
19 Iron (as Fe) mg/l 0.3 - 50 - -
20 Zinc (Zn) mg/l 15 - 15 - -
21 Copper mg/l 1.5 - 1.5 - -
as(Cu)
22 Arsenic mg/l 0.05 0.2 0.2 - -
(As)
23 Lead (Pb) mg/l 0.1 - 0.1 - -
24 Selenium mg/l 0.01 - 0.05 - -
(Se)
25 Nitrates (as mg/l 20 - 50 - -
NO3)
26 Sulphate mg/l 400 - 400 - -
(as SO4)
27 Phenolic mg/l 0.002 0.005 0.005 - -
Compounds
28 Pesticides mg/l Absent - Absent - -
29 Oil & mg/l - - 0.1 0.1 -
Grease
30 Total Coli MPN/100m 50 500 5000 - -
form l
As per IS: 2296-1982, the tolerance limits of parameters are specified as per
classified use of water depending on various uses of water. The following
classifications have been adopted in India.
81
Table 3.9 : Receiving Sea Water Standards for SW-II Category (Commercial
Fishing, Contact Recreation, Bathing Water)
S. No. Parameter Criteria Rationale/ Remarks
1 pH range 6.5 – 8.5 Range does not skin or eye irritation and
is also
Conducive for propagation of aquatic lives
2 Dissolved solids 4.0 mg/l Not less than 3.5 mg/ l at any time for
protection of aquatic lives
3 Colour and Odor No noticeable Specially caused by chemical compound
color ,odor and like creosols Phenols, Naphtha , Benzene ,
floating matters Pyridine, Toluene etc. causing visible
coloration of water and tainting of and odor
in fish flesh
4 Floating matters Nothing None in concentration that would impair
obnoxious or usages specially assigned to the class.
detrimental for
use purpose
5 Fecal Coliform 100 per 100 ml The average value not exceeding 200/100
ml in 20% of the sample in the year and in
3 consecutive samples in the monsoon
months
6 Biochemical 3 mg/l Restricted for bathing (aesthetic quality of
Oxygen Demand water) Also prescribed by IS:2296-1974
(BOD 5 days at
20 ˚C)
7 Turbidity 30 NTU Measured at 0.9 depth
(Nephelo-
Turbidity Unit)
Source: Water quality standards for coastal waters marine Outfalls (EPA Rule 1986).
Table 3.10 : Surface Water Quality Criteria as per CPCB

Designated-Best-Use Class of Water Criteria
Drinking Water Source A Total Coliforms Organism MPN/100ml
without conventional shall be 50 or less
treatment but after pH between 6.5 and 8.5
disinfection Dissolved Oxygen 6mg/l or more
Biochemical Oxygen Demand 5 days
20°C 2mg/l or less
Outdoor bathing (Organized) B Total Coliforms Organism MPN/100ml
shall be 500 or less;
pH between 6.5 and 8.5;
Dissolved Oxygen 5mg/l or more
20°C 3mg/l or less
Drinking water source after C Total Coliform Organism MPN/100ml shall
conventional treatment and be 5000 or less;
disinfection pH between 6 to 9;
Dissolved Oxygen 4mg/l or more
82

20°C 3mg/l or less
Propagation of Wild life and D pH between 6.5 to 8.5
Fisheries Dissolved Oxygen 4mg/l or more
Free Ammonia (as N) 1.2 mg/l or less
Irrigation, Industrial Cooling, E pH between 6.0 to 8.5
Controlled Electrical Conductivity at 25°C micro
Waste disposal mhos/cm Max.2250
Sodium absorption Ratio Max. 26
Boron Max. 2mg/l
Below E Not Meeting A, B, C, D & E Criteria
83
Table 3.11 :Surface Water Quality

Morar Sonrekha Pond Near Sukh
Parameter Test Method Units Sukh River
River River River
pH IS:3025 (Part-11) 1983, - 6.63 6.61 7.23 7.28
Hazen
Colour IS:3025 (Part-4) -1983 1.12 - - -
Turbidity IS:3025 (Part-10) -1984 NTU 1.1 - - -
Cyanide as CN IS:3025 (Part-27) mg/l ND - - -
Total Hardness as CaCO3 IS:3025 (Part-21)-1983 mg/l 200 326 340 34
Calcium as Ca IS:3025 Part-40-1991 mg/l 68 96.8 72 8
Chloride as Cl IS:3025 (Part-32) mg/l 144.95 174.9 120.8 14.96
Magnesium as Mg IS:3025 (Part-46) mg/l 7.29 20.41 38.8 3.4
Total Dissolved Solids IS:3025 (Part-16) mg/l 508 518 620 138
Selenium as Se IS:3025 (Part-56) mg/l
Sulphate as SO4 IS:3025 (Part-24) mg/l 120.92 122.68 98.7 8.56
Fluoride as F IS:3025 (Part-60) mg/l BDL BDL BDL BDL
Nitrate as NO3 IS:3025 (Part-34), mg/l 2.45 3.95 5.4 BDL
Iron as Fe IS:3025 (Part-53) mg/l DL-0 .02 mg/L BDL BDL BDL
Total Chromium as Cr IS:3025 (Part-52) mg/l DL-0 .03 mg/L BDL BDL BDL
Phenolic Compounds
IS:3025 (Part-43) mg/l DL-0 .001 mg/L BDL BDL BDL
(C6H5OH)
Zinc as Zn IS:3025 (Part-49) mg/l DL-0 .03 mg/L BDL BDL BDL
Copper as Cu IS:3025 (Part-42) mg/l BDL BDL BDL

DL-0 .003 mg/L
Cadmium as Cd IS:3025 (Part-41) mg/l DL-0 .003 mg/L BDL BDL BDL
Lead as Pb IS:3025 (Part-47) mg/l DL-0 .01 mg/L BDL BDL BDL
Arsenic as As IS:3025 (Part-37) mg/l DL-0 .01 mg/L BDL BDL BDL
84
Electrical Conductivity APHA 2510 B : 2017 mS/cm 1013 1037 1052 278
Oil & Grease IS:3025 (Part-39) mg/l 1.6 1.4 2.8 1.2
COD IS:3025 (PART-58) mg/l 490 510 410 60
BOD (5 Days at 20°C) IS:3025 (Part-44) mg/l 58.8 61.2 49.2 7.2
Dissolved Oxygen IS:3025 (Part-38) mg/l 11.9 12.4 12.8 6.3
Total Alkalinity as CaCo3 IS:3025,1986(Part-23) mg/l 210 302 280 28
Anionic Detergents (as MBAS) IS:13428 mg/l BDL - - -
Potassium as K IS:3025 (Part-45) mg/l 14.2 - 9.56 2.34
Sodium as Na IS:3025 (Part-45) mg/l 28.2 - 12.7 12.8
Total Coliform IS:1622 - 1400 - - -
85
3.9.6.2 Interpretation of Surface water Quality
Table 3.11 shows the physico-chemical characteristics of surface water samples collected
from upstream and downstream, during winter season and compared with the surface
water quality standard (ISI-IS: 2296-1982) reference values.
The pH values of all analyzed samples ranged between 6.61 – 7.28 and are within the
class A limit (6.5-8.5). The TDS levels were observed to be 138 and 620 and are with in the
class A except the location SW-2 & SW-2 they are fall in Class C. Total hardness range
were observed to be 34 and 326 i.e with in the Class A except the location SW-2. The
dissolved oxygen values ranged between 6.3 to 12.8 mg/l and were within the class D limit
of 4 mg/l or more. The chlorides level in surface water samples were observed 14.96 mg/l-
174.9 mg/l. which is with the class A limit of 250 mg/l. The sulphates level ranged from 8.56
to 122.68 mg/l and were below the class A limit of 400 mg/l. The Total Coliform level were
observed 1500 i.e within the limit specified for Class C water i.e., 5000 MPN/100.
Comparing the values of pH, DO, Total Coliform and hardness with ‘Drinking water source
after conventional treatment and disinfection’ published by Central Pollution Control Board;
the analyzed surface waters is classified as “Below C”.
Table 3.12 :Ground Water Quality
Pro Deen
S. U Khure Senthar Gwali
Parameter Desirabl Permissi ject Dayal
No nit ri i or
e Limit ble Limit Site Nagar
1 pH (at 25°C) 5 15 - 6.71 6.69 6.75 6.77 6.8
Temperature Agreeabl 204 20.6 20.1 20.15 20.64

2 e Agreeable °C
Total Hardness as mg 340 250 294 372 188
3 CaCO3 1 5 /L
6.5-8.5 No mg
Calcium as Ca 80 60 83.2 120.8 51.2
4 Relaxation /L
mg 159.
Chloride as Cl 174 189.9 188.94 71.97
5 200 600 /l 9
Magnesium as Mg No mg 34.0
24.3 20.8 11.19 14.58
6 0.3 Relaxation /l 2
Total Dissolved mg 646 590 554 912 330
7 Solids 250 1000 /l
Total Suspended mg 12 13 12 10 8
8 Solids 1 1.5 /l
Sulphate as SO4
mg 98.4
72.96 118.8 120.96 6.46
9 500 2000 /l 6
Fluoride as F
mg BDL BDL BDL BDL BDL
10 75 200 /l
Nitrate as NO3
mg 2.67 1.6 2.79 5.46 0.1
11 30 100 /l
Iron as Fe
mg 0.04 DL-0 .02 DL-0.02 DL-0 DL-0
12 0.05 1.5 /l 1 mg/L) mg/L .02mg/L .02mg/L
Total Chromium mg BDL
DL-0 .03 DL-0 DL-0 DL-0 .03
13 as Cr 0.1 0.3 /l mg/L) .03mg/L .03mg/L mg/L
86
Phenolic DL-0 DL-0 DL-0

DL-0 .001
Compounds mg BDL
mg/L)
.001 .001mg/ .001
14 (C6H5OH) 200 400 /l mg/L L mg/L
DL-0
DL-0 .3 DL-0 .03
Zinc as Zn No mg BDL DL-0 .3 mg/L
mg/L .03 mg/L
15 45 Relaxation /l mg/L
DL-0
DL-0 .3 DL-0 .03
Copper as Cu mg BDL DL-0 .3 mg/L
mg/L .03 mg/L
16 0.001 0.002 /l mg/L
0.001 No mg DL-0 DL-0
DL-0 .003 DL-0 .03
Cadmium as Cd Relaxation /l BDL .003 .003
mg/L mg/L
17 mg/L mg/L
0.003 No mg DL-0 .01 DL-0 .01 DL-0 .01 DL-0 .01
Lead as Pb BDL
18 Relaxation /l mg/L mg/L mg/L mg/L
0.01 No mg DL-0 .01 DL-0 .01 DL-0 .01 DL-0 .01
Arsenic as As BDL
19 Relaxation /l mg/L mg/L mg/L mg/L
0.01 0.05 mg DL-0 DL-0
DL-0 .001 DL-0 .001
Mercury as Hg /l BDL .001 ,001
mg/L mg/L
20 mg/L mg/L
Electrical 0.05 No mS
1290 1178 1106 1817 661
21 Conductivity Relaxation /cm
Total Alkalinity as 0.01 No mg
310 210 250 334 170
22 CaCo3 Relaxation /l
Table 3.12 shows the physico - chemical characteristics of ground water samples collected
from the selected location during winter season (December 2021to February 2022), as
compared with the standard (IS 10500: 2012).
The analysis results indicate that the pH ranged between 6.69 to 6.8, which are well within
the specified standard of 6.5 to 8.5 limit. Total hardness was recorded to range from 188 to
372 mg/l, which is within the permissible limit 600 mg/l at all location. The Total Dissolved
Solids (TDS) concentration recorded ranged between 330 to 912 mg/l and was within the
permissible limits (2000 mg/l) at all location. Chlorides was recorded to range from 71.97 to
189.9 mg/l, which is within the permissible limit 1000 mg/l at all location. Sulphates at all
the locations were within the permissible limits (400 mg/l) as it ranged between 6.46 –
120.96 mg/l.
Bacteriological studies reveal that no coliform bacterial are present in the samples. The
heavy metal contents were observed to be in below detectable limits.
All physical and general parameters were observed within the permissible limit as per
IS10500:2012 (Second Revision).
87
3.10. Air Environment

The meteorological parameters play a vital role in transport and dispersion of pollutants in
the atmosphere. Nearest IMD observatory to the project site is Gwalior and thus data for
Gwalior is considered to define the meteorology of the study area.
3.10.1. Climate and Meteorology

The climate of Gwalior district is characterized by hot summer and dryness except during
southwest monsoon season. Details of the various Climatological parameters on the basis
of long-term data (1981-2010) are given in Table 3.13.
Table 3.13 : Long Term Meteorological Data of Gwalior (30 years average)
Temperat Cloud Win
Relative Predomin
ure Calm Amounts d Rai
Humidity ant Wind Rainf
Period (all Spe ny
Month (oC) Daily (%) Direction all
cloud) ed Day
(mm)
Ma 08: 17: 08: 17: 08: 17: Km/ s
Min 8.3 17.3
x 30 30 30 30 30 30 hr
Januar 28. NW, N,N
2.4 79 51 81 50 1.7 1.9 2.6 10.4 1.1
y 2 N W
Februa 32. NW, N,N
5 66 37 72 30 1.7 2 3.3 12.6 0.9
ry 3 N W
38. NW, NW,
March 9.9 49 26 57 24 1.7 2.3 4.1 6.3 0.9
2 N N
43. 15. NW, NW,
April 34 19 55 19 1.5 2.3 4.6 7.6 0.7
3 3 W W
45. W,N NW,
May 21 36 21 35 15 1.3 2.2 5.9 15.2 1.5
3 W W
23. W,N NW,
June 45 49 37 28 17 2.9 3.9 6.4 76 4.2
1 W W
40. 23. W,S W,S
July 74 64 29 28 5.5 6 5.9 221.6 11
2 2 W W
36. W,N W,S 11.
August 23 80 72 29 33 5.5 5.9 4.9 218.7
8 W W 3
Septem 37. 20. W,N NW,
75 63 46 41 3.5 4 4.2 161.1 6.4
ber 3 4 W W
37. 13. N,S NW,
Octobe 64 51 80 76 1 1.4 2.3 35.9 1.6
3 8 W N
r
Novem 33. NW, NW,
7.6 68 54 90 91 1 1.3 1.7 9.2 0.4
ber 9 N N
Decem 29. NW, NW,
4.2 76 56 88 81 1.3 1.6 1.9 5.3 0.6
ber 3 N N
Source: Climatological Normals, Gwalior,IMD-1981-2010

Temperature–Annual mean minimum temperature varies from 2.40C (Jan) to 23.20C (July)
while mean maximum temperature varies from 28.20C (Jan) to 45.30C (May).
88
Relative Humidity–Relative Humidity at 8:30 hr varies from 34% (April) to 80% ( August)
while at 17:30 hr it ranges from 19% (April) to 72% in (August).
Rainfall–Total annual mean rainfall was observed to be 780mm. Around 91.44% of total
rainfall occur in the months of June to October.
Wind Speed–Mean wind speed was observed from 1.7 kmph (Oct) to 6.4 kmph (June).
Wind Direction–The wind pattern of the region shows that the predominant wind direction
is NW for most of the months.
3.10.2. Meteorology at site

Site Specific Meteorology data was collected for three month of December 2021 to
February 2022. The parameters monitored at the meteorological station were temperature,
relative humidity, wind speed, wind direction. The data recorded at the site was also
validated by secondary meteorological data for Gwalior , Madhya Pradesh IMD. Data
recorded is summarized in Table 3.14. Windrose diagram and wind class frequency
distribution for the monitoring period is given in Figure 3.6 and Figure 3.7.
Table 3.14 : Summary of Site-specific Meteorological Data
Parameter Dec-21 Jan-22 Feb-22
Max 29 29 35
Temperature (oC) Min 2 8 9
Avg 17.05 15.23 19.09
Wind Speed (m/s) Avg 2.28
Predominant Wind
(from) East
Direction
Calm Period % 1.67
89
Figure 3.6 Site-specific Windrose Diagram (Winter Season)
Figure 3.7 Wind Class Frequency Distribution of Project Site
3.11. Ambient Air Quality
90
Air pollution can cause significant effects on the environment and subsequently on human,
animals, vegetation, and materials. In most cases, air pollution aggravates pre-existing
diseases or degrades health status, making people easily susceptible to other infections
and development of chronic respiratory and cardiovascular diseases. Further,
environmental impacts from air pollution can include acidic deposition and reduction in
visibility.
The objective of the study is to analyze the existing ambient air quality within the study
area and compare it with the NAAQ standards specified by CPCB to know about the
pollution status of air in and around the project area. To quantify the impact of the
construction & operational activities on the ambient air quality at the site and its
surrounding area, it is necessary to evaluate the existing ambient air quality in those areas.
3.11.1. Causes Attributing to Air Pollution in and Around Project Area
The existing causes of air pollution in and around project area are due vehicular
movement, dust arising from unpaved roads and domestic fuel burning.
3.11.2. Sampling Method
The ambient air quality monitoring for pollutants was done by following Guidelines for
Manual Sampling and Analyses (Volume-1) issued by CPCB in May,2011. Sampling
methodology is as mentioned in Table 3.15. The ambient air quality monitoring during
December 21 to February 2022 was conducted, on 24-hourly twice a week basis for PM10,
PM2.5, SO2, NOx,NH3, CO, for a month, by the EIA consultant through NABL accredited
Laboratory.
Table 3.15 : Sampling Methodology

Sampling Standard Sample Collection Sample
Parameters Referred Analysis
Sampling Analytical Methodology
Equipment Equipment
PM10 IS 5182-Part 23 Respirable Dust Electronic Gravimetric method
Sampler Balance
PM2.5 -- Fine Dust Sampler Electronic Gravimetric method
Balance
SO2 IS 5182 -Part 2 RDS with impinger Spectrophoto Improved West &
meter Gaeke Method
NOx IS 5182 -Part 6 RDS with impinger Spectrophoto Na- Arsenite
meter Method
CO IS 5182 -Part 10 Tadler bag GC-FID Chromatography
NH3 APHA 401 RDS with impinger Spectrophoto Indophenol Blue

meter method/
Spectrophotometry
91
Table 3.16 : Air Pollutants, Their Sources and Their Effects on Humans
Pollutant Sources Effects
Particulate Matter Road dust re-suspension, • Cardiovascular and respiratory diseases

(PM10& PM2.5) Vehicles, industrial • Acute Lower Respiratory Infection
emissions, domestic fuel
burning etc.
Sulfur-di-oxide • Burning of sulfur • Affects respiratory system and lung

(SO2) containing fuel like coal, function, cough, mucus secretion, asthma
diesel, etc and chronic bronchitis
• Extraction of metals from • Causes acid rain
sulfide ores;
• Paper industries;
Oxides of Nitrogen • Combustion processes • Inflammation of the respiratory airway
(NOx) (heating, power • Decrease lung function, increase the risk
generation, and vehicles) of respiratory conditions and increases
• Paper Industries; the response to allergens.
• Smelting of metals; • Ground level ozone formation,
• Petroleum refineries • Causes acid rain
Carbon Monoxide Incomplete fuel combustion • Reduces the oxygen carrying capacity of
(CO) (as in motor vehicles) blood,
• Causes headaches, nausea, and
dizziness
Ammonia (NH3) • Agriculture (animal • Nasal and eye irritation; respiratory tract
husbandry & fertilizer irritation; and increased respiratory depth.
application) • Add to the level of PM2.5 [conversion to
• Volatilization from land NH4+ aerosol) which has longer
and oceans atmospheric residence times (days) than
• Industrial processes the gaseous (hours] especially affecting
(including fugitive human health
emissions)
• Vehicular emission
3.11.3. Rationale for Selecting Monitoring Station
The baseline status of the ambient air quality has been established through a scientifically
designed ambient air quality monitoring network and was based on the following
considerations:
• Meteorological conditions;
• Topography of the study area;
• Representatives of regional background air quality;
• Representatives of likely impact areas within the study area; and
• Location of residential areas representing different activities.
92
Seven sampling stations located within 10.0 km of the site was considered to provide the
surrounding baseline air quality. For the selection of the monitoring locations, long-term
meteorological trends were taken into consideration to obtain the predominant wind
direction during the sampling period. The monitoring station were selected keeping in view
the sites like High density Residential area near industrial zone in upwind of the site and
downwind of the site to understand the impact of the proposed project in the downwind
direction compared to upwind polluting load from the industrial and other sources.
The ambient air quality monitoring locations are detailed in Table 3.17.
Table 3.17 : Details of Air Quality Monitoring Station

Location Monitoring Distance, km & Terrain Geo-
Code Location Direction Features coordinates
26°17'39.57"N
AAQ-1 Project Site 0 Airport
78°13'34.57"E
Deen Dayal 26°16'0.44"N,
AAQ-2 1.06 km, SSW Residential area
Nagar 78°12'24.11"E
26°17'19.52"N
AAQ-3 Senthari 1.28Km,NW Residential area
78°11'57.33"E
Maharajpur 26°15'17.20"N
AAQ-4 2.07Km,SSE Industrial Area
Industrial Area 78°13'19.62"E
26°15'39.31"N
AAQ-5 Khureri Residential area
4.72 Km, ESE 78°15'44.28"E
26°12'53.40"N
AAQ-6 Gwalior Residential area
8.07 KM, SSW 78°10'18.52"E
26°18'50.79"N
AAQ-7 Baraua Residential area
8.63 KM, W 78° 7'51.87"E
3.11.3.2 Monitoring Result

Results of monitoring are given below in Table 3.18 & Table 3.19.
Table 3.18 : Analysis of Ambient Air Quality
PM10 (mg/m3) PM2.5 (mg/m3) SO2(mg/m3)

Locatio 98
Location 98 98
n Code Mi Ma Mea Mi Ma Mea Per Mi Ma Mea
Perce Percenti
n x n n x n cen n x n
ntile le
tile
Project
AAQ-1 57 89 73 89 25 39 32 39 7.1 7.8 7 7.8
Site
Deen
AAQ-2 Dayal 59 88 72 87 24 39 32 39 6.2 9.3 7.6 9.3
Nagar
93
AAQ-3 Senthari 53 79 65 77 33 45 38 44 5.2 8.3 6.9 8.2

Maharajpu
AAQ-4 r Industrial 68 90 77 90 29 40 34 40 6.4 8.4 7.4 8.4
Area
AAQ-5 Khureri 50 88 67 87 22 39 29 39
6.6 5.3 5.9 6.5
11.
AAQ-6 Gwalior 66 97 80 96 29 43 36 43 6.5 8.5 11.2
2
AAQ-7 Baraua 55 88 67 86 24 39 29 38 5 8.8 7.1 8.6
Source: Primary Data Collection and analysis during study period by Laboratory
Table 3.19 : Analysis of Ambient Air Quality

CO NH3
NOx (mg/m3)
(mg/m³) (µg/m³)
Location
Location
Code 98
Min Max Mean Mean Mean
Percentile
AAQ-1 Project Site 11.4 17.4 13.7 17 0.25 <20
Deen Dayal
AAQ-2 11.5 15.1 12.8 14.9 0.43 <20
Nagar
AAQ-3 Senthari 10.8 17 13.3 16.2 0.54 <20
Maharajpur
AAQ-4 11.3 14.4 13.1 14.4 0.46 <20
Industrial Area
AAQ-5 Khureri 10.2 12.9 11.5 12.8 0.43 <20
AAQ-6 Gwalior 13.5 18.9 15.9 18.8 0.4 <20
AAQ-7 Baraua 11.3 16.4 13.2 16 0.45 <20
Source: Primary Data Collection and analysis during study period by Laboratory
The monitoring results of ambient air quality were compared with the National Ambient Air
Quality Standards (NAAQS) prescribed by MoEF; GoI Notification dated 16.11.2009.
The maximum concentration of PM10, PM2.5, SO2, NOX , CO & NH3 was 97 µg/m3, 45
µg/m3,11.2 µg/m3, 18.9 µg/m3, 0.54 mg/m³ & <0.20 µg/m3 respectively.
Particulate Matter (PM10): The PM10 values ranges from 50 µg/m3 to 97 µg/m3 in the
study area. The Maximum PM10 values i.e., 97 µg/m3 were observed to be at Gwalior
(AAQ-6, 8.07 KM, SSW) and minimum i.e., 50 µg/m3 was observed to be at Khureri
(AAQ-5, 4.72 Km, ESE) under residential area. The results show the values within the
NAAQS limit at all the Location. The highest pollution levels are observed in the Gwalior
(AAQ-6).
Particulate Matter (PM2.5): The PM2.5 values ranges from 22 µg/m3 to 45 µg/m3 in the
study area. The maximum PM2.5 values i.e. 45 µg/m3 were observed to be at Senthari
(AAQ-3, 1.28Km,NW) and minimum i.e 22 µg/m3 was observed at Khureri (AAQ-5, 4.72
Km, ESE) under residential area. The results show the values Within the NAAQS limit at all
the locations. The highest pollution levels are observed in the Senthari (AAQ-3).
94
Sulphur Dioxide (SO2): The SO2 values ranges from 5 µg/m3 to 11.2 µg/m3 in the study
area. The maximum SO2 values i.e., 11.2 µg/m3 were observed to be at Gwalior (AAQ-6,
8.07 KM, SSW) and the minimum SO2 values were observed to be at Baraua (AAQ-7,
8.63 KM, W). The results show the values were within the NAAQS permissible limit (80
µg/m3).
Oxides of Nitrogen (NOx): The NOx values range from 10.2 µg/m3-18.9 µg/m3 in the
study area. The maximum NOx values i.e., 18.9 µg/m3 were observed to be at Gwalior
(AAQ-6, 8.07 KM, SSW) and minimum values i.e. 10.2 µg/m3 were observed to be at
Khureri (AAQ-5, 4.72 Km, ESE). The results show the values were within the NAAQS
permissible limit (80 µg/m3).
CO: The CO values ranges from 0.25 mg/m³-0.54 mg/m³ in the study area. The maximum
CO values i.e. 0.54 mg/m³were observed to be at Senthari (AAQ-3) and minimum values
i.e. 0.25 mg/m³ was observed to be at Project site (AAQ-1) . The results show the values
were within the NAAQS permissible limit (4 mg/m³).
The NH3 values was <0.20 µg/m3 observed in the study area.
3.11.3.4 Category of Air Quality Index

An air quality index is deﬁned as an overall scheme that transforms the weighed values of
individual air pollution related parameters (for example, pollutant concentrations) into a
single number or set of numbers (Ott, 1978). The objective of an AQI is to quickly
disseminate air quality information (almost in real-time) that entails the system to account
for pollutants which have short-term impacts. It is equally important that most of these
pollutants are measured continuously through an online monitoring network. Since in
present case air quality has been monitored manually on 24- hourly twice a week basis for
one season, real- time air quality information is not possible. However, the data collected
over a season can significantly describe the category of air quality in corresponding period
of time. The AQI Category for each of monitoring station has been found to be satisfactory.
(Table 3.20).
Table 3.20 : AQI Category for Monitoring Station
Monitoring Station AQI AQI Category

AAQ-1 73 Satisfactory
95
Good Minimal Impact Poor Breathing discomfort to

(0–50) (201–300) people on prolonged
exposure
Satisfactory Minor breathing Very Poor Respiratory illness to the
(51–100) discomfort to sensitive (301–400) people on prolonged
people exposure
Moderate Breathing discomfort to Severe Respiratory effects even on
(101–200) the people with lung, (>401) healthy people
heart disease, children
and older adults
3.12. Ambient Noise Quality

Ambient Noise Level monitoring is one of the essential components of EIA study. Such
assessment helps in evaluating the existing noise levels and suggesting appropriate
mitigation measures to minimize the potential impact from proposed development in the
projects.
3.12.1. Attributing to Noise Pollution in and around Project Area
The existing causes of ambient noise in and around project area are due to construction
activities and vehicular movement. Noise pollution is expected at project site during both
construction and operation phase. The noise pollution sources during construction phase
will be construction equipment’s and vehicles and in operation phase vehicular movement
due to airport operational.
3.12.2. Methodology
The noise monitoring shall be done following CPCB protocol of Noise Monitoring, July
2015, which inter alia include the following cardinal principles:
• The Noise measurements shall be made with a Type 1 integrating sound level meter.
The station should be located at the ambient level i.e. away from the direct source,
away from any vibration and any obstruction.
• Microphone must be placed 1.2 -1.5m above the ground level.
• The instrument should be isolated from strong vibration and shock.
• The monitoring should be carried out minimum 75% of the prescribed Day time
(06.00 am to 22.00 pm) and Night time (22.00 pm to 06.00 am).
• During ambient noise monitoring sound comes from more than one direction, it is
important to choose a microphone and mounting which gives the best possible omni
directional characteristics.
• Noise measurements should not be made in fog and rain.
• A wind shield will be used at all times to prevent interference of reflecting noise.
96
Noise after a certain level can have a very disturbing effect on the people and animals
exposed to it. Hence, it is important to assess the present noise quality of the area to
predict the potential impact of future noise levels due to the proposed project.
3.12.3. Selection Criteria for Noise Monitoring Location
An assessment of baseline noise quality was undertaken to:
(a) Establish the status of exposure of the major sensitive receptors, and
(b) To identify the noise pollution levels in and around the site.
The baseline study for noise levels in the study area has been carried out by selecting a
noise monitoring station based on the following criteria
• Environmental setting of the area.

• Source of the noise.
• Proximity of the noise generating source to the human settlements.
Based on the above, noise monitoring was carried out at eight monitoring location. Details
of the Monitoring location and map showing the location in the study area is as shown in
Table 3.21.
Table 3.21 : Location of Noise Level Monitoring

Locatio Monitoring Distance, km & Geo- Terrain
n Code Location Direction Coordinates Features
Gwalior 26°17'39.57"N
NQ-1 0
Airport 78°13'34.57"E Airport
26°17'19.52"N
NQ-2 Senthari 1.28Km,NW Residential area
78°11'57.33"E
Governmen
26°16'29.39"N
NQ-3 t Hospital 1.45 Km, ESE Residential area
78°13'58.12"E
Ramnagar
Maharajpur
26°15'17.20"N
NQ-4 Industrial 2.07Km,SSE Residential area
78°13'19.62"E
Area
K.G.
26°17'34.24"N
NQ-5 Children Residential area
78°14'46.81"E
School 2.81Km,NE
Airport 26°18'14.58"N
NQ-6 3.84km,NE
Road 78°15'6.31"E
26°12'53.40"N
NQ-7 Gwalior Residential area
8.07 KM, SSW 78°10'18.52"E
26°18'50.79"N
NQ-8 Baraua Residential area
8.63 KM, W 78° 7'51.87"E
3.12.3.2 Analysis of Noise

Analysis of the noise data collected from the site is given in Table 3.22.
97
Table 3.22 : Analysis of Noise Level Monitoring

CPCB Noise
Location Day dB(A) Night dB(A) Standards,2000
Code Location Leq dB(A)
Name Max Min Max Min Day Night
Gwalior
N-1 68 54.5 46 40.2 75 65
Airport
N-2 Senthari 51.8 45.3 48.4 36 55 45
Near Amity
N-3 58.2 52.8 37.4 33.9 55 45
University
Maharajpur
N-4 Industrial 74.5 70.2 61.2 56 75 65
Area
K.G. Children
N-5 56.5 46.3 36.8 24.8 55 45
School
N-6 Airport Road 72.2 62.4 45.7 39.4 75 65
N-7 Gwalior 76.5 71.2 66.2 54.5 75 65
N-8 Baraua 52.8 49.3 39.2 28.4 55 45
The noise level at most location was observed to with in the ambient CPCB noise limit. The
major source of the noise in the study area is vehicular movement.
3.13. Socio-Economic Environment

3.13.1. Demography of the District
3.13.2. Population Distribution within 10 Km radial Study Zone

As per the census records 2011, the total population was recorded as 1133184 persons of
54 revenue villages/town in, in Gwalior districts in Madhya Pradesh. All study area revenue
villages are under 2 Tehsils namely Gwalior Grid (36 villages), Morena (17 villages) and 1
Town, in (Sub district Gwalior grid) Gwalior districts in Madhya Pradesh .Total number of
‘Households’ was observed as 213448 in the study area. Male-Female wise total
population in the study area was recorded as 603696 males and 529488 females
respectively. Male-female wise population distribution in the study area is presented in the
Table 3.23 & 3.24 as given below;
Table 3.23 : Rural and Urban Population Distribution in the Study Area
98
Airports Authority of IndiaTotal
Total Femal
Male e Total
Total Sched Sched Total Femal
Total Femal uled uled Male e
No of No of Total Male e Castes Castes Sched Sched
Household Househ Popula Popula Popula Popula Popula uled uled
s olds tion tion tion tion tion Tribes Tribes
Badagaon 463 2676 1486 1190 136 147 2 1
Singharpura 161 725 387 338 39 37 103 88
Sunarpura
Khalsa 90 360 195 165 38 25 0 0
Bhadroli 353 2063 1116 947 437 357 0 0
Vikrampur 159 906 487 419 29 26 1 4
Akbarpur 85 603 315 288 0 0 0 0
Jugrupur 49 313 174 139 0 0 0 0
Kuwrpur 106 594 335 259 8 8 0 0
Khureri 338 2020 1064 956 440 409 8 4
Jlalpur 328 1915 1021 894 279 248 0 0
Kheriya
Modi 146 889 469 420 152 157 2 3
Cakrampur 192 953 550 403 197 157 0 0
Madanpur 46 290 154 136 5 4 0 0
Sonapura 45 185 104 81 0 0 0 0
Suro 166 916 509 407 85 80 0 1
Behata 283 1653 889 764 237 218 0 0
Maithana 117 653 354 299 74 58 0 0
Jamahar 407 2459 1290 1169 145 134 0 1
Senthri 303 1534 820 714 271 217 15 16
Roodhpura 294 1738 934 804 263 252 114 102
Susera 536 2987 1617 1370 352 316 4 5
Rairu 327 1732 959 773 225 188 26 16
Gangapur 137 844 469 375 242 202 8 6
Puranichavn
i 1701 10219 5441 4778 1455 1254 19 25
Jiraina 113 576 338 238 96 73 0 0
Chak
Keshopur 396 1911 1028 883 10 9 0 0
Jahangirpur 175 952 515 437 101 94 0 0
Birampura 143 682 375 307 124 109 0 0
Kheriya
Mirdha 131 680 345 335 124 120 0 0
Chandupura 116 542 296 246 105 87 0 0
Dangguthin
a 179 1007 550 457 231 189 1 0
Baretha 251 1395 741 654 6 6 44 28
Laxmangarh 100 553 314 239 3 4 0 0
Gwalior (M 106927
Corp.) 202066 6 569003 500273 98823 86561 7735 6631
Mau 283 1557 839 718 138 120 47 37
99
Baraua 604 3371 1794 1577 304 300 68 59

Maharajpura 126 703 381 322 5 5 36 29
Piparseva 310 1712 977 735 64 53 0 0
Badwari 267 1400 776 624 270 225 2 2
Bastpur 216 1249 669 580 457 365 0 0
Mawai 12 73 44 29 0 0 0 0
Bhatpura
Dang 70 364 219 145 0 0 0 0
Baksipura 137 596 324 272 17 9 0 0
Pinawali 101 474 252 222 0 0 0 0
Daulsa 56 456 283 173 0 0 0 0
Urhana 152 683 413 270 122 93 1 0
Kheriya
Chuneti 29 201 114 87 0 0 0 0
Malkhanpur
a 60 415 239 176 54 40 0 0
Kharika 47 286 148 138 0 0 0 0
Tikari 129 725 425 300 0 0 15 10
Kargawan 68 440 249 191 0 0 0 0
Bhakhari 71 501 277 224 24 18 0 0
Karaula 100 583 313 270 243 217 0 0
Kankatpura 108 594 316 278 147 115 0 0
113318
Total 213448 4 603696 529488 106577 93306 8251 7068
Sex Ratio
The ‘Sex Ratio’ is a numeric relationship between females and males of an area and bears
paramount importance in the present day scenario where the un-ethnic pre-determination
of sex and killing of female foetus during pregnancy is practiced by unscrupulous medical
practitioners against the rule of the law of the country. It is evident that by contrast the
practice of female foeticide is not prevalent in the study area. The ‘Sex Ratio’ was
observed as 877 females per 1000 males in the study area.
The village wise male-female population distribution for the study area is depicted and
shown by graphical representation in Figure 3.8
100
1200000
1000000
800000
600000
400000
200000
0
Total Population Total Male Total Female
Population Population
Figure 3.8 : Male-Female wise population Distribution in the study area

Scheduled Caste & Scheduled Tribe Population
On the basis of the village/town wise SC & ST population distribution of the study area
during 2011, the ‘Scheduled Castes’ population was observed as 199883 persons
consisting of 106577 males and 93306 females respectively in the study area which
accounts as 17.63% to the total population of the study area. ‘Scheduled Tribes’ population
was observed as 15319 persons, accounting as 1.35 % to the total population of the study
area consisting of 8251males and 7068 females. It implies that the rest 80.53% of the total
population belongs to the General category. Male-female wise distribution of SC population
in the study area is graphically shown in Figure 3.9 & Figure 3.10.
250000
200000
150000
100000
50000
0
Total SC Population Total SC Male Total SC Female
Figure 3.9 :Scheduled Caste population the study area
101
18000
16000
14000
12000
10000
8000
6000
4000
2000
0
Total ST Population Total ST Male Total ST Female
Figure 3.10 Scheduled Tribes Population in the Study Area

Literacy Rate
Literacy level is quantifiable indicator to assess the development status of an area or
region. Total literates population was recorded as 836202 persons (73.79 %) in the study
area. Male-Female wise literates are observed as 475095 & 361107 persons respectively,
implies that the ‘Literacy Rate’ is recorded as (73.79 %) with male-female wise
percentages being 41.92 %& 31.87 % respectively. The total illiterate’s population was
recorded as 296982persons (26.20%) in the study area. Male-Female wise illiterates were
128601 (11.34%) and 168381(14.86 %) respectively.The Male-Female wise graphical
representation of literates & illiterates population in study area villages/town is shown in
Figure 3.11.
900000
800000
700000
600000
500000
400000
300000
200000
100000
0
Total Total Male Total Total Total Male Total
Literate Literate Female Illiterate Illiterate Female
Population Population Literate Population Population Illiterate
Figure 3.11 :Male-Female wise Distribution of Literate & Illiterates
Worker Scenario (Occupation Pattern)

102
Occupation Pattern wise distribution of Population and Graphical representation of

‘Workers Scenario’ of the study area are shown as Table 3.24 & Figure 3.12 respectively
as follows;
Table 3.24 Distribution of Work Participation Rate

Occupation Class Year, 2011
Main Workers 313476 (27.66%)
Male 269968 (86.12%)
Female 43508 (13.87%)
Marginal Workers 39448 (3.48%)
Male 28421 (72.04%)
Female 11027(27.95%)
Non-Workers 780260 (68.85%)
Male 305307 (39.12%)
Female 474953 (60.87%)
Total Population 1133184 (100%)
Source: Census of India Records, 2011
Total Main Workers Total Marginal Workers

Total Non Workers
28%
69%
3%
Figure 3.12 : Worker Scenario of the Study Area
Composition of Main Workers

The ‘Main Workers’ were observed as 313476 (27.66%) persons to the total population of
the study area and its composition is made-up of Casual laborers as 12802 (20%),
Agricultural laborers as 8333(13%), Household workers 12198 (19%) and other workers as
31213 (48%) respectively.Composition of Main workers is shown below as Figure 3.13.
103
MAIN_CL_P MAIN_AL_P MAIN_HH_P MAIN_OT_P
20%
48%
13%
19%
Figure 3.13 : Composition of Main Workers population
Composition of Marginal Workers

The total marginal workers are observed as 39448 (3.48%)of the total population
comprise of Marginal Casual Laborers as 1356 (4%), Marginal Agricultural Laborers as
4352 (11%), Marginal Household laborers as 2527 (6%) and marginal other workers were
also observed as 31213 (79%) of the total marginal workers respectively.Details about
marginal workers in the study area are tabulated in Table 3.33. Composition of Marginal
workers is shown in Figure 3.14 as follows;
MARG_CL_P MARG_AL_P MARG_HH_P MARG_OT_P
4%
11% 6%
79%
Figure 3.14 : Composition of Main Marginal Population
Composition of Non-workers
Details about total Non-workers of the study area with Graphical representation are
compiled in Table 3.25 and shown by Figure 3.15 as follows;
104
Table 3.25 Composition of Non-Workers

Non-Workers Population
Persons Males Females
780260 (68.85%) 305307 (39.12%) 474953 (60.87%)
900000
800000
700000
600000
500000
400000
300000
200000
100000
0
Total Non Workers Male Non Workers Female Non
Workers
Figure 3.15 : Composition of Non-Workers
Availability of Basic Infrastructure Facilities & Amenities in the Study Area

A review of basic infrastructure facility and amenities available in the study area villages
has been done on the basis of the field survey and Census records, 2011.
Education Facilities
As per the Census Records of India 2011, there are about 72 Primary Schools existing in
the revenue villages as rural part of the study area. Middle schools are 37 no’s exists in the
rural part of the study area. Only 1 no’s of Higher Secondary Schools facility is available in
the study area. 5 no of Secondary Schools are observed in the study area. The educational
facilities have been further strengthening now and a number of private public schools and
colleges are also functioning in the surroundings of the study area. Besides, there are
Engineering and Medical colleges available in Towns and District headquarters only. There
is considerable improvement in educational facility.
Medical Facilities
The medical facilities are provided by different agencies like Govt. & Private individuals and
voluntary organizations in the study area. As per the compiled district census handbook
information of 2011, 1 Primary health centers are available in the study area. 4 primary
health sub-centers exists in the rural part of the study area. No Mother & Child Welfare
Centre are available in the study area. Only 1 Dispensary facility was available in any
revenue villages of the study area. Overall study area villages are served by poor medical
facilities observed in the study area. Specialized medical facilities are available in Towns
and District Headquarter only.
Potable Water Facilities
Potable water facility is available in most of the villages of the study area. The entire study
area has plenty of good potable water facilities. Most of the villages are served with Hand
Pumps for potable water facility in the study area. Out of total 54 revenue villages/town
105
only few villages (19 villages)of the study area are served with River/Canal water as
drinking water in the study area. As per the census records of 2011, only about 9 revenue
villages are being served with Tank/Pond/Lake in the study area. In the majority of the
villages, hand pumps are commonly observed in the study area. Good potable water
facilities are available in the study area.
Communication, Road, Transport and Banking Facilities
Apart from Post &Telegraph (P & T) services, transport is the main communication linkage
in the study area. Out of 54 villages/towns of the study area, only 1 revenue village, is
served with Post Office facilities in the study area, remaining villages are depending upon
these villages and towns of the study area.
The study area has good road network, passes from the area. National Highway 44 is
located at about 3.78km,N to the proposed project site. Site is well connected with NH-44
and has well developed internal road within the existing site as well.
About all villages are served with Pucca road facility in the study area. In the study area 2
commercial banks with no ATM facility are available. No Cooperative banks are available in
rural part. Most of these facilities are available in Gwalior town.
Power Supply
It is revealed from the compiled information on amenities availability as per the census
record of 2011; only villages are electrified for all purpose in the study area. Villagewise
‘Basic infrastructure and amenities’ availability data for the entire study area is compiled
and presented in Table 3.26 as follows;
106
Table 3.26 :Village wise Basic Amenities Availability

Neare
st
Town
Dista
P nce
Name of from
the & Neares Villag
Village/T S SS CH PH PH MC H T T P B R P K F E E E E t Town e (in
own P M S S C C SC WC D T W P W R k O T S S R R P D A C A Name Km.)
Sunarpu
ra GWALI
Khalsa 1 0 0 0 0 0 0 0 0 2 2 1 2 2 2 2 2 2 2 1 2 1 1 1 1 1 OR 9
Badagao GWALI
n 2 1 0 0 0 0 1 0 0 1 1 1 1 2 1 2 2 1 2 1 2 1 1 1 2 2 OR 15
Singharp GWALI
ura 1 0 0 0 0 0 0 0 0 2 2 1 1 2 2 2 2 2 2 1 2 1 1 1 2 2 OR 10
GWALI
Khureri 1 1 0 0 0 0 1 0 0 2 1 1 1 2 2 2 2 1 2 1 1 1 1 1 1 1 OR 16
GWALI
Bhadroli 1 1 1 0 0 0 0 0 0 2 2 1 1 1 2 2 1 2 1 1 1 1 1 1 1 1 OR 12
Vikramp GWALI
ur 1 0 0 0 0 0 0 0 0 2 2 1 1 1 2 2 2 2 2 1 1 1 1 1 1 1 OR 18
Akbarpu GWALI
r 1 0 0 0 0 0 0 0 0 2 2 1 1 1 2 2 2 2 2 1 1 1 1 1 1 1 OR 8
Madanp GWALI
ur 1 1 0 0 0 0 0 0 0 2 2 1 1 1 2 2 2 2 2 1 1 1 1 1 1 1 OR 18
GWALI
Jugrupur 1 0 0 0 0 0 0 0 0 2 2 1 1 1 2 2 2 2 2 1 1 1 1 1 2 2 OR 17
GWALI
Kuwrpur 1 0 0 0 0 0 0 0 0 2 2 1 1 2 2 2 2 2 2 1 1 1 1 1 2 2 OR 18
Kheriya GWALI
Modi 1 1 0 0 0 0 0 0 0 2 2 1 1 2 2 2 2 2 2 1 2 1 1 1 2 2 OR 15
GWALI
Jlalpur 1 1 0 0 0 0 0 0 0 2 2 1 1 1 2 2 2 2 2 1 1 1 1 1 1 1 OR 14
Cakram GWALI
pur 1 1 0 0 0 0 0 0 0 2 2 1 1 2 2 2 2 2 2 1 1 1 1 1 2 2 OR 18
107
Sonapur GWALI
a 0 0 0 0 0 0 0 0 0 2 2 1 1 2 2 2 2 2 2 1 2 1 1 1 2 2 OR 16
GWALI
Susera 5 3 0 0 0 0 0 0 0 1 2 1 1 1 1 2 2 2 2 1 1 1 1 1 1 1 OR 18
GWALI
Rairu 2 1 0 0 0 0 0 0 0 1 2 1 1 2 2 2 2 1 1 1 1 1 1 1 1 1 OR 15
Roodhp GWALI
ura 3 1 0 0 0 0 0 0 0 2 2 1 1 1 2 2 2 2 2 1 1 1 1 1 1 1 OR 15
Gangap GWALI
ur 2 1 0 0 0 0 0 0 0 2 2 1 1 2 2 2 2 2 2 1 1 1 1 1 1 1 OR 16
Puranich GWALI
avni 3 2 1 1 0 1 0 0 1 2 2 1 1 2 2 2 1 1 2 1 1 1 1 1 1 1 OR 12
GWALI
Jiraina 1 0 0 0 0 0 0 0 0 2 2 1 2 1 2 2 2 2 2 1 1 1 1 1 2 2 OR 18
GWALI
Jamahar 2 1 1 0 0 0 0 0 0 2 2 1 1 1 2 2 1 2 2 1 1 1 1 1 2 2 OR 15
GWALI
Senthri 1 1 0 0 0 0 0 0 0 2 2 1 1 1 2 2 1 2 2 1 1 1 1 1 1 1 OR 14
Kheriya GWALI
Mirdha 3 2 0 0 0 0 0 0 0 2 2 1 1 1 1 2 2 2 2 2 1 1 1 1 1 1 OR 15
GWALI
Suro 1 1 0 0 0 0 0 0 0 2 2 1 1 1 2 2 2 2 2 1 1 1 1 1 2 2 OR 18
GWALI
Behata 1 1 0 0 0 0 0 0 0 2 2 1 1 1 2 2 2 2 2 1 2 1 1 1 1 1 OR 25
Maithan GWALI
a 1 0 0 0 0 0 0 0 0 2 2 1 1 2 2 2 2 2 2 1 1 1 1 2 1 2 OR 14
Chak
Keshopu GWALI
r 2 1 0 0 0 0 0 0 0 2 2 1 2 1 2 2 2 2 2 1 1 1 1 1 1 1 OR 26
Jahangir GWALI
pur 1 1 0 0 0 0 0 0 0 2 2 1 1 1 2 2 2 2 2 1 1 1 1 1 2 2 OR 9
Birampu GWALI
ra 1 1 0 0 0 0 0 0 0 2 2 1 1 2 2 2 2 2 2 1 1 1 1 1 2 2 OR 15
Maharaj GWALI
pura 1 1 0 0 0 0 0 0 0 2 2 1 1 2 2 2 2 2 2 1 1 1 1 1 2 2 OR 16
Baraua GWALI
Nurabad 2 2 1 0 0 0 1 0 0 1 1 1 1 2 2 2 2 2 1 1 1 1 1 1 1 1 OR 18
108
GWALI
Mau 1 1 0 0 0 0 0 0 0 2 2 1 1 1 2 2 2 2 2 1 1 1 1 1 1 1 OR 15
Laxman GWALI
garh 1 0 0 0 0 0 0 0 0 2 1 1 1 2 2 2 2 1 2 1 1 1 1 1 1 1 OR 18
GWALI
Baretha 3 1 0 0 0 0 1 0 0 2 1 1 1 1 2 2 2 1 2 1 1 1 1 1 1 1 OR 18
Chandu GWALI
pura 2 1 0 0 0 0 0 0 0 2 2 1 1 1 2 2 2 2 2 2 1 1 1 1 1 1 OR 15
Danggut GWALI
hina 1 1 0 0 0 0 0 0 0 2 1 1 1 2 2 2 2 1 2 1 1 1 1 1 1 1 OR 20
Kankatp BAMO
ura 1 0 0 0 0 0 0 0 0 2 2 1 1 2 2 2 2 2 2 2 1 1 1 1 1 1 R 7
BAMO
Pinawali 1 0 0 0 0 0 0 0 0 2 2 1 1 2 2 2 2 2 2 2 1 1 2 2 2 2 R 10
BAMO
Daulsa 1 0 0 0 0 0 0 0 0 2 2 1 1 2 2 2 2 2 2 1 1 1 2 2 2 2 R 10
BAMO
Urhana 1 0 0 0 0 0 0 0 0 2 2 1 1 2 1 2 2 2 2 1 1 1 1 1 2 2 R 13
Kheriya BAMO
Chuneti 1 1 0 0 0 0 0 0 0 2 2 1 1 2 2 2 1 2 2 2 1 1 2 2 2 2 R
Malkhan BAMO
pura 1 1 0 0 0 0 0 0 0 2 2 1 1 2 1 2 2 2 2 1 1 1 1 1 2 2 R 13
BAMO
Kharika 1 1 0 0 0 0 0 0 0 2 2 1 1 2 2 2 1 2 2 1 1 1 2 2 2 2 R
BAMO
Tikari 1 1 0 0 0 0 0 0 0 2 2 1 1 2 2 2 2 2 2 2 1 1 2 2 2 2 R
Kargawa BAMO
n 0 0 0 0 0 0 0 0 0 2 2 1 1 2 2 2 2 2 2 2 1 1 2 2 2 2 R
BAMO
Bhakhari 1 0 0 0 0 0 0 0 0 2 2 1 1 2 2 2 2 2 2 1 2 1 2 2 2 2 R 10
BAMO
Karaula 2 0 0 0 0 0 0 0 0 2 2 1 1 2 1 2 2 2 2 2 1 1 1 1 1 1 R 8
Bhatpur GWALI
a Dang 1 0 0 0 0 0 0 0 0 2 2 1 1 2 2 2 2 2 1 2 1 1 2 2 2 2 OR 18
Baksipur GWALI
a 1 0 0 0 0 0 0 0 0 2 2 1 2 2 2 2 2 2 2 1 1 1 2 2 2 2 OR 20
Badwari 1 0 0 0 0 0 0 0 0 2 2 1 1 2 1 2 2 2 2 1 1 1 1 2 2 2 BAMO
109
R
BAMO
Bastpur 1 1 0 0 0 0 0 0 0 2 2 1 2 2 1 2 2 2 2 1 1 1 1 2 2 2 R
BAMO
Mawai 0 0 0 0 0 0 0 0 0 2 2 1 2 2 1 2 2 2 2 1 1 1 2 2 2 2 R
Piparsev GWALI
a 3 1 1 0 0 0 0 0 0 2 2 1 2 2 2 1 2 2 1 1 1 1 1 1 2 2 OR 16
7 3 Status for Availability and Non-Availability is shown as A (1) & NA (2) respectively
Total 2 7 5 1 0 1 4 0 1
Abbreviations:
Educational Facilities:P-Primary School, M-Middle School, SS-Higher Secondary Schools, SSS-Senior Secondary School
Medical Facilities:CHC-Community Health Centre, PHC-Primary Health Centre, PHSC-Primary Health Sub-Centre, MCWC-Maternity and Child Welfare Centre, H-Hospital, Al. H-
Allopathic Hospital, D-Dispensary, FWC-Family Welfare Centre
Drinking Water Facilities:T-Tap Water, W-Well Water, HP-Hand Pump, TW-Tube Well Water, R-River Water, Tk-Tank Water, O-Other Drinking Water Facility
Communication and Transport Facilities: PO-Post Office, SPO-Sub-Post Office, PTO- Post & Telegraph Office, Tel. - Telephone Connection, Mob.-Mobile Phone Coverage, BS-Bus
Services, RS-Railways Services
Approach to Village:PR-Pucca Roads, KR-Kuchha Road, FP-Foot Path
Power Supply:ED-Power Supply for Domestic use, E Ag.-Power Supply for Agricultural use, EC-Power supply for Commercial use, EA-Electricity for All Purpose
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Chapter 4. ANTICIPATED ENVIRONMENTAL IMPACT

IDENTIFICATION AND ASSESSMENT
4.1. Approach
Anticipated environmental impact identification and assessment is the most important
activity of any EIA study. It helps in identifying the likely change in environment quality of
surrounding area post implementation of a project. Impact analysis is carried out for all
stages of project viz, design construction and operation stage. Impact analysis is carried
out for all three broad aspects of environment namely physical, biological and socio-
economic aspects. Many scientific techniques and methodologies are available to predict
qualitative and quantitative environmental impacts due to the project.
4.2. Project Impact Area

Project impact area is the area which get influenced or impacted both direct and
indirect due to project development during different stages of the project lifecycle.
Depending on the intensity of the impacts, project impact areas are classified into
direct impact zone and buffer zone.
Direct Core zone area: Airport site
Buffer zone area: It is area within 10 km radius of the proposed site.
4.3. Identification of Project Activities and Associated Impact

Impacts anticipated due to project development are majorly associated during construction
phase. Major impacts anticipated during construction phase are on air quality, noise levels,
soil quality, land use, socio-economy, micro-climate, water resources, and surface water
quality. Impacts anticipated during operation phase are on safety of passenger & staff,
noise levels, surface water quality, water resources, soil quality and aesthetics. Impacts are
identified for each of the project activity for preconstruction, construction & operation phase
of the project. Impact identification matrix is given in Table 4.1.
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Table 4.1 : Impact Identification Matrix for the Project

S. Project Activities Land Soil Water Air Noise Ecology & Socio- Solid & Traffic
No. Use Environm Environm Environm Environm Biodiversi Economi other
ent ent ent ent ty c waste
Pre-construction Phase
1 Land Acquisition √ √ √
2 Impact due to Traffic Diversion √ √
3 Removal of vegetation and tree √ √ √ √ √ √ √
cutting
During Construction Phase
1 Excavation √ √ √ √ √ √
2 Demolition of existing utilities √ √ √ √ √ √ √
and management of demolition
waste
3 Transportation of materials √ √ √ √ √
4 Storage of material
5 Loading & Unloading of √ √ √
Materials
6 Construction of Super structure, √ √ √ √ √ √ √
paved area, development of
green,
7 Installation of MEP and other √ √ √ √ √ √
utilities
8 Movement of construction √ √ √ √ √
vehicles/machinery/equipment
9 Construction & domestic waste √ √ √ √ √ √
storage and handling
10 Construction labour √ √ √ √
Accommodation
11 Waste Handling √ √ √ √ √ √
12 Spillage of oil and construction √ √ √ √ √ √
materials or chemicals or paints
13 Washing & Cleaning of √ √ √ √ √
construction
equipment/machinery
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14 Dismantling of temporary √ √ √ √ √ √
infrastructure like casting yards,
stores & workshop set up
during construction phase
15 Finishing √ √ √
During Operation Phase
1 Operation of Airport √ √ √ √ √ √ √ √
2 Operation of Aircrafts, vehicular √ √ √ √ √ √ √ √
movement and GSE
3 Operation of other utility √ √ √ √ √ √ √
machinery
4 Passenger handling and cargo √ √ √ √ √ √
handling
5 Waste Handling √ √ √ √ √ √ √
6 Washing and cleaning √ √ √
7 Spillage of Oil, lubricant and √ √ √ √ √
maintenance of machineries
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4.4. Impact Due to Pre-construction Activities (Location Impacts)

Impact Due to Land Acquisition
The existing airport with area 29.405 Acres is under possession of Airports
Authority of India. Additional area of 143.20 Acres for proposed development has
been handed over by ICAR to AAI. Land use of the proposed land has been
demarcated under Transportation use as per Gwalior Master Plan,2021. As the
land is free of private household, private holding and any encroachment, hence
there will be no impact on land holders. Only land will be transferred from one
department to another. Thus, Rehabilitation & Resettlement is not applicable in
the project.
Impact due to Tree Cutting and Vegetation Removal

There are approximately 583 no. of trees located within the proposed site that will
be cleared after taking permission from concerned authority. Planning shall be
done in order to minimum cutting of trees.
Trees have various roles to play in environment including provision of clean
breathable air, provision of shade, binding of soil, facilitate percolation of water
down to ground and maintaining good aesthetics. Thus, cutting of trees will
overall impact the environment. Impacts can be significant if proper mitigation
measures are not taken.
To minimize the impact of the tree cutting, it is proposed to carry out
compensatory afforestation (CA) for tree to be cut in ratio of 1:10 and NPV will
also be paid to forest department. Measures proposed for minimizing the impact
of tree cutting are given below:
Mitigation Measures
• Permission shall be taken from concern department prior undertaking tree cutting
• All conditions mentioned in permission letter shall be followed
• Tree felling shall be reduced to extent possible by retaining the existing trees as
greenbelt.
• Compensatory afforestation shall be undertaken as per 1:10 ratio as directed by
Forest Department
• Only native species with less water & maintenance requirement shall be
considered for Compensatory afforestation.
• Survival rate of minimum 70% shall be maintained for Compensatory
afforestation. Compensatory afforestation shall be monitored, and survival rate
report shall be prepared annually.
4.5. Impacts Due to Construction Activities

Land Environment
The existing airport is spread over an area of 29.405 Acres. For proposed development
of new terminal building, new apron, link taxiway and ancillary facilities, 143.20 Acres of
additional area has been proposed. AAI will use major infrastructural facilities and
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utilities of Indian Air Force {Runway, ATC Tower, Navigation system, Fire Fighting
Services, etc.,} for operation of airport. Additional area of 143.20 Acres for proposed
development has been handed over by ICAR to AAI. Land use of the proposed land has
been demarcated under Transportation use as per Gwalior Master Plan,2021.
After development of airport, land use of total 446.12 acres land will remain same i.e.,
Transportation. Thus, no major impact is envisaged due to the project.
Land is undulating land and the elevation varies from 181 m amsl to 199 m amsl,
Levelling of site must be required to maintain the drainage pattern in the site. No major
impact on topography is anticipated due to development of proposed project. However,
few measures to be taken to prevent impact on drainage due to development are given
below.
Mitigation Measures
• Excavated earth will be used for filling and leveling of site to maintain the ground
level wherever required
• Temporary Drainage shall be provided at the construction site, casting/storage
yards, labour camps site as per the natural drainage pattern of the area. These
drains shall be provided with the silt trap and oil & grease traps.
• No drain/stream shall be closed during project construction in any case.
Soil Environment
Soil will be excavated in different parts of project area to different depth, due to which
topsoil may get impacted. Excavation may also lead to soil erosion, loss of soil layer,
destabilizes landscapes and decrease in fertility of soil. Movement of construction
vehicles and equipment will lead to compaction of soil. Spillage of construction materials
like paint, grease, used oil and fuel like HSD may contaminate the soil. Due to improper
disposal of solid waste & liquid waste includes the leaching from biodegradable waste
and effect on flora from spillage of waste on soil. Also, soil if disposed in improper on
unscientific manner may impact the soil quality, air quality and water quality of the area
significantly. Mitigation measures are required to be taken to prevent the soil pollution
which are given below:
Mitigation Measures
• The topsoil shall be stripped from excavation areas (approx. 15 cm as per IRC
guidelines) and stockpiled in covered condition for later reuse in landscaping in
covered sheds.
• No excavation works or tree cutting, or vegetation removal works shall be
undertaken during rainy season.
• Remaining soil shall be stored separately from top soil and shall be used for
filling the site, construction of roads, medians and pavements. As there is large
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variation in the elevation at location of project site, thus most of the soil shall be
used for leveling and filling purpose
• Site shall be cleaned on daily basis. Debris and loose raw material shall be
stored on the paved surfaces in covered condition
• HSD shall be stored on paved surface and drains will be provided around such
surfaces so as to drain out the spillage and prevent mixing from soil.
• Fuel, used oil, paints and loose construction material shall be stored on paved
surface in covered condition only to prevent its spillage. Entry to this area shall
be restricted and only authorized and trained person shall be allowed. Proper
drainage shall be provided around the fuel/used oil/paint storage area so as any
spillage can be collected. These drains shall be provided with oil & grease trap
also to prevent mixing of oil with the site run-off.
• Used oil shall be collected and stored in leak proof container and sent to the
authorized recycler.
• All works shall be taken under supervision of environment expert to prevent
spillage of any of the above-mentioned material and take immediate clean-up
operation in case of spillage
• Dustbins will be provided at the site and labour camp area for collection of the
waste.
• Municipal waste will be segregated into compostable and recyclable waste.
Compostable waste will be sent to Municipal Waste Disposal Site and recyclable
waste will be sold to authorized vendor. Twin bins will be provided in the labour
camp and other area of airport.
• Wastewater from site shall be discharged to septic tanks with soak pits.
• Construction debris shall be collected and segregated into reusable, recyclable
and reject fraction. Reusable material shall be stored at the site in covered
condition, recyclable material shall be sold to the vendors and reject shall be
disposed off as per the guidelines of C& D Waste Management & Handling
Rules, 2016
• Temporary roads shall be provided for movement of the vehicles within the
project site. Vehicle shall move on the routes designated. Parking space shall be
provided within the project site for trucks and cars. So, as there is no soil
compaction due to vehicular movement and parking in all the areas within the
site.
Water Environment
Water Resources & Waste Management
Water will be required for domestic purpose of construction workers and staff and
for carrying out construction activities, curing of structures, material mixing etc.
200 labour will be employed daily, which will be work in three shifts. Labour
camps will be provided within the site. Approx. 10 KLD water will be used for
domestic purposes for construction workers while 5 KLD will be used for
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construction works. Freshwater during construction phase will be provided by

private tankers and used only for domestic purposes. 8 KLD of domestic sewage
generated from labours will be discharged to septic tanks with soak pits.
Construction will be continued only for 1-1.5 years; thus the impact is anticipated
to be short term. Also, there will be generation of wastewater from the project
site. The wastewater If not properly disposed off, then it can deteriorate the
surface water quality of nearby water body by increase in the no. of pathogens,
BOD, COD, TSS etc and making water unfit for consumption. It will also affect
the aquatic life. Measures are proposed to minimize the water requirement so as
to minimize the impact on water resources.
Mitigation Measures
• No ground water will be extracted until permission from the applicable authorities.
• Workers will be educated to use water wisely and do not leave the taps open
without use. Written notice will be displayed near the water taps for saving water
& closing the taps.
• Wastewater generated from labour will be disposed through Septic tanks with
soak pits.
• Water supply and sanitation facilities will be made available at labour camp and
other areas at site.
• Using curing agents for carrying out curing. If water is used for curing then low
flow sprinklers will be used for curing purpose, curing shall be carried out during
early morning & evening to minimize evaporation, concrete structures shall be
covered with gunny bags after curing is done to conserve the moisture
• Run-off from curing shall be collected through drains into sedimentation tank and
should be re-used for curing or washing of vehicle/machinery or for wheel
washing
• Measures will be taken to save water.
Surface Water Quality

Surface water will not be used for construction phase. Water will be purchased from
approved private tanker suppliers. Surface water quality may get affected due to
improper disposal of sewage to be generated from labour camps. Construction material,
debris, oil, fuel, lubricants, paints etc will be stored at construction site, casting yards and
storage yards. Any of these materials may get mixed with the run-off and may enter the
nearby water bodies polluting the water quality of the surface water body. Run-off from
labour may get polluted due to provision of improper sanitation facilities at site which
may also impact the quality of the run-off impacting the surface water quality. Thus,
measures are required to be taken to manage the contamination of the run-off to prevent
pollution of these water bodies due to project. Following measures are proposed to
minimize the impact on surface water quality due to the project
Mitigation Measures
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• No excavation works shall be undertaken during monsoon season. Garland

drains shall be provided around excavated pits to divert the storm water from
nearby area from entering the excavated pit.
• Curing shall be done using the curing compounds and water will not be used for
curing.
• Bathrooms and toilets shall be provided for construction labour with proper
drainage system at site and labour camp site.
• No wastewater will be discharge to the water body.
• Site shall be cleaned on daily basis so as mixing of run-off with debris can be
prevented.
• Loose Raw material and construction debris shall be stored in covered areas and
paved areas to avoid direct exposure and mixing with run-off.
• Drains will be provided with the diesel storage area. These drains will be
provided with oil interceptor to remove the oil from run-off before discharging.
Groundwater Quality
Ground water will not be used for construction. Source of water for construction will be
approved private water tanker supplier. Excavation will be done during the site
preparation, which can cause de-watering and lead to decrease in Ground water table
and contamination to ground water. Ground water quality of the area may get impacted
due to improper sewerage management and disposal which will be generated from
labour camp site and construction site. Further ground water may also get impacted due
to percolation of contaminants falling on the soil like fuel/oil/used oil/paints etc. Following
measures should be taken to prevent ground water pollution.
Mitigation Measures:
• Toilets shall be provided at the construction site and labour camp site.
• Waste material, lose construction material fuel, paints, emulsions and such raw
material shall be stored in paved area only in covered condition
• Oil spill kits shall be provided at the project site for cleaning the spills, if any
• Measures shall be taken to prevent their spillage and mechanism for immediate
clean-up shall be developed in case of spillage
• Proper waste management system shall be followed at site for municipal waste,
hazardous waste and e-waste management
• Proper drainage will be provided for collection of wastewaters from construction
site, to avoid stagnation of water
• Ground water resources are proposed to be augmented by artificially recharging
ground water aquifers through collected rainwater from site.
Air Environment
Air quality will get impacted in the area during construction phase due to various
project activities including vegetation removal, site preparation, demolition of
structures, excavation and filling, Transportation and storage of raw materials &
debris, movement of construction vehicle, Operation of construction machinery &
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equipment and Operation of DG sets. All these activities have potential to

generate fugitive dust emissions. Majorly pollutants will be dust, SO2, NO2 & CO.
Operation of DG sets, construction equipment/machinery and vehicles may also
generate the exhaust which affects the air quality of the area. Increased PM level
and dust generation may cause respiratory problems to the workers and other
people in the area. Spillage of Diesel, used oil, chemicals may result in emission
of VOCs in the air environment which will cause irritation in eyes, nose and
throat, difficulty breathing and nausea. Quantifications are made to calculate the
emissions due to transportation of construction material. Quantity of construction
material to be used is given in Table 4.2.
Table 4.2 : Construction Material Requirement

S. No. Building Material Unit Quantity
1. Sand MT 19000
2. Aggregate MT 60000
3. Cement MT 7600
4. Steel MT 2700
5. Bitumen MT 4100
Total Construction material Quantity in MT 93400
Capacity of truck 20
Nos. of Trucks 4670
No. of days of construction 456
No. of trucks/day (building material) 11
No. of trucks/day including other material 17
It is anticipated that material will be purchased from the vendors with an average
distance of approx. 100 km then the distance to be travelled by per truck in each
trip is 200 km. Emission load estimations are made for construction phase of the
project per day and are given below in Table 4.3.
Table 4.3 : Quantification of Pollution load due to movement of Trucks (per Day)
Parameter Nos. of Emission Pollution Average Emissions Emissions
trucks Factor Load Distance generated generated
(g/Km) * (g/Km) per to be per day During
day Travelled (kg/day) Construction
(km) in Phase
round trip (Tonnes)
CO 17 6.0 102 200 20.4 9.30
NOx 9.30 158.1 31.62 14.42
PM 1.24 21.08 4.216 1.92
SO2 0.15 2.55 0.51 0.23
HC 0.37 6.29 1.258 0.57
*Source of emission factors: ARAI, Pune and Study by TERI
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As per the baseline data assessment, it is found that all the parameters
monitored, i.e., PM10, PM2.5, SO2, NO2 and CO are well within the permissible
limit. Thus, the impact of increased emission will impact most the particulate
matter concentration in the area. Thus, measures shall be taken to overall reduce
the emissions due to the project to minimize impact on air quality. Suggestive
mitigation measures are given below.
Mitigation Measures
• Transportation of raw material and debris shall be done in vehicles covered with
tarpaulin cover and all the vehicles will have PUC certificate.
• Raw materials/debris/excavated muck shall be properly stacked and stored under
covered conditions at designated areas/storage yards. Debris/muck will be regularly
removed from the site for regular storage/disposal
• Locally available raw material will be preferably used.
• Existing connection of electricity will be taken for operation of machinery/equipment
and lighting at site and usage of DG sets (1 x 250 KVA) shall be minimal.
• Low Sulphur diesel only shall be used as fuel in DG sets. DG sets will be provided
with the stack height as per CPCB norms. DG sets shall be used only in case of
power failure
• Water sprinkling will be carried out at casting & storage yards, construction site,
loading & unloading area, approach road, haulage road, raw material storage area
and muck disposal sites. Flow rate of water sprinklers will be maintained to minimize
the run-off and for effective results
• Adequate parking area shall be provided for vehicle for loading & unloading so as to
prevent parking on the road and causing traffic jams and congestion
• Storage of raw materials like cement, sand, soil, etc. shall be done in covered sheds
or should be covered by tarpaulin cover.
• Vehicles and equipment shall be regularly checked for fitness/serviced and
maintained
• Green belt development will be started at the site during construction phase only
• Construction workers shall be provided with mask
• Vehicles entering the site shall be checked for PUC certificates
• Barricading the site shall be done for suppression of dust generation
• Covering the scaffolding shall be done to minimize dust generation
• Wheel washing arrangement shall be provided at entry/exit points
• Temporary road will be constructed and sprinkled with water for dust suppression
• Separate storage area with barricading for C&D waste management will be provided.
• C&D waste will be handled as per the Construction and Demolition (C&D) Waste
Management Rules, 2016.
Noise Environment
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Source of noise during the construction phase of project will be from construction
activities such as Demolition of existing structures, cutting of trees and vegetation,
excavation, foundation; operation of construction machinery such as vegetation removal
machinery, bulldozer, dumpers, back hoes, loaders, JCBs, concrete mixers, etc. Also,
there will be noise generation from movement of vehicles carrying material, loading &
unloading activities, operation of DG set, etc. However, magnitude of the impact will
depend upon the type and nature of the machinery, time schedule of operations,
construction method and management practices followed during activities. Noise
generation along with vibration may cause mental & physiological effects like
annoyance, headache, auditory impact, and increase in heartbeat of elderly people on
construction labours & nearby people. Though the effect of noise would be insignificant
during daytime, the residential area located at south-west boundary of the project site
which may get disturbed during the night-time. Noise levels generated during various
stages of construction and due to construction machinery and operational activities at
existing site are given below in Table 4.4.
Table 4.4 : Noise Level during various construction phase activities and from
construction machinery
Construction Phase and Equipment for Noise Level in dB(A)
Different Activities
Construction Stage
Demolition 99.3
Ground clearance 85
Excavation 90
Foundation 80
Pile driving 100
Erection 90
Finishing 90
Construction Machinery
Bulldozer 80
Front end loader 85
Dump Truck 94
Crane with ball 88
Scraper 89
Grader 85
Roller 74
Crane 83
Welding generator 82
Concrete mixer 85
Concrete pump 82
Concrete vibrator 76
Air compressor 81
Pneumatic rods 85
Paver 89
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Truck 88
Tamper 79
Backhoe 80
Generator 81
It is evident from the above table that operation of construction machinery & equipment
will generate high noise levels due to which it may affect the health of construction
labour and nearby residents if the adequate mitigation measures are not taken. Highest
noise level during construction phase may reach up to 100 dB (A). The following control
measures will be adopted to keep the ambient noise levels below permissible limits:
Mitigation Measures
• Provision and maintenance of thick tree belts (Non-fruit bearing trees) to screen
noise.
• Avenue plantation within the project area to dampen the noise.
• Proper maintenance of noise generating transport vehicles.
• Regular noise level monitoring shall be carried out for taking corrective action
• Regular maintenance of heavy earth vehicles may be adopted to reduce noise
levels.
• All the construction machinery and equipment used shall be provided with adequate
noise mufflers and noise suppression equipment. Proper lubrication and
maintenance of the machinery & equipment and vehicle will be carried out to
minimize the noise generation due to abrasion
• All noisy activities should be carried out during daytime only (9:00 AM to 10:00 PM).
No noisy works shall be undertaken during nighttime
• Casting yards, batching plants etc. will be located away from residential and
sensitive areas
• Self-compacting concrete will be used in place of consolidating the concrete by
means of vibrators or hand consolidation due to which there will be minimal or
negligible noise and vibration generation
• Temporary noise shields shall be provided all around the heavy noise making
activities.
• Noise level from loading & unloading of material will be reduced by usage of various
types of cranes & placing material on sand or sandy bag beds.
• Noise monitoring shall be carried out to ensure the effectiveness of mitigation
measures and develop a mechanism to record and respond to complaints on noise.
• Adequate parking space will be provided at the project site to minimize the honking
requirement due to congestion and jams and restricting the speed limits.
• Job rotations will be practiced for workers, working in noisy environment.
• Protection devices (earplugs or earmuffs) shall be provided to those workers who
cannot be isolated from the source of noise and reducing the exposure time of
workers to the higher noise levels by rotation.
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• OSHAS guidelines shall be followed for maintaining noise exposure levels of the
construction workers. As per occupation standards, workers’ exposure to 90 dB(A)
noise level should not be more than 8 hours. OSHAS guidelines shall be followed for
exposure to specific noise levels for workers and are listed in Table 4.5.
Table 4.5 : OHSAS Noise Exposure Limits for The Work

Environment
Noise Levels in dB(A) Permissible Exposure (hours & minutes)
85 16 hrs
90 8 hrs
96 3 hrs 30 minutes
102 1 hr 30 minutes
108 40 min
115 15 min
121 6 min
127 3 min
130 1 min
Source: Marsh, 1991, p.322
Ecology & Biodiversity
Impacts are anticipated on ecology as the project involves removal of vegetation
and cutting of trees. There are approximately 583 no. of trees located within the
proposed site that will be cleared after taking permission from concerned
authority. Planning shall be done in order to minimum cutting of trees.
Cutting of trees will overall impact the environment. Impacts can be significant if
proper mitigation measures are not taken. Construction activities generate dust
and this dust when get settled on leaves may impact the photosynthesis capacity
of the plants. Also, Vehicular emission like NO2, NO etc. can inhibit the growth of
plants and pre-mature leaves senescence. Due to noise generation fauna may
get disturb resulting in their relocation and thus reducing the biodiversity of an
area. Thus, measures shall be taken to minimize the impact as given below
Mitigation Measures
• Tree will be cut/transplant only after getting approval from the forest department.
• Compensatory plantation shall be done in ratio of 1:10 with consultation of forest
department and DFO.
• Construction sites, casting yards, storage yards etc. shall be regularly sprinkled
with water for dust suppression
• Barricading will be done all around the project boundary to reduce noise and
dust.
• The EMC personnel would be trained to be sensitive to this rare issue
• Extra height barricading shall be done towards residential area.
• No debris/construction waste shall be disposed-off in any water body in the area
or any other vegetated land
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• Workers and staff at the site shall be clearly instructed about not harming any
animal or bird or removing vegetation or cutting any tree for any purpose from the
site and nearby area
• Entire activity area shall be barricaded so as to prevent trespassing of any animal
• No toxic or poisonous substance shall be stored in open which can be
consumed/spilled by any fauna
• Greenbelt will be developed along the city side
• All project activities shall be undertaken with appropriate noise mitigation
measures to avoid disturbance to human as well as faunal population in the
region.
• Activities generating high noise shall be restricted to daytime and will be
mitigated to minimize the noise level outside the site boundary.
Socio-Economic
Project development involves transportation of material and construction
activities. Construction activities have their impacts on surroundings like
unpleasant view, increased traffic, increased noise, emissions, waste generation
& piling of waste etc. All these have impacts on the society. However,
construction phase will generate employment options for skilled and unskilled
labour. Following measures should be taken to minimize the negative impacts on
society.
Mitigation Measures
• Mitigation measures proposed for pollution control shall be adequately followed
• Hygienic conditions shall be maintained at site by provision of dust bins at site for
collection of waste, regular cleaning of site, provision of toilets at site, regular
disposal of construction spoils, avoiding stockpiling of construction material at
site etc.
• Barricading the site shall be done to obstruct the unpleasant view.
• Water ponding shall be avoided at the site as it encourages breeding of
mosquitoes.
• Clean drinking water facility shall be provided for construction labour.
• Toilets and bathing facility shall be provided at the site to prevent open
defecation and unhygienic conditions at site.
• Proper drainage and wastewater collection shall be provided at the site.
• Adequate disposal of sewage generated from toilets and bathrooms shall be
provided.
• Dustbins shall be provided at site for collection of waste and workers shall be
made aware for using the dustbins.
Construction activities involve various risks for construction labour like slip, fall,
fire, collapse of structure etc. Accidents at construction site can be fatal not only
for workers but for the residents of nearby areas. Following measures should be
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taken to minimize impact on socio-economic environment. Following are the

occupational health & safety management plan which shall be followed:
• Provision of PPE to the workers like helmets, safety jackets, masks, ear plugs,
gum boots etc.
• Adequate illumination should be provided at site and in labour camps, if any
• LPG shall be provided as fuel and no open burning of fuel should be carried out
at site
• Structure design of building should be as per NBC, 2016. Good quality
construction material shall be used for construction to prevent any collapse of
structure
• Quality supervisor shall be available at site to ensure the quality of raw material
and the structures constructed
• EHS supervisor shall be deputed at site to ensure the healthy and safe
environment at workplace
• Workers shall be given training at the site for safety for handling the construction
material and equipment
• Fire-fighting facility shall be provided at the site and workers should be trained to
handle such emergency conditions
• Entry to the fuel storage area and electricity meter area shall be restricted
• Cautionary notice shall be provided for safety and no entry in areas associated
with the risks.
Solid & other Waste

Solid waste expected to be generated during construction phase will comprise of
excavated materials, used bags, bricks, concrete, MS rods, tiles, wood etc. Apart
from this some quantity of municipal waste may also generate from labour
camps. 30 kg/day solid waste generated from construction labours. This waste is
required to be collected segregated and disposed in manner that it does not
mixes or polluting air, water and soiling environment.
C&D Waste Management:

There will be demolition of existing development of area 1218.98 m 2 that
currently covers powerhouse, sub-station, residential quarters, dog kennel,
overhead tank and storerooms. Quantification of construction waste material to
be generated from demolition of structure is given in Table 4.6.
Table 4.6 : Quantification of Construction waste material to be
generated from demolition of existing structure
Construction waste Total construction waste Waste (MT)
material generated (MT)
Soil, Sand & Gravel 0.35 38823

Bricks & Masonry 0.3 33227
Concrete 0.25 27731
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Metal 0.05 5546

Bitumen 0.02 2263
Wood 0.02 2263
Other 0.01 1109
Total 111012
Impact identification & evaluation

• The indiscriminate disposal of solid waste generated on site can adversely affect
the surface water quality. The organic matter in solid waste can enhance the
biochemical oxygen demand of the surface water body and lower the dissolved
oxygen, thus affecting the surface water ecosystem as a whole. The impact could
thus be short-term and reversible.
• The possible adverse effects on groundwater quality due to solid waste can
result from irresponsible dumping. However, disposal is most likely to occur on
the ground surface and hence the effects on groundwater quality and quantity
could be negligible.
• If solid waste generated on site is stored in unregulated locations, it can lead to
leach ate and other components of the decomposing solid waste to penetrate the
soil surface, leading to the deterioration of soil quality at the project site. Solid
waste generated on site if allowed to accumulate without a proper disposal site
and proper management, will adversely affect the aesthetics of the project site.
However, with proper mitigation measures in place, the impacts could be short
term and reversible.
• Sanitation impacts will arise from uncontrolled collection and disposal of the
generated solid waste. If left unattended, waste can decompose leading to foul
odour. There is also a possibility of the spread of disease through vectors and
other pests at unregulated solid waste mounds. If a control measure is put in
place, the impacts could be short term and reversible.
• The unregulated collection and indiscriminate disposal of generated solid waste,
if unchecked can create a huge public health problem. If left unattended, solid
waste can lead to vectors and disease, all of which could result in a medium to
long term but reversible impact, depending on the control measure adopted.
• Solid waste generated on site if allowed to accumulate without a proper disposal
site and proper management, will be an eye sore and adversely affect the
aesthetics of the project site. Hence the impact could be short term but
reversible.
• Handling, movement and storage of hazardous wastes could cause occupational
health and safety issues to the staff and workers involved in the facility.
Mitigation Measure:
• Dustbins shall be provided at site for collection of municipal waste. Municipal
waste will be segregated into compostable and recyclable waste. Compostable
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waste will be disposed off to Municipal Waste Disposal Site and recyclable waste
will be given to approved vendor.
• Construction debris is bulky and heavy and re-utilization and recycling is an
important strategy for management of such waste. As concrete and masonry
constitute the majority of waste generated, recycling of this waste by conversion
to aggregate can offer benefits of reduced landfill space and reduced extraction
of raw material for new construction activity.
• Construction sites are sources of many toxic substances, such as paints,
solvents, wood preservatives, pesticides, adhesives and sealants. Hazardous
waste generated during construction phase shall be stored-in sealed containers,
labeled, and disposed of as required by the Hazardous Wastes (Management)
• Construction waste will be segregated into inert, recyclable/reusable and
discarded material. Majorly waste will be used within the site for site leveling and
construction of roads. Recyclable material will be sold to authorize dealers. Re-
usable material will be stored under covered conditions at site and reject will be
disposed off at the designated locations by local body. C&D waste management
rules 2016 will be followed.
• Hazardous waste like used oil from DG sets and machinery shall be stored in
sealed containers and shall be disposed off through authorized agencies only
• Waste storage shall be done on paved surface and covered area only
• Waste carrying vehicles shall not be overloaded and shall be always covered
• Construction and Demolition Waste will be reused for backfilling to major extend
and rest will be sent to C&D Waste site. Hierarchy showing Disposal of C&D
waste is given in Figure 4.1.
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Figure 4.1 : Hierarchy showing Disposal of C&D waste

4.6. Impact during Operation Phase
Land Environment
No impact is anticipated on land use & topography during operation phase. After
Development, land will be well leveled, and landscaping will be done to improve
aesthetics of the area.
Effective land use planning around the airports will be done in cooperation with
Development Agencies, Authorities, Public Transport Departments with a focus
on enhanced connectivity to Airport and dedicated services to airport which will
enable smooth airport operations with reduced environmental footprints and will
be beneficial for sustainable aviation.
Soil Environment
Soil erosion may happen, if open areas are left without paving or plantation.
Thus, it is required to either pave or green the open areas. Soil may get
contaminated, if sewage is disposed of on the soil, littering of municipal waste, e-
waste and spillage of HSD, oil and fuel. Thus, best management practices shall
be adopted to avoid the contamination of soil. Mitigation measures are listed
below:
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Mitigation Measures
• Proper municipal solid waste collection, management, treatment and disposal
system shall be followed for management of solid waste. Municipal waste shall
be segregated at source into compostable waste, recyclable waste and inert
waste by provision of three colour bins. A separate storage room for municipal
waste shall be provided at site with storage capacity of 2-3 days. Compostable
waste shall be treated within the site in organic waste convertor, recyclable waste
shall be sold to the vendors and the inert fraction shall be disposed through the
local agencies in area on daily basis.
• Solid waste collection and disposal area will be paved area to avoid
contamination of soil through leachate.
• A room shall be provided at site for storage of e-waste and e-waste shall be sold
off on regular basis to authorized vendors only.
• Fuel, Waste oil from Aircrafts, machineries, DG sets and aircraft maintenance
area shall be stored in HDPE containers and stored in isolated paved areas.
These paved surfaces will be provided with the drains and oil interceptors
installed in the drains. It shall be sold to authorized vendors on regular basis.
• Water less cleaning will be done wherever spill occurs to avoid runoff of water
• No left-over construction debris or material should be stored at site
• Sewerage generated shall be collected from whole airport through separate line
and treated in proposed STP and no sewerage shall be disposed off on the land.
• No area shall be left excavated or open after any repair & maintenance works
• Hazardous waste, if any should be stored, managed, transported and disposed
as per Hazardous & Other Waste Rules, 2016
• Authorization shall be obtained from SPCB for generation of hazardous waste.
Water Environment
Water Resources & Waste Management
The total water requirement of airport will be 845 KLD. Out of total, 357 KLD
freshwater will be met by Nagar Nigam Supply. Freshwater will be used for
domestic usage and HVAC Cooling make up in the airport premises. Total
wastewater generation will be 514 KLD that will be treated in proposed Sewage
Treatment Plant of capacity 600 KLD. Approx. 488 KLD treated water will be
generated from STP treatment that will be reused in the airport for flushing,
HVAC Cooling, gardening and miscellaneous purposes. Fresh water will be met
through Municipal Supply. Thus, it is required to adopt measures for water
conservation to minimize the water requirement.
The wastewater can deteriorate the surface water quality of nearby water body
by increase in the no. of pathogens, BOD, COD, TSS, etc if not disposed off
properly. Thus, wastewater of 530 KLD will be treated in proposed Sewage
Treatment Plant of capacity 600 KLD. Approx. 504 KLD treated water will be
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generated from STP treatment that will be reused in the airport for flushing,
HVAC Cooling, and gardening purposes. It will be a
“Zero-liquid Discharge Project”.

Due to project development, paved areas may increase which can in turn
increase run-off generation from project site which may affect the surface
hydrology of area. Thus, it is proposed to collect the storm water from the site
and utilized for recharging ground by providing 6 rainwater harvesting pits.
Measures proposed to be adopted for minimizing water requirement and
wastewater management are given below
Mitigation Measures
• Dual plumbing system shall be provided so as STP treated water can be re used
for flushing, HVAC Cooling, and gardening purposes.
• Dip irrigation system will be adopted
• Dry cleaning will be adopted in the airport.
• Lavatory waste from Aircraft will be treated in in-house STP.
• Adoption of water conservation measures like usage of low flow taps, provision of
dual flushing cisterns, tap aerators, sensor-based taps in commercial area, ultra
low flow urinals in commercial area, low faucet taps, auto control valves and
pressure reducing devices
• Adoption of automatic alarm system for controlling overflow of tanks
• Provision of flow meters to account for the water usage and keeping regular
check on the water usage pattern as it helps in identifying major water leaks/loss.
• Provision of proper leak detection and repair system
• Pipelines and tanks shall be cleaned and maintained properly on regular basis
• Provision of storm water collection from roof area, paved and unpaved area,
storage and recharging pit at the site for recharging ground water.
• Runoff from fuel storage, maintenance area and taxiway area will be channelized
to storm water line through oil interceptors.
• Separate storage area will be provided for solid waste management to avoid
mixing of leachate with runoff or wastewater.
• Water audit will be done to conserve water
• Regular cleaning of rainwater harvesting pit through agency will be done.
• Piezometer will be installed with rainwater harvesting pit for assess ground water.
Surface & Ground water Quality

Surface or ground water may get polluted, if wastewater/sewage generated from
project site is disposed off in canal/drain in ground or on land without treatment.
Also, due to spillage/leakage from the aircraft the chances of contamination of
surface water as well as ground water increase. Impacts on Ground water and
surface water quality can be due to mixing of contaminated run-off, oil, etc from
the project site into recharge pit/drain/canal.
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Mitigation Measures:
• STP is proposed to be constructed at site to treat the sewage..
• An agency shall be hired for operation and maintenance of STP.
• No treated or untreated sewage will be disposed off in any water body or land.
• Oil spill kits shall be provided at the project site for cleaning the spills, if any
• Measures shall be taken to prevent their spillage and mechanism for immediate
clean-up shall be developed in case of spillage.
• Proper waste management system shall be followed at site for municipal waste,
hazardous waste and e-waste management
• Regular monitoring for performance of STP shall be done. Standards given by
MoEF&CC will be complied.
• Runoff from fuel storage, maintenance area, taxi way area will be channelized to
storm water line through oil interceptors
• Usage of only bio-fertilizers/bio-pesticides in green area so as to minimize the
contamination of run-off with any chemical
• Site shall be kept clean and proper system for waste management shall be
adopted to mitigate exposure of run-off with waste
• All the open areas at site shall be paved or green to minimize sedimentation of
run-off.
• Rainwater harvesting pit will be provided with Oil & grease tap.
Air Environment
There are different sources of air pollution during operation phase of airport which
directly and indirectly affects the atmosphere. Air emissions include dust, SO2, NOx, CO,
HC, VOC, PM10& PM2.5 and other Pollutants. VOCs may generate from fueling which
may degrade the ambient air quality and also cause eyes irritation, acute respiratory
disorders and may also affect the immune system of the people living nearby and also of
the workers. Increased level of air pollution in certain states of India may result in
operational constrains and reduced international travels and tourism; it may also lead to
low visibility situations around the airport. The different source of Air Pollution in an
Airport is given below in Table 4.7
Table 4.7 : Source of Air Pollution in an Airport
Source Category Specific Source
Aircraft and APU Ground (reflecting taxi-idle, delay)
Ground to 3,000 ft (reflecting takeoff, climb out, and
approach)
Above 3,000 ft
Aircraft engine tests
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Source Category Specific Source

GSE Emissions may be reported in aggregate, but data
collection requires knowledge of different types of GSE
used by airport operators (snow removal, maintenance
equipment, etc.) versus tenants (baggage tractors, belt
loaders, cabin service trucks, etc.)
Parking Facilities and Vehicles transporting passengers (private autos, taxis,
Roadways (GAV) vans, shuttles, rental cars, etc.), and vehicles using
airport parking
Vehicles transporting airport and tenant employees,
including vehicles in employee parking lots
Vehicles transporting cargo
Airport-owned vehicles
Stationary Airport facility boilers, heaters, and generators
Sources/Facility Fuels used by food concessions
Power Maintenance activities
Electrical consumption
Training Fires Fuel usage for planned training activities
Construction Vehicles consuming fuels during the construction
process
Waste Management Waste recycled, waste landfilled, etc.
Other All other sources such as local on-airport companies
with industrial processes, farming activities, etc.
For Aircraft emission, the FAA indicated on a mass basis, emissions are “composed of
about 70% CO2, a little less than 30% H20, and less than 1% each of NOx, CO, SOx,
VOC, PM and other trace components including Hazardous Air Pollutants”. Most of the
emissions are emitted during cruise “Cruise” (above 3,000 ft [914.4m]) including about
90% of the CO2 emitted and 70% of the CO emitted (FAA, 2005, p.1.). Globally, between
18% to 44% of aircraft emissions are emitted in the stratosphere (Gettelman &
Baughcum 1999). In addition to this, Airport emits green house gases (GHGs) like
Carbon dioxide (CO2), Methane (CH4), Nitrous oxide (N20), Sulfur hexafluoride (SF6),
Hydroflurocarbons (HFC) and Perflurocarbons (PFC). These GHGs generally represent
the most notable GHGs bases on a combination of the quantity of pollutant emitted and
potential for exerting climate change effects. For aviation, emission of HFC and PFC are
less significant because these compounds are generally emitted from industrial
activities. They can be emitted from airport activities associated with use of refrigeration
and fire extinguishers only.
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In addition to the direct emissions, consideration can often be given to the other
following pollutants that have the potential to exert climate change effects: water vapor
(H2O), particulate matter (PM), sulfur oxides (SOx), oxides of nitrogen (NOx), carbon
monoxide (CO), and nonmethane volatile organic compounds (NMVOC). These
pollutants can produce some direct effects, but their main contributions are as
precursors for indirect effects.
The direct effects that H2O exert tend to be dominated by the normal, natural hydrologic
cycle (rainfall, evaporation, etc.). However, water vapor still may have an important
effect, especially for direct emissions into the stratosphere as occur for some aircraft
flights. Similarly, the effects produced by PM species (i.e., black carbon or soot and
sulfate aerosols) can be important. SOx adds to this effect since it can react in the
atmosphere and form sulfate aerosols. NOx can also produce nitrate aerosols.
Different activities & Methods are considered to quantify the emission due to the airport.
Few are given below
GHGs emission from Aircraft

As the CO2 emission is the highest due to aircraft movement and is main source of
climate change. Therefore, evaluation has been focused mainly on Carbon Dioxide.
Most of the emissions calculation for each source is based on estimating or obtaining
fuel use (or activity) information and then multiplying by the appropriate GHG emission
factor as follows:
Emissions = (fuel use or activity) x (emission factor)2
Quantity of fuel to be used by aircraft at proposed airport has been estimated to
meet the predicted aircraft operation volume.
Per day uplift of fuel is estimated as 64 KL/day ~ 16907 gallon/day

Emission Factors given by USEPA’s3 Climate Leaders (USEPA 2005) and EIA (2008)4
for Jet A fuel are given below in Table 4.8 and GHGs emission from aircraft movement
is given in Table 4.9.
Table 4.8 : GHGs Emission Factor of the Jet A Fuel
Type of CO2 CH4 N2O
Fuel Emission Emission Emission
Standard Standard Standard
(g/gallon (g/gallon (g/gallon
fuel) fuel) fuel)
Jet A Fuel 9568.53 0.27 0.11
2
Guidebook on Preparing Airport Greenhouse Gas Emissions Inventories (2009) - http://nap.edu/14225
3
United States Environmental Protection Agency (USEPA). Climate Leaders Greenhouse Gas Inventory Protocol–
Design Principals.Washington, D.C. May 2005.
4
Energy Information Administration (EIA). Voluntary Reporting of Greenhouse Gases Program, Fuel and Energy
Source Codes and Emission Coefficients. http://www.eia.doe.gov/oiaf/1605/coefficients.html. Washington, D.C. 2008.
133
Table 4.9 : GHGs Emission from Aircraft Movement

Source Max CO2 CH4 N2O
Fuel Emission Emission Emission
/day (MT/day) (MT/day) (MT/day)
(gallon)
Aircraft 16907 161.775137 0.004565 0.00186
The above emissions from aircraft is in atmosphere during its overall journey i.e., arrival
to Destination including LTO cycle (Ground to 3,000 ft (reflecting takeoff, climbout, and
approach) and Cruise (above 3,000 ft). Figure Showing LTO Cycle and Cruise is given in
Figure 4.8.
Figure 4.2 : LTO Cycle and Cruise

Landing and Take Off (LTO) cycle emissions have a direct impact on local air quality,
and impact the health of the people living in the vicinity of airports. Therefore, evaluating
GHGs gas emission during LTO cycle is necessary to take corrective action for
improving air quality. As per Publish paper “Good Practice Guidance and Uncertainty
Management in National Greenhouse Gas Inventories”5, the assumption is made that
10% of the fuel is used in the LTO phase of the flight. Hence fuel consumption during
LTO phase is 10% of 16907 gallon/day ~ 1690.7 gallon/day. The GHGs emission during
LTO cycle is given in Table 4.10.
Table 4.10 : GHGs Emission during LTO cycle form aircraft
Source Max CO2 CH4 N2O
Fuel till Emission Emission Emission
2030/ (MT/day) (MT/day) (MT/day)
day
(gallon)
Aircraft 1690.7 16.1775137 0.000456 0.000186
5
Good Practice Guidance and Uncertainty Management in National Greenhouse Gas Inventories - https://www.ipcc-
nggip.iges.or.jp/public/gp/bgp/2_5_Aircraft.pdf- Page 95
134
As per DGCA, India “Carbon Footprint of Indian Aviation 2013” report, it is

expected that domestic and international passenger traffic will continue to grow
at rates of 12% and 8% respectively and that India will become the 3 rd largest
aviation market in the World by year 2020. The expected CO 2 emission may
reach to 28,000,000 tons by 2020 in absence of reduction measures. Hence as
per above calculations, Gwalior Airport will only contribute about 0.2-0.3% of CO2
emission or less in a year.
Environmental Impacts and their most relevant heights above ground level (AGL)
is given in Figure 4.9.
Figure 4.3 : Environmental Impacts and their most relevant heights AGL
Mitigation Measures
As the Market of Aviation sector in India is growing, the emission of GHGs in

atmosphere is growing. India’s total carbon emission from aviation represents
less than 1% which is significantly lower than the global average. However, it is
necessary for both Airport operator and Airlines to take action to decrease the
Carbon emissions. Some initiative taken by Airline and Airport are given below
which may be followed at Gwalior Airport and Airlines in future to decrease the
GHGs emissions:
I. Airline Initiatives6:
Fuel cost of any airline is the largest constituent of their operational cost and any
saving in fuel cost leads to decrease in the total operational cost with an addition
benefit of reduction in carbon emissions as well. With this objective, airlines have
started adopting following measures that help them in reducing their fuel
consumptions leading to reduction in carbon emissions too:
6
ICAO-Working Paper- Assembly -39th Session
135
• Up gradation of aircraft fleet through renewal and engine modernization program

for better fuel efficiency.
• With a view to further improve fuel efficiency; airlines have started looking
towards new aircraft models with state-of-art technologies and more fuel efficient
engines that may result in substantial reduction in emissions in future
• Engine core water wash at regular intervals to increase fuel efficiency;
• Use of Computerized Fuel Plan (CPF) as conservative criteria for computing fuel
requirements for a flight path;
• Usage of APU has been replaced by ground electrical power and air
conditioning by airport based support system;
• Airlines have also adopted “Single Engine Taxi–in/out” policies and procedures
specific to their operations;
• Airlines have adopted delayed deceleration approaches with aircraft kept in
clean aerodynamic configuration during the approach phase of flight to reduce
fuel burn;
• Usage of New Flight Planning System leading to preparation of flight plans by
optimizing the routes and provides cost effective routing for every flight.
• Usage of Electronic Flight Bags (EFB) is a major initiative towards paperless
cockpit leading to weight and fuel saving in everyday operations.
II. Airport Initiatives:

Airports in India are committed to conduct its business in an environment friendly
and sustainable manner by minimizing the impact of their activities on the
environment through optimization of natural resource utilization and energy
consumption resulting in reduced emissions. Energy conservation and renewable
energy development along with emission reduction is an integral part of their
business strategy towards achieving credibility and sustainability in the aviation
business. Airports in India have identified the emission sources from airlines and
other business units operating within the premises of the airports and started
working to minimize them such as on-site fuel consumption and electricity
consumption, etc. With this objective, airports have started adopting following
measures to reduce emissions:
• Adoption of Carbon Accounting & Management System (CAMS) for reducing

airports GHG emissions which is based on the guidelines provided in the ISO
14064-1 for quantification and reporting of greenhouse gas emissions and
removals. Airports are also using Environment Management System (ISO
14001), Energy Management System (ISO 50001:2011) and Green House Gas
Reporting (ISO 14064) mechanism which helps them to develop and implement
policy, objectives and action plans taking into account legal and other
requirements for GHG reduction.
• Participation in Airport Carbon Accreditation Programs at various levels for
emission reduction.
136
• Participation in Leadership in Energy and Environment Design (LEED) with an

objective to reduce pollution & waste management, provision for eco-friendly
vehicles, use of recycled water, energy-efficient electric lighting, etc.
• Use of advanced aerobridges fitted Fixed Electrical Ground Power (FEGP) and
Preconditioned Air (PCA) in order to minimize aircraft and vehicular pollution at
the airport and prevents the use of APU at parking bay.
• Use of dedicated Compressed Natural Gas (CNG) vehicles and electrically
operated baggage tugs and buggies for transport of baggage, cargo and
passenger in the apron, cargo and passenger terminal building.
• Installation of solar power plant at airside premises and solar water heaters at
the terminals in order to promote renewable energy use.
• Continuous Descent Approach (CDA) and Continuous Decision Making (CDM)
procedures to reduce taxi time leading to fuel saving
• As of now, Bangalore, Hyderabad, New Delhi and Mumbai airports are members
of Airport carbon Accreditation and have been accredited at different levels such
as Optimization and Reduction levels.
Other Measures to be adopted at Airport:

• ICAO emission standards will be maintained at the airport
• Efforts will be done to reduce the use of fuel in order to save money and reduce
emission
• Single engine taxing will be adopted at the airport
• Engine will be shut down during idling
• Airport will be designed in order to reduce the taxing length of aircraft
• CNG or electric operated vehicles will be priorities in ground support facility.
• All efforts will be done to reduce the carbon footprint
• Proper signage will be displayed at the airside for movement of vehicles and
aircraft
• Low Sulphur Diesel will be used in DG set
• Multi-model connectivity will be provided in the upcoming years to reduce
vehicular emission
• Regular Vehicle pollution check will be done for vehicle used in airside
• Proper traffic management plan will be prepared to ensure no traffic congestion
at internal terminal road.
• Green belt shall be developed.
• Stack height to the DG set as per CPCB guideline will be provided
• Wide access pathways and sufficient nos. of exit & entry shall be provided to
minimize the congestion.
• All measures will be adopted to reduce fugitive emission during handling and
refueling of fuel.
• Continuous Air Monitoring system will be installed at Airport.
137
III. Air Navigation Services Initiatives:

• India has launched the Future India Air Navigation System (FIANS) initiative,
which is based on projects in the fields of communication, navigation and
surveillance. Indicative projects include implementation of Performance Based
Navigation (PBN), use of Automatic Dependent Surveillance-Broadcast (ADS-B),
harmonization with international systems, human resources development and
training, etc. PBN roadmap has been developed and several projects have
already been launched. For example, PBN implementation at some airports has
already reduced flight distance resulting in fuel saving. In future, more emphasis
will be given on PBN and ATM related technical issues to further streamline
congestions at airports and airspace, avoid delays at runways for take-off and
landings, etc.
India has launched GPS-aided geo augmented navigation (GAGAN) satellite-based

navigation system which has been jointly developed by Indian Space Research
Organization and Airport Authority of India and certified by the DGCA. The system
provides improved efficiency, direct routes, approach with vertical guidance at runways,
reduced workload of flight crew and air traffic controllers, increased fuel savings and
reduction in carbon emission for the benefit of environment.
Noise Levels
During operation of an airport, movement of aircraft and vehicle are the main line source
of noise pollution and impact in the broad area. The impact of other source of noise
pollution like DG sets, motors, GSE, etc is limited to the premises only. Noise from
aircraft depends upon type of aircraft, daily air traffic, meteorology of the area, technique
of takeoff and landing, LTO cycle, etc. Aircraft noise near airports poses major health
and environmental risk raising public concerns. Noise may cause speech interference,
annoyance, hearing impairment, increase in heartbeat/ blood pressure of the human.
Noise due to Aircraft Traffic
In Noise Propagation Model, the sound pressure level generated by noise sources
decreases with increasing distance from the source due to wave divergence. An
additional decrease in sound pressure level from the source is expected due to
atmospheric effect or its interaction with object in the transmission path. For
hemispherical sound wave propagation through homogenous loss free medium, noise
levels at various locations can be calculated due to different sources using the inverse
square law.
Simulation of noise levels from the aircrafts has been considered as a stationary
point source at the following major positions:
• Take Off
• Taxiing Along the Runway (at the central point)
• Landing on the Run-way
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Considering the maximum certified noise of 90 dB(A) measured at a reference distance

of 20m during ground operation (Reference: ICAO Manual on Aircraft Noise) the noise
levels have been predicted using the Inverse Square Law. The predicted noise levels at
different contour intervals are given in Table 4.11.
Table 4.11 : Predicted Noise Levels due to Aircraft Traffic
Distance (m) Predicted Noise
Levels, dB(A)
20 90
30 86
50 82
100 76
200 70
300 66.5
400 64
500 62
600 60.5
700 59.1
800 58
900 56.9
1000 56
2000 50
3000 46.5
5000 42
10000 36
Measures proposed to be adopted for minimizing Noise pollution are given

below:
Mitigation Measures
• DGCA/MOEF&CC/ICAO standards and procedure shall be adhered.
• Noise mapping study shall be carried out as per DGCA requirement to assess
the existing noise loads and the population affected. Further noise management
action plan will be made.
• Planning shall be done to minimize the use of Ground Power Unit (GPU) and
Auxiliary Power unit (APU) during aircraft parking at bay.
• Restriction to the noisy aircrafts.
• Restriction for use of thrust reverse while landing of aircraft, the flight crew shall
have the final authority to decide on use of thrust reverser on case to case basis.
• It will be ensured that, engine run-up is done at a specific location only marked
by the airport operator.
• It will be ensured that, aircraft operator is following use of noise preferential
routes to avoid noise-sensitive areas on departure and arrival.
• Proper scheduling of the aircraft to minimize the noise level.
• Switching off engine during idling.
139
• DG set will be placed in acoustic enclosure with anti-vibration pads to reduce

noise and vibration from DG sets.
• Proper maintenance of Ground support equipment, vehicles.
• Ear plugs/mufflers will be mandatory for workers, working in noisy areas.
• Double Glazed glass will be used in Terminal building to reduce noise
• Sufficient oiling and lubrication will be done to all the parts of the machineries to
ensure that minimal noise is generated.
• Continues ambient noise level monitoring system will be installed at the airport
• Proper traffic management plan will be prepared to ensure no traffic congestion
at internal terminal road.
• Green belt will be developed around the city side, near terminal building and
along the roads.
• Signage for no honking will be displayed.
• Noise adsorption material will be used for construction of terminal building and
other development area.
• Noise barrier will be installed wherever possible and required.
• Policy for timely maintenance of aircraft will be given to stakeholders.
• Pumps to be installed with STP, water supply system, sewage system, storm
water system etc. shall be provided with noise mufflers so as noise during
operation is minimal and shall be enclosed in acoustic enclosure to minimize the
noise.
• Regular repair & service of the pumps and machinery to minimize the noise
generation.
•
Ecology & Biodiversity
Due to various sources of air & noise pollution from airport, it can affect the
ecosystem. Increased noise due to aircraft will cause disturbance of existing avi-
fauna, however, avifauna is not restricted to one place for a long time, and thus it
will not result in their displacement. The birds and other animals present around
the Airport will get discomfort for a short spell of 2 – 5 minutes for every landing
and take-off. Increased dust and pollutant can lead to climate change which
eventually will result in decrease in plant/tree cover. All measures to balance the
ecosystem will be adopted.
Compensatory plantation shall also carried out for each tree cut in ratio of 1:10 or
as per the NOC issued by the Forest Department. Thus, cutting of trees will
overall impact the environment. Impacts can be significant if proper mitigation
measures are not taken. Therefore, few measures are proposed to adopt to
mitigate the adverse impact are given below
Mitigation Measure:
• Green belt and green area will be developed along the terminal building, road
side and parking area.
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• It is planned to develop strong avenue planting in greenbelt with lower level

shrubs and street furniture in footpath. All road verges and medians shall be
landscaped by providing dwarf trees and hedge, which will be pruned regularly to
shape or allowed to grow naturally
• Compensatory plantation in ratio of 1:10 will be done to reduce impact of cutting
trees
• Plants will be selected in order to avoid bird strikes, non-fruit plants will be
planted
• The EMC personnel would be trained to be sensitive to this rare issue.
• Noise level contouring and identification of areas in the takeoff and landing
sections.
• The most effective method of mitigating noise sources - other than cessation of
the source activity or use of source controls would include installation of sound
barriers or also called noise barrier or sound wall or sound berm or acoustical
barrier.
• Discussion with people concerned over the runway operation and noise level
reduction and execution of mandatory activities of DGCA and ICAO.
• Plantation will be done at the airside, wherever possible.
• No-untreated water will be used for watering
• If any animal trapped in the airport zone, will be handover to the forest
department
• All measures will be adopted to keep birds away from the airside zone.
Socio Economic
The development of the proposed airport will induce economic and social
benefits to the people in the project influence zone. Economic development not
only in the direct influence area, but also for the surroundings and would
generate employment opportunities. The employment opportunities will grow
steadily resulting in more demand of skilled, educated and un-skilled people
thereby increasing the standard of education in nearby villages. The commercial
development such as budget hotels, office space, retail outlets, food-courts,
multiplexes and market zone shall lift the socio-economic status of the area. The
aviation industry itself is a source of considerable economic activity, creating jobs
that directly serve passengers at airlines, airports and air navigation services
providers. These include check-in, baggage handling, onsite retail, cargo and
catering facilities. These could be a push for people in the project influence area
to scale up their primary education enrolment for women and children, to cater to
the requirement of new works and employment opportunities that will be created
by the airport as well as its allied services like the hotel industry, transport,
tourism, etc.
Impacts due to land acquisition, which could have directly affected people
holding private land and having structures on such, land is not envisioned for this
proposed project. The parcel of land has been limited to government held lands
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and will only result in the transfer of land from one government department to
another and not acquisition. There are no affected families or person for the
proposed project. Thus, the project is anticipated to have positive impacts on the
socio-economic environment
However, due to operation & maintenance there may be various risks for the staff,
passengers and other nearby people. The risks associated are accidents accident of
people, collapse of structures, fall/slip while working, electrical shocks, electrical fire, fire
in DG sets & fuel tanks, health impact due to air & noise pollution etc. Various safety
measures are proposed to be followed which should be taken to prevent the accidents
and near miss.
Mitigation Measures
• All the staff shall be given training for carrying out the work assigned keeping the
safety as priority.
• All staff shall be provided with personal protective equipment like ear
plugs/mufflers, masks, gloves, etc as required.
• Periodic inspection of PPE should be done to ensure that they are in proper
condition by keeping the records
• All OSHAS guideline will be followed at the airport
• Medical Tests shall be undertaken for workers working in highly noisy area.
• Health check-ups shall be undertaken for workers every year
• Proper signage about the stations, entry, exit, fire exit, directions, safety
messages, conservation of energy & water, non-spitting, non-littering, restricted
entry etc. should be provided at all the place to make the passenger and staff
about the risks involved and required safety measures to be taken
• Walking on the runway will be restricted
• Proper guards/safety provision shall be made. Entry beyond the certain points
should be restricted for the passengers
• Entry to the control rooms, firefighting rooms, DG area and other similar areas
shall be restricted for passengers and entry of such areas will be guarded
• Certified First aid trainer shall be present at all the airport all the time
• Mock drills should be conducted to train staff for handling emergency situations
• Emergency preparedness & response plan prepared for the project shall be
followed.
• Dos and Don’ts during the natural calamity and accidents should be displayed at
stations and in metro for passengers and staff so as they know what is to be
done during and after emergency.
• Trainings shall be conducted for drivers on regular basis to train them about the
safety procedures and strictly following the rules
• Regular monitoring, servicing & maintenance of all the signaling, transmission
and communication system to minimize the chances of accidents
• Fire-fighting equipment shall be provided at all the locations
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• Accident records should be maintained. Accident reporting should be done within

1 day after accident and detailed root cause analysis should be carried out for
each accident so as preventive measures can be taken to prevent any similar
accidents in future.
Solid & Other Waste

During operation phase, airport generates various types of waste from
passenger, staff and visitor activities, cargo handling, aircraft, restaurants, airport
support machineries and equipment’s, etc. From the said activities, it generates
municipal waste, construction and demolition waste (C&D), compostable waste,
deplane waste (waste from aircrafts), hazardous and industrial waste, E-waste,
biomedical waste, etc. Improper waste management leads to bird attraction
which is a threat for aircraft operation at airport. Therefore, proper waste
management within the airport and around the airport is necessary. Few
measures are given below
Municipal Waste
Total solid waste generation from the airport will be 3532 kg/day. Out of total,
1758 kg/day of biodegradable waste will be treated in Organic Waste Convertor
for reuse as manure. 16 kg/day of STP Sludge will be used directly for manure in
green area. 1758 kg/day of recyclable waste will be given to authorized recyclers.
Solid Waste Management Rules, 2016 will be followed.
Mitigation Measure:
• Proper municipal solid waste collection, management, treatment and disposal
system shall be followed for management of solid waste. Municipal waste shall
be segregated at source into compostable waste, recyclable waste and inert
waste by provision of three colour bins. A waste storage room for municipal
waste shall be provided at site with storage capacity of 2-3 days. Compostable
waste shall be treated within the site in organic waste convertor, recyclable waste
shall be sold to the vendors and the inert fraction shall be disposed through the
local agencies in area on daily basis.
• Deplane waste will be collected in HDPE bags and sent to the in-house solid
waste management area for treatment/disposal
• Airport Council International’s (ACI) policy and recommended practices
Handbook will be followed for waste management at airport which promotes to
avoid, to reduce, re reuse, to recycle and finally to dispose the waste.
• A separate room shall be provided at site for storage of e-waste and e-waste
shall be sold off on regular basis to authorized vendors only
• Training will be provided to the workers
• Waste management and reduction plan will be made
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• STP sludge will be used as manure in landscaping
Hazardous waste
Hazardous waste may generate during the ground vehicle maintenance, aircraft
cleaning, fueling operations, aircraft maintenance and repair work, and engine test cell
operations.
Mitigation Measure:
• No hazardous substance or waste will be handled in cargo.
• Waste oil, lubricant from machineries, equipment, maintenance yard, DG set
shall be stored in HDPE containers and stored in isolated paved areas. It shall be
sold to authorized vendors on regular basis.
• Fuel shall be stored in isolated location on paved areas to prevent contamination
of soil due to spillage. Drains shall be provided around Fuel storage yards and
drains will be fitted with oil interceptors.
• Dyked enclosure will be the component of storage of hazardous material.
• Separate vehicle maintenance area will be demarcated to prevent water or soil
contamination
• Minimum use of hazardous cleaning agent will be done
• Dry cleaning will be undertaken during spillage of oil or other hazardous waste
• Hazardous & Other Waste (Management & Transboundary Movement) Rules,
2016 will be followed
• Compliance to SWM, E-waste, BMW, C&D Waste, battery waste, rules shall be
adhered.
4.7. Conclusion
From above analysis, it is found that the impacts anticipated vary from high to
low significance and magnitude. Major anticipated impact of the project are due
to increased noise levels, polluted air quality and tree cutting. However, major
impact during operation phase is increased noise level and air pollution. The
project also has various positive impacts like reduction in carbon emissions
through use of aircraft instead of road, improved overall air quality of the area by
reducing vehicle movement, better transportation system and improved economy
of the state. It is believed that the anticipated negative impacts can be
normalized by taking the proposed mitigation measures.
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Chapter 5. ANALYSIS OF ALTERNATIVES
5.1. Analysis of Alternative Site

As it is an expansion of already existing airport, no other land was analyzed. Existing
Gwalior Airport is spread over an area of approximate 29.405 Acres and for the purpose
of development of terminal building, pathway, taxiway, parking areas, additional arprons,
water treatment and solid waste treatment facilities, additional 143.20 Acres of land has
been transferred from ICAR (Indian Council of Agricultural Research) to Airports
Authority of India (AAI)
Following points were considered during the planning of proposed expansion:

• Gwalior has emerged as an important tourist attraction in Central India. Before
the end of 20th century, it has become a million plus agglomeration and now it is
a metropolitan city in Central India. Gwalior has been selected as one of the
hundred Indian cities to be developed as “Smart City” under PM Narendra Modi’s
flagship Smart Cities Mission. Proposed expansion is expected to connect
Gwalior to national as well as global aviation network.
• Adequate land is available for the development of Multi-modal International
Airport.
• No R&R is applicable.
• It will help in increasing economy of the area
• Airport is well connected to the Highways.
• There is no ESZ in 10 km radius.
• No Wildlife Sanctuary in 10km radius
• Availability of Water and Power supply
• Local labour is available in the area
• All other important resources are available near the site.
5.2. Alternate Technology

Consideration of alternative technology and design to be used in building material,
energy conservation and transportation methods are discussed in this chapter.
Environmental aspects of present scheme are not just limited to impact of sources of
pollution but also related to energy conservation, water conservation and other issues,
which are mentioned below
Energy Conservation
Project development will increase the energy demand. Estimated power requirement of
the project is 4439 kVA. Thus, it is required to conserve the energy by adopting best
management practices and utilizing the energy efficient material and equipment. Energy
conservation program will be implemented through measures taken both on energy
demand and supply. Energy conservation is integral part of our project planning. Energy
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saving will help saving the energy as well as the cost for the power usage. The
conservation efforts would consist of the following:
• Natural Ventilation: The project team will design the building following all the
necessary provisions of NBC 2016 including the design guidelines for Natural
Ventilation.
• Minimum equipment efficiencies: The project will meet all the minimum
equipment efficiency norms under ECBC for Unitary AC Systems, Electric
Heaters, Ceiling Fans etc.
• Controls: The project will give all the necessary controls required for heating and
cooling equipment’s.
• Building HVAC design and systems: The project will be providing cooling in the
building through Central air-conditioning system. As the building is in construction
phase, hence for now conditioned area is on basis of assumption & integrative
discussion with the architect about the conditioned area. To meet the ECBC
requirement, the project building will install Chiller with minimum COP of 6.2.
• Piping and ductwork: The piping systems will have insulation meeting the ECBC-
2017 criteria.
• Condensers: Condensers shall be located such that the heat sink is free of
interference from heat discharge by devices located in adjoining spaces, and do
not interfere with other such systems installed nearby.
• Automatic Controls: Astronomical time switch which will be provided for exterior
lighting.
• Exterior lighting control: Astronomical time switch will be provided for automatic
control of exterior lighting.
• Transformer: Minimum BEE 3-star rated transformers will be installed to maintain
the power losses as per table 8.1 at 50% and 100% loading of ECBC-2017.
• Motors (type, efficiency): The motors better than IE-2, IS 12615 rated motors
shall be installed.
• Check metering and monitoring: The project will install smart meters that can
display kVA, kWh, PF, current, voltage, THD.
• Power factor correction: Automatic Power Factor Corrector (APFC) will be
integrated with the transformer to maintain the power factor close to unity.
• Power Distribution System: Project will install cables of adequate size to maintain
the internal power distribution losses at max 1%.
The total energy consumption of the baseline case is 3679800 kWh whereas the total
energy consumption of the proposed case is 2676300 kWh. Which leads to a total
savings of around 27.3% for the project building.
Water Conservation
Water consumption in airport terminals is affected by landscape irrigation demand;
demand from commercial/retail facilities, restrooms, and kitchen spaces; as well as
cooling towers and maintenance uses. Decreasing the demand for large volumes of
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water can decrease overall maintenance costs and life-cycle costs, as well as reduce
costs through lower water usage and lower sewage treatment. Following measures are
considered to conserve the water.
• Fresh Water demand of the project has been tried to minimize by adopting dual
plumbing alternative in place of conventional single piping system. Dual plumbing
system in place of conventional plumbing system enables usage of STP treated
for various uses and minimizes the fresh water demand.
• Specifying low- Flow fixtures for restroom lavatories, toilets, and urinals can
significantly reduce the amount of water used on site, without large up-front costs
and a relatively short payback period.
• Installing signage to explain how the flush valves work in each stall helps ensure
the toilets will be used correctly and water efficiency will be maximized.
• Low-flow urinals and fuzzy logic urinals are big contributors to water savings in
men’s rooms. Fuzzy logic flushing systems conserve water by measuring the
length and frequency of use, and flush an appropriate amount. Dry urinals or
waterless urinals also contribute to water and sewage savings in men’s rooms.
These urinals eliminate the use of water for flushing except for maintenance.
Specialized sealant liquids and innovative urinal traps are used to prevent odor
• In the project scheme, proposal of rain water harvesting is considered instead of
discharging storm water into the storm water drains of city. It is proposed rain
water will be collected from the site and will be recharged into ground through 6
nos. of pits.
Construction material
It is generally anticipated that building & construction projects do not have high
emissions and discharges involved. However, emissions and discharges are involved
but indirectly. Production of construction raw material is one of the majorly polluting
sector e.g. cement plant, brick kilns, steel plants, batching plants etc. Some of the
construction materials are energy intensive and their manufacturing involves large
amount of energy consumption. Along with the energy requirement, emissions and raw
material requirement for production of construction raw material, additional cost is
associated which is transportation of construction material. Transportation of material to
longer distance will add to cost, fuel requirement, emission and time.
Thus, analysis has been made to opt for less energy intensive raw material. Locally
available raw material, i.e. sandstone shall be used for construction purpose to the
extent possible. Additionally, option for usage of fly-ash bricks and fly-ash mix cement is
also considered. Additionally, best practices shall be adopted like avoiding stock piling of
material at site, storage of raw material under covered sheds and careful usage of raw
material. These alternatives to some extent will reduce the requirement of raw material
and energy footprints of the building.
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Chapter 6. ENVIRONMENTAL MONITORING PROGRAM
6.1. Objective
Monitoring program has the underlying objective to ensure that the intended
environmental mitigations are realized and these results in desired benefits to the target
population causing minimal deterioration to the environmental parameters. Such
program targets proper implementation of the EMP. The broad objectives are:
• To evaluate the performance of mitigation measures proposed in the EMP.

• To evaluate the adequacy of Environmental Assessment.
• To suggest ongoing improvements in management plan based on the monitoring
and to devise fresh monitoring on the basis of the improved EMP.
• To enhance environmental quality through proper implementation of suggested
mitigation measures.
• To meet the requirements of the existing environmental regulatory framework and
community obligations.
The purpose of environmental monitoring is to evaluate the effectiveness of implantation
of Environmental Management Plan (EMP) by periodically monitoring the important
environmental parameters within impact area, so that any adverse effects are detected,
and timely action can be taken.
6.2. Performance Indicators

The significant physical, biological and social components affecting the environment at
critical locations serve as wider/overall Performance Indicators. However, the following
specific environmental parameters can be quantitatively measured and compared over a
period of time, therefore selected as specific Performance Indicators (Pis) for monitoring
because of their regulatory importance and the availability of standardized procedures
and relevant expertise.
• Air Quality & DG Stack monitoring with respect to Particulate Matters (PM10,
PM2.5), NOx, SO2, CO and HC.
• Water Quality for parameters defined in IS 10500: 2012.
• Noise levels as per CPCB Guidelines and at selected locations.
• Soil Quality
• Survival rates of trees planted and Green area development
• Workspace Monitoring
Ambient Air Quality (AAQ) Monitoring
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Ambient air quality parameters recommended for monitoring the project are
Particulate Matters (PM10& PM2.5), Nitrogen Dioxide (NO2), Sulphur Dioxide
(SO2), Carbon Monoxide (CO) and Hydrocarbon (HC). These are to be
monitored, right from the commencement of construction activity at selected
locations on site, excavation works, residential areas near the project site etc.
Data is generated once in a season excluding monsoon at the monitoring
locations in accordance with the National Ambient Air Quality Standards
formulated 2009. Any Deviation from the standards shall be examined and action
will be taken to control.
Also, emission from DG sets stack shall be monitored as per MoEF&CC and
CPCB guideline. Regular maintenance of DG set shall be done to control the
emission from DG sets.
Continuous online Air quality Monitoring system shall be installed at the airside to
monitor changes in air quality due to the project operation.
Water Quality Monitoring

The physical and chemical parameters recommended for analysis of Drinking water and
ground water quality relevant to project will be as mentioned in IS 10500: 2012. The
location, duration and the pollution parameters to be monitored and the responsible
institutional arrangements are given in the Environmental Monitoring Plan.
Inlet & Outlet of STP (pH, BOD, COD, TSS, FC, etc.) shall be examined to maintain
Standards given by MoEF&CC. Any Increase in parameter will be recorded and
corrective action shall be taken. Online SCADA system will be installed to check the
efficiency of the STP.
Noise Level Monitoring

The measurements for monitoring noise levels would be carried out at sensitive
receptors, airside and landside. Sound pressure levels would be monitored on
twenty-four hour basis. Noise is recorded at “A” weighted frequency using a “slow
time response mode” of the measuring instrument.
Continuous Online noise monitoring system shall be installed at the funnel zones
to monitor the aircraft noise and to meet the requirement of DGCA.
Green Area Development
The green area development will be monitored during the construction and
operation phase. The main indicator will be survival rate of the plantation.
Workplace Monitoring
The monitoring will be done in work zone area to monitor airborne pollutant as per
OHSAS guidelines. OHSAS norms shall be followed at the airport to control the
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pollutant at work site and maintain the threshold limit given by OHSAS. Indoor air
quality will be monitored at site as per GRIHA norms.
6.3. Environment Monitoring Plan

The purpose of environmental monitoring is to evaluate the effectiveness of
implementation of Environmental Management Plan (EMP) by periodic monitoring. The
important environmental parameters within the impact area are selected so that any
adverse effects are detected, and time action can be taken. The project proponent will
monitor ambient air Quality, Noise level, Ground Water Quality and Quantity, and Soil
Quality in accordance with an approved monitoring schedule as shown in Table 6.1.
Table 6.1 : Environment Monitoring Program

S. Type Locations Parameters Period and Cost (Rs.)
No. Frequency
During Construction Phase
1. Ambient Air Four location in HC, CO, SO2, Half yearly (24 hr 20000
Quality and around the NO2, PM2.5 & average samples)
project site PM10
2. Stack DG set to be SO2, NO2, PM2.5 Half yearly (24 hr 7500
Monitoring used during & PM10 average samples)
construction
Phase
3. Portable Drinking water Drinking water Half Yearly 6000
Water supply parameters as per
IS 10500.
4. Water Water being Water parameter Half Yearly 6000
Quality used for as per IS 456
Monitoring of construction
construction work
water
5. Groundwater Project site Drinking water Half Yearly 6000
(Portability parameters as per
testing) IS 10500.
6. Surface Nearby Surface Drinking water Half Yearly 8000
water water body parameters as per
IS 10500.
7. Ambient Two locations dB (A) levels Half Yearly (Hourly 4000
Noise in and around day and nighttime
the project site. Leq levels).
8. DG set Inside and dB (A) levels Half Yearly (Hourly 2000
monitoring outside of DG day and nighttime
set Enclosure Leq levels).
9. Soil quality One location in Organic matter, Half Yearly 6000
Project site C.H., N, Alkalinity,
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No. Frequency
Acidity, heavy
metals and trace
metal, Alkalinity,
Acidity.
Total 65,500
During Operation Phase
1. Ambient Air Four location in SO2, NO2, PM2.5 Half yearly (24 hr 20000
Quality and around the & PM10 average samples)
project site
2. Stack DG set to be SO2, NO2, PM2.5 Half yearly (24 hr 60000
Monitoring used during & PM10 average samples)
Operation
Phase
3. Portable Drinking water Drinking water Half Yearly 6000
Water supply parameters as per
IS 10500.
4. Surface Surface water Drinking water Half Yearly 6000
Water body nearby to parameters as per
Quality the site IS 10500.
5. Sewage Inlet of STP BOD, COD, TSS, Monthly 6000
pH, Oil & Grease,
MPN, coliform
count, etc.
6. Treated Outlet of STP BOD, COD, TSS, Monthly 6000
water pH, Oil & Grease,
MPN, coliform
count, etc.
7. Ambient Six location in dB (A) levels Half Yearly (Hourly 12000
Noise and around the day and nighttime
project site and Leq levels).
Funnel area
8. DG set Inside and dB (A) levels Half Yearly (Hourly 16000
monitoring outside of DG day and nighttime
set Enclosure Leq levels).
9. Soil quality Project site Organic matter, Half Yearly 6000
C.H., N, Alkalinity,
Acidity, heavy
metals and trace
metal, Alkalinity,
Acidity.
10. Waste Commercial Physical and Daily -
Characteriza Chemical
tion composition
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No. Frequency
Total 1,38,000
6.4. Submission of Compliance & Audit

As per the MoEF&CC guideline, Environment monitoring report and compliance of
conditions mentioned in the environment clearance will be submitted to the RO-
MoEF&CC, SPCB and SEIAA. Compliances will be submitted in month of June
and December for the period of October to March and April to September,
respectively. Third party laboratory (approved MoEF&CC & NABL laboratory)
shall be appointed for carrying out the monitoring. Also, self-environmental audit,
Health and safety audit shall be conducted annually.
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Chapter 7. ADDITIONAL STUDIES
7.1. Risk Assessment

The project being and airport project, Risk Assessment and Disaster management
plan is required for Airport project. Thus, Disaster Management Plan will be
developed to reduce the impact of disasters like earthquake, fire etc. and to
encourage recovery and Training will be given to staff & contractors about
disaster management and handling.
Hazard Analysis involves identification and quantification of various hazards

(unsafe conditions). On the other hand, risk analysis deals with identification and
quantification of risks, the equipment and personnel are exposed to, due to
accidents resulting from the hazard present in the project.
Risk analysis follows an extensive hazard analysis. It involves the identification

and assessment of risks, which the neighboring populations are exposed to
because of hazards present. This requires a thorough knowledge of failure
probability, credible accident scenario, vulnerability of populations etc. Much of
this information is difficult to get or generate. Consequently, the risk analysis is
often confined to maximum credible accident studies.
7.2. Approach
Risk involves the occurrence or potential occurrence of some accident consisting

of an event or sequence of events. The risk analysis assessment study covers
the following:
• Identification of potential hazard areas
• Visualization of the resulting scenarios in terms of fire
• Assess the overall damage potential of the identified hazardous events and the
impact zones from the accidental scenarios
• Assess the overall suitability of the site from hazard minimization and disaster
mitigation point of view
• Preparation of broad emergency management plan (DMP).
7.3. Hazard Identification

Identification of hazards at Airport is of primary significance in the analysis,
quantification and cost-effective control of unlikely events of accidents. A classic
definition of hazard states that hazard is in fact the characteristics of
system/process that presents potential for an accident. Hence, all the components
of proposed project need to be thoroughly examined to assess their potential for
initiating or propagating an unplanned event/sequence of events, which can be
termed as an accident.
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Gwalior Airport will deal with two materials, which are generally hazardous in
nature by virtue of their intrinsic chemical properties (highly inflammable). Fire,
explosion, toxic release or combinations of these are the hazards associated with
projects/ plants using hazardous chemicals. More comprehensive, systematic
and sophisticated methods of Safety Engineering, such as, Hazard Analysis
and Quantitative Risk Assessment have now been developed to improve upon
the integrity, reliability and safety of such projects.
The Primary emphasis in safety engineering is to reduce risk to human life,

property and environment. Some of the more important methods used to achieve
this are:
➢ Quantitative Risk Analysis: Provides a relative measure of the likelihood and

severity of various possible hazardous events by critically examining the process
and design.
➢ Work Safety Analysis: The technique discerns whether the layout and operating
procedures in practice have any inherent infirmities.
➢ Safety Audit: Takes a careful look at operating conditions, work practices and
work environments to detect unsafe conditions.
Together, these three broad tools attempt to minimize the chances of accidents
occurring. Yet, there always exists, no matter how remote, probability of
occurrence of a major accident. If the accident involves highly hazardous
chemicals in sufficiently large quantities, the consequences may be serious to the
plant, to surrounding areas and the populations residing therein. It may happen
usually as the result of a malfunction of the normal operating procedures. It may
also be precipitated by the intervention of an outside force such as a cyclone,
flood, earthquake or deliberate acts of arson or sabotage. This chapter deals with
the risks associated with the Plant, its mitigation, and the Disaster Management
Plan.
Several hazards may endanger the Airport, health and safety of workers and may
cause danger to the surrounding environment. The following hazards are to be
identified, assessed and suitable preventive/mitigating plans taken prior to rolling
out project works initiation. Details of Hazards are given in Table 7.1:
Table 7.1 : Details of Hazard

Type of Hazard Details
Hazard
Natural Flood Sukh River (0.80 km W), Morar River (4.27 km,SE)
Hazard and Sonrekha River (5.16 km W) flows around the
airport. This mainly can occur only during the excess
rain.
Earthquakes The project site is located at Seismic Zone II, Low
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risk zone
Lightening Electrical energy from lightning will flow out in all
directions of lowest electrical impedance to equalize
the electrical potential. Lightning poses a serious
threat to the safety of people working outdoors:
• Refuelling
• Catering
• Other aircraft services
• Baggage handling
• Aircraft marshalling, towering etc.
• Passenger boarding/deplaning (passenger
stairs)
• Airport workers maintaining airports grounds
Wildlife Strike • Mawai Reserved Forest (3.55 km, NE);
• Baragaon Reserved Forest (9.06 km, SE);
• Thar Reserved Forest (9.23 km, SW)
Man Leakage of Though no ATF will be stored at the airport for
Made flammable refuelling of aircraft. However during refuelling or
material through/pipe leakage ATF spillage can be there/fire
can result in hazardous situation. Thus, Chances of
explosion are there.
Crashing of This can occur due to technical fault.
aircraft
Bomb Threat Terrorism Risk
Air raids
Sabotage
Hijacking
Fire & This can be occur due to the electric spark, leakage
explosion in fuelling area, fire in fuel storage area, fire in
aircraft, fire in GSE etc.
Electricity Fatalities can arise due to electric shocks, burns and
when contacted with overhead or underground
power cables.
Mechanical The Mechanical fault can cause the risk & hazard
which include the Aircraft, GSE, elevator, DG sets
Chemical Spillage of oil and other chemicals.
7.4. Preventions
As per Hazard identified, few measures will be adopted to reduce the risk at the
first place. Details are given below:
7.4.1. Flood
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• Sukh River (0.80 km W), Morar River (4.27 km,SE) and Sonrekha River
(5.16 km W) flows around the airport. Due to heavy rain flooding of the
project site is not ruled out.
• Drainage & Sewerage System will be provided all over the project site
• Rainwater harvesting will be designed for peak rainfall
• Cleaning of Storm water line and rainwater harvesting will be done prior
to the monsoon season
• Sewage line will be connected through outside sewerage system for
disposal of excess sewage.
7.4.2. Earthquake
• Structure will be design as per NBC 2016.
• All norms for safety of structure will be followed
• All the raw material will be chosen as per standard norms laid by NBC
2016.
7.4.3. Lightning
• Lightning detectors will be used at airport for recording, analyzing and
predicting of thunderstorms. Figure showing procedure for safety
during lightning is given in Figure 7.1
• Use of an automated warning and alerting system
• Ensure that the building is well grounded and every conductive path is
bonded to the ground system.
• Lightning arrestor will be installed at every building.
• Fuel servicing operations shall be suspended where there are lightning
flashes in the immediate vicinity of the airport.
• A written procedure shall be established for fuelling operations.
Figure 7.1 : Procedure for safety during lightning
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7.4.4. Wildlife Strike

Bird-strike events are relatively common, occur most often on the ground or at low
altitude, and are usually benign. However, bird strikes can have significant
economic and occasional safety consequences for flight operations. Pilots and
operators should be knowledgeable about the hazard, and flight crews should use
facts, data, and standard operating procedures to reduce the potential for and
consequences of a bird strike. Three-quarters of bird strikes involve the wing or
engines, but they can damage almost any part of an airplane. Single or multiple
large birds, relatively small numbers of medium-size birds, and large flocks of
relatively small birds are all problematic and have resulted in accidents. Wildlife
Hazard Management Plan may be implemented by a single airport employee
undertaking wildlife control activities on an occasional “as needed” basis or by a
full-time wildlife biologist with a staff of operations personnel providing continuous
bird. Bird identification is important because all species have unique vcalozations,
behaviors, and habitat preferences that are useful in field identification. Figure
7.27 provides a list of the relative hazard of various species groups based on the
percent of reported strikes that cause damage or an effect-on-flight.
7
Wildlife Hazard Management at Airports second Edition, July 2005 approved by FAA (Prepared by Ledward C. Clearly and Richard
A. Dolbeer)- page 115
157
Figure 7.2 : List of the relative hazard of various species group based on the
reported strikes
Airports are responsible for bird control and should provide adequate wildlife
control measures. If large birds or flocks of birds are reported or observed near
the runway, the flight crew should consider:
158
• Delaying the takeoff or landing when fuel permits. Advise the tower and wait
for airport action before continuing.
• Take off or land on another runway that is free of bird activity, if available.
To prevent or reduce the consequences of a bird strike, the flight crew should:
• Discuss bird strikes during takeoff and approach briefings when operating at
airports with known or suspected bird activity.
• Be extremely vigilant if birds are reported on final approach. If birds are
expected on final approach, plan additional landing distance to account for the
possibility of no thrust reverser use if a bird strike occurs.
• Pilots should not rely on onboard weather radar, landing lights, airplane
markings, time of day, or visibility to prevent bird strikes.
• Flight operations may need to be modified in the presence of known or
anticipated bird activity.
• Delay takeoff or landing in the presence of bird activity.
• Below 10,000 feet, keep speed below 250 knots if operationally possible.
• Below 2,000 feet, climb at the maximum rate to reduce the flight time
exposure to a strike hazard.
• Descend with idle power and avoid extended low-altitude level flight,
particularly over water courses, nature reserves, or other areas of known or
expected bird activity.
• When landing is assured, consider landing through birds versus a missed
approach to avoid birds. This reduces the energy of the collision, the potential
for increased damage associated with engines at a high power level, and the
potential for multiple engine ingestions at low airplane energy states and low
altitude.
• Avoid or minimize manoeuvring at low altitude to avoid birds.
Measures suggested by FAA
Four basic control strategies are available to solve wildlife problems on airports:
• Aircraft flight schedule modification: Pilot could be advised not to depart
during a 20-minuted period at sunrise or sunset during winter when large flocks
of blackbirds cross an airport going to and from an off-airport roosting site. Air
traffic controllers on occasion might need to temporarily close a runway with
unusually high bird activity or a large mammal (e.g., deer) incursion until wildlife
control personnel can disperse the animals.
• Habitat Modification and exclusion: Habitat modification means changing the
environment to make it less attractive or inaccessible to the problem wildlife. All
wildlife requires food, cover, and water to survive. Any action that reduces,
eliminates, or excludes one or more of these elements will result in a proportional
reduction in the wildlife population at the airport. Habitat modifications to make
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the airport and surrounding area as unattractive as possible to hazardous wildlife

must be the foundation of every airport’s Wildlife Hazard Management Plan.
o Be aware of food attractants for birds that exist on and in proximity to the
airport. On the airport, require bird-proof storage of food waste, prohibit
bird feeding, and promote good sanitation and litter control programs.
o Do not use trees and other landscaping plants for the street side of
airports that produce fruits or seeds attractive to birds. On airside areas,
the large expanses of grass and forbs can sometimes provide ideal
habitat for rodent and insect populations that attract raptors, gulls, other
bird species, and mammalian predators such as coyotes. In addition,
grasses allowed to produce seed heads can provide a desirable food
source for doves, blackbirds, and other flocking species. The
management of airside vegetation to minimize rodents, insects, and
seeds might be complex, requiring insecticide, herbicide, and rodenticide
applications; changes in vegetation cover; and adjustments in mowing
schedules (e.g., mowing at night to minimize bird feeding on insects
exposed by the mowing).
o Take care when selecting and spacing plants for airport landscaping.
Avoid plants that produce fruits and seeds desired by birds. Also avoid
the creation of areas of dense cover for roosting, especially by European
starlings and blackbirds. Thinning the canopy of trees, or selectively
removing trees to increase their spacing, can help eliminate bird roosts
that form in trees on airports.
o Water acts as a magnet for birds; therefore, eliminate all standing water
on an airport to the greatest extent possible. Fill or modify to allow rapid
drainage of depressions in paved and vegetated areas, and disturbed
areas at construction sites that accumulate standing water after rain. This
is particularly important at coastal airports where fresh water is highly
attractive to birds for drinking and bathing. Do not establish retention
ponds, open drainage ditches, outdoor fountains and other wetland sites
on or adjacent to airports.
o If food, water, or cover cannot be eliminated by habitat modification, then
actions can sometimes be taken to exclude the wildlife from the desired
resource. Exclusion involves the use of physical barriers to deny wildlife
access to a particular area. As with habitat modification, exclusion
techniques, such as installing a covered drainage ditch
• Repellent Techniques: Repellent and harassment techniques are designed to

make the area or resource desired by wildlife unattractive or to make the wildlife
uncomfortable or fearful. Long term, the cost-effectiveness of repelling wildlife
usually does not compare favourably with habitat modification or exclusion
techniques. Habitat modifications and exclusion techniques will never completely
160
rid an airport of problem wildlife; therefore, repellent techniques are a key

component of any wildlife hazard management plan.
o Repellents work by affecting the animal's senses through chemical,
auditory, or visual means. Habituation or acclimation of birds and
mammals to most repellent devices or techniques is a major problem.
o Regular patrols of airside areas to disperse birds and other hazardous
wildlife are a critical component of an integrated program of wildlife
hazard management on airports. Often, driving a vehicle toward the
wildlife will be enough to cause the wildlife to disperse, especially if the
driver has been deploying repellent and removal techniques and
strategies
o Probably the most commonly used audio scaring device for deer is the
propane cannon. However, deer rapidly habituate to propane cannons.
o Most visual repellents are simply a variation on an ancient theme—the
scarecrow. In general, visual repellents, such as hawk effigies or
silhouettes, eye-spot balloons, flags, and Mylar reflecting tapes, have
shown only short-term effectiveness and are inappropriate for use as a
long-term solution to bird problems on airports.
o Visual repellents such as flags and effigies have proven ineffective for
repelling mammals.
• Wildlife Removal: Removal can be accomplished by capturing and relocating or
by killing the target animals. With few exceptions, a federal Migratory Bird
Depredation Permit, and in many cases a state permit, is required before any
migratory birds may be taken (captured or killed). A state permit is generally
necessary before any state-protected birds or mammals may be taken. Any
capturing or killing must be done humanely and only by people who are trained in
wildlife species identification and the techniques to be deployed.
Habitat modifications to minimize food cover, and water and physical barriers to exclude
wildlife are the foundations of wildlife hazard management programs for airports. In
addition, an integrated array of repellent techniques is necessary to disrupt normal
behaviour and to stress hazardous wildlife that attempt to use the airport. These
repellent techniques must be used judiciously and backed by real threats to minimize
habituation. To this end, lethal control of selected individuals of common species is
sometimes necessary to reinforce repellent actions. Furthermore, the management of a
wildlife hazard situation on an airport might require removal of a particular animal or
group of animals or require that a local population of a problem species be reduced by
lethal means until a long-term, nonlethal solution is implemented. Finally, the most
critical factor for the success of a wildlife hazard management program is to have
motivated and trained professionals who are knowledgeable about the wildlife species
attempting to use the airport environment and the techniques used to manage the
problems these species create.
161
7.4.5. Crashing of Aircraft

All safety norms laid by DGCA/ICAO/FAA/MoCA shall be followed.
7.4.6. Bomb Threat, Air raids, Sabotage, Hijacking

Airport security refers to the techniques and methods used to protect passengers,
staff, aircraft, and airport property from accidental/malicious harm, crime, and
other threats. Aviation security is a combination of human and material resources
to safeguard civil aviation against unlawful interference. Government of India, has
established “Bureau of Civil Aviation Security” (BCAS) under Ministry of Civil
Aviation which is responsible for regulating, monitoring, training, overseeing, and
coordination of Airport Security function at all the civil airports and civil enclaves.
BCAS has laid down security regulations and exhaustive guidelines for all the
airport operators.
The Contingency plan to deal with Bomb Threat in Civil Aviation at proposed
Gwalior Civil Airport/Enclave is developed to ensure that the Aviation Security
measures and responsibilities are clearly defined and understood by all the users
of Gwalior Airport. The Contingency Plan to bomb threat in Civil Aviation at
Gwalior Airport clarify and detailed all measures that are required to be
implemented at Gwalior Airport to meet requirements of the National Civil Aviation
Security Program.
The Contingency Plan to deal bomb threat in Civil Aviation at Gwalior Airport is
primarily to address specific Aviation Security legislation, administered by BCAS,
Govt. of India.
Provision has also been made for procuring adequate quantity of security
equipment namely, hand-held metal detector, door frame metal detector, x-ray
baggage scanning machines etc.
The security at the airport shall be provided by highly trained manpower by CISF.
Access to all the vital facilities and installations shall be guarded and controlled by
CISF as per BCAS directives from time to time.
Additional security measures would be taken as per directives of BCAS based on

threat and risk perception.
7.4.7. Fire & Explosion

In accordance with the provisions of safety and security at airport, States are
required to provide rescue and firefighting equipment and services at an airport.
Besides aircraft fires the fire safety services at an airport are also expected to
cater to incidents of fire in the passenger terminals, cargo terminal, air traffic
control setup and ancillary buildings. Fire and emergency services are expected
162
to cope with an emergency occurring at the aerodrome or in its vicinity. The

objective of safety services is to minimize the effects of an emergency, particularly
in respect of saving lives and minimizing loses; and maintaining uninterrupted
aircraft operations to the extent possible or at least to restore airport operations as
soon as possible.
The rupture of fuel tanks in an aircraft crash and the consequent spillage of highly
volatile fuels, and other flammable liquids used by aircraft, present a high degree
of probability of ignition, if these liquids come into contact with hot metal parts of
the aircraft or because of sparks caused by the movement of wreckage or
disturbance of the electrical circuit. Fires may also occur through the discharge of
accumulated electrostatic charges at the time of ground contact or during fuelling
operations. An outstanding characteristic of aircraft fires is their tendency to reach
lethal intensity within a very short time. For this reason, the provision of adequate
and special means of dealing promptly with an aircraft accident or incident
occurring at, or in the immediate vicinity of, an airport assumes primary
importance because it is within this area that there are maximum opportunities of
saving lives.
Appropriate level of protection is planned to be provided at Gwalior Airport for

rescue and fire fighting services in the master plan. Gwalior Airport Authorities
have developed Fire fighting system which includes –Fire Tender approach road
to various sensitive locations and fire hydrant system. Other Fire fighting facilities
i.e. Fire tenders, fire water, manpower etc will be provided by adjoining IAF
facilities.
Building fire protection systems have been categorized into Active measures and
Passive measures. Active measures involve the detection and alarm that informs
the occurrence of a fire and triggers sort of counteraction towards fire
extinguishment and; control of smoke spread.
Passive fire protection measures are proactive approach taken at building design
stage. Passive measures are concerned with building structure integrity,
compartmentation etc. The priority of Structural Fire Protection is to carry out
search & rescue operation without the building collapsing and prevent
disproportionate damage to property. During the detailed design process, due
care will be taken to provide an effective and safe design from a fire safety point.
Consideration need to be given to both Active and Passive Fire Protection.
All buildings would be designed such that occupant could escape to the place of
ultimate safety this should be in the open air where dispersal, away from the
building, can be achieved when fire occurs and to ensure that adequate escape
routes are also provided. Automatic fire detection and alarm system would be
installed in all areas used by public as per norms of national fire protection
association. All the areas shall be served by hydrant system/wet riser for fire
163
protection of terminal, cargo and other buildings. Automatic sprinkler systems

shall be provided in the terminal and Cargo building as per NBC. Adequate Fire
Hydrants to serve the terminal building and close to Cargo/ Fuel Farm are to be
planned.
Fire exits plans will be conspicuously posted on each floor showing clearly the
routes to appropriate exits. Emergency lighting for exit signage in English and
Hindi, and adequate egress illumination in the event of a power outage, shall be
incorporated in the design.
First aid firefighting appliances would also be provided at all Terminal Building,
Security Hold Area with 4 no. of aerobridges and bus lounge area, Parking Area
Electrical Substations, and Aircraft Hanger etc.
Other measures:
• Safety officers will be appointed
• Routine Drill will be done
• All fire safety equipment will be installed in the complex as per norms
o Fire Hydrant
o Fire Extinguishers
o Sprinkler
o Fire Sensor
o Alarm System
164
Figure 7.3 : Fire Fighting Plan of Project

7.4.7.1 Hazardous Materials Bulk Storages at Airport
The Major hazardous chemical to be stored at the Gwalior Airport site will be only Diesel
(for DG set and other vehicles) as given below in the Table 7.2
Table 7.2 : Bulk Storages of Hazardous Materials

S. Fuel Storage Storage & Remarks
No Details Control Measures
1. Diesel 25 KL x 2 Overground MS Inflammable
Tanks Tank
7.4.7.1.1 Hazardous Analysis of Bulk Storage Materials

The materials coming under hazardous category as specified by MSIHC Rules, 1989
(including subsequent amendments) is given below in Table 7.4
Table 7.3 : Hazard Analysis of Bulk Storage Materials

S Material S. No & Threshold Chemicals Hazards Potential Remarks
No Quantity (TQ in Kg)
as per MSHIC Rules
165
Sche Sche Sche Hazards Toxic

dule- dule- dule- DT->---
1, 2, 3, mg/Kg;
Part- Part-I Part-I OT----
II mg/Kg;
IT----
mg/l;
(Rats)
1. ATF 29 5 Vapor causes slight Occupati Highly flammable
CAS RN 64741- TQ-1: TQ- irritation of eyes and onal liquids : chemicals
86-2)UN No: --- 10000 1: nose. Liquid irritates Exposure which have a flash
1863 MT 2500 stomach; if taken into Limit point lower than or
TQ-2: MT lungs causes coughing, (OEL) = equal to 60oC but
BP: 200--260 0C 10000 TQ- distress, and rapidly 575 higher than 23oC.
MT 2: developing pulmonary mg/m3 [As per MSIHC
Flash Point: ~35 2000 edema. (100 Rules]
--` 62 0C 0 MT ppm) 8-
hour
Auto ignition (TWA -
Time
Temp.-238° C Weighted
Average)
Watery colorless
liquids. Less
dense than
water and
insoluble in
water
LEL -0.7% (V/V)
UEL – 5% (V/V)
2. HSD 29 5 LIQUID: Irritating to skin PAC:- Highly flammable

CAS No:68476- TQ-1: TQ- and eyes. Harmful if 1:300 liquids : chemicals
30-2 --- 10000 1: swallowed. PAC-2: which have a flash
UN No.-1202 MT 2500 Hazardous Waste ID 3300 point lower than or
Flammable TQ-2: MT No.-17 PAC-3: equal to 60oC but
Liquid-Class-3 10000 TQ- Hazchem Code-3Y* 20000 higher than 23oC.
BP- 150 – 400°C MT 2: NFPA Hazard Signal mg/m3 [As per MSIHC
Vapour Pressure 2000 Health-0 PACs Rules]
(35°C)- <1 mm 0 MT Flammability-2 (Protectiv
at 38°C Reactivity/ Stabilty-0 e Action
Specific Gravity- Criteria)
0.81 – 0.91 at
20°C
LEL -0.6% (V/V)
UEL – 7.5%
(V/V)
Flash Point >
32° C []
Auto ignition
Temp.-256° C
Airport will be using ATF (provided by adjoining IAF facilities) and Diesel in bulk. Both
the petroleum products are hazardous as per MSIHC Rules. The risk is through liquid
166
and gaseous materials which are volatile material. The inflammable/toxic vapours due to
spillage of such material can travel to some and cause damage.
7.4.7.2 Detailed QRA Approach: Rule Sets and Assumptions

Identification of hazards and likely scenarios (based on Level-1 and Level-2 activities)
calls for detailed analysis of each scenario for potential of damage, impact area (may
vary with weather conditions / wind direction) and safety system in place. Subsequently
each incident is classified according to relative risk classifications provided in Table
below as Table 7.4:
Table 7.4 : Risk Classification

Stage Description
High A failure which could reasonably be expected to occur within
(> 10-2/yr.) the expected lifetime of the plant.
Examples of high failure likelihood are process leaks or single
instrument or valve failures or a human error which could
result in releases of hazardous materials.
Moderate A failure or sequence of failures which has a low probability of
-2 -4
(10 --10 /yr.) occurrence within the expected lifetime of the plant.
Examples of moderate likelihood are dual instrument or valve
failures, combination of instrument failures and human errors,
or single failures of small process lines or fittings.
Low A failure or series of failures which have a very low probability
(<10-4) of occurrence within the expected lifetime of plant.
Examples of ‘low’ likelihood are multiple instruments or valve
failures or multiple human errors, or single spontaneous
failures of tanks or process vessels.
Minor Incidents Impact limited to the local area of the event with potent for
‘knock – on- events’
Serious One that could cause:
Incident 1. Any serious injury or fatality on/off site;
2. Property damage of $ 1 million offsite or $ 5 million onsite.
Extensive One that is five or more times worse than a serious incident.
Incident
Assigning a relative risk to each scenario provides a means of prioritising associated risk
mitigation measures and planned actions.
7.4.7.2.1 Thermal Hazards

In order to understand the damages produced by various scenarios, it is appropriate to
understand the physiological/physical effects of thermal radiation intensities. The thermal
radiation due to tank fire usually results in burn on the human body. Furthermore,
inanimate objects like equipment, piping, cables, etc. may also be affected and also
need to be evaluated for damages. Tables 7.6, 7.7 and Table 7.8 (below), respectively
167
give tolerable intensities of various objects and desirable escape time for thermal
radiation.
Thermal hazards could be from fires or explosion. Fire releases energy slowly while
explosion release energy very rapidly (typically in micro seconds). Explosion is rapid
expansion of gases resulting in rapidly moving shock wave. Explosion can be confined
(within a vessel or building) or unconfined (due to release of flammable gases).
BLEVE (boiling liquid expanding vapour explosion) occurs if a vessel containing a liquid
at a temperature above its atmospheric boiling point ruptures. The subsequent BLEVE is
the explosive vaporisation of large fraction of its vapour contents; possibly followed by
combustion or explosion of the vaporised cloud if it is combustible range.
Thermal hazards have been considered for various scenarios including: Fire in fuel
storage tank/ Aircraft refuelling zone.
Table 7.5 : Effects due to Incident Radiation Intensity

Incident
Radiation Damage Type
kW/m2
0.7 Equivalent to Solar Radiation
1.6 No discomfort on long duration
Sufficient to cause pain within 20 sec. Blistering of skin (first
4.0
degree burn are likely).
Pain threshold reached after 8 sec. Second degree burn after
9.5
20 sec.
Minimum energy required for piloted ignition of wood, melting of
12.5
plastic tubing etc.
Minimum Energy required for piloted ignition of wood, melting,
25
plastic tubing etc.
37.5 Sufficient to cause damage to process equipment.
62.0 Spontaneous ignition of wood.
Table 7.6 : Thermal Radiation Impact to Human

Exposure Radiation Energy {1% Radiation Energy Radiation Energy
Duration lethality; kW/m2} for 2nd degree for 1st degree
burns; kW/m2 burns; kW/m2
10 sec 21.2 16 12.5
30 9.3 7.0 4.0
Table 7.7 : Tolerable Intensities for Various Objects

Sl. No Objects Tolerable Intensities
(kw/m2)
1 Drenched Tank 38
2 Special Buildings (No window, fire proof 25
doors)
3 Normal Buildings 14
168
Sl. No Objects Tolerable Intensities

(kw/m2)
4 Vegetation 10-12
5 Escape Route 6 (up to 30 sec.)
6 Personnel in Emergencies 3 (up to 30 sec.)
7 Plastic Cables 2
8 Stationary Personnel 1.5
Damage due to Explosion: Both ATF and Diesel are not explosive as such however in
vulnerable conditions (like high thermal radiation due to fire in nearby area an ATF/Diesel
pool can evaporate fast and can cause BLEVE.
As a safety measure HISSAR AIRPORT is storing ATF in underground tanks in
isolated place with all safety measures as per Petroleum Rules. Damage estimates
based on overpressure are given in Table 7.9 below:
Table 7.8 : Damage due to Overpressure

Sl. No Overpressure Damage
(psig / bar)
1. 0.04 Loud Noise / sonic boom glass failure
2. 0.15 Typical pressure for glass failure
3. 0.5 - 1 Large and small windows usually shattered
4. 0.7 Minor damage to house structure
5. 1 Partial demolition of houses, made uninhabitable.
6. 2.3 Lower limit of serious structure damage
7. 5–7 Nearly complete destruction of houses
8. 9 Loaded train box wagons completely demolished
9. 10 Probable total destruction of houses
10. 200 Limits of crater lip
In Gwalior Airport case explosion possibility is little.
7.4.7.2.2 ATF Hazards
ATF is a highly flammable liquid. The fuel has a low vapour pressure at ambient
temperature, which makes the liquid less volatile. Hence, it evaporates slowly in
case of fuel leakage and remains in the atmosphere posing threat of fire. Also,
the fuel has a flash point lower than the ambient temperature of Gwalior in
summers (~45.5 0C). This means that the fuel will give off flammable vapour at a
concentration sufficient to cause ignition. However, significant heat source is,
required to ignite the fuel and therefore proper safety management has to be
implemented. Since at Gwalior the ATF storage is not there, the chances of
such occurrence are little.
ATF is classified for supply purpose as harmful as a result of the aspiration hazard and
irritation to the skin. Toxicity following a single exposure to high levels (orally, dermally
169
or by inhalation) of ATF is of low order; however, exposure to high vapour concentration

can lead to nausea, headache and dizziness. Accidental ingestion can lead to chemical
burning of the mouth. Ingestion can lead to vomiting and aspiration into the lungs which
can result in chemical pneumonitis which can be fatal. Prolonged and repeated skin
contact can lead to defatting of the skin, drying, cracking and dermatitis.
Storage Hazards
Typical storage hazards are applicable for this type of tank farm systems.
Sources of ignition can include lightning, open flame, electrical spark, static
discharge, chemical reaction, or any heat source that can raise or ignite the fuel-
air vapor mixture. Since at Gwalior the ATF storage is underground there are
very less chances of such occurrence. The release of ATF could occur from
transfer stations (gantry areas), storage to refueller systems, valve glands or
pipelines leakages due to several reasons. The most typical emergency relating
to fuel handling is a fuel overflow or spill. Such events can be very minor in
nature involving just a few liters of product, or they can be a catastrophic event
involving hundreds of litres of fuel.
Combustion Hazards
The combustion products of aviation fuel include carbon dioxide, nitrogen oxides
and sulphur oxides. Incomplete combustion will generate thick black smoke and
potentially hazardous gases including carbon monoxide. However, smoke from
such fires is buoyant and does not tend to seriously impact people on the
ground in the open air.
Electrostatic Hazards of ATF

ATF has a low electrical conductivity. This provides for static electricity to be
generated and charges to be accumulated. According to HSE, UK, the degree to
which a static charge may be acquired by aviation fuels depends upon many
factors such as.
• Amount and type of residual impurities

• Dissolved water
• Linear velocity through piping systems
• Presence of static generating mechanisms e.g. filters and
• Opportunity for the fuel to relax for a period of time to allow any charge
generated to dissipate safely to earth
In order to reduce the accumulated amount of static electricity, antistatic

additives are added to the fuel. This works by enhancing the conductivity of the
fuel in order to shorten the time required for dissipating the static charge safely to
earth.
Health Hazard
170
ATF is classified, for supply purposes as harmful, as a result of the aspiration

hazard and irritation to the skin.
Acute Health Hazard

Toxicity following a single exposure to high levels (orally, dermally or by
inhalation) of ATF is of a low order. However, exposure to higher vapour
concentrations can lead to nausea, headache and dizziness. If it is accidentally
ingested, irritation to the gastric mucous membranes can lead to vomiting and
aspiration into the lungs can result in chemical pneumonitis which can be fatal.
Inhalation: Under normal conditions of use ATF is not expected to present an

inhalation hazard.
Skin: ATF is slightly irritating to the skin, and has a defatting action on the skin.
Eyes: ATF may cause discomfort to the eye.
Chronic Health Hazards: Prolonged and repeated contact with ATF can be
detrimental to health. The main hazards arise from skin contact and in the
inhalation of mists. Skin contact over long periods can lead to defatting of the
skin, drying, cracking and possibly dermatitis. Excessive and prolonged
inhalation of mists may cause chronic inflammatory reaction of the lungs and a
form of pulmonary fibrosis.
Exposure Limit Values

ATF does not contain any components to which exposure limits apply, however it
is chemically very similar to white spirit, for which the following UK occupational
exposure standards apply (HSE, 2000):
➢ Occupational Exposure Limit (OEL) = 575 mg/m3 (100 ppm) 8-hour TWA value
➢ Occupational Exposure Limit (OEL) = 720 mg/m3 (125 ppm) 10-min TWA value
(TWA - Time Weighted Average)
➢ Diesel has also got similar hazards. It is stored in much less quantity but in over
ground tank.
7.4.7.3 Effect & Consequence Analysis
As a part of risk assessment study, maximum credible accident analysis (MCA) is
carried out to determine the maximum loss scenario from this analysis. It is an
eventuality, which is possible and will have maximum consequential distances for the
particular hazardous chemicals under evaluation.
The selection of the accident scenarios is based on the engineering and professional
judgment, accident descriptions of the past in similar type of plants & the expertise in risk
analysis studies.
Hazardous Conditions
171
An accidental release of Diesel and ATF from tanks or piping during unloading
and refueling of aircraft would result in formation of fixed or spreading pool of
released qualities. In case of immediate ignition, a pool fire will result. Delayed
ignition may result in explosion or flash fire, if quantity of explosive mass is
sufficient and some confinement is present.
Pool Fire
A leak or spill of sufficient quantities of petroleum product will result in an
accumulation of petroleum product on the ground. If ignited, the resulting fire is
known as spreading or fixed pool fire. In case any object comes in contact with
the flame above the pool, it will be severely damaged or destroyed and personnel
exposed to flame will suffer extensive burn injuries. Objects and personnel
outside the actual flame volume may also be affected or injured by radiant heat.
The extent of damage or injury depends on the heat flux and duration of fire and
exposure. If a large area of the body receives second- and third-degree burns, it
can result in fatalities.
The extent of injury to people depends on the heat flux and duration of exposure.
The extent of damage to personnel and property depends on the size of the pool
and the duration of fire.
7.4.7.3.1 Likely Failure Scenarios

Few likely failure scenarios have been selected after critical appraisal of raw
materials and storage inventories. Failure scenarios selected are as given in
Table 7.9 below
Table 7.9 : Different Failure Scenarios
S. No. Scenario Remark
RM-1 ATF Heavy Spillage while Filling Underground Thermal
Tanks--Fire and Thermal Hazard
RM-2 ATF Heavy Spillage while Transporting ATF to Thermal
Aircraft --Fire and Thermal Hazard
RM-3 Diesel Tank Spillage & Fire Thermal Hazard Thermal
7.4.7.3.2 Weather Effect

The effect of ambient conditions on the impact of fire / heat radiation and GLC of
hazardous / toxic material can be beneficial as well as harmful. A high wind
(turbulence) can dilute the toxic material while stable environment can extend the
reach of IDLH or IT (inhalation LC50 rats for products) concentration to long
distance. Any inflammable gas / vapour release in turbulent weather will soon
dilute the hazardous gases below LEL and thus save the disaster.
7.4.7.4 Hazardous Incidents Impact

The identified failure scenarios in Table 7.10 have been analysed (Using ALOHA and
EFFECT Modules) for the impact Zones considering damage due to thermal and toxic
172
impacts. Each incident will have impact on the surrounding environment which in
extreme case may cross plant boundary. The impact zones for various scenarios are
given in Table 7.11
Table 7.10 : Hazards Scenario Impact

Scenario Scenario Impact Remarks
No. Zone
(m)
Scenario Raw Material
RM-1 ATF Heavy ❖ 35 1st Degree Burn; Template 1
Spillage while
Filling
Underground
Tanks--Fire and
Thermal Hazard
RM-2 ATF Heavy ❖ 27 1st Degree Burn; Template 2
Spillage while
Transporting
ATF to Aircraft --
Fire and
Thermal Hazard
RM-3 Diesel Tank ❖ 25 1st Degree Burn; Template 3
Spillage & Fire
Thermal Hazard
[A]
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[B]
Figure 7.4 : Gwalior Airport (Outline only) Location
Figure 7.5 : ATF Heavy Spillage while Filling Underground Tanks- Fire and Thermal
Hazard
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Figure 7.6 : ATF Heavy Spillage while Transporting ATF to Aircraft- Fire and
Thermal Hazard
Figure 7.7 : Diesel Tank Spillage & Fire Thermal Hazard

7.4.7.5 Consequence Analysis
Since the materials involved in Gwalior Airport case are only inflammable, the
possible scenarios are pool fire and thermal impact Templates shows proposed
storage tanks failures / hazardous incidents and consequential impact zone.
7.4.7.5.1 Thermal Hazards

Thermal hazards are mainly due to ATF/Diesel leakage/spillage and pool fire
Thermal impacts are limited to ~ 35 m only i.e. within the plant boundary limit.
However, the thermal impact can go further due to domino effect. Any
incident/accident involving ATF tankers resulting at sensitive places like.
➢ Aircraft
➢ Other Vehicles
➢ Buses
Can result in heavy damage/losses or domino impact.
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7.4.7.6 Conclusion and Recommendations

Risk Assessment is carried out with the objective to identify the potential hazards from
bulk storage facilities at Gwalior Airport expansion/development project. Important
conclusions and recommendations arising out of the Risk Analysis for Proposed Project
are listed below
➢ Thermal radiation from pool fires are well within the boundary. However the
location of the incident and quantum of spillage/fire can result in different
scenario/hazard.
➢ It is recommended that the adjacent Diesel tank/ other inflammable materials
storages shall be thermally protected by firewater.
➢ Use corrosion-resistant structural materials and lighting and ventilation systems
in the storage area.
➢ Diesel Storage tank shall be above ground and surrounded with dikes capable of
holding entire contents.
➢ Limit quantity of material in storage up to 80%.
➢ Restrict access to storage farm area.
➢ Storage tank farm should be protected with barbed fie fencing with appropriate
marking/signs.
➢ Keep storage area separate from populated work areas.
➢ Inspect periodically for deficiencies such as damage or leaks.
➢ Have appropriate fire extinguishers available in and near the storage area.
➢ Cathodic protection/spark proof lighting system/ alarm etc. provided in tank farm
area.
Preventive Maintenance: Routinely inspect and conduct preventive
maintenance of equipment/ facilities at the unit.
Instruments: All the instruments like pressure, temperature transmitters/gauges

and alarms switch and safety interlocks should be tested for their intended
application as per the preventive maintenance schedule. Similarly, the
emergency shutdown system should be tested as per the preventive
maintenance schedule.
7.4.7.7 Risk Mitigation Measures for Fuelling of Aircrafts

➢ Equipment performing aircraft servicing function will not be positioned within 3 m
radius of aircraft fuel vent openings
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➢ Equipment other than that performing aircraft servicing functions will not be
positioned within 15 m of aircraft during fuel servicing operations
➢ The accessibility to the aircraft by fire vehicles will be established during aircraft
fuel servicing.
➢ Handheld intrinsically safe communication devices used within 3 m from the fuel
vent will be intrinsically safe
➢ For open hose discharge capacity of the aircraft refuelling system, at least one
listed wheeled extinguisher having a rating of not less than 80-B.
➢ Presence of at least 2 x 9kg ABC dry powder fire extinguishers at both sides of
the refuelling browser / dispenser
➢ Spark plugs & other exposed terminal connections will be insulated.
➢ All vehicles, other than those performing fuel servicing, will not to be driven or
parked under aircraft wings.
➢ Electric tools, drills or similar tools likely to produce sparks or arcs will not be
used
➢ Hot works within 50 / 75 metres of refuelling operations will be ceased (for 50m,
a MOM approved Safety Officer shall be present)
➢ The ground service activities do not impede the egress should there be an
emergency.
➢ One aerobridge or mobile step or integral stairs will be positioned with the aircraft
door fully opened for evacuation of passengers.
➢ A Clear area for emergency evacuation of the aircraft will be maintained at the
rear (or front) aircraft exit door.
Other Mitigation Measures

• Rule 25A of the Aircraft Rules, 1937 prescribes the procedures of fuelling of
aircraft shall be followed
• The fuelling of an aircraft shall be done under the supervision of a person
nominated by operator or as specified in the Quality Control Manual and shall be
carried out by authorised person from the oil company.
• The aircraft operator shall provide the written instructions to the fuelling company
regarding the correct procedure of fuelling and precautions to be taken for
particular types of aircraft
• The refuelling equipment shall be placed in such a way that a clear exit path is
maintained all round the equipment to and from the aircraft to allow its quick
removal in case of need
• It shall be ensured that any accidental spillage from the aircraft air vent does not
fall on the fuelling equipment.
• The refuelling of an aircraft shall be done in an open place so designated. As a
general guide, the fuelling places shall be at least 15 metres away from the
nearest building except those parts of building, which are constructed for the
purpose of direct loading/unloading of aircraft. The aircraft shall not be fuelled
within 30 metres of radar equipment under test or in use in aircraft or ground
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installations. The refuelling shall be carried out on a level surface as far as

possible. The nominated person shall ensure that there is adequate restraint of
the aircraft by checking that the brakes are applied, and the wheel chocks are
placed properly before the fuelling operations are started.
• Fuelling of an aircraft by the oil company shall be started only after the fuel
samples have been approved by the aircraft operator and a clearance has been
given to the oil company to start the fuelling operations and the confirmation of
sample approval shall be duly signed by an authorized person of operator on the
delivery voucher after completion of fuelling..
• Within Fuelling Zone, smoking, the use of naked lights or operation of switches
on lighting systems of other than approved pattern shall be forbidden.
• Unless fuelling takes place in a designated `No Smoking Area', `No Smoking'
signs shall be predominantly displayed not more than 15 metres away from the
fuelling equipment and aircraft tank vents
• Equipment with all metal wheels or rod capable or producing sparks shall not be
moved in the fuelling zone while fuelling is in progress.
• Aircraft borne auxiliary power units (APUs) which have an exhaust influx
discharging into the zone shall be started before filler caps are removed or
fuelling connections made.
• Ground Power Units (GPUs) whenever used shall be positioned not less than 6
metres from the aircraft filling and venting points and the fuelling equipment
• Only approved vehicles and equipment shall be run in the fuelling zone. These
vehicles and equipment’s shall be subjected to regular inspection and
maintenance to preserve their safety characteristics
• In the case of a spillage covering an area greater than 5 square metres, fuelling
operations shall stop. All persons shall be evacuated from the effected area to a
place at least 15 metres from the spillage. Movement of persons and vehicles in
the affected area shall be avoided. It shall be ensured that all activities are
restricted to reduce the risk of ignition.
• Engines of vehicles within 6 metres of a spillage shall not be started until the
area is declared safe
• It is essential that all personnel connected with the fuelling operations are
adequately trained by their employers and are supplied with appropriate
instructions and guidance on safe operating procedures. All such personnel shall
be fully conversant with the operation of firefighting equipment provided for the
fuelling operations.
• Before and during fuelling, it shall be ensured that no hazard arises to the
personnel or equipment from the efflux from other aircraft or APUs. If the
hazardous conditions exist, fuelling operation shall immediately by suspended
until conditions permit resumption of fuelling operations.
All measures suggested by AAI under Corporate Safety Management System Manual
(AAI-SAF-001 dated 20.05.2013) shall be followed.
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7.4.8. Electricity
• Safety norms as per Indian Electricity rules 1956 and ECBC shall be
followed
• Earthling system will be provided
• All the wires will be selected as per norms
• Design shall be done as per all Indian Code
• Sand bags will be provided near to the electric control panel
• Precaution banners will be displayed wherever required
• Regular maintenance will be done to check any loop hole.
• Routine Drill will be done
• Sign of Danger at all hazard place will be displayed
• PPE will be provided to the workers
7.4.9. Mechanical
• All mechanical equipment will be services in routine
• Sign of Danger at all hazard place will be displayed
• All safeguards will be provided at appropriate places
• Periodic change of all damaged equipment will be done
• Logbook will be prepared.
7.4.10. Chemical
• Isolated place will be provided for stooge of chemical
• Full surveillance will be done on chemical storage area
• Fire system will be provided at chemical storage area
• MSDS will be displayed
• Separate storage of Fuel will be done.
• License will be taken from concern department
7.5. Disaster Management Plan

Gwalior Airport is not storing highly inflammable fuel namely ATF and Diesel in
quantity more than Threshold Limit as specified in MSIHC Rules as shown in
Table above. Existing Airport authorities has prepared Disaster Management
Plan (DMP /as attached) for the existing system. Since the airport expansion will
be carried out, some conditions/airport load will change substantially, the DMP
should be reviewed critically and revised accordingly
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This DMP should be designed based on the range, scales and effects of "Major
Generic Hazards" described in the Risk Assessment and prediction of various
hazardous scenarios. The DMP addresses the range of thermal and mechanical
impacts of these major hazards so that potential harm to people onsite and off-
site, proposed project and environment can be reduced to a practicable
minimum. The scenarios of loss of containment are credible worst cases to which
this DMP is linked.
The important aspect in emergency management is to prevent by technical and

organizational measures, the unintentional escape of hazardous materials out of
the facility and minimize accidents and losses. Emergency planning
demonstrates the organization's commitment to the safety of employees and
increases the organization's safety awareness. The format and contents of the
Disaster Management Plan have been developed taking into consideration the
regulatory guidelines, other applicable documents and accepted industry good
practice principles formulated as a result of lessons learned in actual
emergencies requiring extensive emergency response. A plan can work smoothly
and effectively only if the instructions are correctly and promptly followed and
action taken at various levels is well coordinated.
7.5.1. Objective of Emergency Planning

The objective of the disaster management plan is to describe the emergency
response organization, the resources available and response actions applicable.
It deals with various types of emergencies that could occur at the proposed
airport project with the response organization structure being deployed in the
shortest time possible during an emergency. Thus, the objectives of emergency
response plan can be summarized as:
• Rapid control and containment of the hazardous situation.
• Minimizing the risk and impact of an event/accident; and
• Effective rehabilitation of the affected persons, and prevention of damage to
property.
• To effectively achieve, the objectives of emergency planning, the critical elements
that form the backbone of the plan are:
• Reliable and early detection of an emergency and careful planning.
• The command, co-ordination, and response organization structure along with
efficient trained personnel.
• The availability of resources for handling emergencies.
• Appropriate emergency response actions.
• Effective notification and communication facilities;
• Regular review and updating of the plan; and
• Proper training of the personnel.
7.5.2. Categorization of Emergencies
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The emergencies at proposed airport can be classified under several headings.

These headings are listed below together with a description of the type of
emergency:
Fires on the Ground: Fire on the ground can be aircraft related and non-aircraft
related. Fire involving aircraft can be at any location on the taxiway or apron area
where the aircraft is parked. Non-aircraft related fire involves mainly the terminal
buildings, ATF and HSD storage, etc.
Natural Disasters: According to the seismic-zoning map of India, the Gwalior

Airport project area falls in Zone II of seismicity is a natural hazard for proposed
airport project. Storm and heavy rain/lightening are also natural hazards for the
airport.
During a major disaster such as severe fire outbreak at terminal building, the
various emergency operations will be established immediately to mitigate the
disaster. The emergency operations and coordination centers at proposed Airport
will comprise Crisis Management Centre (CMC), Emergency Coordination Centre
(ECC has its own functions and roles to perform during the crisis:
Established by the Airport Management, the Crisis Management Centre is to

function as an overall overseeing and controlling authority of the crisis mitigating
process during a major on ground fire. The committee of the Crisis Management
Centre comprises the following permanent and supporting members: Functions
of the CMC include.
• Formulate strategic plans and policies, as well as engage in high level decision
making for the mitigation of crisis.
• Control coordinate and support operations during an Incident.
• Oversee the work and progress of protracted firefighting and rescue, and salvage
operations.
• Liaise with the airline concerned, local authorities, ministries, and governmental
departments for support.
• Arrange and provide welfare to the staff involved in the mitigation of crisis.
• Regulate the release of information to the public on the facts of the aircraft
disaster.
• Issue press releases and organize press conferences.
• Ensure that the post-accident operations are completed expeditiously so that the
proposed airport can resume normal operations in the shortest possible time.
7.5.3. Emergency Coordination Centre (ECC)

Located near to Entry Gate, the Emergency Coordination Centre will be
established by the Terminal Manager, Airport Operator, during a major disaster,
to coordinate the response and functions of the external supporting
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organizations, agencies, and services involved in the mitigation of the

emergency. The committee of ECC comprises the following officials:
• Terminal Manager- Chairman
• Engineering In-charge- Alternate Chairman
• Manager- Civil
• Manager- Electrical
• Security Officer
• CISF Representative
• IAF Representative
• Police Representative
Support incident site firefighting and rescue operations through liaison and
coordination with the external organizations/agencies/ services. Facilitate
mobilization of external resources to the crash site, such as issuing emergency
passes and arranging with Apron Control for "Follow-me" vehicles. Arrange and
facilitate visits by the VVIPs to the site (if any).
The FRRC serves as a secure area, away from the attentions of the media, for
the friends and relatives of those involved in an accident. The documentation
process within the FRRC helps to confirm who was on the site/aircraft and
facilitates the reunion. On receiving the "Fire" message, Terminal Manager will
set up the FRRC. The staff shall man the FRRC, and the police shall take charge
of the security of the area. At the FRRC, the airline staff shall
• Attempt to verify the identity of the visitors on entry;
• Conduct documentation and briefing;
• Update with the latest information including passenger manifest, that has been
officially cleared;
• Provide care and comfort including refreshments;
• Arrange for doctors and/or CARE officers through ECC on a need basis
Command structure and communication flow among various emergency /

coordination centers is given here:
Assembly Area (AA): Assembly area is an area set up near the incident site to
temporarily receive the uninjured casualties until the arrangements to transport
them to the Hospital is made. Two Assembly Areas (AA) will be near Grass
Lawns in front of terminal building
Media Management: Terminal Manager – Chairman and his team shall take the
lead to handle all press matters. They are single point media interaction. They
will be responsible for developing the overall information management plan, with
emphasis on strategies to manage the information flow. They will also be
responsible for the preparation of press releases and the organization of press
conferences.
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All press personnel will first be directed to Airport Operator's Media Centre. At the
Media Centre, press briefing, communications and transportation service for
taking the press personnel to and from the accident site, when permissible, will
be arranged/provided.
No unauthorized persons shall be allowed in the Media Centre. Only members of

the press, free-lance reporters and photographers wearing a valid pass issued by
Airport Operator will be admitted to the Media Centre, or transported to the scene
of the accident.
Emergency Procedures:
Fires on the Ground (Aircraft Related Fires Occurring In Aircraft Movement
Areas)
An Aircraft can catch fire while it is taxiing in the movement area or parked. Such
a scenario can arise from a defect or malicious act, and may develop into a major
disaster. When the aircraft on the ground on fire is sighted, Airport Fire Service
through the crash alarm communication system will be informed and provide
details of the aircraft fire, for example:
• Location of aircraft;
• Nature of fire (e.g. undercarriage fire, engine fire);
• Number of POB; and
• Presence of dangerous goods, if known.
The Air Traffic Controller shall give clearance to the responding fire vehicles to
enter the runway/taxiway as soon as possible. If the fire is large and has caused
extensive damage to the aircraft and external resources are required to aid in the
mitigation process, the Air Traffic Controller shall declare "Aircraft on Fire". The
standard text and format used for the "Aircraft on Fire" message shall be as
follows:
Aircraft on Fire
• Aircraft Operator;
• Aircraft Type & *Flight Number; Location of Aircraft;
• Nature of Fire (e.g. undercarriage fire, engine fire);
• Number of Persons on Board (POB);
• Any Dangerous Goods on Board.
• The use of the phrase "Aircraft on Fire" is to give distinction and therefore avoid
confusion between aircraft crash and aircraft on the ground on fire
Fires on the Ground (Fires involving at Proposed Airport Project Site, i.e., Non-
Aircraft Related Fires)
Fire may occur at any of the part of Greenfield International Airport. If out of
control, such a fire may cripple the key proposed airport facilities and disrupt the
normal operations. During a fire occurrence, however small it may appear to be,
any person discovering it shall:
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Raise the fire alarm via the nearest manual call point. If no manual call point is
readily available, raise the alarm by other available means. Inform the Fire
Service immediately of the exact location of the fire via the following telephone
numbers. Operate a suitable fire extinguisher where readily available, or any
water hose reel within range. [*Note: Attempt to put out the fire using a fire
extinguisher shall only be carried out if the fire is small (i.e., at incipient stage)
and does not pose any danger to the operator. Also take note that water shall not
be used on fire involving liquid such as HSD, as well as on energized electrical
equipment unless such equipment has been de-energized.) On receipt of a
structural fire call, the Fire Operator shall request the caller to provide the
following details
• Location of Fire
• Type of Fire
• Name of Caller
• Telephone number of Caller
Training and Education:

Regular training would be provided to all personnel who have a role in planning
and operational response to an emergency. The main goal of training for
emergencies is to enable the participants to understand their roles in the
response organization, the tasks associated with each position and the
procedures for maintaining effective communications with other response
functions and individuals.
The training objectives are
• To familiarize personnel with the contents and manner of implementation of the
plan and its procedures.
• To train personnel in the performance of the specific duties assigned to them in
the plan and in the applicable implementation procedures.
• To keep personnel informed of any changes in the plan and the implementing
procedures.
• To maintain a high degree of preparedness at all levels of the Emergency
Response Organization.
• Train new personnel who may have moved within the facility organization.
• Test the validity, effectiveness, timing and content of the plan; and
• Update and modify the plan on the basis of experience acquired through
exercises and drills.
Mock Drills and Exercises
Regular training would be provided to all personnel who have a role in planning
and operational response to an emergency. The main goal of training for
emergencies is to enable the participants to understand their roles in the
response organization, the tasks associated with each position and the
procedures for maintaining effective communications with other response
functions and individuals.
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• To test, efficacy, timing, and content of the plan and implementing procedures;
• To ensure, that the emergency organization personnel are familiar with their
duties and responsibilities by demonstration;
• Provide hands-on experience with the procedures to be implemented during
emergency; and Maintain emergency preparedness.
The frequency of the drills would vary depending on the severity of the hazard.
However, drills would be conducted once in a year. Scenarios may be developed
in such a manner as to accomplish more than one event objective. Drills and
exercises will be conducted as realistically as is reasonably practicable.
Planning for drills and exercises would include:
• The basic objectives;
• The dates, times and places;
• The participating organizations;
• The events to be simulated;
• An approximate schedule of events;
• Arrangements for qualified observers; and
• An appropriate critique of drills/exercises with participants
Evaluation of drills and exercises would be carried out which would include
comments from the participants and observers. Discrepancies noted by the drill
observers during the drill shall be pointed out during the drill. The individual
responsible for conducting the drill or exercise would prepare a written evaluation
of the drill or exercise. The evaluation would include assessments and
recommendations on:
• Areas that require immediate correction;
• Areas where additional training is needed;
• Suggested modifications to the plan or procedures; and
• Deficiencies in equipment, training, and facilities
The evaluation of a drill or exercise shall be submitted to the Terminal Manager

for review and acceptance who shall then determine the corrective actions to be
taken and assign the responsibility to appropriate personnel. The Safety In-
charge would track all approved drill and exercise corrective actions as a means
of assuring that corrections are made in a reasonable amount of time, and shall
advise the Terminal Manager of the status of implementation of corrective
actions. Records of drills, exercises, evaluations, and corrective actions would be
duly maintained.
Updating of Emergency Plan

Gwalior Airport Emergency Plan and implementing procedures would be
reviewed and updated to ensure compliance with relevant regulations and
applicable state and local emergency plans. The need for updating is based on
following aspects:
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• Written evaluations of mock drills exercises which identify deficiencies or more

desirable methods, procedures, or organizations.
• Changes in key personnel involved in the organization.
• Changes in the facility organization structure.
• Changes in regulations.
• Recommendations received from other organizations and state agencies.
7.6. Emergency Management Plan
Some important points /guidelines for EMP are given below for reference only.
Emergency Management Plan is necessarily a combination of various actions,

which are to be taken in a very short time but in a pre-set sequence to deal
effectively and efficiently with any disaster, emergency or accident with an aim to
keep the loss to the minimum.
The project will have to have complete liaison and co-ordination with outside
agencies to minimize the effect of such disaster/emergency. The major function
of the plan is to formulate a procedure for:
• Controlling it with minimum damage to men, material and machine
• Rescuing victims and treat them suitably
• Safeguarding others (evacuating them to safe places)
• Identifying the person affected
• Information to relatives of the causalities
• Providing authoritative information to news media and others concerned
• Preserving relevant records needed as evidence in any subsequent enquiry.
7.6.1. Scope
The aim of hazard control and disaster management is concerned with

preventing accidents through good design, operation, maintenance and
inspection, by which it is possible to reduce the risk of an accident, but it is not
possible to eliminate it. Since, absolute safety is not achievable, an essential part
of hazard control must include mitigating the effect of an accidents.
An important element of mitigating is emergency planning i.e. recognizing that

accidents are possible, assessing the consequences of such accidents and
deciding on the emergency procedures, both on site and off site, that would need
to be implemented in the event of emergency.
Emergency planning is just one aspect of safety and cannot be considered in

isolation. In particular, it is not a substitute for maintaining good standards within
the project. Before starting to prepare the plan, project management will ensure
that the necessary standards and safety precautions are administered.
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Emergency plans are likely to be separate for on-site and off-site, but they must
be consistent with each other, i.e. they must be related to the same assessed
emergency conditions. The on-site plan is called Disaster Management Plan
(DMP) and the off-site plan is called Emergency Preparedness Plan (EPP).
7.6.2. Objectives
The overall objectives of an emergency plan are:

• To localize the emergency and if possible, eliminate it; and
• To minimize the effects of the accident on people and property
Elimination of hazard will require prompt action by operators and emergency staff
using, for example, fire-fighting equipment and water sprays. Minimizing the
effect will include rescue, first aid, evacuation, rehabilitation and giving
information promptly to people living nearby.
Emergency planning is just one aspect of safety and cannot be considered in
isolation. In particular, it is not a substitute for maintaining good standards within
the project. Before starting to prepare the plan, project management will ensure
that the necessary standards and safety precautions are administered.
Emergency plans are likely to be separate for on-site and off-site, but they must
be consistent with each other, i.e. they must be related to the same assessed
emergency conditions. The on-site plan is called Disaster Management Plan
(DMP) and the off-site plan is called Emergency Preparedness Plan (EPP).
7.6.3. Formulation of DMP

The assessment of the risk and hazards leads either to improvements being
made to the project, in the form of additional safeguards or better procedures, or
to the decision being taken that the risk is sufficiently small to be accepted.
The plan will be substantial document including following:

• Assessment of the size and nature of the events foreseen and probability of their
occurrence;
• Formulation of the plan and liaison with outside authorities, including the
emergency services;
• Procedure for- raising the alarm and communication both within and outside the
works;
• Appointment of key personnel and their duties and responsibilities are:
o work incident controller
o works main controller
• Emergency control centre;
The project will set out the way in which designed people at the site for the
incident can initiate supplementary action both insides or outside the works at an
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appropriate time. An essential element of the plan must be the provision for
attempting to make safe the affected unit, for example by shutting it down. On a
project site, the plan will contain the full sequence of key personnel to be called
in from other sections or from off-site.
It is particularly important that the requirement of the plan for emergency

resources, both personnel and equipment, are reasonable and can be quickly
assembled in the event of an emergency. Management will consider whether
sufficient resources exist at the site to carry out the plan for the various assessed
incidents in conjunction with the emergency services, for example sufficient water
for cooling and fire fighting. The time element is of great significance but is often
overlooked.
7.6.4. Emergency Plan
Emergency is the one which may or may not cause material damage or injury but
likely to have an impact on the project. Such an emergency may be controlled
using resources and resources available in the surrounding establishments.
Scope of Emergency Plan

The scope of the plan is to ensure safety of life, protection of environment and
protection of property. Although the emergency may be caused by different
factors such as natural calamity, civil disturbance, sabotage, equipment failure,
human error, it will normally manifest in the form of fire, etc.
Objective of Emergency Plan

• To localize the emergency and if possible eliminate
• To control and contain the incident as early as possible
• To safeguard other employees by evacuating them to safe assembly points
• To minimize the damage to the project;
• To rescue accident victims and organize medical treatments
• To re-establish normal conditions; and preserve relevant records and equipment
for the subsequent enquiry into the cause and circumstances of the emergency.
Emergency Response Team
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Figure 7.8 : Emergency Response Team

7.6.5. Roles and Responsibility in Handling Emergencies
Table 7.11 : Roles and Responsibility in Handling Emergencies
Description Responsibilities for airport Emergency
Airport Director • Serve as Emergency Coordinator.
• Assume Incident Command responsibility for all
response and
• Recovery operations, as appropriate.
• Establish, promulgate, coordinate, maintain, and
implement the Airport Emergency Plan (AEP).
• Contact concern department and provide appropriate
alerts and notifications.
• Coordinate the closing of the airport when necessary
and initiate the dissemination of relevant safety-related
information to aviation users (NOTAMs).
Aircraft Operator • Provide full details of aircraft-related information, as
appropriate, to include number of persons, fuel, and
dangerous goods on board.
• Coordinate transportation, accommodations, and other
arrangements for uninjured passengers.
• Coordinate use of air carrier/aircraft personnel and
other supplies and equipment for all types of
emergencies occurring at the airport.
City Administrator • Provide access to city resources.
Fire Department • Manage and direct firefighting and rescue operations.
• Direct search and rescue or hazardous materials
response.
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Description Responsibilities for airport Emergency

• Coordinate mutual aid resources through Incident
Command System.
• Assist with search and rescue or evacuations.
• Assume Incident Command as appropriate.
Police Department • Manage and direct police operations.
• Assist with traffic control and scene security.
• Assist with search and rescue or evacuations.
• Respond as needed for activities involving crowds or
assemblies of people.
• Respond to bomb threats or acts of terrorism.
• Assume Incident Command as appropriate.
Hospital • Provide emergency medical services to the airport
during emergency conditions to include triage,
stabilization, first aid, medical care, and transportation
of the injured.
• Coordinate planning, response, and recovery efforts
with hospitals, fire and police departments, airport
operator, etc.
• Coordinate the hospital disaster plan with the airport
and community
• Emergency Operations Plan (EOP).
Public Work • Coordinate use of resources for debris removal or
Department building maintenance.
• Coordinate restoration of utilities.
• Provide equipment for emergency response and
recovery.
7.6.6. Crisis Management Centre (CMC)

Established by the airport operator, the CMC is to function as an overall
overseeing and controlling authority of the crisis mitigation process during an
emergency. The committee of the CMC comprises the following permanent and
supporting members: Permanent members of CMC are:
• Chief Operating Officer Head (Engineering/Maintenance)
• Head (Utility)
• Head (Security)
• Head (Airside Management)
• Terminal Manager
• Supporting members of CMC are: Ministry of Civil Aviation representative
• DGCA representative
• Airline concerned representative
• CISF representative
• Police representative
• Any other agencies required for proper handling of the crisis.
7.6.7. Policy
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An airport shall have a formally adopted safety policy and / or safety objective in
place, endorsed by the Accountable Executive (Chief Executive Officer, Chief
Operating Officer or Chairman of the Board) to confirm senior management
commitment to safety. This policy shall be clearly state its objective, identify
accountabilities, provide a timeframe and a detailed plan (processes). It shall
also define a strategy to implement the organization’s workplace health and
safety policy, which may be a stand-alone or part of a comprehensive safety
policy. The safety policy will incorporate measures to assess and control
(eliminate or reduce as low as reasonably possible) the hazards associated with
airport operations.
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Chapter 8. PROJECT BENEFITS

I. Benefit to the Country & State
• Civil Aviation industry in India has come up as fast-growing industries
during last three years. India has become the third largest domestic
aviation market in the world. The proposed project will cater the rising air
traffic
• Air aviation is the key of GDP growth, project will help in increasing GDP
of the country
• Airport is directly or indirectly key to the development and revenue
generation. It expected boost of industrialization, multi-model-
connectivity, and infrastructure development in the hinterland.
II. Environmental
• Terminal Building will be designed to achieve 3-star GRIHA rating
• Green area will be developed all around the city side. This will help in
reducing air pollution, noise pollution and increase the aesthetic of the
area
• Biodegradable waste will be treated in in-house Organic waste converter.
No Biodegradable waste will be disposed through authorised vendor.
• Energy Efficient material will reduce the carbon footprint.
• .
• All ICAO/MoEF&CC/MoCA norms shall be adopted to reduce impact on
Environment.
III. Social Benefit
• The development of the proposed airport will induce economic and social
benefits to the people in the project influence zone. Economic
development not only in the direct influence area, but also for the
surroundings and would generate employment opportunities. The
employment opportunities will grow steadily resulting in more demand of
skilled, educated and un-skilled people thereby increasing the standard of
education in Bir and Gwalior . The commercial development such as
budget hotels, office space, retail outlets, food-courts, multiplexes and
market zone shall lift the socio-economic status of the area. The aviation
industry itself is a source of considerable economic activity, creating jobs
that directly serve passengers at airlines, airports and air navigation
services providers. These include check-in, baggage handling, onsite
retail, cargo and catering facilities. These could be a push for people in
the project influence area to scale up their primary education enrolment
for women and children, to cater to the requirement of new works and
employment opportunities that will be created by the airport as well as its
allied services like the hotel industry, transport, tourism, etc.
• There are no affected families or person for the proposed project
• Up liftmen of nearby people due to development.
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Chapter 9. ENVIRONMENT MANAGEMENT PLAN
9.1. Introduction
The Environmental Management Plan (EMP) is the synthesis of all proposed mitigating
and monitoring actions, set to a time frame with specific responsibility assigned and
follow-up actions defined. The EMP is a plan of action for avoidance, mitigation and
management of the negative impacts of the project. Environmental enhancement is also
an important component of EMP.
During the construction and operation phase of proposed project, anticipated impacts
have been identified, assessed and evaluated. To mitigate such adverse environmental
impacts, environmental management plan has been suggested in the following
subsections. Environmental Management Plan (EMP) also includes environmental
monitoring plan and training plan for implementation of environmental management plan.
The suggested environment management plan when implemented with good

management practices, will not only yield desirable conditions but will also lead to
enhancement of positive impacts from the project.
9.2. Environment Management System and Policy
Environment management system includes four major elements

• Commitment & Policy: The management will strive to provide and
implement the Environmental Management Plan that incorporates all
issues related to air, water, land and noise.
• Planning: This includes identification of environmental impacts, legal
requirements and setting environmental objectives.
• Implementation: This comprises of resources available to the developers,
accountability of contractors, training of operational staff associated with
environmental control facilities and documentation of measures to be
taken.
• Measurement & Evaluation: This includes monitoring, counteractive
actions and record keeping.
193
9.3. Environment Management Plan

As assessed in above chapter the project will have impact of low to high significance on both environmental and social components.
To manage the impacts, mitigation measures are proposed but management plan, implementation and supervision agencies, and
period of implementation should be defined for implementation of the listed mitigation measures. The details of supervision agencies
and supervisor person is given in Section 10.5. Environment management plan for the project is given below in Table 10.1 and 10.2.
Table 9.1 : Environment Management Plan during construction Phase

S. Environmental Aspects Management Applicable Norms
No Component
1. Land • Change in • There shall be no change in landuse as the land • Rules & Regulations of
Land use is already demarcated for transportation as per Local bodies/village
• Contamination development plan 2021. No R&R is involved. panchayat
in Soil & Land • Excavated earth will be used for filling and • T&CP norms
leveling of site to maintain the ground level
wherever required.
• Temporary Drainage shall be provided at the
construction site, casting/storage yards, labour
camps site as per the natural drainage pattern of
the area. These drains shall be provided with
the silt trap and oil & grease traps
• No drain/stream shall be closed during project
construction
2. Soil • Excavation of • The topsoil shall be stripped from excavation • Construction &
Soil areas (app 15 cm) and stockpiled in covered Demolition Waste
• Contamination condition for later reuse in landscaping in (Management &
of Soil covered sheds. Handling) Rules, 2016
• Municipal Waste Solid
• Remaining soil shall be stored separately from
Waste Management
topsoil and shall be used for filling the site, Rules, 2016
construction of roads, medians and pavements. • Hazardous & Other
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Thus, most of the soil shall be used for filling Waste (Management
purpose. and Transboundary
• Site shall be cleaned on daily basis. Debris and Movement) Amendment
loose raw material shall be stored on the paved Rules, 2021
surfaces in covered condition
• HSD should be stored on paved surface and
drains should be provided around such surfaces
so as to drain out the spillage and prevent
mixing from soil.
• Paints, solvents, wood preservatives, pesticides,
adhesives and sealants shall be stored-in
sealed containers, labeled, and disposed of as
required by the Hazardous & Other Wastes
(Management and Handling) Rules, 2021
• All works shall be taken under supervision of
environment expert to prevent spillage of any of
the above-mentioned material and take
immediate clean-up operation in case of spillage
• Dustbins will be provided at the site and labour
hutment area for collection of the waste.
• Municipal waste from labour camp and site shall
be collected and disposed off through local
agency in area on daily basis.
• Construction debris shall be collected and
segregated into reusable, recyclable and reject
fraction. Reusable material shall be stored at the
site in covered condition, recyclable material
shall be sold to the vendors and reject shall be
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disposed off as per the guidelines of Municipal
Authority and C & D Waste Management &
Handling Rules, 2016
• Temporary roads shall be provided for
movement of the vehicles within the project site.
Vehicle shall move on the routes designated.
Parking space shall be provided within the
project site. So as there is no soil compaction
due to vehicular movement and parking in all the
areas within the site and the other adjacent
plots.
3. Water • Generation of • Water Act (Pollution
Wastewater • Covering concrete structures with gunny bag Prevention & Control),
• Requirement prior to curing 1974
of Fresh water • Curing run-off shall be collected and re-used for
• Contamination wheel washing and sprinkling purpose
to the • Sprinkling of water shall be done early morning
Surface/groun and evening time to minimize the evaporation
d water • Barricading will be done to avoid contamination
• Changes in through dust generation from the project site.
Surface water • Storm water shall be collected in temporary
body sumps constructed at site and storm water
should be used for sprinkling, cleaning and
curing
• Storage tanks and pipelines shall be inspected
for leakage and shall be repaired at the earliest
• No excavation shall be undertaken during
monsoon season. Garland drains shall be
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provided around excavated pits to divert the
storm water from nearby area from entering the
excavated pit.
• Bathrooms and toilets shall be provided for
construction labour with proper drainage system
at site and labour camp site. No run-off should
be there at site due to bathing and washing in
open. Waste shall be discharge to the soak pits.
• Mobile STP shall be provided for disposal of
sewage generated at site to prevent
contamination of run-off and mixing of sewage
with water.
• Site shall be cleaned on daily basis so as mixing
of run-off with debris can be prevented.
• Loose Raw material and construction debris
shall be stored in covered areas and paved
areas to avoid direct exposure and mixing with
run-off
• Oil spill kits shall be provided at the project site
for cleaning the spills, if any
• Measures shall be taken to prevent their spillage
and mechanism for immediate clean-up shall be
developed in case of spillage
• Drains shall be provided with the diesel storage
area. These drains are provided with oil
interceptor to remove the oil from run-off before
discharging.
4. Air • Generation of • Water sprinkling will be done to reduce the dust • Air Act (Pollution
Prevention & Control),
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PM and other emission 1981
Gases • Transportation of raw material and debris shall
be done in vehicles covered with tarpaulin cover
• Storage of raw materials like cement, sand, soil
etc shall be done in covered sheds or should be
covered by tarpaulin cover
• Fuel to be used in construction vehicles and DG
sets will be low in sulphur content.
• Vehicles and equipment shall be regularly
serviced and maintained
• DG sets shall be provided with stack of
adequate height as per CPCB norms
• Green belt development will be started at the
site during construction phase only
• Construction workers shall be provided with
mask
• Vehicles entering the site shall be checked for
PUC certificates
• Wheel washing arrangement will be done.
• Barricading the site shall be done for
suppression of dust generation
• Covering the scaffolding shall be done to
minimize dust generation.
• Separate storage area with barricading for C&D
waste management will be provided.
• Temporary road will be constructed and
sprinkled with water for dust suppression
• Precautions w.r.t air pollution control as
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stipulated in IS: 5121 ‘Safety code for Piling and
other Deep Foundation’ should be adopted.
5. Noise • Generation of • Workers exposed to high noise level shall be • Noise Rules, 2000 as
Noise provided with ear plugs amended.
• Job rotations shall be carried out for workers
involved in high noise generating activities
• Site shall be barricaded which minimize impact
of noise at site in neighboring areas
• Activity area shall be barricaded. Barricading
helps to lower the noise levels. GI sheet
barricades will be used for reducing the noise as
well as for controlling dust spread.
• Self-compacting concrete will be used in place
of consolidating the concrete by means of
vibrators or hand consolidation due to which
there will be minimal or negligible noise and
vibration generation
• Temporary noise shields shall be provided all
around the heavy noise making activities
• Noise level from loading & unloading of material
will be reduced by usage of various types of
cranes & placing material on sand or sandy bag
beds.
• Noise monitoring shall be carried out to ensure
the effectiveness of mitigation measures and
develop a mechanism to record and respond to
complaints on noise.
• Working hours for noise generation activities
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shall be restricted to day hours
• DG sets shall be provided with acoustic
enclosures
• Speed limits shall be restricted at site
6. Ecology & • Removal of • Workers and staff at the site shall be clearly • State Forest Act
Biodiversity Vegetation instructed about not harming any animal or bird • Forest (Conservation)
• Disturbance to or removing vegetation or cutting any tree for ACT, 1980 with
the Fauna any purpose from the site and nearby area Amendments Made in
• Reduction in • Entire activity area shall be barricaded so as to 1988
Vegetation prevent trespassing of any animal • Wildlife Protection Act
cover • No toxic or poisonous substance shall be stored of 1972
• Disposal of in open which can be consumed/spilled by any
untreated fauna
water in • Greenbelt will be developed along the city side
gardening. and around the boundary wall.
• Construction sites, casting yards, storage yards
etc. shall be regularly sprinkled with water for
dust suppression
• Barricading will be done all around the project
boundary to reduce noise and dust.
• Tree will be cut/transplant only after getting
approval
• Compensatory plantation shall be done in ratio
of 1:10 with consultation of forest department
and DFO.
7. Occupational • Infrastructure • Hygienic conditions shall be maintained at site • BOCWA
Health & needs by provision of dustbins at site for collection of • OHSAS
Safety and • Accident and waste, regular cleaning of site, provision of • Labour Act, 1970
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Community Noise toilets at site, regular disposal of construction
Health Safety problem. spoils, avoiding stockpiling of construction
and Security • Employment material at site etc.
and Socio- Generation • Provision of PPE to the workers like helmets,
Economic • Infrastructure safety jackets, masks, ear plugs, gum boots etc.
development • Adequate illumination should be provided at site
and in labour camps, if any
• LPG shall be provided as fuel and no open
burning of fuel should be carried out at site
• Structure design of building should be as per
NBC, 2016. Good quality construction material
shall be used for construction to prevent any
collapse of structure
• Quality supervisor shall be available at site to
ensure the quality of raw material and the
structures constructed
• EHS supervisor shall be deputed at site to
ensure the healthy and safe environment at
workplace
• Workers shall be given training at the site for
safety for handling the construction material and
equipment
• Fire-fighting facility shall be provided at the site
and workers should be trained to handle such
emergency conditions
• Entry to the fuel storage area and electricity
meter area shall be restricted
• Cautionary notice shall be provided for safety
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and no entry in areas associated with the risks
8. Waste • Generation of • Dustbins shall be provided at site for collection • Construction &
Municipal of municipal waste. Demolition Waste
Waste • Construction debris shall be collected and (Management &
• Generation of segregated into reusable, recyclable and reject Handling) Rules, 2016
• Solid Waste
C&D Waste fraction. Reusable material shall be stored at the
Management Rules,
• Generation of site in covered condition, recyclable material 2016
Hazardous & shall be sold to the vendors and reject shall be • Hazardous & Other
other waste. disposed off as per the guidelines of C& D Waste (Management
Waste Management & Handling Rules, 2021 and Transboundary
• Hazardous waste like used oil from DG sets and Movement) Amendment
machinery shall be stored in sealed containers Rules, 2021
and shall be disposed off through authorized • Plastic Waste
agencies only Management Rules,
• Waste storage shall be done on paved surface 2016
and covered area only • E-Waste (Handling &
Management) Rules,
• Waste carrying vehicles shall not be overloaded
2016
and shall be always covered
• Battery Waste
Management Rules, 20
16.
• Bio-medical Waste
(Handling &
Management) Rules,
2016
202
Table 9.2 Environment Management Plan during Operation Phase

No Component
1. Land • Change in land • Area will be monitored in consultation with • Rules & Regulations of
use municipal authority to avoid encroachment in Local bodies/village
the 5Km radius panchayat
• Development will be done as per Master plan
and approved planning.
• No change in landuse is proposed
2. Soil • Contamination • Solid waste collection and disposal area will be • Construction &
of Soil paved area to avoid contamination of soil Demolition Waste
through leachate. (Management &
• A room shall be provided at site for storage of Handling) Rules, 2016
• Solid Waste
e-waste and e-waste shall be sold off on
Management Rules,
regular basis to authorized vendors only 2016
• Fuel, Waste oil from Aircrafts, machineries, DG • Hazardous & Other
sets and aircraft maintenance area shall be Waste (Management
stored in HDPE containers and stored in and Transboundary
isolated paved areas. These paved surfaces Movement) Amendment
will be provided with the drains and oil Rules, 2016
interceptors installed in the drains. It shall be
sold to authorized vendors on regular basis.
• MRO area will be provided with drains, sump
and paved area, to collected oil, lubricant and
waste water. Waste water from MRO will be
treated in Mobile ETP.
• Aircraft fuel will be stored in separate isolated
area with paved area to prevent contamination
of soil due to spillage. Drains shall be provided
in and around the storage yards and drains will
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No Component
be fitted with oil interceptors
• No left-over construction debris or material
should be stored at site
• Hazardous waste, if any should be stored,
managed, transported and disposed as per
Hazardous & Other Waste Rules, 2021
3. Water • Generation of • Dual plumbing system shall be provided so as • Water Act (Pollution
Domestic STP treated water can be re used for flushing, Prevention & Control),
Wastewater horticulture, cooling and freshwater 1974
• Requirement of requirement will be minimized.
Fresh water • Dip irrigation system will be adopted
• Contamination • Dry cleaning will be adopted in the airport.
to the • Lavatory waste from Aircraft will be treated in
Surface/ground in-house STP.
water • Adoption of water conservation measures like
usage of low flow taps, provision of dual
flushing cisterns, tap aerators, sensor-based
taps in commercial area, ultra-low flow urinals
in commercial area, low faucet taps, auto
control valves and pressure reducing devices
• Adoption of automatic alarm system for
controlling overflow of tanks
• Provision of flow meters to account for the
water usage and keeping regular check on the
water usage pattern as it helps in identifying
major water leaks/loss
• Provision of proper leak detection and repair
system
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• Pipelines and tanks shall be cleaned and
maintained properly on regular basis
• Provision of storm water collection from roof
area, paved and unpaved area, storage and
recharging pit at the site for recharging ground
water.
• Runoff from fuel storage, maintenance area
and taxiway area will be channelized to storm
water line through oil interceptors.
• Separate storage area will be provided for
solid waste management to avoid mixing of
leachate with runoff or wastewater.
• Regular cleaning of rainwater harvesting pit
through agency will be done.
• Piezometer will be installed with rainwater
harvesting pit for assess ground water
• MRO area will be provided with drains, sump
and mobile ETP to collect and treat
wastewater and spill.
• Rainwater harvesting pit will be provided with
Oil & grease tap.
• Regular monitoring for performance of STP
shall be done. Standards given by MoEF&CC
will be complied.
• Runoff from fuel storage, maintenance area,
taxi way area will be channelized to storm
water line through oil interceptors
4. Air • Spillage/leakage • ICAO emission standards will be maintained at • Air Act (Pollution
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• Emission from the airport Prevention & Control),
Aircraft & other • Efforts will be done to reduce the use of fuel in 1981
supporting order to save money and reduce emission
facilities • Single engine taxing will be adopted at the
• Emissions from airport
Vehicles • Engine will be shut down during idling
• Emissions from • Airport will be designed in order to reduce the
stationery taxing length of aircraft
sources • Proper signage will be displayed at the airside
for movement of vehicles and aircraft
• Low Sulphur Diesel will be used in DG set
• Multi-model connectivity will be provided in the
upcoming years to reduce vehicular emission
• Regular Vehicle pollution check will be done
for vehicle used in airside
• Proper traffic management plan will be
prepared to ensure no traffic congestion at
internal terminal road
• Green belt along the roads will be developed
to reduce the vehicular emission.
• Stack height to the DG set as per CPCB
guideline will be provided
• Wide access pathways and sufficient nos. of
exit & entry shall be provided to minimize the
congestion
• All measures will be adopted to reduce fugitive
emission during handling and refueling of fuel.
• Continuous Air Monitoring system will be
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No Component
installed at Airport
• Use of advanced aerobridges fitted Fixed
Electrical Ground Power (FEGP) and
Preconditioned Air (PCA) in order to minimize
aircraft and vehicular pollution at the airport
and prevents the use of APU at parking bay.
• Use of dedicated Compressed Natural Gas
(CNG) vehicles and electrically operated
baggage tugs and buggies for transport of
baggage, cargo and passenger in the apron,
cargo and passenger terminal building..
• Continuous Descent Approach (CDA) and
Continuous Decision Making (CDM)
procedures to reduce taxi time leading to fuel
saving
• Adoption of Carbon Accounting &
Management System (CAMS) for reducing
airports GHG emissions which is based on the
guidelines provided in the ISO 14064-1 for
quantification and reporting of greenhouse gas
emissions and removals. Airports will also be
using Environment Management System (ISO
14001), Energy Management System (ISO
50001:2011) and Green House Gas Reporting
(ISO 14064) mechanism which helps them to
develop and implement policy, objectives and
action plans taking into account legal and other
requirements for GHG reduction.
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5. Noise • Noise • DGCA/MOEF&CC/ICAO standards and • Noise Rules, 2000 as
generation from procedure shall be adhered amendment
Aircraft & • Noise mapping study shall be carried out as • GSR 568 (E) dated
supporting per DGCA requirement to assess the existing 18.06.2018.
facilities noise loads and the population affected.
• Noise from Further noise management action plan will be
Vehicles made.
• Noise from • Planning shall be done to minimize the use of
machineries Ground Power Unit (GPU) and Auxiliary Power
unit (APU) during aircraft parking at bay.
• Runway orientation is made in such a way that
there won’t be adverse impact on nearby
settlement.
• Restriction to the noisy aircrafts
• Restriction for use of thrust reverse while
landing of aircraft, the flight crew shall have the
final authority to decide on use of thrust
reverser on case to case basis.
• It will be ensured that, engine run-up is done at
a specific location only marked by the airport
operator.
• It will be ensured that, aircraft operator is
following use of noise preferential routes to
avoid noise-sensitive areas on departure and
arrival.
• Switching off engine during idling
• DG set will be placed in acoustic enclosure
with anti vibration pads to reduce noise and
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vibration from DG sets
• Proper maintenance of Ground support
equipment, vehicles
• Ear plugs/mufflers will be mandatory for
workers, working in noisy areas
• Double Glazed glass will be used in Terminal
building to reduce noise
• Sufficient oiling and lubrication will be done to
all the parts of the machineries to ensure that
minimal noise is generated.
• Continues ambient noise level monitoring
system will be installed at the airport
• Proper traffic management plan will be
prepared to ensure no traffic congestion at
internal terminal road
• Green belt will be developed
• Signage for no honking will be displayed
• Noise adsorption material will be used for
construction of terminal building and other
development area
• Noise barrier will be installed wherever
possible and required
6. Ecology & • Disturbance to • green belt and green area will be developed • State Forest Act
Biodiversity the Fauna • . • Forest(Conservation)
• Reduction in • It is planned to develop strong avenue planting ACT, 1980 with
Vegetation in greenbelt with lower level shrubs and street Amendments Made in
cover furniture in footpath. All road verges and 1988
• Disposal of medians shall be landscaped by providing • Wildlife Protection Act
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untreated water dwarf trees and hedge, which will be pruned of 1972
in gardening. regularly to shape or allowed to grow naturally
• Survival Rate of • Noise level contouring and identification of
Tree areas in the takeoff and landing sections
• As there was no wildlife, observed during the
field survey, no detailed mitigation measure is
envisaged. However, the EMC personnel
would be trained to be sensitive to this rare
issue
• Discussion with people concerned over the run
way operation and noise level reduction and
execution of mandatory activities of DGCA and
ICAO.
• Based on the community consensus and noise
studies an implementation plan based on noise
abatement plan and noise compatibility plan
may be established.
• The most effective method of mitigating noise
sources - other than cessation of the source
activity or use of source controls would include
installation of sound barriers or also called
noise barrier or sound wall or sound berm or
acoustical barrier.
• Compensatory plantation in ratio of 1:10 will be
done to reduce impact of cutting trees
• Plants will be selected in order to avoid bird
strikes, non-fruit plants will be planted
• Plantation will be done at the airside, wherever
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possible.
• No-untreated water will be used for watering
• If any animal trapped in the airport zone, will
be handover to the forest department
• All measures will be adopted to keep birds
away from the airside zone
• All measures will be adopted to keep eco-
system balance
7. Occupational • Infrastructure • All the staff shall be given training for carrying • BOCWA
Health & needs out the work assigned keeping the safety as • OHSAS
Safety and • Accident and priority.
Community Noise problem. • All staff shall be provided with personal
Health Safety • Employment protective equipment like ear plugs/mufflers,
and Security & Generation masks, gloves, etc as required
Socio- • Infrastructure • Periodic inspection of PPE should be done to
economic development ensure that they are in proper condition by
keeping the records
• All OSHAS guideline will be followed at the
airport
• Medical Tests shall be undertaken for workers
working in highly noisy area.
• Health check-ups shall be undertaken for
workers every year
• Proper signage about the stations, entry, exit,
fire exit, directions, safety messages,
conservation of energy & water, non-spitting,
non-littering, restricted entry etc. should be
provided at all the place to make the
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passenger and staff about the risks involved
and required safety measures to be taken
• Walking on the runway will be restricted
• Proper guards/safety provision shall be made.
Entry beyond the certain points should be
restricted for the passengers
• Entry to the control rooms, firefighting rooms,
DG area and other similar areas shall be
restricted for passengers and entry of such
areas will be guarded
• Certified First aid trainer shall be present at all
the airport all the time
• Mock drills should be conducted to train staff
for handling emergency situations
• Emergency preparedness & response plan
prepared for the project should be followed
• Dos and Don’ts during the natural calamity and
accidents should be displayed at stations and
in metro for passengers and staff so as they
know what is to be done during and after
emergency.
• Trainings shall be conducted for drivers on
regular basis to train them about the safety
procedures and strictly following the rules
• Regular monitoring, servicing & maintenance
of all the signaling, transmission and
communication system to minimize the
chances of accidents
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• Fire-fighting equipment shall be provided at all
the locations
8. Waste • Generation of • Proper municipal solid waste collection, • Construction &
Municipal Waste management, treatment and disposal system Demolition Waste
• Generation of shall be followed for management of solid (Management &
C&D Waste waste. Municipal waste shall be segregated at Handling) Rules, 2016
• Solid Waste
• Generation of source into compostable waste, recyclable
Management Rules,
Hazardous & waste and inert waste by provision of three
2016
other waste colour bins. A waste storage room for
• Hazardous & Other
municipal waste shall be provided at site with Waste (Management
storage capacity of 2-3 days. Compostable and Transboundary
waste shall be treated within the site in organic Movement) Amendment
waste convertor, recyclable waste shall be sold Rules, 2016
to the vendors and the inert fraction shall be • Plastic Waste
disposed through the local agencies in area on Management Rules,
daily basis. 2016
• Deplane waste will be collected in HDPE bags • E-Waste (Handling &
and sent to the in-house solid waste Management) Rules,
management area for treatment/disposal 2016
• Battery Waste
• Airport Council International’s (ACI) policy and
Management Rules, 20
recommended practices Handbook will be 16.
followed for waste management at airport • Bio-medical Waste
which promotes to avoid, to reduce, re reuse, (Handling &
to recycle and finally to dispose the waste. Management) Rules,
• A separate room shall be provided at site for 2016
storage of e-waste and e-waste shall be sold
off on regular basis to authorized vendors only
• Training will be provided to the workers
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• Waste management and reduction plan will be
made
• STP sludge will be used as manure in
landscaping
• No hazardous substance or waste will be
handled in cargo during phase II operation.
• Waste oil, lubricant from machineries,
equipment, maintenance yard, DG set shall be
stored in HDPE containers and stored in
isolated paved areas. It shall be sold to
authorized vendors on regular basis.
• Fuel shall be stored in isolated location on
paved areas to prevent contamination of soil
due to spillage. Drains shall be provided
around Fuel storage yards and drains will be
fitted with oil interceptors
• Dyked enclosure will be the component of
storage of hazardous material.
• Separate vehicle maintenance area will be
demarcated to prevent water or soil
contamination
• Minimum use of hazardous cleaning agent will
be done
• Dry cleaning will be undertaken during spillage
of oil or other hazardous waste
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• No hazardous substance or waste will be
handled in cargo during phase II operation.
• Separate area of storage has been planned for
cargo handling
• Compliance to SWM, E-waste, BMW, C&D
Waste, battery waste, rules shall be adhered.
• Unclaimed cargo will be disposed off/
auctioned after certain period of time as per
Section 48 of the Customs Act, 1962
• E-waste will be stored in separate room and
sold to authorized recycler as per E-waste
(Management) Rules, 2016
• There will be very less quantity of C&D waste
generation during operation phase, which will
be managed as per the C&D waste
management rules, 2016
215
9.4. Emergency Preparedness and Response

Disaster is an unexpected event due to sudden failure of the system, external threats,
internal disturbances, earthquakes, fire and accidents. Infrastructure project of this scale
may have various risks associated to it which may results into hazards/disasters. Nature
and type of hazards/disasters will vary during construction and operation phases of the
project. Emergency preparedness and response plan is given in Chapter 7.
9.5. Institutional Framework for Implementation of EMP

For effective implementation of the proposed environmental management plan, it is
necessary to have permanent organizational set up charged with the task of ensuring
effective implementation of EMP and to monitor the implementation efficiency. DoCA is
agency for planning, implementation and operating the project.
Thus, DoCA shall have EMP cell to monitor the implementation of the EMP during the
construction stage and to implement the proposed EMP during operation phase. EMP
cell shall be chaired by the person airport Director. Other suggested members of EMP
cell are Environmental Engineer/Officer, Safety Officer, Technical Assistant
(environment background) and other assistants (miscellaneous works).
During construction stage, EMP cell of DoCA will work in coordination with the contractor
to ensure implementation of the EMP and safety procedure. In operation stage EMP cell
will ensure the implementation of the EMP.
Progress of the EMP cell shall be reviewed by an Environmental Adviser every

year. The Environmental Adviser would be an experienced Environmentalist
familiar with environmental management in similar projects. Third party safety
audits can be conducted to ensure the compliance of proposed EMP system.
9.5.1. Roles & Responsibilities of the EMP Cell

• To ensure that the suggested EMP is being implemented adequately during
construction phase and to implement the EMP during operation phase
• To ensure implementation of Conditions as stipulated in Environmental Clearance
in coordination with the sub in-charges of the team & other environmental laws
• To ensure suggested safety practices are being followed at the site during
construction & operation phase
• To ensure all regulatory approvals required for the projects are taken and being
renewed time to time
• To ensure regular operation and maintenance of pollution control devices.
• To minimize environmental impact of operations as by strict adherence to the EMP.
• To initiate environmental monitoring as per approved schedule.
216
• Maintain documentation of good environmental practices and applicable

environmental laws for a ready reference.
• Maintain environmental related records.
• Coordination with regulatory agencies, external consultants, monitoring
laboratories.
• Maintenance of log of public complaints and the action taken.
• To ensure compliance is being done to the conditions specified in
consents/approvals issued
• To ensure all the prescribed environmental standards and labour laws are being
followed
• To ensure effective grievance redressal system is implemented at the site during
construction & operation stage and response all the grievances raised are
addressed adequately
• To attend and conduct the EMP meetings and audits
• To ensure that third party EMP audits are being conducted regularly
9.5.2. Hierarchical of Environmental Management Cell

Normal activities of the EMP cell would be supervised by a dedicated person who
will report to the site manager/coordinator of the project. The hierarchical
structure of suggested Environmental Management Cell is given in following
Figure 10.1. The responsibility of particular head is given below:
Figure 9.1 : Environment Management Cell

9.6. Grievance Redress Mechanism
A grievance mechanism shall be established to receive the concerns and issues being
faced by community in the project area both during construction and operation phase.
Information of such system shall be made available to the public through consultations,
notices, advertisements, displaying on website etc. Grievance redressal cell should be
established by concessionaire, implementation agency and project proponent during the
construction phase and by the proponent during the operation phase.
217
Through the grievance redressal mechanism, community is free to lodge their concerns
and submit their suggestions. The grievance mechanism will be scaled to the risks and
adverse impacts of the project. It will be address concerns promptly, using an
understandable and transparent process that is culturally appropriate and readily
accessible to all segments of the affected communities, and at no cost and without
retribution. The client will inform the affected communities about the mechanism.
Grievance redressal system will include provision of a box at construction site, casting
yard & workshop site, storage yard site & site office site, labeled as grievance redressal
box. Grievances can be dropped by aggrieved into this box. Also, a registered for
grievance redressal shall be maintained at entry gate of all above mentioned areas
where aggrieved can register its complaint along with his details like name, contact
number and can take the reference complaint number. Grievance redressal box or
register will be reviewed every week and first response to the grievance to the aggrieved
should be given within 7 days of grievance submitted by the receiver. Grievance
redressal cell should consider the following points for functioning
• The decision on the grievance would be communicated to the aggrieved person
within a timeframe (1 week).
• There shall be a nodal officer designated by concessionaire, implementing
agency & proponent for each site/work area
• All grievances shall be documented and indexed for future reference. The
proceeding and actions against each of the grievance shall be documented and
should also carry this index number for easy traceability. The grievance received
shall be communicated to all the concerned SHE personnel of concessionaire,
implementing agency & proponent
• If required, the aggrieved community member can also be made a part of the
Redressal process, so he is able to place his point of view.
• The Grievance Redressal committee (incharge & nodal officers) of
concessionaire, implementing agency & proponent should meet at regular
interval and discuss on the grievance and take necessary action.
9.7. Reporting
As per the MoEF&CC guideline, Environment monitoring report and compliance
of conditions mentioned in the environment clearance will be submitted to the RO-
MoEF&CC, SPCB and SEIAA. Compliances will be submitted in month of June
and December for the period of April to September and October to March
respectively. Third party laboratory (approved MoEF&CC & NABL laboratory)
shall be appointed for carrying out the monitoring. Also, self-environmental audit,
Health and safety audit shall be conducted annually.
9.8. Environment Management Cost
218
Budget for environmental management both during construction and operation phase is
given below in Table 10.3 below.
Table 9.3 : Environment Management Cost

S. Item No. Capital Cost Recurring Cost/Yr.
No. (INR Lacs) (INR Lacs)
Construction phase
1. Toilets & Mobile STP 15 1
2. Site barricading with LED lights on -
18
top (MS barricades)
3. Topsoil Preservation 78 1
4. Waste Collection, Segregation,
Disposal & Management (provision
of covered areas for waste storage,
5 2
provision of dustbins, collection of
waste through local body, and
labour for waste management)
5. Temporary sheds and containers for
material storage, paved areas and 5 0.5
rest areas for workers
6. Labour accommodation and the
25 1.8
basic facilities
7. Temporary storm water drainage
(construction site, construction
yards, labour camp sites), oil 10 1
interceptors, silt fencing near Rana
Minor, and sedimentation tanks
8. PPE Cost, maintenance and repair
18 2
for 1000 labour
9. Environmental Monitoring - 1.6
10. Provision of stacks with DG sets Part of Project Cost
11. Provision of safety signage’s 0.5 0.1
Total- Construction Phase 174.5 11.0
Operation Stage
1. STP 38 2
2. Landscaping & planting tree 450 10
3. Rainwater Harvesting System 50 10
4. Waste Collection, Segregation,
50 5
Disposal & Management
219
5. Environmental Monitoring 10 1.6

6. PPE Provision maintenance and
18 2
repair
7. Solar Energy 25 5
Total-Operation Phase 641 35.6
220
ENCLOSURES
1
ENCLOSURE 1: LAND DOCUMENTS
2
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M. Selvendran, 1. A.S.
ecretary Department of Aviation
Government of Madhya Prailesh
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Tel.: 0755-2708230, E-mail: selvendr@nic.in 3
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A.*: Pathak AIRPORTSAUTHORITY OF INDIA'
iNizi (4n-10 ugt14 Tift !re;
Rajiv Gandhi Bhawan,
Meintier.(Planning) .
timihr RPIRTRR. ttuKtgitt 044 %silo,
AIRPORTS AUTHORITY OF INDIA ' %Tcitkidffite : +91-14-24693417
Safdarjung Airport,
- 4;ERT/Fax• : +91-11-24611104'
4-1/4/th-mail : mplg@aai.aero • it ft(-110003
New Delhi-110003 •
DC) No. NR-39/42/2021./GwalioT/6•12

. .• . - 3tPhSeptembert 2021
•
• • •
• Sub: Acquisiticin of Land admeasurine 57.952 Hectares for Development & Expansion of
- — Gwalior Airport
Dear Sir,
AAI has Laken up • developmentand expansion of twalior Airibort,-.for which land

measuring 57.9.52 .*HeciaTe (143.20 Acres) has been requisitioned by AAI. This plan
. of
.. expansion of Gwalior airport is being monitored by Ministry of Civil Aviation. A master plan
' -showing the required land viz-a-viz the proposed development•works is enclosed for yOUr
ready reference (AnnexUre
2. ' The. necessary - details with respect to required land have already been completed
jointh, With Revenue officials. Now,. vide letterdated 17 September,. 2021, Tehsildar, Murar-
- Tehsil4Walior has communicated and requested AM to complete the formalities along with
providing acquisition cost:of Rs. 64.91 croreS and R. 46.3e'lakhs pet annum in order'to start
; 'the acquisition proceedingslAnnexure W.. It has been further desired by Revenue officials
that timeline for•coMpletion of project and financialresource may also be provided to them..
. 3. In this *regard, it is to su6mit that as. per National Civil Aviation. Policy, 2016, the
respective State has to handover the land to MI .on•free of cost basis and fred from all
encumbrances for any airport infrastructure and development activities tarried tCy AM for
Public purposes. This practice iS• being followed by other states; and the Govt of. Madhya
Pradesh (GoMP),. earlier had provided land to MI on free of cost basis at Bhopal, Indore,
Jabalpur and Khajurpho airports also.. Hence, the instant request of AAI for Gwalior airport is
. • also to be treated at par With earlier airport projects in Madhya Pradesh.
4. • In view ofthe above,, it• is requested that GoMP may like to give suitable instructions
to concerned Revenue officials at Gwalior to provideland on free of cost basis to AM so that.
. the devtelopment Works be taken. up'at the.earliest. •
With regards, •
Yours sincerely,
. Pathak ) •
Shri M. Selvendran, IAS .

Secretary to Chief Minister & Civil Aviation
r
• Go.vernment-pf-Madhya-Rradesh--:
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7
ENCLOSURE 2: CONSENT TO OPERATE
8
Consent Order M.P. Pollution Control Board - Gwalior
Pandit Deendayal Nagar,Housing Board Colony,
Gwalior 474 020
Gwalior
Tele : 0751-2472020
RED-SMALL CCA-Fresh CONSENT NO: *** PCB ID: 144152
Outward No:17185,09/12/2021 Consent No:AWH-94216
NO: /MPPCB/GWR
To,
The Occupier,
M/s. Airports Authority Of India,
Sur. 223/2, 333, 343, 334/1, 334/2, 335, 336, 344/1, RVST Airport Gwalior,
City : Maharajpura, Dist : Gwalior, Tal : Gird, SIDC : I/A Maharajpura,
Latitude : 26.2850 Longitude : 78.2172
Subject: Grant of Consent to Operate under section 25 of the Water (Prevention & Control of Pollution) Act,1974 under section 21
of the Air (Prevention & Control of Pollution) Act,1981 and Authorization under Hazardous and other Waste (Management
& Transboundary movement) Rules, 2016
Ref: Your Consent to Operate Application Receipt No. 1102853 Dt. 09/12/2021 and last communication received on
Dt.06/12/2021
With reference to your above application for consent to operate has been considered under the aforesaid Acts and existing rules therein.
The M. P. Pollution Control Board has agreed to grant consent up to 08/12/2022 & authorisation up to 08/12/2026, subject to the
fulfillment of the terms & conditions, enclosed with this letter and-
SUBJECT TO THE FOLLOWING CONDITIONS :-

a. Location: 223/2, 333, 343, 334/1, 334/2, 335, 336, 344/1, RVST Airport , Maharajpura, Gird, Gwalior
b. The capital investment in lakhs: Rs. 50
c. Product & Production Capacity:
Product Qty / Day
Passenger 200.000 NOS (Two Hundred Nos.)
Note:- For any change in above industry shall obtain fresh consent from the board.
The Validity of the consent is up to 08/12/2022 and has to be renewed before expiry of consent validity. Online application through
XGN with annual license fees in this regard shall be submitted to this office 6 months before expiry of the consent/Authorization.
Board reserves the right to amend/cancel / revoke the above condition in part or whole as and when required.
Enclosures:-
* Conditions under Water Act
* Conditions under Air Act
* Conditions under Hazardous Rules
* General conditions
NETRAPAL SINGH
(Organic Authentication on AADHAR from UIDAI Server) Regional Officer
TPAV # FVHKWQGJL3
9
This Certificate generated from xgn.mp.nic.in are valid and does not require physical signatures, the certificate can be validated online from xgn.mp.nic.in using "TPAV" Number. Page: 1 / 7
Gwalior 474 020
Gwalior
Tele : 0751-2472020
CONDITIONS PERTAINING TO WATER (PREVENTION & CONTROL OF POLLUTION) ACT 1974 :-

1. The daily quantity of trade effluent at out fall of the unit shall not exceed 0.000 KL/day, and the daily quantity of sewage
at out fall of the unit shall not exceed 100.000 KL/day
2. Trade Effluent Treatment:-
The applicant shall provide comprehensive effluent treatment system as per the proposal submitted to the Board and
maintain the same properly to achieve following standards-
pH Between 5.5 – 9.0 TDS Not exceed 2100 mg/l.
Suspended Solids Not exceed 100 mg/l. Chlorides Not exceed 1000 mg/l.
BOD3 Days 27 c Not exceed 30 mg/l.

COD Not exceed 250 mg/l.
Oil and grease Not exceed 10 mg/l.
For other parameters general standards of discharge as notified under EP Act 1986 shall be applicable.
3. Sewage Treatment :- The applicant shall provide comprehensive sewage treatment system as per the proposal submitted
to the Board and maintain the same properly to achieve following standards-
pH Between 5.5 – 9.0
Suspended Solids Not exceed 100 mg/l.
BOD3 Days 27 c Not exceed 30 mg/l.

COD Not exceed 250 mg/l.
Oil and grease Not exceed 10 mg/l.
Sr Water Code (Qty in klpd - Kilo Ltr per Day) WC : 198.000 WWG : Water Source Remark
100.000
1 Domestic Purpose 198.000 100.000 Borewell
4. The effluent shall be treated up to prescribed Standards and reuse in the process, for cooling and for green belt
devolvement/gardening within premises. Hence zero discharge condition shall be practiced. In no case treated effluent shall
be discharged outside of industry/unit premises.
5. Any change in production capacity, process, raw material used etc. and for any enhancement of the above prior
permission of the Board shall be obtained. All authorized discharges shall be consistent with terms and conditions of this
consent. Facility expansions, production increases or process modifications which result new or increased discharges of
pollutants must be reported by submission of a fresh consent application for prior permission of the Board
6. Compilation of Monitoring data-
i. Samples and measurements taken to meet the monitoring requirements specified above shall be representative of the
volume and nature of monitored discharge.
ii. Following promulgation of guidelines establishing test procedures for the analysis of pollutants, all sampling and
analytical methods used to meet the monitoring requirements specified above shall conform to such guidelines unless
otherwise specified sampling and analytical methods shall conform to the latest edition of the Indian Standard specifications
and where it is not specified the guidelines as per standard methods for the examination of Water and Waste latest edition of
the American Public Health Association, New York U.S.A. shall be used.
iii. The applicant shall take samples and measurement to meet the monthly requirements specified above and report online
through XGN the same to the Board.
7. Recording of Monitoring Activities & Results-
i. The applicant shall make and maintain online records of all information resulting from monitoring activities by this
Consent.
ii. The applicant shall record for each measurement of samples taken pursuant to the requirements of this Consent as
follows:
(i) The date, exact place and time of sampling
(ii) The dates on which analysis were performed
(iii)Who performed the analysis?
(iv)The analytical techniques or methods used and
(v)The result of all required analysis
10
iii. If the applicant monitors any Pollutant moreConsent
frequently as is by this Consent he shell include the results of such
No:AWH-94216
Gwalior 474 020
Gwalior
Tele : 0751-2472020
monitoring in the calculation and reporting of values required in the discharge monitoring reports which may be prescribed
by the Board. Such increased frequency shall be indicated on the Discharge Monitoring Report Form.
iv. The applicant shall retain for a minimum of 3 years all records of monitoring activities including all records of
Calibration and maintenance of instrumentation and original strip chart regarding continuous monitoring instrumentation.
The period of retention shall be extended during the course of any unresolved litigation regarding the discharge of
pollutants by the applicant or when requested by Central or State Board or the court.
8. Reporting of Monitoring Results:-
Monitoring Information required by this Consent shall be summarized and reported by submitting a Discharge Monitoring
report on line to the Board.
9. Limitation of discharge of oil Hazardous Substance in harmful quantities:-
The applicant shall not discharge oil or other hazardous substances in quantities defined as harmful in relevant regulations
into natural water course. Nothing in this Consent shall be deemed to preclude the institution of any legal action nor relive
the applicant from any responsibilities, liabilities, or penalties to which the applicant is or may be subject to clauses.
10. Limitation of visible floating solids and foam:
During the period beginning date of issuance the applicant shall not discharge floating solids or visible foam.
11. Disposal of Collected Solid waste/sludge-
All hazardous waste/sludge shall be disposed of as per the Authorization issued under Hazardous & other waste (M&TM)
Rules 2016. And/other Solids Sludges, dirt, silt or other pollutant separated from or resulting from treatment shall be
disposed of in such a manner as to prevent any pollutant from such materials from entering any such water Any live fish,
Shall fish or other animal collected or trapped as a result of intake water screening or treatment may be returned to eaters
body habitat.
12. Provision for Electric Power Failure-
The applicant shall assure to the consent issuing authority that the applicant has installed or provided for an alternative
electric power source sufficient to operate all facilities utilized by the applicant to maintain compliance with the terms and
conditions of the Consent.
13. Prohibition of By pass system of treatment facilities-
The diversion or by-pass of any discharge from facilities utilized by the applicant to maintain compliance with the terms
and conditions of this Consent in prohibited except :
i. where unavoidable to prevent loss of life or severe property damage, or
ii. Where excessive storm drainage or run off would damage any facilities necessary for compliance with the terms and
conditions of this Consent. The applicant shall immediately notify the consent issuing authorities in writing of each such
diversion or by-pass in accordance with the procedure specified above for reporting non-compliance.
14. Industry/Institute/mine management shall submit the information online through XGN in reference to compliance of
consent conditions.
11
Consent No:AWH-94216
Gwalior 474 020
Gwalior
Tele : 0751-2472020
CONDITIONS PERTAINING TO AIR (PREVENTION & CONTROL OF POLLUTION) ACT 1981 :-

1. The applicant shall provide comprehensive air pollution control system consisting of control equipments as per the
proposal submitted to the Board with reference to generation of emission and same shall be operated & maintained
continuously so as to achieve the level of pollutants to the following standards:-
Name of section Capacity Stack height Fuel Control equipment P.M, SOX, NOX(mg/NM3)
(mtrs) installed
D.G. Sets 160 KVA 3 DIE Acoustic enclosure as notified under EP Act 1986 shall be applicable
2. Ambient air quality at the boundary of the industry/unit premises shall be monitored and reported to the Board regularly
on quarterly basis: The Ambient air quality norms are prescribed in MoEF gazette notification no. GSR/826(E), dated:
16/11/09. Some of the parameters are as follows:
a. Particulate Matter (less than 10 micron) - 100 µg/m³ (PM10 µg/m³ 24 hrs. basis)
b. Particulate Matter (less than 2.5 micron) - 60 µg/m³ (PM2.5 µg/m³ 24 hrs. basis)
c. Sulphur Dioxide [SO2] (24 hrs. Basis) - 80 µg/m³
d. Nitrogen Oxides [NOx] (24 hrs. Basis) - 80 µg/m³
e. Carbon Monoxide [CO] (8 hrs. Basis) - 2000 µg/m³
3. The industry shall take adequate measures for control of noise level generated from industrial activities within the
premises less than 75 dB(A) during day time and 70 dB(A) during night time.
4. The industry/unit shall make the necessary arrangements for control of the fugitive emission from any source of
emission/section/activities.
5. All the internal roads shall be made pucca to control the fugitive emissions of particulate matter generated due to
transportation and internal movements. Good housekeeping practices shall be adopted to avoid leakages, seepages, spillages
etc.
(Minimum number of plants to be planted by the unit:-7000 )
12
Gwalior 474 020
Gwalior
Tele : 0751-2472020
CONDITIONS PERTAINING TO THE HAZARDOUS AND OTHER WASTES (MANAGEMENT AND

TRANSBOUNDARY MOVEMENT) RULES, 2016:-
[See rule 6 (2) ] FORM-2
FORM FOR GRANT OR RENEWAL OF AUTHORISATION BY STATE POLLUTION CONTROL BOARD TO

THE OCCUPIERS, RECYCLERS, REPROCESSORS, REUSERS, USER AND OPERATORS OF DISPOSAL
FACILITIES
1. Number of authorisation and date of issue : -
2. Reference of application (No. and date) : COF-1102853, dt: 09/12/2021
3. COF-1102853, dt: 09/12/2021 of Airports Authority Of India is hereby granted an authorisation based on the enclosed
signed inspection report (can be seen in xgn) for generation, collection, reception, storage, transport, reuse, recycling,
recovery, pre-processing, co-processing, utilisation, treatment, disposal or any other use of hazardous or other wastes or
both on the premises situated at223/2,333,343,334/1,334/2,335,336,344/1, RVST AIRPORT GWALIOR , Maharajpura,
Gird, Gwalior, Phone No. 9425700340
Details of Authorisation
Category of Hazardous Waste as per Stream Authorised mode of disposal or recycling Quantity
the Schedules I, II and III of these rules or utilisation or co-processing, etc. (ton/annum)
Used or Spent Oil 5.1 Disposed Through Registered Recycler 12.000-M.T
(1) The authorisation shall be valid for a period of 09/12/2021~08/12/2026
(2) The authorisation is subject to the following general and specific conditions (Please specify any conditions that need
to be imposed over and above general conditions, if any):
A. General conditions of authorisation:

1. The authorised person shall comply with the provisions of the Environment (Protection) Act, 1986, and the rules made
there under.
2. The authorisation or its renewal shall be produced for inspection at the request of an officer authorised by the State
Pollution Control Board.
3. The person authorised shall not rent, lend, sell, transfer or otherwise transport the hazardous and other wastes except
what is permitted through this authorization.
4. Any unauthorised change in personnel, equipment or working conditions as mentioned in the application by the person
authorised shall constitute a breach of his authorisation.
5. The person authorised shall implement Emergency Response Procedure (ERP) for which this authorisation is being
granted considering all site specific possible scenarios such as spillages, leakages, fire etc. and their possible impacts and
also carry out mock drill in this regard at regular interval of time;
6. The person authorised shall comply with the provisions outlined in the Central Pollution Control Board guidelines on
Implementing Liabilities for Environmental Damages due to Handling and Disposal of Hazardous Waste and Penalty
7. It is the duty of the authorised person to take prior permission of the State Pollution Control Board to close down the
facility.
8. The imported hazardous and other wastes shall be fully insured for transit as well as for any accidental occurrence and
its clean-up operation.
9. The record of consumption and fate of the imported hazardous and other wastes shall be maintained.
10. The hazardous and other waste which gets generated during recycling or reuse or recovery or pre-processing or
utilisation of imported hazardous or other wastes shall be treated and disposed of as per specific conditions of
authorisation.
11. The importer or exporter shall bear the cost of import or export and mitigation of damages if any.
12. An application for the renewal of an authorisation shall be made as laid down under these Rules.
13. Any other conditions for compliance as per the Guidelines issued by the Ministry of Environment, Forest and Climate
Change or Central Pollution Control Board from time to time.
14. Annual return shall be filed by June 30th for the period ensuring 31st March of the year.
15. The non hazardous solid waste arresting in the industry/unit/unit premises sweeping, etc. be disposed off scientifically
so as not to cause any nuisance/pollution. The applicant shall take necessary permission from civic authorities for disposal
to dumping site. If required.
13
Gwalior 474 020
Gwalior
Tele : 0751-2472020
B. Specific conditions:
1. The industry shall display the information on hazardous waste generated on notice board of size 6’ x 4’ (in Hindi &
English) outside the unit main gate along with quantity and nature of hazardous chemicals being handled in the plant,
including wastewater, air emission and hazardous wastes.
2. The authorisation or its renewal shall be produced for inspection at the request of an officer authorised by the State
Pollution Control Board.
Additional Haz condition:-

1. The industry shall obtain insurance under Public Liability Insurance Act, if applicable and shall submit a copy to the
board.
2. Any unauthorized change in production capacity, process, raw materials, personnel, equipments etc. as mentioned in
the application by the person authorized shall constitute a breach of this authorisation.
3. The unit shall maintain the records of hazardous waste as per the Form-3 of rule 6(5) and shall online submit the
annual return in Form-4 as per rule 6(5) 20(2) to this office on or before 30th June every year and preferably before
30th April.
4. The information regarding quantity of hazardous wastes generated and its analysis report should be sent to the Board
online at least annualy.
5. Hazardous Waste Storage Site & Danger signboard shall be provided with all safety devices at the storage site.
6. The authorized person shall inform the name and address of the contact person / occupier responsible for hazardous
waste management.
7. In case of importing Hazardous Waste, occupier shall apply to the M.P. Pollution Control Board, 180 days in
advance in Form-6, for permission to import of the waste as per Rule 13(i) of Hazardous and other Waste (Management
and Transboundary Movement) Rule 2016 as amended up to date.
8. In the event of any accident due to handling of hazardous wastes, the authorized person must inform immediately to
the Regional Office & Head office of the board on fax/telephone/email-it_mppcb@rediffmail.com about the incident
and detail report should be sent in Form No.5 as per Rule-10 of Hazardous and other Waste (Management and
Transboundary Movement) Rule 2016 as amended upto date.
GENERAL CONDITIONS:
1. The non hazardous solid waste arresting in the industry/unit/unit premises sweeping, etc. be disposed off scientifically so as
not to cause any nuisance/pollution. The applicant shall take necessary permission from civic authorities for disposal to dumping
site. If required.
Non Hazardous Solid wastes:-
Type of waste Quantity Disposal
Scrap/ Plastic packing material wood, card board, gunny begs etc Sale to authorized party/As Per CPCB.
MoEF Guide lines / Others.
2. The applicant shall allow the staff of Madhya Pradesh Pollution Control Board and/or their authorized representative,
upon the representation of credentials:
a. To inspect raw material stock, manufacturing processes, reactors, premises etc to perform the functions of the
Board.
b. To enter upon the applicant’s premises where an effluent source is located or in which any records are required to
be kept under the terms and conditions of this Consent.
c. To have access at reasonable times to any records required to be kept under the terms and conditions of this
Consent.
d. To inspect at reasonable times any monitoring equipment or monitoring method required in this Consent: or,
e. To sample at reasonable times any discharge or pollutants.
3. This consent / authorisation is transferable in nature, in case of any change in ownership / management, the new owner / 14
Gwalior 474 020
Gwalior
Tele : 0751-2472020
partner / directors / proprietor shall immediately apply for the consent with new requisite information.
4. The issuance of this Consent does not convey any property rights in either real or personal property or any exclusive
privileges, nor does it authorise any invasion of personal rights, nor any infringement of Central, State or local laws or
regulations.
5. This consent is granted in respect of Water pollution control Act 1974 or Air Pollution Control act, 1981 or Authorization
under the provisions of Hazardous and other Waste (Management & Transboundary movement) Rules 2016 only and does
not relate to any other Department/Agencies. License required from other Department/Agencies have to be obtained by the
unit separately and have to comply separately as per there Act / Rules.
6. Balance consent/authorisation fee, if any shall be recoverable by the Board even at a later date.
7. The applicant shall submit such information, forms and fees as required by the board not letter than 180 day prior to the
date of expiration of this consent/authorisation
8. The industry/unit shall establish a separate environmental cell, headed by senior officer of the unit for reporting the
environmental compliances. The industry/ Unit shall submit environmental statement for the previous year ending 31st
March on or before 30th September every year to the Board.
9. Knowingly making any false statement for obtaining consent or compliance of consent conditions shall result in the
imposition of criminal penalties as provided under the section 42(g) of the Water Act or section 38 (g) of the Air Act.
10. After notice and opportunity for the hearing, this consent may be modified, suspended or revoked by the Board in whole
or in part during its term for cause including, but not limited to, the following :
(a) Violation of any terms and conditions of this Consent.
(b) Obtaining this Consent by misrepresentation of failure to disclose fully all relevant facts.
(c) A change in any condition that requires temporary or permanent reduction or elimination of the authorized discharge.
11. On violation of any of the above-mentioned conditions the consent granted will automatically be taken as canceled and
necessary action will be initiated against the industry.
Additional condition:-
Consent/authorization as required under the Water (Prevention & Control of Pollution) Act,1974 , The Air (Prevention &
Control of Pollution) Act,1981 and the Authorization under Hazardous Waste (Management handling & Transboundary
movement) Amended Rule, 2016 is granted to your industry subject to fulfillment of all the conditions mentioned above. For
renewal purpose you shall have to make an application to this Board through XGN at least Six months before the date of
expiry of this consent/authorisation. The applicant without valid consent (for operation) of the Board shall not bring in to use
any outlet for the discharge of effluent and gaseous emission.
For and on behalf of

M.P. Pollution Control Board
NETRAPAL SINGH
(Organic Authentication on AADHAR from UIDAI Server) Regional Officer
TPAV # FVHKWQGJL3
15
ENCLOSURE 3: GWALIOR MASTER PLAN
16
78°1'30"E 78°3'0"E 78°4'30"E 78°6'0"E 78°7'30"E 78°9'0"E 78°10'30"E 78°12'0"E 78°13'30"E 78°15'0"E 78°16'30"E 78°18'0"E 78°19'30"E 78°21'0"E
GWALIOR
26°21'0"N
DEVELOPMENT PLAN (DRAFT 2035)
To Mahtoli
d
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Proposed Landuse
26°21'0"N
To
Mawai
Reserved
Forest
To
To Bhind
To
Map No. 4.1
A
A
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Akabarpur Ramnna
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Munjayata Dinarpur Padam College CANTONMENT AREA
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Khureri
!
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Cantonment ROADS
! ! !! !
! ! !
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Hospital
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! !
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26°12'0"N
Mehra
!
M Udaipura
!
Shahar
!!
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Lashkar Phulpur
Jiwaji Mohanpur SEWERAGE TREATMENT PLANT eYk’kkèk
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!
! ! ! ! !! !
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! !
! !
! ! Baragaon
f
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! ! ! ! ! ! ! ! !
Reserved
!
!
!
ELECTRIC SUB STATION PUF3
26°12'0"N
!
!! ! ! !
!
Forest Hirri
!
! ! ! !
!
!
! !
! !
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! !
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! ! ! !
! ! ! ! ! !
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Katora
! !
TRENCHING GROUND PUF4
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!
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taal Lalitpur
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!
!
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! ! !
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College
!
! ! ! ! ! ! ! !
! ! !! !
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! ! ! !
! ! !
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! ! !
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! !
! !
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RADIO/ TV STATIONS jf
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Pahadh FIRE CONTROL STATIONS

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Sirol
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Hanuman
! ! ! ! ! ! !
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Talab
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!
PUF9
!
Veerpur SOLID WASTE DISPOSAL PLANTS

!
Reserved
!
Forest
!
Chak
!
!
Bandholi
!
! !
Girwai-1
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!
!
Dhongarpur ! Reserved CREMATORIUM/ GRAVE YARD
26°10'30"N
! ! Odhpur Bandholi
!!
Forest
!
! !
! !
NSI Reserved
Chak
! ! !
T
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;
! !
! !
!
Girwai-2 Reserved Forest
! !
Forest WATERBODIES
! !
! !
! !
! !
!
Gudi Mahalgaon Jarga
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! ! ! !
! !
Veerpur Guda W1
! ! ! ! ! ! ! ! ! ! !
!
! ! !
! ! ! !
! ! !!
Talab Alapur RIVER

!
!
! ! ! !! ! !
26°10'30"N
!
!
! ! ! ! ! !
! ! !
! ! ! !
! ! !
! !! !
! ! ! !
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! !
! !!
W2
!
! !
LAKE/ POND/ RESERVOIR

! !
! !
! !
Chak
!
!
!
Ajaypur
! ! ! ! !
! ! !
Alapur
Talab NALA/ CANAL uk
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! !
!
!
! !
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!
!
AGRICULTURE
!
!
!
To Be
!
School
!
! !!
!!
hat lhek,a
! ! !
!
Kota Nainageer
!
!
Veeran BOUNDARIES
!
!
! !
! !
!
Ramaua
f
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! !
!!
!
Cirwai Laliyapura Sonsa PLANNING AREA
! !
!
!!
Ajeypur School Baraghata
! ! !
! ! ! ! ! !!
College
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26°9'0"N
!
!
VILLAGE
!
Hawipura
!
Ajepur JICTS
!
Reserved
uxjik
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!
!
!!!!!!!!!!!!
College
MUNICIPAL
! !
! !
Forest Ramaua
!
! !
Kedarpur Talab
!
College
26°9'0"N
!
Chandoha
! !
! ! !
! !
!
!
! !!
Khurd Bhatkhedi
!
! ! ! !
!
!
!
!
!
!
!
!
!
!
! !
Neem
!
!
!
School
!
!
! ! ! ! !
!
Chandoha ! !
! !!
!
!
!
!
!
!
! !
!
!
! ! !
!
Lakhnoti
!
L Turari Sonsa
!
!
! ! ! ! ! ! !
!
!
!
Kala !
!
!
Reserved !
!
! College Barua ! ! ! ! ! ! !
!
±
! ! !
Forest
! ! ! !
!
!
Pichore ! !
!
!
!
! ! ! !
! !
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!
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Reserved
Scale
! ! !
! !
! ! !
!
!
Forest ITM !
! ! !
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0 1 2 3 4 5 6 7
! ! !!
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! ! !
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Salupura
! ! ! !
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26°7'30"N
! ! ! !
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Km
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To Shivpuri
! ! !
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! ! ! !
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26°7'30"N
! ! !
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!
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T District - Gwalior Planning Area
!! !
Kheriya
! !
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! !
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!
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To Mumbai
! !
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To
!
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!
Rawar
! ! !
!
Badori
!
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!
!!
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!
!
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Sikroda
!
!
Forest Tiletha !
Gwalior
! ! ! !
!
NH 4
!
!
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6
!
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26°6'0"N
!
Choda
!
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Gwalior
!
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!
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! ! !
!
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Antri
! ! ! ! ! ! !! ! !
! ! ! !
!
!
!
!
!
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!
!
Reserved
! !
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!
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!
Dabra
!
Forest
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!
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26°6'0"N
!
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NH
!
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!
!
!
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! !! ! ! !
Reserved
! !
!
!!
! ! ! !
!
!
! !
Forest
!
44
! !
!
! !
Dang Sarkar
Bhitarwar
!!
! !
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!
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!
!
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!! !
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!! !
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!
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Antri
!
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!
!
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! ! !
!
!
!
! !
!
!
Alinagar Lodera Forest

!
! ! ! !
!! ! !
To
! !
!
!
!
! ! !
! !
! ! Kushrajpur !!
Jh
!
Santau Santau
! ! ! ! !
!
!
26°4'30"N
Reserved
!
an
!
Forest
!
!
!
! !
!
si
! !
!
! !
!
!
!
! ! ! ! ! !
!
!
26°4'30"N
!
!
!
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To Jha
! !! ! ! !
SH
! ! !
Landuse & Urban Survey Division

!
!! ! !
2
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!
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!
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Remote Sensing Application Centre, MPCST, Bhopal

!
n
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si
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D i r e c t o r a t e o f To w n & C o u n t r y P l a n n i n g M a d h y a P r a d e s h , B h o p a l
!
arer
26°3'0"N
Source: Directorate of Town & Country Planning

a
78°3'0"E 78°4'30"E 78°6'0"E 78°7'30"E 78°9'0"E 78°10'30"E 78°12'0"E 78°13'30"E 78°15'0"E 78°16'30"E 78°18'0"E 78°19'30"E 78°21'0"E 78°22'30"E
17
ENCLOSURE 4: WATER PERMISSION
(CONSTRUCTION PHASE & OPERATION
PHASE)
18
Tnferrz, fastA7:03.222
p4i.LZ./TIi/T/Hu-1/1A/2022
474020
of
fava Expansion Plan of Civil Enclave, Gwalior: An application
of Nagar
request to provide the water supply from sources
Nivam to Civil Enclave Gwalior for the construction purpose
of Apron
required for New Terminal Building & Consctruction
Airfract.
and Taxiway for Parking of 09 Nos, AB-321, Type of
3HTY5T THT AAI/Civil Enclave-Gwalior/Water Supply-
Nigam/NTB/2022/299-301 Date
Construction/Nagar
11.02.2022
afe, f 7:03209
HilL/14/A/HiT-1/1.A./2022 ******
3HTy, 7TR AT4, Tqifcra
Jal Praday letter solankI S1f
19
20
ENCLOSURE 5: ELECTRICITY BILL OF EXISTING
AIRPORT
21
Madhya Pradesh Madhya Kshetra Vidyut Vitaran Co. Ltd., Bhopal
' '
Bijli Nagar Colony, Nishtha Parisar, Govindpura, Bhopal – 462023 || GST Number 23AADCM6799G2Z4
htbilling.bhopal@mp.gov.in Website:portal.mpcz.in
Bill ID. : H1107022000-202112-1
Date Of Issue : 28-DEC-2021 Last Dates Of Payment 1. By Online 12-JAN-2022
Bill month : December-2021
Loc Code 2424900
THE AERODROME OFFICER AIRPORT AUTHORITY Cons. Code H1107022000 Old Cons. Code 2425000504033
CIVIL ENCLAVE,NATIONAL AIRPORT AUTHORITY, PAN : AAACA6412D S/C No : 11
MAHARAJPURA GWALIOR, 474020 Total SD Held : Rs. 602900.00
Mob. No. 9425700340 Connection Date : 25/08/1992
Email Id apdgwalior@aai.aero Supply Voltage : 33 KV
Purpose : FOR NON-INDUSTRIAL PURPOSE
Cont. Demand 225 KVA [TempCd 0] [Standby CD 0] * Tariff HV-3.2.B Non-Industrial on 33KV
Feeder Name: 0 Fixed Charges
95410.00
Meter No. X0371827 MF 3.000000 0.000000 203 * 470
* AMR Reading I II Energy Charges
264936.75
Max Demand Recorded 57.76000 0.00000 36543 * 7.25
Transformer Loss 0.00000 0.00000 FCA Charges
Total Max Demand 173.28000 0.00000 -2558.01
36543 * -0.07
Adjustment 0.00000 0.00000 PF Incentive
Net Max Demand 173.00000 0.00000 -7871.36
262378.74 * 3
Billing Demand 203.00000 0.00000 Electricity Duty
Energy Units (KWH) Reading 39357.00
36543 * 15%
On 23-DEC-2021 435283.00000 0.00000 TOD Rebate
On 23-NOV-2021 423102.00000 0.00000 -12454.43
8673 * 7.1800 * 0.20
DIFFERENCE With MF 36543.00000 0.00000 Rebate On Online Payment -1000.00
Transformer Loss 0.00000 0.00000 Rebate@1Rs. on Incremental Units 16023.00 -16023.00
Adjustment 0.00000 0.00000 Round Off Adj 0.05
Total Units 36543.00000 0.00000
Net Units Supplied 36543.00000 0.00000 ------------------------------------------------------------------------------- ----------------
Peak Period : 5591.00000 0.00000 CURRENT MONTH BILL 359797.00
Off Peak Period : 8673.00000 0.00000 Arrears Inc. Cumm. Surch. 0.00
KWH EXPORT : 0.00000 SD Int. on 602900 @ 4.25% -2106.00
KWH EXPORT Adj : 0.00000 TDS on 2106 @ 10.00% 211.00
Current CF Units : 0.00000 NET BILL PAYABLE 357902.00
Previous CF Units : 0.00000 Rs. THREE LAKH FIFTY SEVEN THOUSAND NINE
Demand in excess of CD. 0 0 HUNDRED AND TWO ONLY
KVAH Units Reading NET BILL PAYABLE AFTER DUE DATE 362376.00
On 23-DEC-2021 447555.00000 0.00000
On 23-NOV-2021 435054.00000 0.00000
DIFFERENCE With MF 37503.00000 0.00000
Transformer Loss 0.00000 0.00000
Adjustment 0.00000 0.00000 Accounts Officer (HT E-Billing Cell)
Total Units 37503.00000 0.00000 M.P.M.K.V.V.Co. Ltd., Bhopal
Net KVAH Units Supplied 37503.00000 0.00000
Scheduled Outage Hours : --- **This bill is system generated hence does not require a signature, also no hard
Avg PowerFactor 0.97 Avg Load Factor 23.000 copy of bill, will be sent by the Company.
Avg PowerFactor for Incentive/Surcharge 0.9744
Progressive KWH Consumption Upto Current
463746.000
Month
Progressive Current Month Bill Total(Rs.) 4033619.00
Month Year CD Consumption
December-2015 125 20520.00
Previous Month Bill Amount 346597.00
Last Month Payment Details: Total Amt. 346597
Date Mode Receipt No. Amt (Rs.)
09-DEC-2021 NEFT 194139040315 346597
TDS194Q Details: Total Amt. 0.00
Date Amt (Rs.)
Previous Reading Details
MTH Type Date MF KWH Reading
NOV-21 AMR 23-NOV-2021 3.000000 423102.00
OCT-21 AMR 23-OCT-2021 3.000000 411588.50
SPE-21 AMR 23-SEP-2021 3.000000 392245.50
AUG-21 AMR 23-AUG-2021 3.000000 371645.00
JUL-21 AMR 23-JUL-2021 3.000000 350594.50
JUN-21 AMR 23-JUN-2021 3.000000 326062.00
1. The payment of the Bill through RTGS/NEFT is to be made in favour of AO MPCZ HT REVENUE COLLECTION A/C, Bhopal in SBI Commercial Branch, Account
no. 38620669533, IFS Code SBIN0001920. The payment confirmation to be submitted immediately mentioning with your Consumer code and name of connection through
E-mail htbilling.mpcz@gmail.com for timely punching against the current bill. Cheque payments are not acceptable.
2. The HT Bill Payment confirmation to be submitted immediately on the company's portal (website) https://portal.mpcz.in. For this submission you have to open the
company's portal with URL https://portal.mpcz.in then goes to HT SERVICES then PAYMENT AND TDS U/S 194Q. Please do the separate entry of each transaction.
3. You have to compulsorily submit the Undertaking-cum-declaration for TDS u/s 194Q of Income Tax Act, 1961 in prescribed format if you are deducting the TDS u/s
194Q from HT Bill and you have to also submit the detail of payment and TDS (deducted from HT Bill) as mentioned in above point no. 2.
4. An incentive of prompt payment 0.25% of bill amount (Excluding arrears, Security deposit, Meter rent and Govt. levies viz Electricity duty and cess) shall be given as per
applicable tariff.
5. SBI online payment facility started through SBI Collect for HT consumer through company portal https://portal.mpcz.in or Upay App (Available on Google Play Store).
6. Any clarification required, please contact on 0755-2601167 or mail to htbilling.mpcz@gmail.com.
7. The bill is payable within the due date, even if consumer feels that there is any discrepancy and/ or clarification is called for, the Consumer is requested to pay in full
provisionally or under protest subject to subsequent adjustment.
8. The MPMKVVCL has filed Income Tax Returns u/s 139(1) of Income Tax Act, 1961 for AY 19-20 and AY 20-21 on 25/10/2019 and 27/01/2021 respectively.
22
ENCLOSURE 6: ACKNOWLEDGEMENT OF
REQUEST FOR PERMISSION OF TREE
CUTTING
23
24
ENCLOSURE 7: ECBC COMPLIANCE REPORT
25
ENERGY CONSERVATION BUILDING
ENERGY CODE
CONSERVATION BUILDING CODECOMPLIANCE
COMPLIANCE
Construction of Passenger Terminal

Buildings New Greenfield Airport at
Civil Enclave Gwalior, Madhya
Pradesh
Towards Compliance of
Energy Conservation Building Code-

2017
SUBMITTED ON:
MARCH 04, 2022
Design2Occupancy Services LLP

A75, Sitapura Industrial Area, Tonk Road,
Jaipur-302022, Rajasthan
www.design2occupancy.com
Page 0
26
ENERGY CONSERVATION BUILDING CODE COMPLIANCE
DISCLAIMER
By accessing this report, you acknowledge and agree to the Terms and conditions below, and otherwise contained on or referenced in
this report. If you do not agree to this Agreement, you are not authorized to access this report.
1) This analysis is not intended to predict the absolute energy consumption of the proposed facility but rather it is intended to
estimate order of magnitude savings for alternative systems and building options based on refined assumptions, building
performance metrics and energy modeling expertise. Change in weather conditions, operational characteristics, end-user,
miscellaneous electrical loads, controls alterations and other unpredictable metrics prevent the model from accurately
predicting the actual annual energy consumption of any facility.
Page 1
27
Contents
DISCLAIMER...................................................................................................................................................................................................... 1
1 EXECUTIVE SUMMARY ........................................................................................................................................................................... 5
2 WHOLE BUILDING PERFORMANCE: ENERGY MODELLING AND SIMULATION ..................................................................... 6
2.1 SUMMARY ......................................................................................................................................................................................... 6
2.2 DESCRIPTION ENERGY MODELLING SOFTWARE ................................................................................................................ 6
2.3 BUILDING MODEL DESCRIPTION.............................................................................................................................................. 6
2.3.1 Model details................................................................................................................................................................................ 6
2.4 WEATHER FILE ................................................................................................................................................................................. 7
3 SUMMARY OF ECBC COMPLIANCE ..................................................................................................................................................... 8
3.1 MANDATORY PROVISIONS UNDER ECBC .............................................................................................................................. 8
3.1.1 U-Factors and Solar Heat Gain Coefficient ................................................................................................................................ 8
3.1.2 Air Leakage .................................................................................................................................................................................. 8
3.1.3 Building Envelope Sealing .......................................................................................................................................................... 8
4 ENERGY MODEL PARAMETERS- ACTUAL CASE .............................................................................................................................. 9
4.1 BUILDING OPAQUE ENVELOPE- ACTUAL CASE .................................................................................................................... 9
4.1.1 Window wall ratio ......................................................................................................................................................................10
4.1.2 Glazing Recommendation- Actual Case ...................................................................................................................................10
4.2 COMFORT SYSTEMS AND CONTROLS- ACTUAL CASE ......................................................................................................11
4.2.1 Mandatory ECBC requirements ................................................................................................................................................11
4.2.2 Hot Water Generator ..................................................................................................................................................................11
4.2.3 Building HVAC design and systems- Actual Case ..................................................................................................................11
4.2.4 Piping and ductwork- Actual Case ...........................................................................................................................................11
Page 2
28
4.2.5 Condensers..................................................................................................................................................................................12
4.3 LIGHTING .........................................................................................................................................................................................12
4.3.1 Mandatory requirement .............................................................................................................................................................12
4.4 ELECTRICAL.....................................................................................................................................................................................12
4.4.1 Transformer ................................................................................................................................................................................12
4.4.2 Motors (type, efficiency) ............................................................................................................................................................12
4.4.3 Check metering and monitoring ...............................................................................................................................................12
4.4.4 Power factor correction ..............................................................................................................................................................12
4.4.5 Power distribution system .........................................................................................................................................................13
4.4.6 Equipment: ..................................................................................................................................................................................13
5 ENERGY MODEL PARAMETERS- BASELINE CASE ...........................................................................................................................13
5.1 BUILDING OPAQUE ENVELOPE- BASELINE CASE ................................................................................................................13
5.2 LIGHTING- BASELINE CASE........................................................................................................................................................14
6 ENERGY CONSUMPTION ANALYSIS: .................................................................................................................................................14
6.1 PROPOSED CASE: ...........................................................................................................................................................................14
6.2 BASELINE CASE: .............................................................................................................................................................................15
6.3 SAVINGS CALCULATIONS: .........................................................................................................................................................16
Page 3
29
Figure 1 Window Area Details in Each Direction ........................................................................................................................................10
Table 1 Summary of the Building ................................................................................................................................................................... 5

Table 2 Opaque envelope specification- Wall & Roof U- value Calculation ............................................................................................. 9
Table 3 Glazing Specification .........................................................................................................................................................................11
Table 4 Summary of the Building Components ...........................................................................................................................................13
Table 5 Proposed Case Energy Consumption (kWh*1000) ..........................................................................................................................14
Table 6 Baseline Case Energy Consumption (kWh*1000) ...........................................................................................................................15
Table 7 Savings Summary ...............................................................................................................................................................................16
Page 4
30
1 EXECUTIVE SUMMARY
Building Name New Greenfield Airport
Building Type Transportation

Location Gwalior, Madhya Pradesh
Climatic Zone Composite
Built-up Area, Sqm 20066 m2
Conditioned Area, Sqm 18196.7 m2
ECBC compliance achieved ECBC-2017
Energy Consumption- (Baseline Case), kWh/year 3679800
Energy Consumption Proposed Case, kWh/ year 2676300
Energy Saving Achieved 27.3 %
EPI (Baseline Case), kWh/m2/year 183.4
EPI (Proposed Case), kWh/m2/year 133.4
EPI Ratio 0.73
Table 1 Summary of the Building
Passenger Terminal, is an upcoming building at Gwalior. Madhya Pradesh. The building has (Ground Floor & Mezzanine). The
total built up area of the project is around 215970.4 ft2 or 20066 m2
The project is now at Construction stage and the project is implementing all the measures which makes the building to comply with
ECBC. The project is going for ECBC compliance through Whole Building Simulation Approach. The project will use LED lights and
at least 6.2 Chiller systems in the conditioned area.
Page 5
31
2 WHOLE BUILDING PERFORMANCE: ENERGY MODELLING AND SIMULATION

2.1 SUMMARY
The whole building simulation software performs hourly simulation in an approved software and derives the estimated energy
consumption for a given building. Energy conservation measures may be applied in addition to the mandatory requirement to achieve
an improved performance over ECBC baseline. This method gives the necessary flexibility to the owner over the prescriptive
requirement and enables the possibility of a trade off in efficiency for different building elements.
2.2 DESCRIPTION ENERGY MODELLING SOFTWARE

The software used for the analysis of the building’s energy performance is eQUEST Version 3.65. In line with the requirements outlined
in ECBC, the software is a program based on DOE-2.2 simulation engine and has the capabilities to model the following:
a) 8760 hours per year

b) Hourly variations in occupancy, interior loads, HVAC equipment’s and controls, defined separately for weekdays, holidays
and weekends.
c) Multiple thermal zones
d) Part load performance curves for mechanical equipment
e) Air side economizers with integrated control
f) Perform design load calculations to determine required HVAC equipment capacities and air and water flow rates in
accordance with ECBC standards for both proposed case and baseline models.
g) Perform simulation using a representative weather file specific to a location
2.3 BUILDING MODEL DESCRIPTION

2.3.1 Model details
The project has gone for ECBC compliance through whole building simulation approach and it has achieved 27.3% energy savings
compared to standard ECBC model with an EPI of 133.4 & EPI ratio of 0.73. Baseline model stands for a standard benchmark with
which the actual case proposed model is compared. The baseline model has the inputs as per ECBC instead of actual as in the proposed
case. The Model is then simulated by using an appropriate weather file of the project location. As per ECBC guideline the baseline
model is simulated for the four directions on the basis of parametric runs for 0, 90, 180 & 270 degrees. The average of the parametric
runs is being taken into consideration for the final energy consumption.
Page 6
32
2.4 WEATHER FILE

The project building is situated in Gwalior, Madhya Pradesh which comes under composite climate zone. Envelope parameters for
Baseline model have been selected as per the composite climate zone. Weather file used for simulation is of Gwalior.
Page 7
33
3 SUMMARY OF ECBC COMPLIANCE

3.1 MANDATORY PROVISIONS UNDER ECBC
3.1.1 U-Factors and Solar Heat Gain Coefficient
U-factors are determined for the overall fenestration product (including the sash and frame) in accordance with ISO-15099, by an
accredited independent laboratory, and labeled and certified by the manufacturer or other responsible party.
3.1.2 Air Leakage

Air leakage for glazed swinging entrance doors and revolving doors shall not exceed 5.0 l/s-m2. Air leakage for other fenestration and
doors will not exceed 2.0 l/s-m2.
3.1.3 Building Envelope Sealing

The project team has sealed, caulk, gasket, or weather-strip the following areas of the enclosed building envelope to minimize air
leakage:
a) Joints around fenestration and door frames;

b) Openings between walls and foundations and between walls and roof and wall panels;
c) Openings at penetrations of utility services through, roofs, walls, and floors;
d) Site-built fenestration and doors;
e) Building assemblies used as ducts or plenums; and
f) All other openings in the building envelope
Page 8
34
4 ENERGY MODEL PARAMETERS- ACTUAL CASE

4.1 BUILDING OPAQUE ENVELOPE- ACTUAL CASE
The project should use insulation with Aluminum Panels both sides. The wall & roof U- Value calculations are as given below:
Wall U value calculation

Thermal
Layer Thickness Resistance
Type Layer L/1000 Conductivity Reference
(mm) (L/K)
(K)-W/mK
Surface Film Resistance (Rse) 0.030
Aluminium Panel 15 0.015 237.000 0.000 NBC-2016
Proposed
Wall Rockwool insulation 160 0.160 0.035 4.638 NBC-2016
Surface Film Resistance (Rsi) 0.08
Total Thickness 190
Total Resistance (sqm K/W) 4.75
Total U- Value (W/m2 K) 0.22
Total U- Value (Btu/hr. ft2 deg F) 0.04
Roof U value calculation

Thermal
Layer Thickness Resistance
Type Layer L/1000 Conductivity Reference
(mm) (L/K)
(K)-W/mK
Surface Film Resistance (Rse) 0.030
Roof Wall Rockwool insulation 160 0.160 0.035 4.638 NBC-2016
Surface Film Resistance (Rsi) 0.08
Total Thickness 190
Total Resistance (sqm K/W) 4.75
Total U- Value (W/m2 K) 0.22
Total U- Value (Btu/hr. ft2 deg F) 0.04
Table 2 Opaque envelope specification- Wall & Roof U- value Calculation
Page 9
35
4.1.1 Window wall ratio

The project has designed fenestration with adequate day light and proper ventilation. Overall Window Wall Ratio is coming out to be
59.9%. The building has also used overhangs over windows of the building in order to reduce the direct heat gain from the sun light.
Figure 1 Window Area Details in Each Direction
4.1.2 Glazing Recommendation- Actual Case

The project team will use single glazed unit on all the Façades. This has impacted on the energy consumption of the building but as
the building has large glass area in order to enhance the daylight.
Page 10
36
GLAZING ASSEMBLY SPECIFICATION

U- Value SHGC VLT
Glazing Type (All the facades) 1.6 W/m2K 0.20 46%
Table 3 Glazing Specification
4.2 COMFORT SYSTEMS AND CONTROLS- ACTUAL CASE

4.2.1 Mandatory ECBC requirements
4.2.1.1 Natural Ventilation

The project team will design the building following all the necessary provisions of NBC 2016 including the design guidelines for
Natural Ventilation.
4.2.1.2 Minimum equipment efficiencies

The project will meet all the minimum equipment efficiency norms under ECBC for Unitary AC Systems, Electric Heaters, Ceiling Fans
etc.
4.2.1.3 Controls
The project will give all the necessary controls required for heating and cooling equipment’s.
4.2.2 Hot Water Generator
An electric hot water generator has been considered in both the proposed as well as baseline case.
4.2.3 Building HVAC design and systems- Actual Case

The project will be providing cooling in the building through Central air-conditioning system. As the building is in construction phase,
hence for now conditioned area is on basis of assumption & integrative discussion with the architect about the conditioned area. To
meet the ECBC requirement, the project building will install Chiller with minimum COP of 6.2.
4.2.4 Piping and ductwork- Actual Case

The piping systems will have insulation meeting the ECBC-2017 criteria.
Page 11
37
4.2.5 Condensers
Condensers shall be located such that the heat sink is free of interference from heat discharge by devices located in adjoining spaces,
and do not interfere with other such systems installed nearby.
4.3 LIGHTING
4.3.1 Mandatory requirement
4.3.1.1 Automatic Controls

Astronomical time switch which will be provided for exterior lighting.
4.3.1.2 Lighting power density- Actual Case

The project has gone for space by space method to meet ECBC requirement.
4.3.1.3 Exterior lighting detail

For now, the exterior lighting hasn’t been finalized yet. Thereby no exterior lighting load have been considered as of now.
4.3.1.4 Exterior lighting control

Astronomical time switch will be provided for automatic control of exterior lighting.
4.4 ELECTRICAL
4.4.1 Transformer
Minimum BEE 3-star rated transformers will be installed to maintain the power losses as per table 8.1 at 50% and 100% loading of
ECBC-2017.
4.4.2 Motors (type, efficiency)

The motors better than IE-2, IS 12615 rated motors shall be installed.
4.4.3 Check metering and monitoring

The project will install smart meters that can display kVA, kWh, PF, current, voltage, THD.
4.4.4 Power factor correction

Automatic Power Factor Corrector (APFC) will be integrated with the transformer to maintain the power factor close to unity.
Page 12
38
4.4.5 Power distribution system

Project will install cables of adequate size to maintain the internal power distribution losses at max 1%.
4.4.6 Equipment:
Equipment details are not provided thereby it has been assumed as 0.25 W/ft2. It has been kept as same in both the proposed as well
as baseline case. The running schedules for the proposed as well as baseline is also same in both the cases.
5 ENERGY MODEL PARAMETERS- BASELINE CASE

5.1 BUILDING OPAQUE ENVELOPE- BASELINE CASE
Envelope Parameter's Proposed Case Baseline Case
0.04 Btu/h.ft2.degF U-factor of 0.058 Btu/h.ft2.degF.

Roof Assembly Or Or
0.22 W/m2K 0.33 W/m2K
0.04 Btu/h.ft2.degF U-factor of 0.070 Btu/h.ft2.degF
Or Or
Wall Assembly
0.22 W/m2K 0.40 W/m2K
Glass Construction (SHGC) SHGC Glass North- 0.50
0.20
SHGC Glass- Non-North- 0.27
U- Factor- Non-North- 3 Btu/h.ft2.degF.
U- Factor 0.53 Btu/h.ft2.degF.
Or
Or
Glass Construction U- value 5.3 W/m2 K
3 W/m2 K- For all the Façade
Window Wall Ratio (WWR) 59.9 % 40 %
Lighting Power Density- G+3 Floor Space by space Method 9.2 W/m2 or 0.85 W/ft2
HVAC System Type Water cooled screw Chiller Water cooled screw Chiller
HVAC System COP 6.2 COP 6.5 COP
Fresh Air As per NBC As per NBC
Table 4 Summary of the Building Components
Page 13
39
5.2 LIGHTING- BASELINE CASE

The lighting loads in the design model are input as lighting power density (W/ft2.) by using space function method. Lighting power
density has been taken individually as per super ECBC.
6 ENERGY CONSUMPTION ANALYSIS:

6.1 PROPOSED CASE:
The Proposed model is designed in eQUEST 3.65 with its various parameters like Occupancy, lighting, HVAC. HVAC is modeled per
mechanical floor plans. The total annual Electric Energy Consumption for the proposed case is 2676.338 *1000 kWh. The energy
consumption of different component is as given below:
Proposed Design Electric Consumption (kWh x 000)

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Total
Space Cool 38.4 44.2 63.2 75.4 98.2 95.3 98.9 95.4 87.8 73.8 48.9 37.5 857.2
Heat Reject. 0.1 0.4 0.9 1.9 6.9 7.5 10.5 9.3 5.8 2.6 0.4 0.1 46.4
Space Heat 64.6 30.6 16.1 5.9 0.6 0.1 0.1 0.2 2.1 10.7 27.9 64.6 223.6
Vent. Fans 11.1 11.5 16.6 20.9 25.6 23.9 20.5 19.3 19.6 17.8 12.8 11.2 210.8
Pumps & Aux. 24.9 22.5 24.9 24.1 24.8 24 24.5 24.6 24.1 24.9 24.1 24.9 292.2
Misc. Equip. 31.2 28.2 31.2 30.2 31.2 30.2 31.2 31.2 30.2 31.2 30.2 31.2 367.5
Area Lights 57.6 52.1 57.6 55.8 57.6 55.8 57.6 57.6 55.8 57.6 55.8 57.6 678.6
Total 228 189.5 210.6 214.1 245 236.8 243.4 237.7 225.3 218.5 200.2 227.2 2676.3
Table 5 Proposed Case Energy Consumption (kWh*1000)
Page 14
40
6.2 BASELINE CASE:

The Baseline case model is strictly in accordance with the ECBC “Whole Building Performance Method”. Based on the energy
simulation results, it is observed that the average annual electric consumption is 392.26* 1000 kWh.
The Baseline Case consumption of all the four degrees are as given below:
Baseline Design Electric Consumption (kWh x 000)

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Total
Space Cool 32.9 49.8 81.9 104.6 138.7 133.6 135.5 129.7 119 96.2 54.4 30.9 1107
Heat Reject. 0.1 0.4 1 2.7 6.3 6.5 8.8 7.4 4.8 2.6 0.4 0.1 41.1
Space Heat 40.9 16.3 6 0.9 0 0 0 0 0.2 2.5 12.9 42.6 122.4
Vent. Fans 8 9.2 14.1 18.3 22.7 21 18 16.9 17.1 15.1 10.3 8.2 179
Pumps & Aux. 23 21.1 24.3 26.4 30.9 29.9 30.4 29.8 27.8 26.1 22.6 23 315
Misc. Equip. 31.2 28.2 31.2 30.2 31.2 30.2 31.2 31.2 30.2 31.2 30.2 31.2 367.5
Area Lights 131.5 118.7 131.5 127.2 131.5 127.2 131.5 131.5 127.2 131.5 127.2 131.5 1547.8
Total 267.6 243.7 290 310.3 361.3 348.5 355.3 346.6 326.2 305.1 257.9 267.4 3679.8
Table 6 Baseline Case Energy Consumption (kWh*1000)
Page 15
41
6.3 SAVINGS CALCULATIONS:

Energy Savings Summary
End Use Energy Type Proposed Building Energy Baseline Building
Consumption Energy Consumption
Energy (kWh)
Space Cool Electricity 857200 1107000
Heat Reject. Electricity 46400 41100
Space Heat Electricity 223600 122400
Vent. Fans Electricity 210800 179000
Pumps & Aux. Electricity 292200 315000
Misc. Equip. Electricity 367500 367500
Area Lights Electricity 678600 1547800
Total Electricity 2676300 3679800
EPI (kWh/year/m2) 133.4
EPI Ratio 0.73
Compliance Achieved ECBC Compliance-Yes
Table 7 Savings Summary
The total energy consumption of the baseline case is 3679800 kWh whereas the total energy consumption of the proposed case is
2676300 kWh. Which leads to a total savings of around 27.3% for the project building.
Page 16
42
Envelope Summary
Energy Conservation Building Code 2017 Compliance Forms
Project Info Project Address:
Date: March 04, 2022 (Design
Stage)
For Buildinng Department

New Greenfield Airport at Civil Enclave Gwalior, Madhya Pradesh
Use:
2
Project Built-up Area (m ): 20066
Project Above Grade Area (m2): 20066
Project Conditioned Area (m2): 18201.8
Applicant Name & Address: Airport Authority on India (AAI) and RITES
Project Climate Zone: Composite
Hospitality Business
Building Classification Healthcare Educational
Assembly Shopping Complex
New Building Addition Alteration
Building Classification Self-Occupied Core & Shell Mixed-Use
ECBC Compliant ECBC+ Compliant SuperECBC Compliant
EPI Ratio
Whole Building Performance Building Trade-off Method-

Compliance Approach Prescriptive Method
Method Envelope Compliance
Building Envelope
Total Vertical
% Window to Wall
Fenestration Area / Gross Exterior Wall Area x100 =
Ratio (WWR)
(rough opening)
Vertical Fenestration
Area Calculation
77142.45 / 128699.80 x100 = 59.9 %
Total Skylight Area Gross Exterior Roof % Skylight to roof

/ x100 =
(rough opening) Area ratio (SRR)
Skylight Area
Calculation
3105.37/228843.78 x100 = 1.3%
Opaque Assembly Daylighting Summary
Wall (Minimum Insulation U-factor) 0.22

% above-grade floor area meeting the
UDI requirement for 90% of the 65%
potential daylit time in a year
Roof (Minimum Insulation U-factor) 0.22
43
Cool Roof Vertical Fenestration
Solar Reflectance >65% Maximum U-factor 1.60
Emittance >90% Maximum SHGC (or SC) 0.20
Minimum VLT 0.46
Wall Assembly
Overhang / Sidefins / Box Frame
No
Projection (yes or no)
Material R Value Assembly U Factor
Aluminum Sheet+
If yes, enter Projection Factor for each
Rockwool insulation 4.75 0.22 No
orientation and effective SHGC
+ Aluminium Sheet
Roof Assembly Skylight
Material R Value Assembly U Factor Maximum U-factor 1.50
Aluminum Sheet+
Rockwool insulation 4.75 0.22 Maximum SHGC (or SC) 0.35
+ Aluminium Sheet
44
Envelope Checklist
Project Address: New Greenfield Airport at Civil Enclave Gwalior, Madhya Pradesh Date: March 04, 2022 (Design Stage)
The following information is necessary to check a building permit application for compliance with the envelope requirements in the Energy
Conservation Building Code.
Applicability
Code Building Department
Component Information Required Compliance
Section Notes
Yes
No
Mandatory Provisions (Section 4.2)
4.2.1 Fenestration rating Yes
4.2.1.1 U-factor Specify reference standard ISO 15099
4.2.1.2 SHGC Specify reference standard ISO 15099
As per accordance
4.2.2 Opaque U-factors Specify reference standard
with ISO-6946.
4.2.3 Daylighting Yes
Daylighting
4.2.3.1 Combined Method Yes
Simulation Method
Manual Daylighting
4.2.3.2 Compliance Compliance Yes
Method
Building envelope
4.2.4 Indicate sealing, caulking, gasketing, and weatherstripping Yes
sealing
Prescriptive Compliance Option (Section 4.3)
Specify implemeted U factor with roof section and U factor

4.3.1 Roofs N/A
calculation
Specify the solar reflectance, emittance, and reference

Vegetated and Cool
4.3.1.1 standards. Please provide roof plan indicating vegetated N/A
Roof
area.
Opaque External Specify implemeted U factor with external wall section and
4.3.2 N/A
Wall U factor calculation
(1) Indicate U-factors on fenestration schedule. Indicate if
values are rated or default. If values are default, then
specify frame type, glazing layers, gapwidth, low-e.
(2) Indicate SHGC or SC on fenestration schedule. Indicate
Vertical if values are rated or default.
4.3.3 N/A
fenestration (3) Indicate VLT of fenestration schedule. Indicate if values
are rated or default.
(4) Indicate if overhangs or side fins or box-frame
projection are used for compliance purposes. If so, provide
projection factor calculation and equivalent SHGC
Fenestration U Specify if applicable, specify unconditioned space
4.3.3.1 N/A
factor exemption percentage, and specify incorporated specifications
(1) Indicate U-factors on fenestration schedule. Indicate if

values are rated or default. If values are default, then
4.3.4 Skylights specify frame type, glazing layers, gap width, low-e. N/A
(2) Indicate SHGC or SC on fenestration schedule. Indicate
if values are rated or default.
Building Envelope Trade-Off Option (Section 4.3.5)
Provide calculations as per 4.3.5 and 4.3.6 N/A
45
Comfort System & Controls Summary
Project Info Project Address: New Greenfield Airport at Civil Enclave Gwalior, Madhya Date: March 04, 2022 (Design
Pradesh Stage)
New Greenfield Airport at Civil Enclave Gwalior, Madhya Pradesh For Buildinng Department Use:
2
Project Description
Briefly describe comfort system Natural ventilation, mechanical Ventilation, Low energy comfort system, heating and cooling mechanical equipment.
type and features. percentage area distribution for the installed system, and related information
Project is in Design Stage (Conceptual). The project is going with water cooled screw chiller with high
COP 6.2. The high COP systems impact on reduce the energy Consumption.
Compliance Option
System Efficiency Prescriptive Method Whole Building Performance Method
Equipment Schedules The following information is required to be incorporated with the mechanical equipment schedules on the
plans. For projects without plans, fill in the required information below.
Cooling Equipment Schedule

Equip. Capacity Testing OSA CFM
Brand Name Model No. COP IPLV Location
ID kW Standards or Economizer?
ANSI/AHRI ASHRAE 62.1
- - - - Min 6.2 Min 8.1 -
550/590 2013
Design:Water cooled screw chiller with high COP 6.2 or more
Heating Equipment Schedule

Equip. Capacity Testing OSA CFM
Brand Name Model No. Input kW Output kW Efficiency
ID kW Standards or Economizer?
ASHRAE 62.1 Min 85% or BEE
- - - - IS 2082 - -
2013 5 Star
Design: Electric Boiler for heating the spaces
Fan Equipment Schedule

Equip. Testing Location of
Brand Name Model No. SP Efficiency Flow Control
ID Standards Service
- - - IS 12615 - Min 65%/IE3 Variable -
Design: AHUs with VAV boxes and VFDs.
46
Comfort System & Controls Checklist
Project Address: New Greenfield Airport at Civil Enclave Gwalior, Madhya Pradesh Date: March 04, 2022 (Design Stage)
The following information is necessary to check a building permit application for compliance with the comfort system and controls requirements
in the Energy Conservation Building Code.
Applicability
Code Location on Building Department
Component Information Required
Yes
No
Section Plans/Report Notes

5.2.1 Ventilation
Natural Ventilation Indicate all habitable spaces are ventilated with outdoor air
5.2.1.1 Design in accordance with § 5.2.1 and guidelines specified in NBC. As Per NBC-2016
Requirements Provide data sheet of ceiling fans indicating BEE star rating.
Mechanical
Ventilation Air Provide technical data sheet of mechanical system for fresh Not Applicable in
5.2.1.2
Quantity Design air supply and CO sensors Design Stage
Requirements
Demand Control Provide schedule and specification of mechaical ventilation Not Applicable in
5.2.1.3
Ventilation system with economizer or outside air modulator Design Stage
Minimum Space
Conditioning Refer Summary of
5.2.2 Provide equipment schedule with type, capacity, efficiency
Equipment Section 5
Efficiencies
5.2.3 Controls
Indicate thermostat with night setback, 3 different day
types per week, and 2-hour manual override, capable of
5.2.3.1 Timeclock Yes
retaining programming and time setting during loss of
power for a period of at least 10 hours
Temperature Indicate temperature control with 3°C deadband minimum
5.2.3.2 Yes
Controls if the system provides both heating and cooling.
Indicate thermostats are interlocked to prevent
simultaneous heating and cooling, where separate heating Yes
and cooling systems are there
Indicate separate thermostat control for space types
Yes
mentioned in § 5.2.3.2.(c)
Occupancy Indicate occupancy controls for space types mentioned in §

5.2.3.3 Yes
Controls 5.2.3.3
Provide specification and Indicate two-speed motor, pony
motor, or variable speed drive to control the fans and
5.2.3.4 Fan Controls Yes
controls shall be capable to reduce the fan speed to at
least two third of installed fan power
Indicate all air supply and exhaust equipment’s having VFD
5.2.3.5 Dampers shall have dampers that automatically close upon the Yes
situations mentioned in § 5.2.3.5
Additional Controls
5.2.4
for ECBC+ Building
Indicate the building has a Building Management System,
Centralized
with all Mechanical cooling and heating systems having PLC
5.2.4.1 Demand Shed Yes
to the zone level shall have the control capabilities
Controls
mentioned in § 5.2.4.1
Indicate multi zone mechanical cooling and heating
systems shall have controls to automatically reset supply air
Supply Air temperature in response to building loads or outdoor air
5.2.4.2 Yes
temperature reset temperature by at least 25% of the difference between
design supply air temperature and the design room air
temperature.
Indicate chilled water systems exceeding 350 kW shall have
Chilled Water controls to automatically reset supply water temperatures
5.2.4.3 Yes
Temperature by representative building loads or by outdoor air
temperature
47
Additional controls
5.2.5 for SuperECBC
Building
Variable Air Volume Indicate Fans in VAV systems shall have controls or devices
5.2.5.1 Yes
Fan Control to limit fan motor demand as per § 5.2.5.1
5.2.6 Piping & ductwork
5.2.6.1 Piping insulation Indicate type, thickness and R-value of insulation R-0.4
Ductwork and
5.2.6.2 Indicate type, thickness and R-value of insulation R-1.4/R-0.6
Plenum insulation
Provide air system balancing and hydronic system balancing Not Applicable in
5.2.7 System Balancing
report Design Stage
Not Applicable in
5.2.8 Condensers Indicate location of condenser
Design Stage
Service Hot Water

5.2.9
Heating
Indicate all Hotels and hospitals have solar water heating
Solar Water
5.2.9.1 equipment installed for hot water design capacity as per § N/A
Heating
5.2.9.1 by providing techinical data sheet and calculation
Heating Equipment Indicate service water heating equipment shall meet the
5.2.9.2 N/A
Efficiency performance and efficiency as per § 5.2.9.2
Supplementary
Indicate supplementary heating system is designed in
5.2.9.3 Water Heating N/A
consideration with § 5.2.9.3
System
5.2.9.4 Piping Insulation Indicate type, thickness and R-value of insulation N/A
Indicate vertical pipe risers serving water heaters and

5.2.9.5 Heat Traps N/A
storage tanks are as per § 5.2.9.5
Indicate the heated pools are provided with a vapor
retardent pool cover on the water surface and
5.2.9.6 Swimming Pools N/A
temperature control and minimum insulation value as per §
5.2.9.6. Indicate type, thickness and R-value of insulation
Prescriptive Compliance Option (Section 5.3)
Indicate fan type, motor efficiency and mechanical

5.3 Fans N/A
efficiency
Indicate pump type (Primary, secondary, and condenser),

5.3.1 Pumps N/A
its total installed capacity and efficiency
Indicate cooling tower type and installed capacity and

5.3.2 Cooling Towers N/A
efficiency
5.3.3 Economizers N/A
Air-Economizer Indicate air economizer is capable of modulating outside-

5.3.3.1 (ECBC/ECBC+/Supe air and return-air dampers to supply 50% of design supply N/A
rECBC) air quantity as outside-air for respective building type.
Indicate water economizer is capable of providing 50% of
Water-economizer
the expected system cooling load at outside air
5.3.3.1 (ECBC/ECBC+/Supe N/A
temperatures of 10°C dry-bulb/7.2°C wet-bulb and below,
rECBC)
if the designed building is a respective building type.
Indicate where required by § 5.3.4 economizers shall be
5.3.3.2 Partial Cooling capable of providing partial cooling even when additional N/A
mechanical cooling is required to meet the cooling load.
Economizer Indicate air economizers are equipped with controls as

5.3.3.3 N/A
Controls specified in § 5.3.4.4
Field Test Report of air-side economizers as per the

5.3.3.4 Testing N/A
requirement specified
48
Variable Flow
5.3.4 N/A
Hydronic Systems
Indicate specification and design flow rate of HVAC

5.3.4.1 Variable Fluid Flow N/A
pumping system
Indicate water cooled air-conditioning have two-way
5.3.4.2 Isolation Valves automatic isolation valves and pump motors greater than N/A
or equal to 3.7 kW is controlled by variable speed drives
Indicate Chilled water or condenser water systems comply
Variable Speed
5.3.4.3 with either § 5.3.4.1 or § 5.3.4.2 and provide specification N/A
Drives
of pumps indicating variable speed drives
Provide technical data sheet indicating type of boiler, size
5.3.5 Boilers N/A
and efficiency
Indicate for all Hospitality and Healthcare, heat recovery

5.3.6 Heat Recovery N/A
effectiveness, and efficiency of oil and gas fired boilers
System Efficiency-
Alternate
5.4 Provide compliance documents N/A
Compliance
approach
Low Energy
5.5 Indicate system type and list the exemption claimed N/A
Comfort Systems
49
Lighting & Controls Summary
Project Info
Date: March 04, 2022 (Design Stage)
Project Address: New Greenfield Airport at Civil Enclave Gwalior
For Buildinng Department Use:
2
Compliance Option Space by Space Method Whole Building Method
Maximum Allowed Lighting Power (Interior, Section 6.3.2 or 6.3.3)
Location Allowed Watts per

Occupancy Description Area in m2 Allowed Watts x Area
(floor/room no.) m2 **
- Transportation Building 9.2 W/m2 20066 184607.2
**Document all exceptions Total Allowed Watts = 184.6 kW
Proposed Lighting Power (Interior)
Location Number of Watts/ Watts

Fixture Description
(floor/room no.) Fixtures Fixture Proposed
Transportation Building 4.6 W/m2 20066 92303.6

.
Total Proposed Watts may not exceed Total Allowed Watts for Interior Total Proposed Watts = 92.3 kW (Tentative)
Maximum Allowed Lighting Wattage (Exterior, Section 6.3.5)
Allowed Watts per Area in m2 (or lm for Allowed Watts x Area

Location Description
m2 or per lm perimeter) m2 (or lm)
As per ECBC Table 6.7
Proposed Lighting Wattage (Exterior)
Number of Watts/ Watts

Location Fixture Description
Fixtures Fixture Proposed
As per ECBC 2017 Table 6.9
50
Lighting & Controls Checklist
Project Address: New Greenfield Airport at Civil Enclave Gwalior, Madhya Pradesh Date: March 04, 2022
The following information is necessary to check a building permit application for compliance with the Lighting & Lighting Controls requirements
in the Energy Conservation Building Code 2017.
Applicability
Code Building Department
Component Information Required Compliance
Section Notes
Yes
No
6.2.1 Lighting Control
Indicate automatic shutoff locations or occupancy sensors

6.2.1.1 Automatic Shutoff Yes
in electrical layout.
6.2.1.2 Space control Compliance Yes
Provide manual or automatic control device schedule with

6.2.1.3 Daylit Zones Yes
type and features, indicate locations
Centralized
Controls_ECBC+ Provide centralized control system schedule with type and
6.2.1.4 Yes
and SuperECBC features, indicate locations
Buildings
6.2.1.5 Ext. lighting control Indicate photosensor or astronomical time switch Yes
6.2.1.6 Additional control Compliance Yes
6.2.3 Exit signs Indicate wattage per face of Exit signs <4 W/face
Prescriptive Interior Lighting Power Compliance Option (Section 6.3)
Interior Lighting Indicate whether project is complying with the Building

6.3.1 NA
Power Area Method (6.3.2) or the Space Function Method (6.3.3)
Building Area Provide lighting schedule with wattage of lamp and ballast
6.3.2 NA
Method and number of fixtures. Document all exceptions.
Space Function Provide lighting schedule with wattage of lamp and ballast
6.3.3 NA
Method and number of fixtures. Document all exceptions.
Indicate the wattage of installed luminaires on the floor

Installed Interior plan. In case of luminaires containing permanently installed
6.3.4 Lighting Power ballasts, the operating input wattage has to be provided, NA
Luminaire Wattage either from manufacturers catalogs or values from
independent testing laboratory reports.
Prescriptive Exterior Lighting Power Compliance Option (Section 6.3.5)
Exterior Lighting Provide lighting schedule with wattage of lamp and ballast
6.3.5 NA
Power and number of fixtures. Document all exceptions.
51
Electrical & Renewable Energy Systems: Summary & Checklist
Project Info Date: March 04, 2022
(Design Stage)
Project Address: New Greenfield Airport at Civil Enclave Gwalior, Madhya Pradesh
For Buildinng Department
Use:
Project Built-up Area (m2): 20066
Project Address: New Greenfield Airport at Civil Enclave Gwalior, Madhya Pradesh Date
The following information is necessary to check a building permit application for compliance with the Electrical and Renewable Energy Systems
requirements in the Energy Conservation Building Code 2017.
Applicability
Building Department
Code Section Component Information Required Compliance
Yes
No
Notes
7.2.1 Transformers
Maximum Allowable
7.2.1.1 Power Transformer Compliance Yes
Losses
Measurement and Measurement report with specification of

Not Applicable at Design
7.2.1.2 Reporting of metering class current transformer (CTs) and
Stage
Transformer Losses potential transformenrs (PTs)
Site verification report showing voltage drop Not Applicable at Design

7.2.1.3 Voltage Drop
across feeders and circuit breakers Stage
Energy Efficient Provide equipment schedule and certificate Min IE3 Motors will be
7.2.2
Motors with motor capacity, efficiency provided
Diesel Generator
7.2.3 Compliance Yes
(DG) Sets
Check Metering and

Monitoring
Provide technical data sheet of Automatic
Power Factor
7.2.5 Power Factor Controller Device or evidance of Will be Maintained
Correction
maintaining the power factor
Power Distribution
Systems
Uninterruptible
Power Supply (UPS)
Renewable Energy
7.2.8
Systems
Renewable Energy
7.2.8.1 Generating Zone Space Provided? Yes
(REGZ)
Main Electrical
7.2.8.2 Space provided? Yes
Service Panel
Demarcation on Not Applicable at Design
7.2.8.3 Commissioning Documents
Documents Stage
52
Annexure – 1: Schedules of operation
Occupancy Mdnt to 4 AM 30%

4 AM to 12 Noon 90%
12 Noon to 2 PM 100%
2 PM to 9 PM 90%
9 PM to 12 Mdnt 30%
Lighting Mdnt – 12 Noon 90%
2 PM to Mdnt 90%
Equipment Mdnt to 4 AM 30%
4 AM to 12 Noon 90%
2 PM to 9 PM 90%
9 PM to 12 Mdnt 30%
Heating At below 70F Indoor Temp 70 ºF
Cooling At above 75F Indoor Temp 75 ºF
Fans 24 HRS On
53
54
ENCLOSURE 8: TRAFFIC STUDY AND
MANAGEMENT PLAN
55
Passenger Terminal Building & Allied Works for New Greenfield Airport at Gwalior, Madhya Pradesh | 2022
Construction of Passenger Terminal Building & Allied Works for

Gwalior Airport, Madhya Pradesh
Traffic Study
156
|Page
Table of Contents
Catalog
1. INTRODUCTION ................................................................................................................................ 3
1.1 PROJECT BACKGROUND ....................................................................................................................... 3
1.2 GENERAL OVERVIEW : CONNECTIVITY AND STRATEGIC LOCATION ...................................................... 3
1.3 POPULATION AND DECADAL GROWTH RATE ....................................................................................... 3
2. TRAFFIC AND TRANSPORT PROFILE ................................................................................................... 4
2.1 ROAD NETWORK................................................................................................................................... 5
2.2 VEHICULAR GROWTH ........................................................................................................................... 5
2.3 MODAL SPLIT ........................................................................................................................................ 5
2.4 PUBLIC TRANSPORT .............................................................................................................................. 6
2.5 INTERMEDIATE PUBLIC TRANSPORT ..................................................................................................... 6
2.6 PEDESTRIAN AND NONMOTORIZED TRANSPORT (NMT INFRASTRUCTURE) ........................................ 6
2.7 HOURLY BASED TRAFFIC IN GWALIOR .................................................................................................. 6
3. NODAL ANALYSIS ................................................................................... Error! Bookmark not defined.
3.1 ANALYSIS OF NODE-1 (GOLE KA MANDIR) .......................................................................................... 11
257
|Page
1. INTRODUCTION
1.1 PROJECT BACKGROUND
Gwalior is one of the major cities in Madhya Pradesh. It is situated on the Delhi-Agra-Bombay
route and developed all around the foothills of Gwalior Fort. The presence of Gwalior Fort makes
it an Important tourist city of India. It is the fourth largest city in the state spreading over an area
of about 289 square kilometers. The city serves as the administrative headquarters of Gwalior
District and Gwalior Division. The city economy is dependant on trade and commerce.
Additionally the city is base of Indian Air force and Indian Arms cantonment.
While Gwalior Municipal Corporation limit covers area of 289 sq.km, the planning area of Gwalior
spreads over 826.53 sq.km. Gwalior Planning area is overlooked by Gwalior Development
Authority (GDA).The city is divided into four regions : Laskhar East, Laskhar West, Gwalior City
and Morar.
1.2 GENERAL OVERVIEW : CONNECTIVITY AND STRATEGIC LOCATION

In terms of connectivity, the city is well connected by road and rail nationally and regionally. The
city is located in the influence area of strategic transport corridors of India. It lies on the North-
South corridor and about 50km north of the East-West corridor. The Delhi-Mumbai Industrial
corridor influence area lies about 50km to the west of the city which further enhances the city’s
importance. The presence of DelhiMumbai dedicated Freight corridor to the west and the
Ludhiana-Kolkata dedicated Freight corridor to the east of the city would further strengthen
movement of cargo in the region. It is strategically located between major tourist destinations
lying on the Delhi-MathuraAgra-Jaipur-Ranthambore-Gwalior-Shivpuri, OrchaKhajuraho tourist
circuit. The city lies on the broad gauge railway line connecting Delhi to Bhopal. A narrow gauge
line connects the city to Sheopur. The station is located on the main Mumbai-Delhi and Chennai-
Delhi rail link. Gwalior has a domestic airport providing services to the region.
The airport is located to the north east of the city at a distance of about 8km from the city centre.
1.3 POPULATION AND DECADAL GROWTH RATE
As per the census 2011, the population of

Gwalior city was 10.54 lakhs which was projected
to reach 14 lakhs in year 2021. Population density
of Municipal area is 8,014 persons per km. Over
the last decade the annual average population
growth rate of the city has been observed
increasing from 19.73 % in 2001 to 27.50 % 2011.
The population and decadal growth rate of
Gwalior city is listed in (Table 1)
358
|Page
2. TRAFFIC AND TRANSPORT PROFILE

Gwalior has a good regional linkage through railway links and road connectivity with all major
cities across India. However, like any other medium-sized cities in India, the urban transport
scenario in Gwalior is chaotic, characterized by heterogeneous traffic competing for road space.
Due to absence of public transport system, the larger population share of city is dependent on
private vehicles. In addition to private vehicles, Intermediate Public Transport (IPT) caters to
mobility demand. IPT in the city includes tempos, auto rickshaws, TATA magic, taxis and e-
rickshaws.
Fig 1.1: Location, Linkages and Regional setting of Gwalior.
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2.1 ROAD NETWORK

The road hierarchy in Gwalior consists of National Highways, State Highways, Arterial road , Sub
arterial road and collector roads. The city road network is a combination of radial and grid network
with a total road network length of 782 kms. The state highways comes under the jurisdiction of
Public Work Department (PWD), whereas the national highways are maintained by National
Highways Authority of India (NHAI).
There are 10 arterial roads, 16 sub-

arterial roads, 30 collector roads and 18
other roads, which connect the whole
city with residential areas and
commercial areas
2.2 VEHICULAR GROWTH

Over the years the city has experienced a rapid growth in private vehicles (2 wheelers and 4
wheelers). The Table presents the growth of the vehicle.
2.3 MODAL SPLIT
The modal spilt in figure 4 highlights the high

number of NMT trips at 59 percent. Inspite of
large number of vehicles , it is evident that private
vehicles are catering to demand of merely 22
percent. This highlights the need to improve NMT
infrastructure in order to retain large number of
NMT users.
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2.4 PUBLIC TRANSPORT

Gwalior lacks formal public transport system. In absence of city bus service, PT caters to needs
of shared mobility in the city.
2.5 INTERMEDIATE PUBLIC TRANSPORT

In absence of formal public transport, IPT plays a vital role to cater to mobility demand. The main
modes of IPT in Gwalior are auto rickshaws as well as shared vehicles like, Tempos and Tata Magic
which ply in the city as well in the nearby villages. At present, the most predominant IPT vehicle
in Gwalior is the Tempos popularly known as Vikram service. As per RTO data, there are total 826
registered tempos in the city. These are operational on 14 routes out of the 23 assigned by the
RTO. On the remaining 9 routes, low demand has resulted in negligible interest from Auto drivers.
Apart from the tempos, the city has more than 8000 autorickshaws and 450 Tata Magics.
2.6 PEDESTRIAN AND NONMOTORIZED TRANSPORT (NMT INFRASTRUCTURE)

Non- motorized modes within Gwalior city are mainly comprised of walking, cycles and horse
driven Tongas. The Tongas are mainly used in Bada area for passenger movement. About 20% of
trips in Gwalior are made by cycle and 0.38% by Tongas. Additionally, around 45% of commuters
prefer to walk for work, education and other activities. However, pedestrian facilities such as
footpath etc. are not adequately provided throughout the city.
2.7 HOURLY BASED TRAFFIC IN GWALIOR

The following are the traffic movement observed in Gwalior city at different time frames of each day.
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This data gives an insight into the traffic flow within Gwalior limits and helps to better
understand the busy network during different time of the day. Within the proximity of the
airport, the traffic is mostly in the 10-30km/hr speed range indicating the lack of road
management systems.
The National Highway 92 is being renovated as it has been really necessary for the increasing
traffic on this road and due to the presence various prestigious institutes of Gwalior on this road
like Indian Institute of Hotel management, Gwalior, Air Force Station, Gwalior and Malanpur
Industrial Area.
The road previously due to less maintenance had many accidents but to resolve this problem
the road will be made Four-Lane Highway from Gwalior to Malanpur and then Two- Lane
further on.
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3. ANALYSIS OF IMPORTANT NODES
Fig 3.1: Important traffic generation points along major connecting routes
National Highway 92 (NH 92) is a National Highway in India. NH 92 links Bhongaon on NH-24 in
Uttar Pradesh with Gwalior in Madhya Pradesh. The highway is 171 km (106 mi) long, of which
75 km (47 mi) is in Uttar Pradesh and 96 km (60 mi) is in Madhya Pradesh.The highway stats
from Gola Ka mandir circle in gwalior and ends in Bhaogaon in UP. In Gwalior it is better known
as Airport Road as the Gwalior Airport is situated on this road. It is now been developed as a
Four - Lane Highway from Gola Ka Mandir in Gwalior to Malanpur Industrial Area in Bhind
District because of the heavy traffic in this area. It is usually used as a link from Gwalior to
Malanpur, Bhind and Etawah. Malanpur is an industrial area that is linked by this road with
Gwalior.
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MAJOR TRANSIT NODE FEATURES

Time
Distance
Taken
Node Name of Square Landmark Activities Destination
to
(Meters)
reach
arirport
Node Gole Ka mandir MITS College, JB ma Major Bus and Bhind Rd.,- NH44 7200m 16 Min
1 nga Ram Factory,Ind Tempo Stop, Fr
ra Prasta Marriage G uit seller and F
arden,Rimss Hospital ast food Joints.
.
Node Pinto Park Petrol Pump, Vegeta Commercial Ac Bhind Rd. - Airport 14 Min
2 ble Market, Axis Ban tivity Square
k Etc. Dominos,Com
mercial Complex, Ma
5600m
rriage Garden (Abhin
andan & Gulmohar),
Fishery Department
Campus
Node Deen Dayal naga Petrol Pump, Ebnize Commercial Ac Bhind Rd. - Airport 8 Min
3 r er School,Post Office tivity in front a Square
,Adityaz Hotel, CAM nd residential c
T Campus,Private Ba olony at back si 3600m
nks. de, Marriage G
ardens on the
Main Road.
Node Airport Square Amity University, Pot Institutional Bu Airport Square 5 Min
4 ato Research Institut ilding on the M
e and Campus, Air fo ain road and re 2100m
rce Campus, Shramo sidential coloni
dya Vidhyala. es backside.
Node Chambal Gate Prestige Institute, IH Institutional Ce Bhind Rd. - Airport 9 Min
5 M college, IRA World nter Square
School, Rishisvar Ho
4590m
spital.
Node NH-44 Prayaga Goyal PUC Interstate NH44- Bhind Rd., 14 Min
6 Centre transit. 8700m
Airport Square
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Fig 3.2: Road Character Study in major Traffic Generation points
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3.1 ANALYSIS OF NODES BASED ON CONNECTIVITY AND TRAFFIC
NODE ANALYSIS
Cause Of Context and Traffic

Node Name Traffic Connectivity Character Light Analysis
Vehicles moves Types of

majorly towards Vehicles
Amity University , Tempo, City
Hospitals, IHM Bus, Private Traffic Four Lane Road
College, IRA world Four and two singnal acting as major
Heavy Traffic
School, Prestige Wheeler, Duration is node that
at Peak hours
college, J.G Manga School bus. long connects Gwalior
during 8:30 to
ram Factory, Street Vendors, approx 80 To Hazira
10 AM.
Malanpur factory, Fast food Sec. (Towards Agra).
Birla Hospital etc. corners and
Buses moves Fruit sellers
Gole ka towards Bhind. near the Node.
Mandir
Chaurah
1 a
The Park Node

Creates a
lies in betwwen
congestion at
From the one of the major
traffic point.
Right turn connects junction right Vegetable of
to the Birla Hospital turn is towards Markets and
Congestion Traffic light
and Sun temple. Vegetable hence heavily
during of Approx
Straight Road market and trafficed also has
morning hours 15 Sec.
connects to the also towards a Y shaped
due to loading
Pinto Bhind. commercial chauraha
and unloading
Park area. therefore creates
of Vegetable
Chaurah Confusion in
vehicles.
2 a turning.
The node lies in

the commercial
Congestion Sector and
Left turn is towards
during usually
DD Nagar, Straight
Petrol Pump, traffic experience traffic
Major Traffic towards SH 719
Banks etc signal. during the
During 8:30 to which connects to
located near Very short morning and
10:00 AM. BHIND.
the Node. timing evening times.
Right Turn connects
approx 15 Delaying time is
to Aditya Puram.
DD Sec. less as the traffic
Nagar light time is very
3 Gate short.
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Doesn’t have any

traffic Lights.
Residential and
Road connects to
Cattles rural area on
the airport with
movement both side of the
Left turn connects rsidential
which is also road. -
to the DD nagar. settings along
major cause of Houses opens
DD the road. Few
accidents. towards Main
Nagar vehicles also
Road.
Second passes through
4 Gate Chambal gate.
Vehicles Passes Left turn is The Node is near

mostly towards mostly used airport and
Bhind and towards during Saturday Doesn’t have any
educational because of traffic Lights as is
institutes Such as : Shani temple. almost towards
Peak Hour 8:30
KV No1,Amity Left Turn is - the outer
to 10 AM.
University, Gwalior Isolated and periphery of
Engineering College, dedicatedly for Gwalior hence
DVS college, Air Airport and used by the
Airport Force School, Air Villages next to Villagers.
Port Force Colony. it. Vehicles moves
5 Junction at speed.
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TRAFFIC CIRCULATION PATTERN
Figure 1 Drop off and Car

parking Circulation
Figure 2 Taxi Circulation
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Figure 3 VIP Circulation
Figure 4 Staff parking and

Bus parking Circulation
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TRAFFIC ZONE ANALYSIS
The three important characteristics for traffic operational analyses are flow, speed and density. It is
hypothesized that if freeway traffic is allowed to behave without any restrictions, it displays four phases in the
flow- density curve.
ZONE 1: UNCONGESTED ZONE
Zone-1 is the un-congested zone when there is no influence of the increasing density on the speeds of the
vehicles. The level of service remains high enough to ensure that the speed does not drop with the
introduction of newer vehicles onto the freeway.
ZONE 2: CRITICAL DENSITY
Zone-2 starts at the point of critical density. In phase 2, the freeway cannot sustain the speed with injection
of newer vehicles into the traffic stream. The density increases while speed falls, maintaining the flow
ZONE 3: CONGESTED ZONE
Zone-3 is when we observe decreased speed and decreased flows. Very low speeds Cause the flow to drop at
an active bottleneck or a downstream bottleneck may be constraining the flow.
ZONE 4: RECOVERY ZONE
Zone-4 starts with fewer cars entering the traffic stream and the output flow increasing at the same time; we
are led to this phase of recovery. During this phase, the density of traffic starts decreasing and speed starts
increasing at a faster pace leading to increasing flow. This is the period when the traffic flow is recovering and
trying to reach the initial speeds.
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TERMINAL
BUILDING
ZONE 3
D
C
F
E
ZONE 2
ZONE 2 ZONE 2
G
B
ZONE 1
H ZONE 4
A
It can be observed that during the uncongested period, Zone I(From A-B), cars move at free flow speed and
even when density increases, the flow remains uncongested. As we move ahead to Zone 2(From B-C), speed
drops but flow does not due to slight increase in density. Again, as we move ahead to Zone 3(From C-D-E),
flow and speed reduces but due to increase in number of lanes, no bottleneck formation takes place. In Zone
4(From G-H) speeds recover and hysteresis takes place via Zone 2(From E-F) which acts as a junction for
parking for proceeding to Zone 4(From G-H).
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ENCLOSURE 9: EXISTING AIRPORT EMERGENCY
PLAN
72
GWALIOR AIRPORT EMERGENCY PROCEDURE
भारतीय वमानप न ा धकरण

AIRPORTS AUTHORITY OF INDIA
AIRPORT EMERGENCY PLAN

FOR
GWALIOR AIRPORT
CIVIL ENCLAVE
1
Emergency Plan. 11.11.2021
73
AIRPORT EMERGENCY PLAN

GWALIOR AIRPORT
ACTIVITY NAME MOBILE NO SIGNATURE
Prepared by:
Recommended
by:
Approved by:
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74
AMENDMENTS
Amend Number Pages replaced Date Name & Signature
3
75
FOREWORD
This Emergency Procedure is in accordance with the provisions in

Annex 14, Volume 1 commensurate with the aircraft operations and
other activities conducted at GWALIOR Airport, civil enclave. The
purpose of the material in this manual is to assist agencies involved in
this airport, in implementation of these specifications and thereby help
to ensure their uniform application.
The material in this manual relates principally to matters concerning

preplanning for airport emergencies, as well as co-ordination between
the different airport agencies (or services) and those agencies in the
surrounding community that could be of assistance in responding to
the emergency. It does not include material on how an agency is to
carry out its particular functions such as those of the rescue and fire
fighting services or air traffic control service. Such material remains in
the regular documents concerning these specialties.
This manual includes, inter alia, material concerning type of

emergencies that should be planned for, description of agencies
involved in the plan, as well as the responsibility and role of each
agency, including the emergency operations center and the command
post, for each type of emergency.
AIRPORT DIRECTOR
GWALIOR AIRPORT
CIVIL ENCLAVE
4
76
CONTENTS
S.No CHAPTER Page No.

AMENDMENTS 3
FOREWORD 4
1. INTRODUCTION 6
2. AGENCIES INVOLVED 7
3. AIRCRAFT ACCIDENT ON THE AIRPORT 20
4. AIRCRAFT ACCIDENT OFF THE AIRPORT 43
5. MALFUNCTIONING OF AIRCRAFT IN FLIGHT 52
6. TRIAGE AND MEDICAL CARE 59
7. CARE OF AMBULATORY SURVIVORS 66
8. CARE OF FATALITIES 68
9. SEGREGATION AND SEALING OF DOCUMENTS 72
10. SEARCH AND RESCUE 75
APPENDIX
1. PRESERVATION OF EVIDENCE FOR AIRCRAFT ACCIDENT 76
INVESTIGATION
2. MUTUAL AID EMERGENCY AGREEMENTS 78
3. AIRCRAFT ACCIDENTS IN THE WATER 81
4. AIRCRAFT OPERATORS 86
5. TELEPHONE NUMBERS – AAI ADMINISTRATION & ASSOCIATED 92

AGENCIES
6. TELEPHONE NUMBERS – STATE ADMINISTRATION 93
7. TELEPHONE NUMBERS – HOSPITALS 94
8. SOP FOR REPORTING OF AIRCRAFT ACCIDENT 96
9. IMPORTANT EMAIL ID (AAI HQs) 104
5
77
CHAPTER – 1
INTRODUCTION (GENERAL)
Airport Emergency Planning is the process of preparing an airport to

cope with an emergency occurring at the airport or in its vicinity. The
purpose of an airport emergency plan is to ensure that there is:
 Orderly and efficient transition from normal to emergency

operations.
 Delegation of airport emergency authority.
 Assignment of emergency responsibilities.
 Authorization by key personnel for action contained in the plan.
 Co-ordination of efforts to cope with the emergency; and
 Safe combination of aircraft operations or return to normal
operations as soon as possible
The object of Emergency planning is to minimize the effects of
emergency, particularly in respect of saving lives and maintaining
aircraft operations. The emergency plan set forth the procedures for
co-ordinating the response of different airport agencies in surrounding
communities that could be of assistance in responding to the
emergency. Emergency plan give consideration to,
1. Preplanning BEFORE an emergency;
2. Operations DURING the emergency; and
3. Support and documentation AFTER the emergency
The recommendations set forth in this procedure are based on
the paramount need for survival of aircraft occupants and other
casualties resulting from the aircraft accident/incident.
The circumstances attending each emergency would vary so
much, that no hard and fast rules or procedure can be laid down.
Personnel dealing with aircraft emergency are expected to use their
best initiative and judgment in meeting an emergency promptly and
render maximum assistance. The following procedures are meant to
serve only as guide
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78
CHAPTER – 02
AGENCIES INVOLVED
Agencies involved in emergency handling are:

1. Air traffic services; Unit(s)
2. Rescue and Fire Fighting services (Fire Departments shall
include Airport Fire & Rescue services and city fire services).
3. Police/Security services;
4. Airport Authority;
5. Medical services;
6. Hospitals;
7. Aircraft operators;
8. Government Authorities;
9. Communication services;
10. Airport tenants;
11. Transportation authorities (land, Sea and air);
12. Rescue and co-ordination center;
13. Defense/coast guard.
14. Clergy
15. Public information office;
16. Customs;
17. Voluntary organizations and
18. Mental health agencies
19. Postal authorities
20. Veterinary services
21. Coroner
22. Volunteer organizations
23. International relief agencies
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79
1. AIR TRAFFIC SERVICES (IAF)
When the emergency involves an Aircraft, the Airport control

tower (or Airport flight information service) is required to contact the
rescue and fire fighting service and to provide information on the type
of emergency and other essential details, such as the type of Aircraft,
fuel on board and location of the accident, if known. Additionally, the
Airport emergency plan may specify the air traffic service (apron
control service) should initiate the calling of the local fire departments
and appropriate organizations in accordance with the procedures laid
down in the plan. The initial call should provide the grid map
reference, rendezvous point and where necessary, the Airport
entrances to be used. Alternatively, this function may be assigned by
the plan, either in whole or in part to another organization or unit.
Care must be taken when preplanning initial notification of the
accident, to specify clearly the responsibility assignments and to avoid
duplication in the calling requirements. Subsequent calls may expand
the information given to include the number of Aircraft occupants any
dangerous good on board, and the name of the Aircraft operator, if
appropriate. If the Airport must be closed because of the emergency
situation at hand air traffic services are expected to take action as
necessary with respect to Aircraft desiring to land or depart.
2. RESCUE AND FIRE FIGHTING SERVICES (FIRE

DEPARTMENTS) (IAF)
The prime responsibility of Airport rescue and fire fighting

personnel is to save lives. Property endangered by Aircraft incidents
and accidents occurring on or near the Airport should be preserved as
far as practicable. To achieve this objective, fire should be suppressed
and any re-ignition prevented. There are airport accidents however;
where fire may not occur, or where the fire may be rapidly
extinguished. . In every case, the procedures should provide for the
most rapid evacuation possible of survivors of the accident
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80
Unless seriously injured casualties are stabilized rapidly, they may

become fatalities. Airport rescue and fire fighting personnel should
receive training to satisfy locally acceptable, emergency medical
standards. They may be the only rescue personnel on the scene
during the critical period immediately following an accident and possibly
for an extended period of time. On Airport availability of other
responding personnel with qualified medical expertise may reduce this
need.
Only fire fighting and rescue personnel wearing approved protective fire
fighting clothing and equipment should be allowed in close proximity to
an Aircraft accident site. Such clothing should be worn within a
distance of approximately 100m from any point on the Aircraft or any
fuel spillage.
As a means to easily identify and distinguish the fire officer in

command, a suitable red hard hat and highly visible red apparel
such as a vest or coat should be worn, with “CHIEF FIRE OFFICER”
in reflective lettering displayed front and back.
3. POLICE AND/OR SECURITY SERVICES
1. In an Airport emergency, it is expected that the police or security

officer first to arrive at the scene will secure the site and request
reinforcement, if needed. The officer’s responsibilities should continue
until relieved by the designated law enforcement agency that has
jurisdictional authority over the area. The plan should include
arrangements for the rapid and effective reinforcement of the security
cordon by local police. IAF, Military or other units under governmental
control, wherever required.
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81
2. Congestion-free ingress and egress roads need to be established

immediately of emergency vehicles. The security services, police force,
or other appropriate local authorities are expected to ensure that only
persons with specific tasks should be allowed at the scene of the
accident. They should route the normal traffic away from or around the
accident site.
3. The plan should provide for the control of crowds that always collect
at an accident site and also for the preservation of the entire area,
undisturbed whenever practical, for investigation, for investigation
purposes. (See Appendix I )
4. A mutual aid programme should be instituted between all potentially

involved security agencies; eg Airport, city, local and government
security forces, mail inspectors, and where appropriate, military police
and customs officials.
5. A method to easily identify responding emergency personnel should be

implemented at security check points to ensure that they have
immediate access to the accident site. “Emergency Access”
identification can be pre-issued by the Airport Authority to emergency
personnel for use during an emergency.
6. In many cases it may not be possible or practicable for vehicles of

mutual aid fire department, ambulances, etc., to proceed directly to the
accident/incident site. It is essential that the emergency plan include
procedures for meeting at a designated rendezvous point can also be
used as a staging area where responding units can be held until
needed at the accident site. This can help to eliminate traffic jams and
confusion. Personnel controlling the rendezvous point also should
consider the suitability of vehicles for adverse terrain condition at the
accident site and to prevent obstruction of the access route by
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82
disabled vehicles. Staging theses vehicles can prevent traffic jams and
confusion at the accident scene.
7. As a means to easily identify and distinguish the security/police officer

in command, a blue, industrial hard hat and highly visible blue
apparel such as vest or coat should be worn, with “POLICE CHIEF”
in reflective lettering displayed front and back.
4. AIRPORT AUTHORITY OF INDIA (AAI)
The Airport Authority should be responsible for establishing,

promulgating and implementing the plan and designating the person in
command of the over-all operation at the command post. The plan
may require the Airport Authority to ensure that the information, such
as names and telephone numbers of offices or people involved in an
Airport emergency, is kept up to date and distributed to all concerned.
Co-ordination of all agencies responding to an emergency is expected
to be carried out by the Airport Authority. The Airport Authority will
also arrange necessary meetings of the Airport emergency plan co-
ordinating committee, composed of key personnel from participating
agencies, to critique the plan after it has been tested or implemented.
The Airport Authority should be responsible for closing the Airport, or
part of it, if circumstances so require. Aircraft operations should be
resumed only when circumstances permit Aircraft to operate safely
without interfering with rescue activities and the Airport movement area
has been secured.
As a mean to easily identify and distinguish the Airport operations

officer in charge, an international-orange hard hat and highly visible
orange apparel such as a vest or coat should be worn, with
“AIRPORT ADMINISTRATION” in reflective lettering displayed back
and front.
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5. MEDICAL SERVICES
1. The purpose of medical services is to provide triage, first aid and

medical care in order to:
 save as many lives as possible by locating and stabilizing the
most seriously injured, whose lives may be in danger without
immediate treatment;
 Provide comfort to the less seriously injured and to administer first
aid and; transport casualties to the proper medical facility.
2. It is essential that provision of medical services such as triage,

stabilization, first aid, medical care, and the transporting of the injured
to hospital(s) be carried out in the most expeditious manner possible.
To this end, well-organized medical resources (personnel, equipment
and medical supplies) should be available at the accident site in the
shortest time possible. The medical aspects of the emergency plan
should be integrated with local community emergency plan as agreed
upon in the mutual aid emergency agreement (See Appendix II).
3. A medical coordinator should be assigned to assume control of the

emergency medical operations at the accident site. If Airport medical
services exist, the medical coordinator may be designated from the
Airport medical staff. In some cases, it may be necessary to appoint
an interim medical coordinator, to be relieved when the designated
medical coordinator arrives on site. The interim medical coordinator can
be designated from the Airport rescue and fire fighting personnel.
4. Medical and ambulance services may be an integral part of the Airport

services, particularly whenever an ambulance service is a part of the
Airport rescue and fire fighting service. Whenever medical and
ambulance services are not available in the Airport, prearrangements
with local, private, public or military medical and ambulance services
should be made. The plan has to ensure the dispatch of a satisfactory
assignment of personnel equipment and medical supplies. To ensure a
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84
rapid response, the plan can include arrangements for land, sea and
airborne transportation of medical services to the scene and
subsequent transportation of persons requiring immediate medical care.
Prearrangements are necessary for the availability of doctors and other
medical personnel for all Airport emergencies. The plan should list a
sufficient number of doctors to offset any absence at the time an
emergency occurs.
5. The plan should designate a medical transportation officer whose

responsibilities would include:
 Alerting hospitals and medical personnel of the emergency.

 Directing transportation of causalities to appropriate hospitals
suitable for treatment of the particular injury;
 Accounting for casualties by recording the route of transportation,
destination hospital, and casualty’s name and extent of injuries.
 Advising hospitals when causalities are en route; and
 Maintaining contact with hospitals, medical transportation, the
senior medical officer, on-scene command post, and the
command post.
6. HOSPITALS
1. Participating hospitals should have contingency emergency plans

to provide for mobilization if necessary medical teams to the
accident site in the shortest possible time. Availability of qualified
personnel and adequate facilities at the hospital to deal with
Airport emergency situations in vital, in this respect, it is
mandatory to establish in advance an accurate list of surrounding
hospitals. They should be classified according to their effective
receiving capacity and specialized features, such as neurosurgical
ability or burn treatment. In most circumstances it is unwise to
deplete the most proximate hospital to the accident site of
essential medical and nursing personnel. Letter of understanding
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85
signed between AAI and certain hospitals for providing emergency

medical services in case of Airport emergencies within the airport
premises or in the vicinity of Airport and for the settlement of
hospital bills in such eventualities.
2. The distance from the Airport and the ability to receive helicopter.
The alert of an Aircraft accident should be made to a single
medical facility, which then alerts all other facilities according to a
local medical communications network.
7. AIRCRAFT OPERATORS
1. It is important that arrangements be made in the plan to disseminate

full details of Aircraft related information, such as number of persons
aboard, fuel quantity and existence of any dangerous goods, if
available. Aircraft operators are expected to be responsible for
providing this information. This information is vital to the on scene
commander and will influence the tactics and strategies used to deal
with the emergency. Operators also are responsible for making
arrangements for any uninjured persons who may require continuing
their journey, or needing accommodation or other assistance.
Additionally, Aircraft operators may be responsible for contacting
deceased passengers’ next of kin. The police and/or international relief
agencies (Red Cross, etc.) will normally assist in the accomplishment
of this task. Information concerning services provided by Aircraft
operators following an Aircraft accident is contained in Appendix IV.
2. The Airport emergency plan should designate an Aircraft operator to

respond to an emergency involving a chartered, private, military or
other non-tenant Aircraft operator.
3. The proper disposition of all cargo mail and baggage aboard an

aircraft involved in an accident is the responsibility of the Aircraft
operator, Permission to remove these items form the Aircraft may be
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86
granted by the on-scene commander only after the emergency has

been abated and the requirements of the accident investigators have
been met.
8. GOVERNMENT AUTHORITIES
In order to avoid conflict and confusion between participants, the

Airport emergency plan should clearly define the obligations, controls
and limitations placed on the Airport Authority by government agencies.
Post-accidents investigation, unlawful seizure of Aircraft, bomb threats
and bombings, customs and postal matters, may all fall into
jurisdictions other than that of the Airport Authority of India.
9. AIRPORT TENANTS
Airport tenants and their employees should be considered a

prime source of readily available equipment and human resources.
With their intimate knowledge of the Airport, Airport tenants and their
employees can have a vital role in the emergency plan especially if
their background includes medical training, transportation or food
preparation. It is important that these persons be deployed under
supervision and assigned specific functions to avoid duplication of
efforts and disruption of other emergency operations. For their own
personal safety, the use of these people should be restricted until the
emergency is under control. Employees with first aid knowledge should
be known and identified by means of a suitable vest during an
emergency.
10. TRANPORTATION AUTHORITIES (LAND ,SEA, AIR)
1. In an emergency, vehicles are needed to carry out rescue

operations, to transport personnel and to haul supplies and debris.
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87
Responsibility for the control of vehicles to be used during and

emergency should be assigned to a designated transportation
officer. All of the transportation equipment available at the
Airport, such as buses, trucks, maintenance vehicles and
automobiles, should be inventoried and assignments should be
included in the emergency plan. Arrangements in advance also
might be made to obtain additional vehicles from bus companies,
leasing companies or garages. Also, by prior agreement, the use of
vehicles owned by Airport employees might be included in the
emergency plan.
2. In Airport emergencies, provision shall be made for an easily
identifiable guide vehicle, equipped with two-way radio
communication, to lead groups of vehicles from the rendezvous
point(s) or staging area to the accident site. This should be
accomplished without interference with Aircraft operations.
3. Suitable rescue equipment and services shall be available for use

whenever the accident site and/or access routes require
transportation through water or swampy areas that cannot be fully
served by conventional, wheeled vehicles. This is particularly
important where a significant portion of approach/departure
operations takes place over these areas.
4. The Senior most officer of the MT Section available shall act as the
Transportation Officer., As a means to easily identify and distinguish
the transportation officer in charge, a lime-green hard hat and lime-
green vest or other apparel should be worn, with
“TRANSPORTATION OFFICER” in reflective lettering displayed back
and front.
11. RESCUE CO-ORDINATION CENTRE (RCC)
Rescue co-ordination centers may play a significant role when Aircraft

accidents occur in the vicinity of an Airport but the accident site is not
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known, or rescue facilities additional to those available at or near the

Airport are required to be brought into action. Rescue co-ordination
centers shall have means of immediate communication with all rescue
units within their areas of responsibility, including units providing
Aircraft, helicopters and special rescue teams. Where appropriate,
coastal radio stations capable of alerting and communicating with
surface vessels must be used. Assistance from some of these units
can be essential in responding to an accident in the vicinity of the
Airport. It is therefore suggested that the potential role of the rescue
co-ordination center be specifically highlighted in a separate paragraph
in the Airport emergency plan document.
12. CIVIL DEFENCE
The Airport emergency plan should be integrated with the local

community civil defense emergency plan and with local search and
rescue teams. Consideration should be given to the role the Airport
may have as a result of co-ordination with civil defense officials and in
support of any civil defense emergency plan requirements.
13. MILITARY
Where a military installation is located on or in the vicinity of an

Airport, a mutual aid agreement shall be initiated to integrate these
personnel within the command, communication and co-ordination
functions of the emergency plan.
14. MUTUAL AID AGREEMENTS
1. Airport emergencies may be of such magnitude that local rescue

and fire fighting security law enforcement and medical services
are inadequate to handle the situation. It is therefore strongly
recommended that aid programmes be initiated to ensure the
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prompt response of adequate rescue and fire fighting, security,

law enforcement and medical services elsewhere. Such mutual
aid agreements are normally co-ordinated by the Airport authority
as well as the agencies involved, and implemented by the
Airport Authority. For further information, see Appendix 5.
2. All mutual aid agreements shall be reviewed or revised annually.

Telephone and personnel contacts shall be reviewed and
updated monthly.
15. CLERGY
Arrangements should be made to contact the clergy to provide comfort

to casualties and relatives and to perform religious services where and
when appropriate.
16. PUBLIC INFORMATION OFFICER
1. A public information officer designated by the Airport Director should

co-ordinate and release factual information to the news media and
also should co-ordinate public information statements between all
parties involved.
2. It is recommended that television and radio news media be

requested to withhold the release of accident information for at least
fifteen minutes (or longer, if possible). This delay will allow sufficient
time to establish adequate security around the accident site and to
establish road blocks on routes providing ingress and egress to the
accident site by participating emergency medical agencies and other
services.
3. The public information officer is responsible for escorting the news

media to the accident/incident location.
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17. MENTAL HEALTH AGENCIES
The emergency plan should include local mental health agencies.

Therapeutic treatment, as well as follow-up procedures for dealing with
the possible long-term effects of the emergency, should be available
for survivors, relatives, eyewitnesses, and emergency scene personnel.
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CHAPTER – 3
AIRCRAFT ACCIDENT ON THE AIRPORT
The Airport Emergency Plan shall be implemented immediately upon

an Aircraft accident occurring on the Airport. For this type of
Emergency responding agencies are expected to take action as
described below.
1. Action by Air Traffic Control unit (IAF)
When the emergency involves an Aircraft, or it is known that

emergency is imminent. The Air Traffic Control Tower (IAF) will alert
Aircraft Rescue & Fire Fighting services (ARFF). ATC is required to
immediately inform Flight Coordination Centre (FCC) to raise Primary
alarm and inform Base Operations Control Centre (BOCC) to raise
Secondary alarm.
The Primary alarm will be raised by ATC (IAF) and following

agencies shall be informed.
1. Aircraft Rescue and Fire fighting services at ATC (ARFF)
2. City Fire Section
3. Station Medicare Section (SMC)
4. Duty officer, Civil Terminal
5. Apron control Service (Hotline/ Walkie-Talkies)
6. Airport Director (APD)s
7. Base Operations control centre (BOCC)
8. Search & Rescue Helicopter (SAR) – for off Base Accident
9. Station Aerospace safety & Inspection Officer (SASIO)
10. AOC& COO
11. Chief Engineering Officer (CEO)
12. Maintenance Safety Inspection officer (MSIO)
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13. Admin safety inspection Officer (ASIO)
The Secondary alarm will include the internal agencies of IAF as per
the list available with BOCC which are required to be informed.
In case of aircraft accident on the airfield or within the base perimeter

wall, the first intervention will be by IAF ARFF Team. The
augmentation and other support services form civil shall be informed
and coordinated by AAI, GWALIOR.
The ATC will transmit the message of aircraft contingency to IAF

and Airport Aporn controller on respective walkie-takies, simultaneously
Landline will be used to inform other IAF agencies , who have not
acknowledged the call and also to Duty Officer Terminal and to the
APD.
The call on walkie-Takie should have “ All Stations to Monitor

‘Aircraft Emergency,Emergency, Emergency, call sign of Aircraft
,Nature of emergency , location of aircraft ( if known) , Operator’s
name and any relevant information”
2. Action by rescue and fire Fighting Services (IAF)
 A request to respond to an Aircraft accident on the Airport will be

issued by the Air Traffic Services. When, however a call is received
from any other person an accident is observed, or there is a
reason to consider that an accident is imminent, the Airport rescue
and fire fighting services will take action in the same manner as if
the Air Traffic service had originated the request. The Air traffic
Services will then be informed of the nature of the request/call and
of the response initiated.
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 Airport rescue and fire fighting services of IAF shall
a. Proceed via fastest access route to the site indicated by Air

Traffic Services.
b. Advise City Fire while enroute of the following

 rendezvous point.(Near Departure Gate)
 staging area,
 human resources and equipment required for support, if known
and any other pertinent information
 Immediately establish a well-identified command post. This is a

temporary post until the Airport Authority mobile command post is
available and operative.
 An Aircraft/structural fire is unique because of the Fire control

problems with the presence of highly flammable fuel and the high
structures normally found on an Airport control of the combined
Aircraft/structural fire will be predicated on mutual aid emergency
agreements.
 The firefighting team from PMC will be complimenting the IAF

ARFF team. The overall Incharge for firefighting will be Incharge
ARFF form IAF.
3. Action by In charge (OPS)
 The In charge (OPS) will assist the Airport Director who will be the
coordinator among the agencies working at the line of the crash
and rescue operations.
 Ensure that every agency concerned has been informed and is
available at the site of crash.Render all possible assistance to
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every agency so that an efficient harmonized effort is made by all

agencies.
 Since it is expected that the Airport Director should be at the
crash site. The In charge (OPS) shall normally control the Airport
and he shall maintain liaison with the Airport Director to answer
any queries from the higher authorities and have a first hand
information about;
 The arrangements made at the crash site,
 The position and extent of damage of the wreckage
 The surrounding terrain and access to the crash site
 Arrange inspection of operational area to determine the status of

the Airport/Runway post accident NOTAM action in respect of Nav
aids/lighting system/location of wreckage causing obstacles, In
charge (OPS) should see the action taken by the apron official and
advise them in case of any short comings.
 Arrange to collect log books/tape transcript/Met reports/Statements
of the personnel directly involved in the accident to facilitate
investigation.
 Ensure dispatch of Signal to DGCA/Chairman/ATC briefing, New
Delhi Airport about the accident as per format.
 Organize a co-ordination meeting of all agencies namely
(ACS/Engineering/OPS) for restoration of operational status of the
Airport.
 Seal all log books, messages (including meteorological messages)
available in the apron, MT Section(Operational vehicle log books),
all ACS logbooks and hand them over to the Airport Director. He
will also inform the other agencies to seal all relevant documents
as listed in the Chapter Segregation and Sealing of Documents.
Command Post
Forward command post for the emergency response will be
established close to the incident site for ease of coordination or as
desired by APD or his representative
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4. ACTION BY IN CHARGE OF SMC AT COMMAND POST
 Provide information to Police/State Authorities/Fire Service/health

authorities about number of persons on board/manifest details about
Cargo Viz. Baggage’s of passengers (Classified and radio active
load details if any.)
 Provide special stationery like cards for identifying seriously injured

persons to doctors/Police. Duty SMC shall assist in charge (OPS).
 Arrange transport for the crew for medical examination (if required).
 Conduct measures in respect of Aircraft accident for early removal

of wreckage i.e. graphic account of location of the wreckage by
Photography/Civil Surveying of the area.
 Brief Police/Fire Services/Health/State Authorities, that is quick

review of contingency plan with authorities enlightening the
Procedure and responsibilities of various authorities involved in
search and rescue.
 Brief Engineering (Civil/Electrical) about the logistic requirement at

the crash site for speedy reach of succor/relief.
 He shall keep a copy of the rules regarding extrication of

passengers/crewmembers dead or alive at the command post for
ready reference.
 Collect necessary details as required by Airport Director from the

crash site for the purpose of sending reports to Head quarters.
 In the event of accident there is a spontaneous reaction of various

agencies to rush to the accident site to render assistance, which
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has to be restrained to avoid chaotic situation in the operational

area.
 Ensure that any property removed from the accident site should be
handed over to CISF/Police/Airlines operator with proper
documentation so that the face value of the material as evidence is
not destroyed.
 Open command post logbook to keep a track of all actions taken

by all agencies involved in succor/relief.
5. ACTION BY APRON CONTROLLER (AAI)
As soon as the information received from Tower, Duty Apron

controller. Will inform all concerned as per the emergency procedure
plan and the duty Officer will monitor all the functions till the arrival of
senior officers
 Inform City fire brigade and Depute a person at Rendezvous
point(Cargo gate) to escort the fire vehicles to the accident site.
 Inform DTM on duty.
 Inform Airport director and HOD(OPS) , Incharge, Apron control
will escort APD to accident site.
 Inform MI room Doctor, Airport MI room Doctor will assist IAF
medical doctors at accident site and also coordinate with outside
doctors
 Arrange to send panel doctors to the site and to the First Aid
Room in-coordination with IAF.
 Inform CISF Control Room and AC, CISF.
 Inform APM of affected airline. The representatives of the airline
have to present at the Terminal manager room.
 Verify by written checklist that the actions above were
completed, indicating notification time(s) and name of person,
completing action.
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6. ACTION BY DUTY TERMINAL MANAGER, AAI
 Activation of Emergency Control Center (ECC)( APD OFFICE)

 Inform MAHARAJPURA POLICE STATION, GWALIOR
 Inform listed hospitals along with POB and request to send
Ambulance
 Inform listed doctors.
 Inform Government Authorities with request to send Ambulances
and other aids
 Inform APD / HOD (CNS)
 Inform HOD (Electrical) to provide the lighting arrangements and
provision of sufficient number of adjustable flood light at the crash
site.
 Inform local administration
 Inform PRO, Customs and the Duty Officer, Immigration, in case of
Int’l flights through airline operator.
 Assist AOC to establish meet and greet counters in domestic
terminal and Friends / Relatives Reception Centre.
 Assist AOC to set up a Public Relation Cell (in the concerned
Airlines counter) for providing information about the latest position of
the passengers in coordination with the authorities.
 Coordinate with aircraft operator involved in the accident for display
of information on CCTV and announcement on PA system.
 Inform oil companies to standby for defueling if required.
 Assist AOC to establish Survivors Reception Centre. SRC is the
Arrival Baggage Claim area Domestic Arrival.
 Arrange to send panel doctors to the site in-coordination with Apron
Control.
 Advise ASG, State Police to prevent entry of media in to
FRRC/SRC.
 Stop sale of entry ticket and evacuate all the visitors from the
visitor’s area.
 Make all the entries in the chronological order.
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7. ACTION BY CISF/SECURITY AGENCIES.
a) Control Room
1. Inform CASO.
2. Inform constable at the gate to make arrangements to open
Cargo Gate (Rendezvous point) and permit the medical and
emergency vehicles and teams to proceed to the scene upon
production of proper identification cards and after proper
security check in coordination with the transport officer.
3. Inform to Cordon-off the accident site and collecting area /
triage area in coordination with Indian IAF.
4. Advise to Guide the outside Fire vehicle, Ambulance, doctors
etc to the crash site with one security guard on the vehicle.
5. Local fire vehicle to report and out side Ambulances will
report to AAI apron controller for further coordination with IAF
to reach crash site and the Triage area.
6. Send security personal to the site to control the unauthorized
entry of outside personnel in to crash site in coordination with
local police.
7. Assist Fire service to collect the belongings of passengers
until taken over by Terminal.
8. In the Terminal Bldg (Departure gate), provide strict access
control.
b) CASO
 On receipt of crash / emergency message he shall immediately

rush to the site and mobilize security force to apron control and
dispatch them in coach to the crash site immediately with
coordination of IAF (if the site is near Runways, Apron Control
will provide Follow-me-service) to cordon off the crash site.
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 He shall issue suitable instructions to the security staff at

Rendezvous point (Near Departure Gate) to permit state fire
brigade CFTs and ambulances carrying doctors and medical
team after producing proper identity proof and after security
check.
 The entire site of the crash area including wreckage trail shall
be immediately cordoned off and guarded till such time
investigation of the accident has been completed and positive
instructions have been issued by the Regional Controller of Air
Safety / Inspector of Accident.
 They should also allow the work of Airport Rescue and Fire
Fighting services unhindered and unobstructed. The security
personnel arriving at the site of crash shall ensure that
unauthorized staff / persons are kept away from entering into
cordoned area and not allowed to interfere with the wreckage /
parts of the aircraft or move around in the area which may
obliterate the ground marks left by the aircraft which may be
one of considerable values as piece of evidence to the
investigator. The parts of the wreckage aircraft shall not be
disturbed or interfered with except for the purpose of providing
succor to the inured, removal of dead bodies, extinguishing of
fire and saving the wrecked parts.
 He shall prevent unauthorized photography on the crash site.
 He shall ensure personnel are kept away from dangerous goods

/ radio-active materials.
 He shall issue suitable instructions to control traffic for the free

movement of rescue and fire fighting vehicles.
 He shall coordinate with state police for regulating traffic on the

city side for free movement of ambulances.
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 He shall hand over any wreckage / aircraft parts to the

Investigating Officer
 He shall assist the State Police for carrying out their duties on
the crash site.
8. ACTION BY LOCAL POLICE
On receipt of the information, the In-charge MAHARAJPURA

POLICE STATION, GWALIOR
 Depute staff to assist the Public Relation Cell to control crowd
 Depute staff at the crash site to assist the Aviation Security
Group (CISF) INFORM ASST COMMISIONER/COMMISIONER/SP
OF GWALIOR CITY.)
 Arrange for the Government Coroner to speed up the clearance
of the dead bodies.
 He shall immediately take necessary action according to the
prevailing law of the State.
 Regulate the media / press. Prevent entry into FRRC and guide
item to link building for press release
 He shall assist in transporting the dead bodies by issuing ‘No
Objection Certificate’ that may be required.
 He shall regulate the vehicular traffic on the city side for free
and unobstructed movement of medical/emergency vehicles.
 The approach road to Airport has to be made free without any
parking of vehicles. (For mock-up exercise, this is not required)
 Implement strict Access control in consultation with DC, CISF
FOR THE PURPOSE OF INVESTIGATION UNDER THE INDIAN

AIRCRAFT RULES 1937, IT IS IMPERATIVE THAT INSPECTOR OF
ACCIDENTS, CIVIL AVIATION HAS AN UNRESTRICTED CONTROL
OVER THE AIRCRAFT WRECKAGE AND THE ACCIDENT SITE. THE
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CISF, APSU, AUTHORITIES SHALL PROVIDE MAXIMUM

ASSISTANCE REQUIRED BY HIM IN DISCHARGE OF HIS DUTIES.
HOWEVER, THE POLICE AUTHORITIES MAY CARRY OUT THEIR

FUNCTIONS ACCORDANCE WITH THE POLICE PROCEDURES AND
OTHER SUCH FORMALITIES. WHICH THEY ARE REQUIRED TO
FULFILL UNDER RELEVANT RULES IN COORDINATION WITH HIM
WITHOUT INTERFERING WITH THE SMOOTH AND EFFICIENT
FUNCTIONING OF THE INSPECTOR OF ACCIDENT /
INVESTIGATOR-IN-CHARGE.
9. ACTION BY IN CHARGE CNS AAI
 Provide a two-way communication facility between control tower

and command post/crash site.
 Provide sufficient number of walkie-talkie sets to different agencies
like command post, ATC, Police, Fire etc., to facilitate mutual
communication.
 Provide any other assistance requested by Airport Director/In-
charge (OPS) for handling the emergency.
10. Action by Engineering Wing (Civil/Electrical)
1. Provide and transport the materials required at the Command post

and give logistic support in establishing the Command post near the
crash site the following equipments, material are required for
establishing the Command post.
 Petromaxes
 Two light weight table (folding type)
 Four Chairs
 Special stationery like identifying seriously injured person
 Tarpaulin sheets
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 Rigging equipments
 Torch lights or emergency lights
 First aid facilities
 Inspection table for doctors
 Photographers
 Lighting facilities
 Drinking water facilities
 Protection from rain/sun etc.
2. When it is raining at crash site arrangements are to be made for a

tent at the Command post as well as for a temporary First aid post
near that location.
3. Provide sufficient laborers for making approach roads to give

access to crash fire tenders and other vehicles to reach the site, if
site is in accessible.
4. If possible provide temporary electric supply at the crash site to

carry out rescue operation even at night hours.
5. Erect barricades as necessary to segregate the Aircraft in

Wreckage, Command post and the temporary first aid post from the
public.
11. ACTION BY AIRPORT DIRECTOR, AAI, GWALIOR
1. The Airport Director will go to the accident site and when required,
set up an easily identifiable mobile command post. The mobile
command post should adequately staffed by Senior Representatives
capable of making decisions involving
 Airport Operations;
 Security Operations;
 Medical Operations;
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 Aircraft Operations.
2. The Airport in charge will review the action checklist to verify

that:
 The Airport Emergency operations have been activated.

 Mutual Aid Police procedures have been initiated and
secondary notifications calls have been made.
 City Fire Brigade has been notified and escort has been
provided for their access to the accident site and staging
areas designated.
 Medical and Ambulance Services have been alerted and their
arrivals at the designated rendezvous point or staging area
have been verified.
 The affected Aircraft Operator has been notified and

information obtained concerning any dangerous goods on
board the aircraft (eg. Explosives compressed or liquefied
gases, inflammable liquids or solids, oxidizers, poisonous
substances, infectious substances, radioactive materials or
corrosives), and this information has been passed on to
appropriate participants.
 Liaison has been established with Air traffic services

concerning the closure of Airport areas, designation of
emergency response corridors, issuing of voice advisories and
NOTAM advising of reduced airport rescue and Fire Fighting
Protection and likely duration.
 Government Aircraft accident investigation authorities have

been notified.
 The meteorological Department has been notified to make a

special weather observation.
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 Arrangement has been made for the immediate survey and

Photograph of the affected Runway to identify the location of
Crash debris.
 Arrangements have been made to secure Crash debris

pending release by investigating agency.
 Airspace Reservations co-ordination offices (Air Traffic Flow

Control office) if any, have been advised.
 If fatalities are involved, the Medical Examiner has been

notified and temporary morgue facilities designated.
 In conjunction with Mutual Aid Police/CISF, the Airport

Authority should designate rendezvous points and staging
areas for the inner and outer perimeters
 Assign security personnel at the staging area and for

rendezvous point to escort vehicles so as to ensure the
orderly flow of emergency vehicle, particularly ambulances to
and from the accident site; and
 Assign staging areas for escorting vehicles and ambulances

to ensure rapid dispatch.
 After consulting with the Chief Fire Officer in charge, the

Airport Authority shall co-ordinate the activities of Mutual Aid
rescue personnel and direct their activities to maximize their
efforts.
 The Airport Director with help of CIVIL and ELECTRICAL

Incharge shall also arrange the availability of the following
services as required.
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1. Portable emergency shelter for use by other than medical

services;
2. Lavatories; drinking water Ropes, barriers etc.
3. food service;
4. Mobile or Portable lighting;
5. portable heating system;
6. cones, stakes and sign;
7. Machinery, heavy equipment extraction tool, hydraulic
extraction tools and sawing materials and communication
equipments such as megaphones, portable telephone etc.
8. The Airport Authority will provide the initial briefing for the
Airport public information officer and then will co-ordinate with
the public information officer of the aircraft operator involved
when appropriate, for any press release and statements to
press.
9. Upon concurrence of the Chief Fire Officer Police/Security
Chief and the Medical co-ordinator the Airport Director on
scene will notify all participating Mutual Aid Organization upon
termination of the Airport Emergency.
12. ACTION BY FIRST AID ROOM IN CHARGE, AAI
 Will act as emergency medical centre to receive the casualties

for attending casualties who require immediate attention and first
aid.
 Give assistance to the doctor available in the first aid room

when he reports.
 Provide structures to the site for taking causalities to the

collecting Area and then to triage area / tagging area.
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13. ACTION BY MEDICAL SERVICES
a) Medical Service
(1) Airport Doctor:
 As soon as the information received, he will proceed to the

crash site immediately along with one medical assistant in
coordination with APSU/CISF and Apron Controller. Take over
the charge until medical team with senior Medical Officer’s
arrives.
 He shall attend the casualties and if passengers are found

serious, they should be sent to the nearby city Hospitals. The
passengers certified dead will be kept aside to be sent to the
morgue after proper entries.
 He will render necessary medical assistance to the casualties at
the site. He will coordinate with the panel doctors who have
turned upto the site. He will maintain a record of disposal of
casualties and survivors from the crash site to different locations,
depending upon the seriousness of the casualties, the category
of the affected passengers will be decided as follows.
 Send one doctor to the First Aid Room to for medical check-up
of the casualties.
Category Red /
If the passenger is in critical conditions and
Priority-I require prompt and immediate
medical aid, immediate care, he will
be declared as passenger in the category-I
and a red band tied to the upper arm.
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Category Yellow / If the passenger is out of danger and

Priority-II is with such injuries where treatment
Delayed care / care can be delayed he will be
placed under category-II.
A yellow band will be tied to the
upper arm.
If the passenger has sustained minor

Category Green /
injuries will be placed under category
Priority-III
– III. A green band will be tied to the
Minor care
upper arm.
if the passengers are declared dead,

Category black /
they will be covered with white cloth
Priority Zero / Dead
as mark of identification of fatal
casualty or black band tied on the
upper arm.
(2) Out Side Doctors

 APSU/CISF will take the Airport doctor into the crash site and
will be present at the triage Area for supervising the Medical
services till the outside doctors comes and takes over as
Medical coordinator.
 As soon as the outside ambulances reaches at the Rendezvous

point, Apron control/APSU/CISF will note the timings and will
take them to Triage Area where Transport officer is present with
escort/follow me.
 Senior most doctor IAF will act as the Medical coordinator

1. Supervise the medical services.
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2. Decide whether any more number of ambulances or

doctors required Control the flow of causalities and ensure
the dispatch of causalities to appropriate hospitals
3. Co - ordinate the transportation of uninjured to designated

holding area (Near Arrival Gate).
4. Arrange for replenishment of medical supplies
5. Organize with Airline operator, reception facilities for the
dead. (Dead person can also take into Govt. hospitals for
further identification of person and handing over to the
relatives as per the government decision.)
(3) Medical Coordinator
It shall be the responsibility of the Medical Coordinator (appointed

by Airport Director) to supervise the Medical Services and to:-
 Verify the notification of initial Aid Medical and Ambulance

Services and their subsequent arrival at the rendezvous point or
staging area.
 Organize the necessary action for triage, treatment of the

causalities and their eventual evacuation by appropriate means
of transportation.
 Control the flow of causalities and ensure together with the

transportation officer the dispatch of causalities to the appropriate
hospitals by all available means of transport.
 Maintain an accurate list of the causalities including their names

and their final disposition;
 Co-ordinate the transportation of the injured to the designated

holding area with the Aircraft operator concerned;
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 Provide medical evaluation of ambulatory and injured survivors;
 Arrange for the replenishment of the medical supplies, if

necessary and’
 Organize with the police, reception facilities for the dead.
14. ACTION BY HOSPITALS
A Hospital co-coordinator responsible for the following:-
1. Immediately provide and transport doctors and medical teams

skilled in trauma care to the accident site upon notification of
the emergency.
2. Provide medical care to the causalities when they arrive at the

treatment area; and
3. Ensure that adequate doctors and nurses, operating rooms,

intensive care units, surgical teams, blood and blood volume
expanders are available for emergency situations, including
Aircraft accidents.
15. ACTION BY AIRCRAFT OPERATORS
 The Senior Aircraft Operator representative will report to the

mobile command post to co-ordinate the aircraft operator
activities with the person in charge. In the event the Aircraft
operator is not an Airport tenant, the Airport Authority should
designate the most capable operator on the Airport to handle
emergencies involving transient Aircraft until such time as the
Aircraft operator involved can arrive at the scene.
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 The senior representative of the Aircraft operator will provide

information regarding passenger load, flight crew complement
and the existence of any dangerous goods together with their
loading position. Dangerous goods include explosives,
compressed or liquefied gases, (which may be inflammable or
toxic), inflammable liquids or solids, oxidizers, poisonous
substances, infectious substances, radioactive materials and
corrosives. Information concerning dangerous goods should be
relayed as soon as possible to the Chief Fire Officer and
Medical co-ordinator.
 The senior Aircraft operators representatives shall make

arrangements for transportation of uninjured persons from the
accident site to the designated uninjured holding area.
Transportation of the walking injured from the scene should be
permitted only after consultation with the medical co-ordinator.
 The Aircraft operator staff shall proceed to the designated

uninjured area. The Senior Aircraft operator representative at the
uninjured holding area will appoint qualified receptionists,
registrars, and welfare co-ordinators from the staff.
 The Aircraft operator representative who is in command of

uninjured holding area will oversee those operations by making
arrangements for additional medical services (if required)
commissary items, clothing, telephone facilities etc.
 The receptionist should meet the transporting vehicles as they

arrive from the scene of the accident and direct the passengers
to the registrars table where they will be processed. The
receptionist should know where toilet facilities are located
Migration from the holding area should be prevented until each
person transported to the holding area is identified and
processed according to the Airport emergency plan.
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 The registers will record the passenger’s name on the manifest

and determine desired reservation requirement i.e. hotel
accommodation, air transportation or other modes of
transportation etc. Registrars should list any persons to be
notified of the passenger’s physical and mental conditions and
potential plans. The registrar will then place an identification tag
or sticker (available form the emergency kit see appendix IV
page 10) on the passenger. The registrar will direct the
passengers to the welfare co-ordinators when registration has
been completed.
 Welfare co-ordinator and mental health specialist trained in

stress management should:
1. Give support and comfort to the relatives and friends of

passengers and crew members on board the aircraft.
2. Register relatives and friends waiting at the Airport for
information about persons on board; and
3. Provide care, comfort and assistance to the “walking injured”
uninjured survivors and responding personnel (if required).
 The Aircraft operator or its representative will provide notification

of the aircraft accident to;
1. health and welfare agency;

2. customs where applicable;
3. immigration where applicable
4. post office; and
5. Environmental agency where applicable.
 A senior Aircraft operator official will be responsible for the initial

notification to relative and friends.
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 News releases by Aircraft operators will be prepared in co-

ordination with Airport Director AAI, GWALIOR and Liaison
officers from other agency involved in the accident.
 The Aircraft operator is responsible for the removal of the

wrecked or disabled Aircraft, but only after receiving authorization
from the Aircraft Accident Investigation Authority DGCA. For
further information see the Airport Services Manual (DOC 9137),
part-5-removal of Disabled Aircraft.
16. ACTION BY GOVERNMENT AUTHORITIES
The following Government Authorities may be required to take

appropriate action as indicated in their emergency plan;
1. Government accident investigation personnel;

2. Health and welfare;
3. post office
4. customs;
5. immigration
6. agriculture;
7. public works and;
8. environmental agencies
17. ACTION BY THE PUBLIC INFORMATION OFFICER
1. All press personnel will be directed to a designated press staging

area for press personnel authorized to cover an Airport emergency.
At this area the following will be provided;
a) briefing;
b) communications; and
c) transportation service to and from accident site, when permissible
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2. Only members of the press, free-lance reporters and photographers

wearing a valid press card will be admitted to the briefing area, to
the designated press staging area, or transported to the scene of
the accident.
3. In general responsibility for news release concerning an Aircraft
emergency should be that of;
 Public Information Officer designated by the Airport Authority;

and
 The representative of the Aircraft operator involved.
4. Under no circumstances will the press or any other personnel not

involved in life saving or fire fighting operations be permitted inside
,until all rescue operations have been completed. Establishments of
Security lies should consider the interest of media coverage as
much as rescue operations permit.
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CHAPTER - 4
AIRCRAFT ACCIDENT OFF THE AIRPORT
All accidents other than on Base Accident. Air Traffic Control Tower, IAF,
GWALIOR Airport, will work as an alerting post and will convey by the
most expidious means available , information to the RCC(FIC) regarding
any Aircraft which is reported to be in distress or danger and known to
ATC IAF GWALIOR , The rescue coordination center for GWALIOR is
based in (O.C.C) located at Delhi ( Tel. No___________________) which
is the charge of G.M.ATS, Northern Region , who is directly responsible
to the chairman, Airports Authority of India.
1. ACTION BY AIR TRAFFIC SERVICES (IAF)
 Initiate emergency response by using the alarm communication

system.
 Notify the emergency services having jurisdiction over the area,

providing information on the location of the accident giving grid
map reference and all other essential details. These details
should include the time of accident and the type of aircraft
involved. Subsequent, notification may expand this information by
giving details on the number of occupants, fuel on board, Aircraft
operator (if appropriate) and any dangerous goods on board,
including quantity and location, if known.
 Initiate notification of Airport rescue and fire fighting service,

Police and security services, Airport Director and medical
services in accordance with the airport emergency plan, giving
grid map reference.
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 If required, issue the following NOTAM as soon as possible;

‘Airport rescue and fire fighting services reduced to Category
(indicate category number) until further notice’.
 Confirm that the action above was completed, by written

checklist indicating notification time(s) and name of person
completing action.
2. ACTION BY AIRPORT RESCUE AND FIRE FIGHTING

SERVICES (IAF)
1. Notification of Aircraft accident off the airport will normally be

received from the Air Traffic Services/IAF, local police or local fire
Departments. Designated vehicles will be sent in accordance with
the existing mutual aid fire department agreement.(See Appendix II).
2. Airport rescue and Fire fighting services shall;
 Proceed via the most suitable access routes to the Off-Airport

accident site in coordination with the local police responsible for
ingress and egress roads;
 Coordinate with mutual aids fire departments; and
 While enroute, exchange information with the Fire department

having jurisdiction over the area concerning;
 rendezvous point and/or staging area;

 human resources and equipment responding; and
 any other pertinent information
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3. The senior Airport Fire office will report to the senior Fire officer of
the Fire department having jurisdiction over the area and will
request instructions.
4. Prior agreement should be reached between the airport rescue and

Fire fighting Service, the local Fire department in Command and
mutual aid Fire departments as to which is equipped to fight Fires
involving Aircraft and/or its structures. Additionally there should be
agreement as to which agency will act in command when an
accident involves both an Aircraft and Airport structure.
3. ACTION BY POLICE AND SECURITY SERVICES
 The First Security/Police officer to arrive will immediately assume

security responsibility establishes free traffic lanes on ingress
and egress roads for emergency vehicles, and request
reinforcements as needed. He shall remain in Command of
Security until relieved by the appropriate Law enforcement
authority that has jurisdiction over that area.
 Traffic flow and site security are the primary responsibility of

Police and security personnel. They should notify the appropriate
communications center of the location of the accident and
available means of ingress and egress. After consultation with
the on-scene commander, they should initiate traffic control
measures in order to aid responding emergency vehicles.
 Security personnel and police will be needed to handle traffic in

the vicinity of the accident site and to prevent disturbance of
material scattered over the accident site.
 The emergency site shall be cordoned off as soon as possible

to exclude intruders, press, sightseers, onlookers and souvenir
hunters. Appropriate marking should be displayed prominently,
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advising persons of possible hazards, which may caused serious

injury, should they encroach on the area. In order to prevent
ignition of fuel vapors, flares should not be used within a
distance of approximately 100m of the accident site.
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 Communications between all security check points and the

Command post and/or emergency operations center should be
implemented as soon as possible.
 Notification of other agencies as shown in figure 5-1, should be

carried out as soon as possible.
 Identifying armbands, site passes, ID tags should be issued by

the controlling authority and monitored by security and police
officers.
 Special security provisions are necessary to protect the flight

data and cock pit voice recorders to protect mail, to secure any
dangerous goods, which may be present, and to protect
personnel from exposure to radioactive materials, if necessary.
 As Per DGCA Airsaftey circular no 06/2010
4. ACTION BY AIRPORT AUTHORITY OF INDIA
Agreements for emergency mutual aid with the surrounding

community enable the Airport Authority to take the following actions;
 Respond to the site;

 Activate the Airport emergency operations center and the
mobile Command post (if required)
 Extend as much emergency aid as requested by the jurisdiction
agency in Command of the Off-Airport accident/incident.
 Notify the Aircraft operator involved;
 Notify other agencies as shown in Fig.5-2; and
 Provide medical equipment and personnel.
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5. ACTION BY MEDICAL SERVICES
Civil, defense and local Authorities normally will be responsible

for organizing the medical response. The on Airport medical services
should also be applicable to mass aid emergency agreement with the
surrounding community supplies (i.e. first aid equipment, stretchers,
body bags, Mobile shelters etc.) and assistance of first aid personnel
at the Aircraft site.
6. ACTION BY HOSPITALS
 Ensure that adequate doctors, nurses and operating rooms,

intensive care and surgical teams are available for emergency
situations, including Aircraft accidents.
 Provide medical care to the injured when they arrive.
7. ACTION BY AIRCRAFT OPERATOR
 The senior representative of the Aircraft Operator will provide

information regarding passenger, dangerous goods, together with
their loading position. Dangerous goods include explosives,
compressed or liquefied gases, which may be (inflammable or
toxic). Inflammable liquids or solids oxidizers, poisonous
substances, infectious substances, radioactive material or
corrosives. Information concerning dangerous goods should be
relayed, as soon as possible, to the chief Fire officer and
medical coordinator.
 The Senior Aircraft operator representative shall make

arrangements for transportation of uninjured persons from the
accident site to the designated uninjured holding area.
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Transportation of the ‘walking injured’ from the scene should be

permitted only after consulting with the medical coordinator.
 The Aircraft operator staff shall proceed to the designated

uninjured holding area. The senior Aircraft operator
representative at the uninjured holding area will appoint qualified
receptionists, registrars and welfare co-ordinators from staff.
 The Aircraft operator representative who is in command of the

uninjured holding area will oversee those operations by making
arrangements for additional medical services (if required),
commissary items, clothing, telephone facilities etc.
 The receptionists should meet the transportation vehicles as they

arrive from the scene of the accident and direct the passengers
to the registrars’ tables where they will be processed. The
receptionists should know where support facilities are located,
i.e. toilet facilities, telephones, clothing, drinking water, etc.
 The registrars will record the passengers’ name on the manifest

and determine desired reservation requirements, i.e. hotel
accommodations, air transportations or other modes of
transportation, etc., and any persons to be notified of the
passenger’s physical and/or mental condition and potential plans.
The registrar will use a identification tag or sticker (available
from the emergency kit, see Appendix 7 paragraph 10), to place
on the passenger. The registrars will direct the passengers to
the welfare co-ordinators when registration has been completed.
 The Aircraft operator will provide notification of the Aircraft

accident to:
 state licensing and accident investigation authorities, as

required;
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 health and welfare agencies;

 post office; and
 environmental agencies
 A senior Aircraft operator representative will be responsible for

the initial notification of relatives and friends.
 News releases by Aircraft operators will be prepared in co-

ordianation with the Airport public information officer and liaison
officers from other agencies involved in the accident.
 The Aircraft operator is responsible for the removal of the

wrecked or disabled Aircraft, but only after receiving authorization
from the Aircraft accident investigation authority. For further
information, see the Airport Services Manual (Doc 9137), Part 5
– Removal of Disable Aircraft.
8. ACTION BY GOVERNMENT AUTHORITIES
The following government authorities, after being notified, may be

required to take appropriate action as indicated in their emergency
plan:
 government accident investigation personnel;

 health and welfare;
 post office;
 environmental agencies
9. ACTION BY THE PUBLIC INFORMATION OFFICER
 The responsibility for news release concerning an off-Airport

emergency should be that of:
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 The representative of the Aircraft operator;

 a public information officer designated by the particular
government authority in command; and
 a public information representative designated by the airports
authority.
 Only members of the press, free-lance reporters, and

photographers wearing valid press card will be admitted to the
briefing area, permitted to the designated press staging area, or
transported to the scene of the emergency.
 In general, responsibility for news release concerning an Aircraft

emergency should be that of:
 a public information officer designated by the Airport
authority; and
 the representative of the Aircraft operator involved.
 Under no circumstances should the media or any other

personnel not involved in the fire fighting, rescue or emergency
medical care be permitted inside security lines until all rescue
operations have been completed and the area is declared safe
for entry by the on-scene commander/chief fire office.
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CHAPTER - 5
MALFUNCTIONING OF AIRCRAFT IN FLIGHT
PHASES OF EMERGENCY
1. Uncertainty Phase: (INCERFA)
 When no communication has been received from an Aircraft

within a period of 30 minutes after a time communication
should have been received or from the time an
unsuccessful attempt to establish communication with such
aircraft was frst made. Initiate INCERFA message in
Performa.
 When Aircraft fails to Arrive within 30 minutes of ETA last

notified to or estimated by ATC, which ever is later.
2. Alert Phase:
 When following the uncertainty phase, subsequent attempt to

establish communication with Aircraft or enquires from other
relevant sources have failed to reveal any news of the Aircraft.
 When an Aircraft has been cleared to land and fails to land

within 5 minutes of the estimated time of landing and
communication has not been re-established with the Aircraft.
 When information has been received which indicated that the

operating efficiency of the Aircraft has been impaired, but not to
the extent that a forced landing is likely.
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 Aircraft known to be or suspected to be subjected to

UNLAWFUL INTERFERENCE. Initiate ALERFA message in
Performa.
3. Distress Phase:
 Following the alert phase further unsuccessful attempts to

establish communication with the Aircraft and more wide spread
unsuccessful enquires point to the probability that the Aircraft is
in distress.
 When the fuel on board is considered to be exhausted or to be

insufficient to enable the Aircraft to reach safety.
 When information is received which indicated that the operating

efficiency of the Aircraft has been impaired to the extent that a
forced landing is likely.
 When information is received or it is reasonable certain that the

Aircraft is about to make a forced landing. Issue DETRESFA
message in Performa.
4. TYPE OF EMERGENCIES
ACTION BY DIFFERENT AGENCIES DURING AIRCRAFT

EMERGENCIES
When an aircraft is known to be in difficulty, one of these two
procedures will be adopted. LOCAL STANDBY or FULL
EMERGENCY
The decision as to the procedures to be followed will be the

responsibility of ATC Officer on duty. When there is doubt as to
the degree of risk involved, full emergency procedures will be
adopted.
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Note: Refer APPENDIX - 7 for all telephone numbers and panel

hospitals.
4.1 LOCAL STANDBY
In this emergency, only ATC and Aerodrome Fire Service (AFS) have
to take action.
4.1.1 Action by ATC Officer:
Call the Aerodrome Fire Service on Hotline/intercom
Local Standby at _______
Runway-in-use _______
Operator & Call sign _______
Type of aircraft _______
Registration _______
ETA _______
Persons on board (if known) _______
Nature of emergency _______
4.1.2 Action by the Aerodrome Fire Service:
A full attendance will be turned out and stationed, as per message

received from ATC, at the pre-determined standby points (Fire Station
approach roads & VOR). Any subsequent action is the responsibility of
the in-charge, AFS and the appliances will not return to the fire station
until the aircraft has landed safely. The ATC Officer will declare the
incident closed only after agreement with Officer-in-charge, AFS.
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5. WEATHER STANDBY
In this emergency, ATC and Aerodrome Fire Service have to

take action. This standby shall be initiated 15 minutes before landing
of Aircraft.
5. 1 ACTION BY DUTY OFFICER, ATC:
Call the Airport Fire Station on Hotline/intercom / Walkie-talkie.
The message will be passed as follows:-
“Weather/visibility standby at --------
Runway in use --------
Type of Aircraft ---------
Registration ---------
ETA --------
Persons on board (if known) ---------
5.2 ACTION BY THE AFS:
A full attendance will be turned out and stationed at the pre-

determined standby points(Fire Station approach roads & VOR) for
the RWY in use. Should there be a likelihood of the weather
standby being of prolonged duration, the Shift-in-Charge, AFS
should agree with ATC Officer for a reduced attendance at the
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standby point so that the proportion of the personnel available can,

in rotation; be withdrawn to the fire station for rest. This could also
enable essential maintenance etc. to continue.
If any aircraft, which is the subject of full emergency or local
standby procedure, is involved in an accident on landing, the ATC
Officer, will initiate action as in Chapter 10.
6. FULL EMERGENCY PROCEDURE:
When it is known that an aircraft approaching the aerodrome is in

such trouble that there is danger of an accident on landing, the
following procedure will be followed:
6.1 ACTION BY ATC OFFICER:
Operate Fire Station Alarm / crash siren
Call the AFS on hotline saying:
“ Full Emergency standby at ____

Runway-in-use ____
Type of aircraft ____
Persons on board ____
Registration ____
ETA ____
Fuel on board (if known) ____
Nature of emergency ____
Duty Terminal Manager- GWALIOR, Airport. (Tel-07512470120] as

follows:
“Full emergency
Type of aircraft or approximate seating capacity
ETA
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Persons on board (if known)
Rendezvous point: AAI Near Departure Gate
6.2 ACTION BY THE AFS: :
The AFS will immediately turn out a full attendance, which will
normally be stationed at the pre-determined standby points (Fire
Station approach roads & VOR). Any subsequent action is the
responsibility of the in-charge of the AFS and the appliances will not
return to the fire station until he has satisfied himself that they are no
longer required. The ATC Officer will declare the incident closed only
after agreement with the in-charge, AFS.
6.3 ACTION BY APRON STAFF
On receipt of full emergency message, Aerodrome Telephone

Exchange/ Terminal Staff will:
 Call the City Fire Brigade (Tel no. 101)
 Call the ambulance service (Refer list of hospitals Annexure I)
 Inform CISF Control room CASO, ASG.
 Inform the Police (100 POLICE STATION, GWALIOR).
 Inform the Airport Director /OSD/ HOD (OPS)
 Inform Operator (Airline) or Agent.
The message will be passed as follows:

“This is GWALIOR Aerodrome. Full Emergency. Type of aircraft or
approximate seating capacity_______ Expected Time of Arrival _______
RWY in use ______
 Rendezvous Point: AAI Near Departure Gate
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6.4 ACTION BY ASG (CISF):
The Officer-in-Charge, ASG Control Room will inform the Constables at

the Gates and post a guide at the Rendezvous Point in use, to direct
incoming fire appliances if necessary. Incoming fire appliances and
ambulances will be held at the Rendezvous Point until it is known that
they are required to get to work or they are released to return to their
stations. Simultaneously, he will inform CASO, ASG, & if required
instruct unit line off duty personnel to report at ASG Control Room.
6.5 ACTION BY THE OPERATING COMPANY or AGENT
In the event of an aircraft accident, operating company or agents

concerned will be advised by Telephone Exchange/Terminal staff. On
receipt of the accident message, the Operator will:
 Dispatch a senior technician to the scene to report to the in-

charge of Fire & Rescue services.
 Dispatch a senior traffic official to the site to liaise with the in-
charge of the Ambulance service or Incident Officer according to
the degree of accident.
 Provide transport and shelter for persons who are not injured or
do not require ambulance facilities.
 Provide baggage staff to liaise with Customs as necessary.
 Provide a responsible member of the staff to liaise with waiting

relatives and friends of the passengers concerned.
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CHAPTER - 6
TRIAGE AND MEDICAL CARE
1. Immediate need for care of injured in Aircraft Accidents.
In the aftermath of an Aircraft accident, many lives may be lost and

many injuries aggravated if immediate medical attention is not
provided by trained rescue personnel. Survivors should be triaged,
given available emergency medical aid as required, and then
promptly evacuated to appropriate medical facilities.
2. Triage principle (all emergencies)
 “Triage”is the sorting and classification of casualties to determine

the order of priority for treatment and transportation.
 Casualties should be classified into four categories;

Priority I Immediate care
Priority II Delayed care
Priority III Minor care
Priority IV Deceased
 The first qualified, medically trained person to arrive at the site

must immediately begin initial triage. This person(s) will continue
performing triage until relieved by a more qualified person or the
designated airports triage officer. Victims should be moved from
the triage area to the appropriate care holding areas before
definitive treatment is rendered. Casualties should be stabilized
at the care holding areas and then transported to an appropriate
facility.
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 Every effort should be made to ensure that Priority I casualties

are treated first and receive ambulance transportation priority
when stabilized. This is the responsibility of the triage officer.
 Triage is most efficiently accomplished in place. However, the

conditions at an accident scene may demand the immediate
movement of casualties before triage can be safety
accomplished. In that case. The casualties should be moved the
shortest distance possible, well away from fire fighting
operations, and upwind and uphill from the scene. (See figure 9-
1).
3. Standardized Casualty identification tags and their use
Need for standardized tags. Casualty identification tags should be

standardized through colour coding and symbols to make the tag
as simple as possible. Tags help to expedite the treatment of
mass casualties in a triage situation and thus permit more rapid
evacuation of the injured to medical facilities.
4. Care Principles
 Stabilization of the seriously injured should be accomplished at

the accident site. The immediate transportation of the seriously
injured before stabilization should be avoided.
 In accidents occurring on or adjacent to the Airport, rescue and

fire fighting personnel are generally the first emergency
personnel on the scene. These personnel must be aware that it
is imperative that seriously injured casualties be located and
stabilized as quickly as possible. In cases where fire control or
prevention does not require the efforts of all rescue and fire
fighting personnel, available persons should immediately
commence casualty stabilization under the direction of the most
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qualified trauma-trained individual on the scene. First response

rescue vehicles should carry initial supplies of casualty-care
equipment, including artificial airways, compresses bandages,
oxygen and other related equipment used for the stabilization of
smoke inhalation casualties and severe trauma. Sufficient oxygen
should be available for use on rescue and fire fighting
personnel. However, oxygen should not be used in areas where
fuel spills or fuel soaked clothing is present due to the explosion
hazard.
 Actions taken during the first few minutes of medical treatment

should stabilize the casualties until more qualified medical care
is available. When specialized trauma teams arrive, more
sophisticated medical care (i.e. cardiopulmonary resuscitation,
etc.) will be provided.
 The triage procedure and subsequent medical care should be

placed under the command of one authority, the command of
triage should be assumed the individual designated by the
commanding rescue and fire fighting chief and should continue
until relieved by the predesignated medical co-ordinator.
 The medical co-ordinator has responsibility for all medical

aspects of the incident and should report directly to the on-
scene commander. The medical co-ordinator’s primary function
will be administrative, not as a participant of the medical team
treatment the injure.
 As a means to easily identify and distinguish the medical co-

ordinator, a white hard hat and highly visible white coat or vest
should be worn, with “MEDICAL CO-ORDINATOR” displaed front
and back in reflective red lettering.
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 Care of priority I (Immediate care) casualties. This type of

casualty includes:
 major hemorrhages;
 severe smoke inhalation;
 asphyxiating thoracic and cervico-maxillo-facial injures:
 cranial traumata with coma and rapidly progressive shock;
 compound fractures;
 extensive burns (more than 30 per cent);
 crush injuries;
 any type of shock; and
 Spinal cord injuries.
 The following actions are recommended:
 first aid (clearing of the wind pipe, stopping of haemorrhages

by means of haemostatic pads, and positioning the casualty
in the recovery position;
 resuscitation;
 Oxygen administration, except in areas of fuel or fuel soaked
clothing; and
 Placing the injured under shelter pending transportation.
 Care of Priority II (Delayed Care) casualties. This type of

casualty includes;
 Non-asphyxiating thoracic trauma;
 Closed fractures of the extremities;
 Limited burns (less than 30 percent);
 Cranial trauma without coma or shock; and
 Injuries to soft parts.
 Care of casualties sustaining injuries, which do not need

immediate emergency medical treatment to sustain life, can be
delayed until Priority I casualties have been stabilized.
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Transportation of Priority II casualties will be performed following

minimum on-site care.
 Care of Priority III(Minor care) casualties. This type of casualty

includes minor injuries only. Certain accidents/incidents will occur
where passengers have either minor or no injuries, or appear
not to be injures. Because these casualties can interfere with
other priorities and operations, it is important that they be
transported from the accident/incident site to the designated
holding area where they should be re-examined.
 It is important that provisions be made for the care, comfort, and

identification of Priority III casualties. This should be provided
through Airport operations, the Aircraft operator (where involved),
or international relief organization (Red Cross, etc.) Specific
treatment areas should be predesignated for this purpose, such
as an empty hanger, a designated area in a passenger
terminal, a fire station, or other available sites of adequate size
(hotel, school, etc.). Any such area selected should be equipped
with heating or cooling systems, electric light and power, water,
telephones and toilet facilities. A number of such preselected
sites should be available so that, when an accident occurs, the
most advantageous site can be selected based on both travel
distance and space needs (number of casualties involved). All
Aircraft operator personnel and Airport tenants should know the
location of such designated facilities.
5. Control of the flow of the injured
a) The injured should pass through four areas, which should be

carefully located and easily identified (see Figure 9-1)
 Collection area – location where initial collection of the

seriously injured from the debris is accomplished. Need for
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the establishment of this area will be dependent upon the

type of accident and the circumstances surrounding the
accident site. Custody of casualties is normally transferred
from the rescue and fire fighting personnel to medical
services at this point. In most cases, however, this transfer
will occur at the triage area.
 Triage area – The triage area should be located at least 90

m upwind of the accident site to avoid possible exposure to
fire and smoke. If necessary, more than one triage area may
be established.
 Care area – Initially, there will be a single care area.

Subsequently, this area should be subdivided into three sub
areas according to the three categories of injured, i.e.
Immediate care (Priority I), Delayed Care (Priority II) and
Minor Care (Priority III). Care areas can be colour coded for
identification purposes (Red – immediate, Yellow – Delayed,
and Green - Minor). The use of coloured traffic cones, flags,
etc., may be used.
 Transportation area – A transportation area for the recording,

dispatching and evacuation of survivors should be located
between the care area and the egress road. Only one
transportation area is normally required. However, if there is
more than one transportation area, it is essential to have
communication between them.
b) Mobile facilities for the stabilization and treatment of Priorities I

and II casualties are recommended. Ideally these facilities should
be operational in less than thirty (3) minutes. Their design must
therefore permit rapid conveyance to the site and rapid activation
to receive casualties. These facilities should consist of:
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 Conventional or resuscitation ambulances. A resuscitation

ambulance is an ideal shelter for a Priority I casualty. The
casualty may be treated there and subsequently conveyed
directly to a hospital.
 Red tents to accommodate serious or extremely urgent cases.

These facilities, with provisions for integrated heating and
lighting, can be transported to the scene together with all the
necessary medical equipment (see Appendix 3); and
 Yellow tents to accommodate Priority II casualties.

Transportable mobile hospitals or ambulances can be used
for stabilization treatment for all casualties.
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CHAPTER - 7
CARE OF AMBULATORY SURVIVORS
1. The Airport Authority, Aircraft operator (where involved), or other

predesignated agency selected for the purpose is responsible to:
 Select the most suitable holding area for the particular

emergency from those predesignated in the Airport emergency
plan;
 Provide for the transportation of the uninjured from the accident
site to the designated holding area;
 Arrange for doctor(s), nurse(s) or teams qualified in first aid to
examine and treat the supposedly uninjured, especially for
nervous traumatism (shock) and/or smoke inhalation, where
pertinent;
 Furnish a full passenger and crew manifest for accountability
purposes,
 Interview the uninjured and record their names, addresses,
phone numbers, and where they can be reached for the next 72
hours;
 Notify relatives or next of kin where deemed necessary;
 Co-ordinate efforts with the designated international relief agency
(Red Cross, etc.); and
 Prevent interference by unauthorized persons or those not
officially connected with the operation in progress.
2. Prearrangement should be made for the immediate transportation by

bus or by other suitable transport of the “walking” injured/ambulatory
from the accident site to the designated holding area. This plan should
be implemented automatically following notification of the emergency. A
nurse or a person trained in first aid should accompany these people
to the holding area. Each and every passenger and crew member
should be examined for nervous traumatism (shock) and smoke
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inhalation. Cold or inclement weather may require additional provisions

for their protection and comfort.
3. Occupants departing an Aircraft use evacuation slides may be barefoot
or without proper wearing apparel. Where the Aircraft accident occurred
in water or a marshy area, these people may be wet and
uncomfortable. These problems should be anticipated by having
supplies of clothing, footwear, and blankets readily available. It may be
necessary to establish a special holding area which can supply warmth
and clothing to prevent hypothermia, and be used for examination
purposes, before these persons are transported to the designated
ambulatory holding area.
4. International relief agencies and military establishments provide many of
the aforementioned requisites.
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CHAPTER - 8
CARE OF FATALITIES
1. Care of Fatalities (Black Tag)
 Evidence must be preserved when caring for the fatalities at an

Aircraft accident site. It is important to realize that an
undisturbed site will produce the most reliable evidence for
determining cause and/or future corrective action that may help
prevent a similar accident. The plan should include contingencies
that address management of the fatalities at the scene of the
emergency. The plan needs to designate the person(s)
responsible for contacting and co-ordinating with the forensic
doctor. Airport fire fighters and other rescue personnel should
understand the basic need for and the techniques and
procedures used in Aircraft accident investigation. Whenever
possible, the wreckage would remain undisturbed until the arrival
of the appropriate accident investigation authority.
 Areas immediately surrounding the location of the fatality should

be completely secured. Areas in which a large number of
fatalities or dismembered bodies are located should be left
undisturbed until the arrival of the forensic doctor and the
Aircraft accident investigator or a designee.
 An adequate supply of disposable plastic gloves and leather

gloves should be available for stretcher-bearers removing the
remains of the fatalities. Although disposable plastic gloves are
acceptable, they are easily cut or torn by aircraft wreckage and
debris. Leather gloves do not rib or tear but do absorb body
fluids and decrease tge sense of touch. It is suggested that one
plastic and one leather glove be worn by the individual stretcher
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bearer or two bearers can work as a team. All gloves should be

burned following use in gathering body parts.
 If it becomes necessary to move bodies or parts of the

wreckage, photographs should be taken showing the relative
position of bodies and parts within the wreckage and a sketch of
their respective positions of bodies and parts within the
wreckage and a sketch of their respective positions should be
made prior to removal. In addition tags should be affixed to
each body or body part displaced and corresponding stakes or
tags should be placed where the body parts were found in the
wreckage. A journal should be kept of all tags issued. Special
precautions should be taken to avoid disturbing anything in the
cockpit area. Should any flight controls be required to be
displaced, photographs, drawings, or notes should be taken
before displacement.
 The fatalities should be extricated and personal effects removed

from the wreckage prior to the arrival of the forensic doctor or
appropriate authority only to prevent their destruction by fire or
for other similar compelling reasons. When bodies must be
moved, previously mentioned precautions should be taken.
 Provisions should be made to obtain sufficient body bags to

contain all bodies as well as personal effects.
 Body bags are normally available from major local suppliers of

caskets, funeral directors and their equipment and supply firms,
and from nearby military facilities. Stocks of body bags at each
Airport are desirable.
 Body identification and determination of cause of death is

conducted with the concurrence of the authority designated for
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this duty. This operation is generally conducted with the co-

operation of forensic teams and other specialists.
 Accidents, which result in a large number of fatalities, will

overload normally morgue facilities. In areas where delay or
temperature may contribute to the deterioration of tissue,
refrigerated storage should be available. This may be provided
either by a permanently located cooler or refrigerated semi
trailers. The area for post mortem examination should be located
near the refrigerated storage and be arranged to provide a high
level of security. This should be a suitable working area with
electricity and running water, large enough for initial body
sorting.
 The morgue should be isolated and in an area remote from

places where relatives or the general public have access.
 After identification has been made of the fatality, efforts to

contact
 Next of kin should commence. Agencies such as Aircraft
operators, public service organizations (i.e. international relief
agencies and police) or clergy should be utilized.
 The accident investigation team generally has the authority and

the need to require autopsies and toxicological analyses of flight
crew members and in special cases passengers. The need for
these tests should be determined prior to the release of bodies.
 As soon as practical after the emergency, all participants in the

fire fighting and rescue efforts should be debriefed. Their
observations should be recorded by the proper authorities.
Sketches, diagrams, photographs, movie films, and tape and
video recordings made on the accident site as well as
appropriate details on the tagging of bodies and body parts
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removed from their positions are invaluable tools for

investigators.
 The forensic officer in charge should were a dark brown hard

hat and vest or other apparel, with “Forensic Chief”displayed
front and back in distinctive lettering.
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CHAPTER - 9
SEGREGATION AND SEALING OF DOCUMENTS (IAF)
To facilitate an accident investigation. The relevance of

contemporary records cannot be over emphasized. Any of the relevant
material could be of use to the investigating authorities. The following
records should be segregated and sealed immediately as soon as
possible after the accident by the respective section in charge and
hand over to the Airport Director, documents of agencies other than
sealed and preserved by the respective head of offices and should be
handed over to the investigation officer/DGCA representative deputed
for the purpose under proper acknowledgement. While sealing the
records the presence of another officer should be ensured. The time of
sealing of the document should be noted and the signature of the
sealing officer should be appended.
1. Air Traffic Services (IAF)
 Log books of all the relevant ATS including Radar units.

 All messages pertaining to the Aircraft including data like flight
progress strips etc.
 All message detailing information passed to the Aircraft.
 Log books of all ATS vehicles employed for search and rescue,
fire fighting and visits to the site of accident etc.
Note: The vehicle log book should be sealed after relevant entries are
made these entries should be made immediately on return from the
operations.
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2. Aeronautical Communication Service (IAF)
 All tapes containing messages exchanged with the Aircraft.

 All tapes containing messages exchanged/communicated
regarding alerting, search and rescue and fire fighting etc.
 All messages regarding the Aircraft.
 Relevant records/log books of all the Nav aids used just prior to
accident.
 The diary of Duty officer of communication center.
3. Rescue and Fire Fighting Services(IAF)
 The occurrence book of the Rescue and Fire Fighting unit

concerned.
 Logbooks of the vehicles engaged in the search and rescue
and actual Fire fighting operations. N.B. These books should
be sealed after necessary entries have been made regarding
completion of rescue and fire fighting operations.
4. Meteorological Department (Aviation)
 All records pertaining to METAR, TAFORS and ROFORS,

species and weather warning which could be of relevance to the
Aircraft involved.
 All records forming basis of the information regarding METAR,
TAFORS &
 ROFORS.
 The special weather observation recorded immediately after the
accident.
 Log books of the duty officers at different positions.
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Document of Aircraft
 All documents including logbooks regarding maintenance,

servicing etc., of Aircraft should be segregated and sealed by
the operator and handed over to the inspection officer-in charge.
 Documents such as Aircraft fire fighting report performance
reports and concessions granted, if any.
VI Fuel Sample (IAF)
The sample of Fuel/oil uplifted should be preserved by the IOC.

A separate Fuel/oil sample should also be collected and sealed
by AID officer wherever posted. At stations where no AID officer
is posted the samples should be collected by the officer in
charge of the aerodrome where the Aircraft was last refueled.
(Ref. Air Safety Circular No. 05 of 1974.)
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CHAPTER - 10
SEARCH AND RESCUE (IAF)
The rescue coordination center for GWALIOR is based in (O.C.C.)

located at New Delhi (Tel. No. 011------------, 011-----------) which is
under the charge of G.M., ATS, Northern Region, who is directly
responsible to the Chairman, Airports Authority of India, New Delhi
Telephone Number 07512470771 Air Traffic Control Tower, IAF

GWALIOR Airport, will work as an alerting post and will convey, by the
most expeditious means available, information to the RCC (FIC)
regarding any Aircraft which is reported to be in distress or danger
and known to ATC IAF GWALIOR.
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APPENDIX - I
PRESERVATION OF EVIDENCE FOR AIRCRAFT
ACCIDENT INVESTIGATIONS
1. Airport fire fighters and other rescue personnel should understand

the basic need for and the techniques and procedures used in
Aircraft accident investigations. Whenever possible the wreckage
should remain undisturbed until the arrival of the first Aircraft
accident investigator. However, when absolutely necessary for the
rescue or fire suppression activities, the wreckage may be
disturbed. Disturbance should be kept to a minimum.
2. The bodies of the deceased should remain in the position they

were found. If it becomes necessary to move bodies or parts of the
wreckage, a sketch plan of their respective positions prior to
removal should be made as soon as possible. Photo graphs from
four separate angles, if possible, should be taken showing the
relative position of bodies and parts within the wreckage. In
addition, tags should be affixed to each body or part displaced and
corresponding stakes or tags should be where they were found in
the wreckage. Special precautions should be taken to prevent
disturbance of anything in the cockpit area. Should any control be
displaced voluntarily or accidentally, the occurrence must be
recorded and brought to the attention of the accident investigation
authority.
3. Isolation of and security measures within the wreckage area should

be established as soon as possible. All authorized personnel should
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possess and display proper “Emergency Access” identification as

required by the Airport emergency plan.
4. All security personnel should be briefed on proper identification

procedures. Two way radio communications with appropriate
authorities on the site can help identify any, person seeking entry
whose credentials are questionable.
5. Accident sites can be exceptionally dangerous areas, owing to the

possible presence of flammable fuels, dangerous goods and
scattered pieces of wreckage. All necessary safety precautions in
the emergency area should be carried out rigidly. These include
exercising good judgment during fire control and throughout all
rescue efforts. All personnel involved must wear safety equipment
and protective clothing.
6. As soon as practical after the emergency, all participants in the fire

fighting and rescue efforts should be debriefed and their
observations recorded by the proper authorities. Sketches, diagrams,
photographs, movie films, and tape and video recordings made on
the accident site as well as appropriate details on the tagging
of bodies and parts removed from their locations are invaluable
tools for investigators and should be handed to investigator-in
charge upon this officer’s arrival.
7. For further details see ICAO Doc 9137, Airport Services Manual,
Part I – Rescue and Fire Fighting, and Doc 6920, Manual of Aircraft
Accident Investigation, Part III.
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APPENDIX – 2
MUTUAL AID EMERGENCY AGREEMENTS
1. The close proximity of an Airport to surrounding communities

and the possibility of an off-Airport Aircraft accident give rise to
the need for mutual aid emergency agreements.
2. A mutual aid emergency agreement should specify initial

notification and response assignments. It should not specify the
responsibilities of the agency concerned, as this will be
contained in the emergency plan.
3. Mutual aid emergency agreements must be prearranged and duly

authorized. A sample of a letter of agreement is included in
Figure AII-1 of this Appendix. The Airport authority may have to
act as co-ordinating agency if more complicated jurisdictional or
multi-agency agreements are necessary. Paragraphs 4 and 5 of
this Appendix contain guidelines compiled to assist the
preparation of mutual aid emergency agreements with local fire
departments for accidents occurring on and off the Airport.
4. Procedure for local fire department(s) – Aircraft accident on

Airport:
a) When a response is initiated, mutual aid fire departments(s)
shall proceed directly to the rendezvous point or staging
area at the Airport. An escort will be provided by Airport
police/security from the rendezvous point or staging area to
the accident site.
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b) It is imperative that mutual aid fire department(s) members

recognize that unless the Airport is closed to flight
operations, unescorted movement on Airport property is
extremely dangerous and may result in conflict with Aircraft
movements.
c) Upon arrival at the accident site:
 the senior officer of the Airport rescue and fire fighting

service receiving mutual aid shall have full authority at
the scene;
 fire department mutual aid communications shall be carried
out on the pre-designated communication channel; and
 Communication transmissions will be prefaced by Airport
rescue and fire fighting/local fire department call number.
5. Procedure for local fire department(s) – Aircraft accident off-

Airport:
a. A call to an off-Airport Aircraft accident will normally be
received from air traffic services or police. Should that not be
the case, the local fie department shall notify air traffic
services or police via radio or telephone that an accident has
occurred and give the approximate location on the grid map.
b. upon arrival at the accident site, the local fire department

shall:
 Ensure that the mutual aid emergency agreement is

initiated;
 2.establish a command post (This may be a temporary post
until the Airport Authority mobile command post is available
and operative); and ensure that all communications are on
the designated Aircraft and accident channel.
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 The local fire department shall advise air traffic services or

police of the following:
 exact location of the accident site;
 location of the command post;
 specific location/rendezvous points on the grid map to which
units should respond; and any request for specialized
equipment if necessary.
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APPENDIX – 3
AIRCRAFT ACCIDENTS IN THE WATER
 Where airports are situated adjacent to large bodies of water

(such as sea, rivers or lakes) special provisions should be made
for rescue and fire fighting operations in the event of an Aircraft
accident/incident in the water. Specialized equipment for rescue
and fire fighting may include fire/rescue boats, air-cushion
vehicles, helicopters, coastal patrol boats, or amphibious
vehicles. Since Airport Fire services is not having these
specialized equipments help may be sought from the Coast
Guard/ Navy etc.
 Consideration of unusual terrain and water conditions such as

tidal flats and swamps dictates the choice of the unique types of
vehicles most suitable to these conditions. Helicopters, air-
cushion, and amphibious vehicles as well as conventional
watercraft may be found to provide this specialized service.
 In developing the water rescue service, consideration should be

given to public services (such as military search and rescue
units, arbor police, or fire departments) and private rescue
services (such as rescue squads, power and communication
companies, off shore oil field operators, or shipping and
waterway operators) that may be available and are capable of
rendering assistance. A signal system for alerting private or
public services in time of emergency should be prearranged.
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 Many Aircraft do not carry personnel flotation devises on board,

especially those not engaged on extended flights over water.
Such flotation devices should be available in numbers sufficient
to meet the needs on the maximum passenger capacity of the
largest Aircraft normally using the Airport. Where the largest
Aircraft are equipped for scheduled over-water operation the
Airport may reduce the amount of personnel flotation devices.
 Probability of fire. Where accidents occur in the water, the

possibility of fire is normally reduced because of the suppression
of ignition sources by the water contact and the cooling of
heated surfaces. In a situation where fire is present, control and
extinguishments will require the availability of specialized
equipment.
 Spillage of fuel on water surfaces. It should be anticipated that

the impact of the Aircraft hitting the water might rupture fuel
tanks and lines. It is thus reasonable to assume that quantities
of fuel will be found floating on the surface of the water. Boats
having exhausts at the water line may present an ignition hazard
if operated where this condition is present. Where fire is present,
approach should be made after considering wind direction and
velocity and water current. Fire may be moved away from the
area by using a sweeping technique with hose streams. Foam
and other extinguishing agents should be used where necessary.
Wind and water currents should be considered to deal effectively
with floating fuel and to prevent it from moving into areas where
it would be hazardous to rescue operations. As soon as
possible, pockets of fuel should be broken up or moved with
high volume nozzles, neutralized by covering them with foam or
a special inert material, or boomed to contain the fuel in a safe
area prior to absorption, dilution, or removal . With preplanning,
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the water pollution control authorities may provide emergency

assistance during this operation.
 Rescue boats. Rescue boats should be capable of shallow water

operations. Boats powered by jet-type propulsion eliminate the
dangers of propellers puncturing inflatable equipment or injuring
survivors during rescue operations. Boats powered by
conventional propellers may prevent the hazards of puncture and
injury by being equipped with fan-type guards or cowls. Inflatable
boats may be punctured by wreckage or barnacles.
 If the water environment is subject to freezing, vehicles suitable

for operation on ice (i.e. hovercraft, swamp boats etc.) should be
available. Boats and other rescue vehicles should be so located
that they can be brought into action in minimum time. Special
boathouses or launching ramps should be provided in order to
reduce response time.
 Boats should be of such size as to efficiently carry the floatation

equipment required with adequate space for the crew. Sufficient
working space should be provided to permit rapid dispersal of
the flotation devices. Inflatable life rafts should be the prime
flotation equipment carried; there should be a sufficient quantity
on hand to accommodate the maximum passenger load of the
largest Aircraft normally using the Airport. Once this flotation
equipment has been distributed, there should be sufficient space
to accommodate a limited number of litter cases brought aboard
in the rescue process.
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 Adequate two-way radio equipment should be provided in all

rescue boats in order to permit communications with other
rescue units, such as helicopters, aircushion or amphibious
equipment, and water-land based units.
 Minimum of two floodlights should be provided for night

operations. Radar reflectors should be used to facilitate
navigation and rendezvous efforts.
 Even though occupied sections of the Aircraft may be

submerged, the possibility remains that enough air may be
trapped inside to maintain life. Entry by divers should be made
at the deepest point possible.
 Organizing diving units/use of divers. Diving units should be

dispatched to the scene. When available, helicopters can be
used to expedite the transportation of divers to the actual area
of the crash. All divers who may be called for this type of
service should be highly trained in both scuba diving and
underwater search and recovery techniques. In areas where
there is no operating governmental or municipal underwater
search and recovery teams, agreements may be made with
private diving clubs. IN all operations where divers are in the
water, standard diving flags should be flown and boats operating
in this area should be warned to exercise extreme caution.
 It should be anticipated that victims are more apt to be found

downwind or downstream from the accident site. This should be
taken into consideration in planning the operation. Where only
the approximate location of the crash is established upon arrival,
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divers should use standard underwater search patterns and mark

the locations of the major parts of the Aircraft with marker
buoys. If sufficient divers are not available, dragging operations
should be conducted from surface craft. In no instance should
dragging and diving operations be conducted simultaneously.
 A command post should be established at the most feasible

location on an adjacent shore. This should be located in a
position to facilitate implementing the Airport/community
emergency plan in accordance with guidelines established by the
authority having jurisdiction.
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APPENDIX – 4
AIRCRAFT OPERATORS
GENERAL
1. The following material describes the action which is expected to

be taken and the services which are expected to be provide by
the Aircraft operator involved, following an Aircraft accident.
2. Aircraft operator personnel often make up the only force

available for responding to the needs of Aircraft occupants in
emergency.
3. The Aircraft operator emergency plan should be coordinated with

the Airport emergency plan so that Aircraft operator personnel
known which responsibilities that Airport will assume and what
response is required by the Aircraft operator.A checklist form
should be developed by the Aircraft operator for the company
coordinators use. This form should document time of notification
of the accident company communications, personnel
assignments, response and other actions taken. From this log of
events, a critique of Aircraft operator and Airport emergency
plans can be analyzed for future improvement.
4. Training should be initiated by the Aircraft operator to prepare all

company personnel for emergencies. In all emergencies, the
passengers involved are subjected to stresses of a severity not
generally encountered, it is vital for all emergency workers to be
familiar with common responses by passengers to unusual stress
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and apprehension and to be able to cope effectively with

disturbed persons. The best possible preparation for behaving
effectively under emergency conditions is education and practice.
Education should include instruction in the nature and actions of
disturbed individuals and general types of reactions to be
expected. Aircraft operator personnel should participate in
simulated emergency drills to help establish effective patterns of
behavior under emergency conditions and practice the basic
principles of “psychological first aid”.
5. The Aircraft operator involved should make arrangements to

adequately handle incoming emergency telephone inquires.
Provision of information to public media should be considered to
avoid numerous telephone calls.
6. A holding area for uninjured persons should be designated in

order to assemble and process passengers not injured or
apparently not injured in the emergency. The area selected
should provide for both passenger stabilization and security from
the news media.
7. Upon notification of an accident, designated Aircraft operator

personnel should immediately report to the designated holding
area to receive the passengers evacuated from the accident
scene. The Aircraft operator personnel should be at this station
before the passengers arrive. Emergency kits (See 10-15 in this
Appendix for kit contents) should be prepared and be readily
available so that passenger service representatives may
effectively carry out their duties. While waiting for the evacuees,
an organizational meeting should be held by the Aircraft
operator’s person in command, delegating:
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 a receptionist(s);
 registrars; and
 a welfare co-ordinator for the survivors.
8. he following organization and description of required duties are

suggested:
 The person in command. Normally this will be the senior

representative for the operator whose Aircraft was involved in the
accident. In the event of a charter or a diverted flight, the
representative of the Aircraft operator designated to provide
ground services for that flight should take command. In the case
of an over flight or of an Aircraft operator without personnel
based at the Airport, the command authority should be the
Airport Authority. The person in command should have radio
communications with the Aircraft operator’s operations and
emergency operations centers. Telephones should be available in
the passenger holding areas. The Aircraft operator’s person in
command should oversee the over all operations and make
arrangements for additional medical services if required,
commissary items, etc.
 Receptionist(s). The receptionist(s) should meet the buses as

they arrive from the scene of the accident and direct the
passengers to the registrar’s tables where they will be
processed. The receptionist(s) should know where the toilet
facilities are located.
 Registrars. The registrars should have emergency kits available.

Two people will constitute one registrar team. Several teams will
be required to swiftly and efficiently process the passengers.
One member will enter the passenger’s name on the registrar’s
form (Fig A4-1) and determine what arrangements are desired;
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i.e. hotel accommodation or reservations for another flight,

transportation, clothing etc., and any persons to be notified of
the passenger’s condition and future plans. The other member of
the registrar team will make out an identification tag or sticker
(available from the emergency kit) and place it on the
passenger. This will assist in identifying the passenger when
accommodations have been arranged. More importantly, this will
indicate that the passenger has been processed. The registrars
will then direct the uninjured survivors to the welfare co-
ordinators.
 Welfare co-ordinator. Welfare co-ordinators are the nucleus of

“psychological first aid.” They should attempt to stimulate
passenger conversation. Special attention should be given to
those who do not join in the group. In giving psychological first
aid, it will be noted that some persons become more disturbed
than others. Giving sympathetic understanding can be the first
step towards helping a person. Overwhelming persons with pity
will only make them feel more helpless and might confirm their
worst fears concerning their condition. A person who exhibits
bodily trembling, rapid breathing, shortness or breath, etc.,
should be engaged in conversation and professional medical
attention requested as soon as available.
9. A staff force of the size indicated can be provided by most

Aircraft operators; however, there may be a problem at airports
with a small operation. As a result, a mutual aid assistance
programme of all Aircraft operator personnel and (if necessary,
other Airport tenants based at the Airport) should be established.
Training can be acquired from local international relief agencies
(Red Cross, etc.) This training is not extensive but would provide
education for passenger service in an emergency.
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EMERGENCY KITS
Each Aircraft operator should prepare an emergency kit, which

can be readily available to all Aircraft operator personnel during all
hours of operations. All company personnel should have knowledge
of the location of the emergency kit. The kit must contain writing
pads or forms (see Fogure A4-1) on which to list the following
information.
 Name, address and home telephone number of passenger;

 Name and telephone number of person to be notified of
passenger’s condition;
 Arrangement requests of passenger (i.e. future flight, hotel,
transportation within the local area, etc.); and
 Where person can be contacted during the next 72 hours.
 The kit should also contain adhesive type name tags to identify
passengers who have been processed and those for whom
arrangements have been made.
 Telephone numbers for the following should be available in the

emergency kit;
 Doctors to attend to minor injuries. Each Aircraft operator should

have letter of agreement with a physician(s) who will respond to
a designated holding area;
 Hotels where passengers can be billeted. It is beneficial to place

passengers in the same hotel or at least in groups at hotels;
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 Linguists, who should be available on a 24 hour basis

(preferable people who work on the Airport for quick response.)
Local schools and private language departments can also be
contacted.
 Caterer (if commissary items are required.);
 All local Aircraft operator reservations offices;
 Ambulance companies in case a passenger unexpectedly

requires transportation;
 Taxicab companies; and
 Emergency telephone numbers to be disseminated on radio and

television so that families of the casualties may telephone and
receive information.
 A current copy of a recognized airline guide should be available

in the emergency kit. (local airline schedules would be most
helpful for registrars who will be marking arrangements on future
flights).
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APPENDIX-5
LIST OF IMPORTANT TELEPHONE NUMBERS

TO BE CONTACTED / COORDINATED
DURING EMERGENCIES
S.No. DESIGNATION AGENCY TEL. NO. (O) TEL. NO. MOBILE

RESIDENCE No.
1. AIRPORT DIRECTOR- Mr. Ajay AAI 07512473880 9425700340

Srivastava
2. AIRPORT TERMINAL MANAGER – AAI 07512470120 9101741288
Sarad sachhar
3. OSD TO APD - Harendra AAI 7020365563
4. CSO AAI – Neeraj AAI 7505494611
5. CNS In Charge –Pankaj kumar Verma AAI 9328423042
6. Electrical In charge – Ashok kumar AAI 8103234595

Gupta
7. Civil In charge – S. Multani AAI 9826699886
8. AC CASO – Arvind Kumar CISF 07512470606 9685551610
9. SATCO IAF 07512479775/ 07512479775 7598788977

7350 /6370
10. ATC TOWER IAF 07512470771 9406507811
11 CONTROL ROOM/STATION SECURITY IAF 07512479775/ 9471397172

OFFICER 7260
12. FIRE CONTROL ROOM –Mr. Tilak IAF 8122877010
13. Asst. Director IB(MHA) – Mr Harshit IB 07512232844 9827901801

Anand
14. BCAS RD – Bikram singh BHOPAL 7584936966
15. CITY FIRE BRIGADE GWALIOR 101 101, 2342101
16. POLICE CONTROL ROOM GWALIOR 100
17. STATION MANAGER – BPCL 9893030681
18. STATION MANAGER- Mr. Faraz SPICEJET 9654066690 7869844478
19. STATION MANAGER- Mr. Rohit INDIGO 8178247767 9910549102
20. NSG – Commander task Force NSG 011-25062710

011-25663136
21.
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APPENDIX-6
LIST OF IMPORTANT TELEPHONE NUMBERS
STATE ADMINISTRATION
S.No. APPOINTMENTS NAME TELEPHONE
1. D.M. GWALIOR Mr. Kaushlendra Vikram Singh (O)2446200

®2446300
(M)8989867665
2. A.D.M. GWALIOR Mr. Ashish Tiwari (O)2446400
®2446401
(M)8989114358
3. S.P GWALIOR Mr.Amit Sanghi (O)2445200
(R2445300)
(M)9425964313
4. C.M.O GWALIOR Dr.Manish Sharma (O)2452994
®2463061
(M)9425418488
5. G.M TELEPHONE Mr. Pankaj Gupta (O)2331000
BSNL ®2233220
(M)9425001601
6. S.D.O,BSNL Mr. Manvendra Lahariya (O)2331000
(DD NAGAR) ®2233220
(M)9425201237
7. BDDS- Ajay STATE POLICE 6260310495
Parashar
93
165
APPENDIX-7
LIST OF HOSPITALS TO BE CONTACTED/ COORDINATED
Note: 2 Govt. Doctors from State Govt. appointed by CMO Gwalior on

special Airport Duty
1. Dr. H.P Agrawal – UPHC Pinto park – 09827293182

2. Dr. Pravin Mittal – UPHC Dindayal Nagar – 09575178009
S.No. NAME & ADDRESS OF THE HOSPITAL SPECIALITIES PHONE

NUMBER
Kalyan Memorial Hospital Multi 9754172714
1. Contact Person : Shri Satish, No. of Beds : 95 Specialty
2 Shitla Sahai Institure of Medical Sciences, Multi 9977887734

Contact Person: Dr. Kamal , No. of Beds : 125 Specialty
3 BIMR Hospital, Contact Peron : Shri Arun , Multi 9425790777,

Shri Samit , No. of Beds : 300 Specialty 9406862812
4 RJN Apollo Spectra Hospitals, Multi 9111004043,

Contact Person : Smt. Priti Asthana , Specialty 9827515327
No. of Beds : 50
5 Global Speciality Hospital, Multi 9993554428

Contact Person : Shri Pawas, No. of Beds : 50 Specialty
6. MORAR CIVIL HOSPITAL CIVIL 07512368501

HOSPITAL
94
166
95
167
APPENDIX-8
96
168
97
169
98
170
99
171
100
172
101
173
102
174
103
175
APPENDIX-9
IMPORTANT EMAILs FOR

REPORTING OF AIRCRAFT ACCIDENT &
INCIDENT/IMPORTANT EVENT
Name/Designation/Organisation Email
Secretary,MoCA Sec.moca@nic.in
Jt.Secretary MoSA arun.kumar63@nic.in

arunkumarmoca@gmail.com
DGCA dgoffice@dgca.nic.in
Chairman, AAI chairmain@aai.aero
Member(Planning),AAI sraheja@aai.aero
Member (ANS) AAI memberans@aai.aero
Member (OPS) AAI memberops@aai.aero
ED (ATM) AAI edatm@aai.aero
ED (CNS-OM) edcom@aai.aero
ED (Aviation Safety) edas@aai.aero
ED(OPS) edopsaai@aai.aero
Aircraft Accident Investigation Aaib.moca@nic.in

Bureau (AAIB)
Bsrai.dgca@nic.in
Other Officers nominated by
MoCA/DGCA/AAIB/AAI
104
176
ENCLOSURE 10: BOMB THREAT CONTINGENCY
PLAN
177
RAJMATA VIJAYARAJE SCINDIA
TERMINAL, CIVIL ENCLAVE GWALIOR
BOMB THREAT CONTINGENCY PLAN
178
Bomb Threat Contingency Plan for RSVT, Civil Enclave
Gwalior
FOREWORD
The Contingency plan to deal with Bomb Threat in Civil Aviation at Gwalior Civil
Enclave is developed to ensure that the Aviation Security measures and
responsibilities are clearly defined and understood by all the users of Gwalior
Airport. The Contingency Plan to bomb threat in Civil Aviation at Gwalior Airport
clarify and detailed all measures that are required to be implemented at Gwalior
Airport to meet requirements of the National Civil Aviation Security Program.
The Contingency Plan to deal bomb threat in Civil Aviation at Gwalior Airport is
primarily to address specific Aviation Security legislation, administered by BCAS,
Govt. of India.
Ajay Srivastava
Airport Director
Gwalior Airport
179
Gwalior
RECORD OF AMMENDMENTS AND CORRIGENDA

AMMENDMENTS CORRIGENDA
No Date Entered by No Date Entered by
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Gwalior
Index
SL. No TOPIC PAGE No.

FROM TO
CHAPTER-1 POLICIES REGARDING BOMB THREATS 4 5
1.1 STANDARDS 4 ---
1.2 CONVENTIONS 4 ---
1.3 AVIATION SECURITY MANUAL 4 ---
1.4 AIRCRAFT SECURITIES RULES, 2011 5 ---
1.5 LAWS 5 ---
CHAPTER-2 OPTIONS 6 8
2.1 CHARACTERISTICS OF BOMB THREATS 6 ---
2.2 CATEGORISATION 6 ---
2.2.1.1. Non- Specific threat 6 ---
2.2.1.2. Specific Threat 6 7
2.3 POSITIVE TARGET IDENTIFICATION (PTI) 7 8
CHAPTER--3 MEASURES TO BE ADOPTED 9 36
3.1. BOMB THREAT ASSESSMENT COMMITTEE (BTAC) 9 ---
3.2. ASSEMBLY POINT OF BTAC 10 ---
3.3. RECEIPT OF BOMB THREATS 11 ---
3.4 ACTION BY RECEIPENT OF BOMB THREAT 11 12
3.5 PROCEUDRE AFTER RECEIPT OF BOMB THREAT INFORMATION 12 13
3.6 TECHNIQUE OF EVALUATION OF THE BOMB THREAT CALL 13 16
3.7 BOMB THREAT ASSESSMENT IN THE AIR 16 20
3.8 NON-SPECIFIC BOMB THREAT 20 22
3.8.2 Search of terminal, installation under Non-specific Bomb Threat without Evacuation 20 ---
3.8.4 General principles for search 21 ---
3.8.5 Initiation of a search 22 ---
3.8.6 What searcher should be looking for 22 ---
3.9 SPECIFIC BOMB THREAT 22 29
3.9.1 if the threat is to an aircraft: 22 23
3.9.1.2 Search of Aircraft under Specific Bomb Threat 23 24
3.9.2 IF THE THREAT IS TO INSTALLATION/BUILDINGS, ETC. 24 ---
3.9.2.1 Evacuation 24 ---
3.9.2.2 Making the decision to evacuate 25 ---
3.9.2.3 Evacuation plans 25 ---
3.9.2.4 The decision to reoccupy 26 ---
3.9.2.5 Search of terminal/installation after Specific Bomb Threat and evacuation 27 29
3.10 ACTIONS TO BE TAKEN WHEN FINDING SUSPECT EXPLOSIITS DEVICES 29 31
3.11 BOMB TEREAT DURING IN-LINE XBIS HBS / SCREENING AT SHA 32 33
3.12 ENQUIRIES AND COMMUNICATIONS 33 34
3.13 MEDIA 34 ---
3.14 REPORTING 34 35
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3.15 Bomb Threat Review Committee 35 ---

3.15.3 Functions of BTRC 35 36
3.15.4 ANALYSIS 36 ---
3.16 MOCK EXERCISES 36 ---
CHAPTER – 4 RESOURCES 37 42
4.1.2 CONTACT DETAILS 37 ---
4.1.3 ISOLATION BAY/ISOLATION PARKING AREA 38 ---
4.1.4 EXPLOSIVES DISPOSAL /COOLING OFF AREA 38 39
4.1.5 BDDS EQUIPMENTS 39 ---
4.1.6 SECURITY EQUIPMENTS AND FACILITIES 39 ---
4.1.7 COMMUNICATION 39 40
4.2 TRAINING 40 42
4.2.2 Training of other staff 40 ---
4.2.2.1 Module 1. Recognition of explosives, accessories and offensive weapons (3 hrs) 40 41
4.2.2.2 Module 2. Bomb Threat (02 hrs) 41 ---
4.2.2.3 SECURITY AWARENESS TRAINING COMPONENT 41 42
CHAPTER- 5 RESPONSIBILITIES 43 56
5.2 Appropriate Authorities 43 44
5.3 RDCOS, BCAS (where posted) 44 ---
5.4 COE, BCAS (where posted) 44 ---
5.5 Air worthiness officer (DGCA) 44 ---
5.6 Local Police 44 ---
5.7 ASG/APSU 45 46
5.8 BDDS 46 ---
5.9 Immigration (in case of international flight) 46 47
5.10 Customs 47 ---
5.11 Coordinator/Airline operator 47 50
5.12 Aircraft Operator 50 54
5.13 Flight Crew 54 ---
5.14 ATC 54 56
5.15 Apron Control 56 ---
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APPENDICES Pages No-

A Bomb threat assessment form 57-58
B Bomb warning assessment form 59-64
C Clearance Certificate 65
D Airport Security Search Checklist 66-71
E Safe Assembly Area 72
F Layout of Airport 73-74
G BDDS equipment status 75-76
H Bomb Threat Report 77-79
I Post incident report of bomb blast 80
J Bomb threat call data 81
K Telephone nos. of airlines and caller ID status 82
L Explosive dispersal area layout 83
M Airport operator equipment 84
N Shifting to explosives dispersal area certification 85
N1 Rendered safe certification 86
O Official report on act of unlawful interference 87-99
P Unclaimed baggage report 100
Q Bomb Threat Assessment Committee 101
R Personnel of BDDS and Dog Squad 102
S List of Doctors & Hospitals at Gwalior Airport 103
T Avsec. Order No- 14/2010, 18/2010, 20/2010, 17/2011 104-130
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CHAPTER-1
POLICIES REGARDING BOMB THREATS
1.1 STANDARDS
Following are the relevant standards in ANNEX 17 to the convention on International Civil Aviation:
1.1.1.1 Each contracting state shall ensure, when reliable information exists that an aircraft may be
subjected to an act of unlawful interference, that the aircraft is searched for concealed
weapons, explosive or other dangerous devices, articles or substances. Prior notification of
the search shall be provided to the operator concerned.
1.1.1.2 Each contracting state shall ensure that arrangements are made to investigate, render safe
and / or dispose of, if necessary, suspected dangerous devices or other potential hazards at
airport.
1.1.1.3 Each contracting state shall ensure that contingency plans are developed and resources are
made available to safeguard civil aviation against act of unlawful interference. The
contingency plans shall be tested on a regular basis.
1.1.1.4 Each contracting state shall ensure that authorized and suitably trained personnel are readily
available for deployment at its airport serving civil aviation to assist in dealing with suspected,
or actual, case of unlawful interference with civil aviation.
1.2 CONVENTIONS
1.2.1. Various international conventions have mandated the following acts to be criminalized with
severe penalties:
a) Destruction of, or serious damage to the facilities of, an airport serving International Civil
aviation or aircraft is not in service located thereon, or disruption of the services of airport, if
such an act endangers or is likely to endanger safety at that airport;
b) Placing or causing to be placed on aircraft in service by means whatsoever, a device or

substance which is likely to destroy that aircraft, or to cause damage to it that renders it
incapable of flight or that is likely to endanger its safety in flight;
c) Destruction or damage to air navigation facilities or interference with their operation, if such
an act is likely to endanger safety of an aircraft in flight; and
d) Communication of information which a person knows to be false, thereby endangering the

safety of an aircraft in flight.
1.3 AVIATION SECURITY MANUAL
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1.3.1 As per Doc.9873, 6.1.3.1, measures to responds to acts of unlawful interference should also
be defined in an NCASP. Specific responsibilities and/or duties should be allocated to
government department, law enforcement agencies, national armed forces, air traffic service
providers, aircraft operators, airport management and tenants, and should include preparing
contingency plans, issuing staff instructions, installing communication system, and
undertaking training in how to respond to an act of unlawful interference.
1.4 AIRCRAFT SECURITIES RULES, 2011
1.4.1 Following are the provisions of Aircraft Security Rules, 2011:
Sec. 36. Detention of Aircraft – The commissioner or any other person authorized in this behalf
by Central Government may, for reasons to be recorded in writing, detain an aircraft in his
opinion-
a) The aircraft has onboard unauthorized arms, explosive or other sabotage devices which
are likely to cause danger to the security of that aircraft; or
b) The aircraft has onboarded a person who has gained entry in unauthorized manner or is
likely to cause unlawful interference with civil aviation operations; or
c) The detention is necessary to secure compliance with any of the provisions of these rules.
1.5 LAWS
1.5.1 Punishment for criminal use of explosives is also laid down in sec. 286, 307 of IPC an and
provisions of Indian Explosives Act.
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CHAPTER--2
OPTIONS
2.1. CHARACTERISTICS OF BOMB THREATS
2.1.1. Bomb threats may be directed against: -
a. Aircraft on the ground or in the air.

b. Airport installations, facilities and buildings; or navigation aids or in the immediate
vicinity of the airport.
c. Air cargo designated for shipment by air or cargo installations, facilities and buildings.
2.2 CATEGORISATION
2.2.1 Bomb threat are categorized as follows

2.2.1.1. Non- Specific threat
A threat of general nature may be classified as non-specific threat if it consists of any or a

combination of these: -
a) The airline is not identified.

b) The flight is not specified.
c) Date and time is not mentioned.
d) Point of origin or destination is not given.
e) Location of the bomb is not indicated.
2.2.1.2. Specific Threat
A threat should be considered specific when detailed information is available on any of the
following: -
a) The originator of threat identifies himself.

b) The airline is identified.
c) A specific flight is mentioned and exact date / time are stated.
d) The origin and / or destination of flight are given.
e) Name of airlines staff on duty or passenger on board the aircraft are singles out.
f) Intimate knowledge of phone numbers or description of unpublished airport
facilities is made known.
g) Location of the bomb is indicated.
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The above are indicative. The Bomb threat Assessment Committee (BTAC) needs to take final
call depending on the inputs available, ground situation etc. In case there is a deviation from
above guidelines, reasons must be recorded in writing.
2.3. POSITIVE TARGET IDENTIFICATION (PTI)
PTI information indicates firsthand knowledge of the targeted aircraft e.g.:
a) Aircraft registration number.

b) Crew member’s full name/s and Passenger name(s)
c) Valid baggage tag number.
d) Industry type names and phrases.
2.4 There are four actions open to the coordinator. Which one is chosen depends upon the
assessment of the threat which the situation presents. The choices are: -
I. To do noting
II. To search, and then to evacuate a suspicious object is found.
III. To evacuate all persons except search teams and essential staff, and then carry out a search
and evacuate fully if a suspicious object is discovered.
IV. To evacuate all staff immediately then re-occupy using trained searcher.
Option 1: Do nothing
This option may appear attractive if the threat appears to be a hoax, but it should not be
adopted unless the coordinator is absolutely sure that it is malicious call or prank. If there is
slightest doubt, the coordinator must turn to one of the other options.
Option 2: Search and then evacuate if necessary
This choice means that people will be in terminal building for a longer period should there
be a bomb present. However, if a bomb is found, they can then be evacuated away from
danger. If nothing is found and there are no other significant factors, the coordinator may
consider this option appropriate if assessing the threat level as low.
Option 3: Search and partial evacuation
When the threat level is considered to be moderate but there is no reason to believe that an
explosion may be imminent, or if the suspect device is small (e.g. a letter bomb) and parts of
terminal building may be some considerable distance from the device, the coordinator might
consider evacuating part of the terminal building alone or retaining only essential staff and
search teams within the terminal building.
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Option 4: Evacuate Immediately
If a call received which the coordinator considers to indicate the existence of high risk, there
will be a case for evacuating as quickly as possible without conducting a search, especially
there is a possibility of imminent explosion.
When the time of explosion has been disclosed in a threat call, the coordinator must ensure
that any searches are finished and staff are cleared at least 20 minutes before the deadline,
irrespective of whether any devices has been found or not.
Similar options should be exercised after assessment when the target is aircraft or cargo.
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CHAPTER--3
MEASURES TO BE ADOPTED
3.1. BOMB THREAT ASSESSMENT COMMITTEE (BTAC)
3.1.1. Every airport will have a Bomb threat Assessment Committee (BTAC) empowered to evaluate
every bomb threat call and take appropriate actions as laid down and as deemed necessary
without reference to any higher outside agency. BTAC categorizes as the received calls as
Specific / Non-Specific.
3.1.2. BTAC shall consist of the following officials with respective status as mentioned against each:
Sl. No. Officials Agency Status

(a) Airport Director or Director Airport Operator Coordinator
(Operations) or his representative
(b) CASO or his representative ASG/APSU Member
(Not below the rank of Astt.
Commandant or equivalent)
(c) Security Manager/Station Manager Aircraft operator Member
(d) Watch Supervisory Officer (WSO) ATC (IAF) Member
(e) Airworthiness Officer DGCA Member
(f) Representative of Local Police State Police Member
(g) Officer I/C BDDS ASG/APSU Member
(h) Representative of NSG (where NSG Member
available)
(i) FRRO/Asst. FRRO * Immigration Member
(j) Representative of IB/MHA (if available) IB/MHA Member
(k) Deputy Commissioner* Customs Member
(l) COE or his representative BCAS Observer
(m) RDCOS or his representative (where BCAS Observer
located)
*(Should be present in case threat relates to International terminal, International airlines or

import/export cargo terminal)
Note 1: Para 3.1.2. above lists officials within agency who are authorizes to represent their
respective agency as member / alternate member/s of BTAC. Considering that under
circumstances of a bomb threat the safety of lives / property is directly linked to the prompt
and appropriate decision of the BTAC, it shall be the responsibility of senior most official
within each agency to attend the BTAC whenever possible. However, also considering that
senior most official within each agency may not be present at the airport round the clock
due to nature of official duty / routine work performed, next senior most official within such
agency authorized as alternate members remains an exception rather than a rule. In case
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any, the overall responsibility under situation of a Bomb Threat will always rest with the
senior most official designated to act as coordinator / member of BTAC.
Note 2: Presence of Airline Security Manager / Station Manager in BTAC should not be
restrict to their aircraft only. Their presence during Bomb Threat to terminal building is also
essential so as to fully involve them in the resultant subsequent action as decided by BTAC
during Bomb threat situations. For example, Station Manager / Security Manager must be
fully involved in BTAC along with their trained security/ other staff in large numbers who can
be fully and effectively utilized for speedy evacuation of their passengers, aircraft and
subsequent search.
Note 3: Defense Airfields: At the Airports which are controlled by Indian Air Force (IAF),
Security officer of IAF should be incorporated in BTAC. Liaison with duty officer ATC, Station
Security Officer and other Air Force authorities shall be carried out before earmarking a
location for explosives disposal area and isolation bay/area.
Note 4: In a case of Bomb Threat in the air, the BTAC at the likely landing airport needs to
be activated simultaneously.
Note 5: In case of Nuclear, Biological and Chemical threats the NDMA (National Disaster
Management Authority) / NDRF (National Disaster Response Force) need to be informed
immediately.
3.2. ASSEMBLY POINT OF BTAC
3.2.1. On receipt of bomb threat call which can either to be an aircraft, terminal building or any
vital installation, BTAC should be assemble immediately at a designated “Control Room”.
The basic requirements for a Control Room are as follows.
a. It should have dedicated telephone lines with STD / ISD/ caller ID facilities.
b. It should be located in such a way that there is no interference from passengers / curious
staff not involved in the threat resolution process.
c. All bomb threats, received by telephone, in writing or via other means of communication
should be considered serious and real, until determined otherwise.
d. It should have facilities like laptops with speaker system and other audio-visual aids like
projector, TV with live feeds and Fax machine.
e. It should have diagrams of the terminal buildings, evacuation, routes, etc.
f. Access to the control room should be restricted.
g. In case where terminal buildings like cargo terminals are at a distance, separate control
room should be designated in that particular area.
3.2.2. Alternate Assembly point for BTAC (Airport Director Office) should be designated with all
the required facilities in case the control room is inaccessible or cannot be used for any
reason. At least 20% of the assemblies should mandatorily at alternate assembly point so
that this room is in operational and serviceable condition.
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3.3. RECEIPT OF BOMB THREATS
3.3.1. Bomb threats via telephones may be received by airports, aircraft operators and cargo
agents either directly from people issuing threats or from intermediaries, e.g., the media
or press agencies. In either case, recipients should try to obtain as much information as
possible about the threat in order to facilitate assessment of it dentification of the person
of giving call.
3.3.2. To facilitate the collection of information, aircraft operators and airport should install call
recording and caller ID facilities on appropriate exchanges and/or telephones. When a
bomb threat has been recorded, the recording should be retained as evidence. These
details should be provided to BTAC as per the format given in Appendix ‘A’. The details of
telephone no/s should be part of Bomb Warning Assessment Form (BWAF) as per the
format given in Appendix ‘B’.
3.4. ACTION BY RECEIPENT
OF BOMB THREAT
3.4.1. The person receiving a bomb threat directly by telephone should:
a) Listen carefully and make a note of actual word used by the caller.
b) Either take action to trace the call or alert a colleague.
c) Take such action as may be necessary to record the call, where this is not done
automatically.
d) Prolong the call to obtain as much as information as possible.
e) As the caller the following questions:
(i) WHERE is /are the bomb/s? - Asked first so that an evacuation can be planned.
(ii) WHEN it will go off? - So that a time factor is known for the evacuation.
(iii) WHAT does it look like? - To help in recognition of the device during a search.
(iv) WHO are you? - To see if the caller is from a credible group.
(v) WHY are you doing this? - To build a better picture of incident and keep the caller on line
to assist in tracing the call.
Note 1: The questions should be posed as open-ended questions rather than as leading ones. For
example, ask, “Where exactly is the bomb?” rather than, “Is the bomb in the hold of the aircraft?”
Note 2: The order in which questions are asked is important as the caller may hang up before all
the questions can be asked.
f) If possible test, test the credibility of the caller by making up a non-existent flight number,
flight time or location and asking the caller whether that is the one to which he is referring.
h) Inform a supervisor who should inform the nominated bomb threat assessor, the police or
other security agencies.
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3.4.2. People receiving the call from intermediaries should:
a) Ask for, and make written note of, the precise time at which the threat was issued and the exact
work used by the caller.
b) Ask whether the intermediary obtained answers to any of the questions detailed above and
about the origin of the call and the caller’s identity.
3.4.3. The recipient of a written bomb threat should preserve the message and deliver it to the
supervisor with precise information about its discovery. Message discovered in the flight should
be referred to the pilot in command (PIC) immediately.
3.4.4. Supervisors should interview the recipient of any call or message in order to complete Bomb
Threat Report Form as per ANNEXURE ‘A’ and relay it without delay to the nominated
coordinator.
When a bomb threat call is received, the receiver of such call or his immediate supervisor will
immediately convey the exact words of threat call along with other aspect as noted in Bomb
threat Report Form to the Coordinator. It would be the immense help if the receiver of the
threat call presents himself/herself to avoid communication gap and correctly gives brief on the
exact word of the call to the BTAC. If this is not possible for any reason such as distance/ nature
of duty handled etc., the person receiving the threat call must remain available on a given
telephone until the call is properly evaluated and decision on follow up action is arrived at by
the BTAC. Concerned agency will mandatorily register an FIR / initiate prosecution in all types
of Bomb threat calls. Diarizing at the local police station is mandatory.
3.5. PROCEUDRE AFTER RECEIPT OF BOMB THREAT INFORMATION
3.5.1. As soon as information of bomb threat is received, coordinator of BTAC will be informed.
Immediate action will be taken to inform ATC, BTAC control room and all the member of BTAC.
In addition, the following will be alerted:
a) Medical Officer
b) Fire Station
c) Apron Control
d) RDCOS (BCAS) of the concerned Region
e) BCAS HQ Control Room
f) COE, concerned Region
3.5.2. BTAC will convene without delay. Assembly and assessment by BTAC should not be delayed
or account of any member not being present. A log book will be started at BTAC immediately.
The receiver of the threat information should remain present to assist BTAC.
3.5.3. All persons concerned with investigating and resolving the bomb threat shall continue on
their job until further instructions, even if shift time is over.
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3.5.4. Process of boarding the concerned aircraft shall be stopped immediately and if boarding
had commenced, passengers on board are to be disembark immediately.
3.5.5. Simultaneous action is to be taken to deploy airline security staff and ASG/ APSU personnel
at the check-in counter/s for detaining and examining passengers arriving late. If the threat
is received on phone, caller should be sought to identified and apprehended quickly and
investigated thoroughly.
3.5.6. When an Aircraft is taxiing to take off point or awaiting take off at departing station and
receive Bomb Threat Call.
a) Since BTAC cannot assemble and evaluate the threat call under such a situation, the
affected aircraft will invariably be diverted / directed to Isolation Bay. Thereafter, sufficient
stepladders, buses, manpower and other essential equipment will be rushed to the
Isolation Bay.
b) Measures should be taken for quick and orderly disembarkation of passengers/ crew with
their hand baggage and for taking passengers to a safe distance (100 M) away from the
aircraft in first instance. (Coaches will not be brought to the aircraft stepladder but will be
parked 100 M away from the aircraft.)
c) Disembarked passengers shall be brought back to Terminal building in coaches under airline
escort for further action. Thereafter action is to be taken as per decision of BTAC.
3.5.7. When aircraft lands back at departing station on a Bomb Threat call
Same procedures as mentioned in 3.5.6. above.
3.5.8. When scheduled aircraft arriving or diverting aircraft lands under Bomb Threat
a. Normally BTAC under such circumstances will be assembled at the station of departure.
Therefore, when BTAC decision from departing aircraft is not received or received to treat
the call as “Specific”, affected aircraft on landing will be directed to isolation bay by ATC.
However, when BTAC decision from departing station is received to treat the call as “Non-
Specific”, affected aircraft on landing will be directed to remote bay by ATC.
b. Measures should be taken for quick and orderly disembarkation of passengers / crew with
hand baggage and passengers taken to safe distance (100 M) away from the aircraft.
(Coaches will not be brought to the aircraft stepladder but will be parked 100 M away from
the aircraft.)
c. Transport of passengers of scheduled arriving diverted aircraft should be organized in

coaches as stated under airline escort to arrival hall of the concerned terminal. They can
then be allowed to proceed to city side only after clearance from BTAC after claiming hold
baggage, if any (unless such passengers ae specifically required to be detained in arrival hall
due to the receiving station coordinator’s/ BTAC decision). Baggage remaining on conveyor
belt should be reported to the coordinator immediately, who in turn will inform all
concerned to take necessary action.
3.6. TECHNIQUE OF EVALUATION OF THE BOMB THREAT CALL
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3.6.1 The coordinator, who as directed by BCAS should be basic AVSEC qualified should assess the
threat by working methodically through the Bomb Warning Assessment Form (BWAF) given
in Appendix ‘B’ which is designed to lead the BTAC to a logical assessment of the threat as
GREEN, AMBER, RED as described below with the action required.
a) GREEN – A warning, which may not identify a target or a specific group of targets, or which
otherwise lacks credibility. (Present countermeasures negate threat. No extra precautions
necessary).
b) AMBER – A warning that can be related to one or more targets but where there is doubt
about its credibility or about the effectiveness of existing countermeasures. (This may
involve danger and may require augmentation of countermeasures).
c) RED – A specific warning where the threat is of a nature which permits identification of a
specific target, or where the caller has positively identified himself or the organization
involved and is judged credible (Likely to involve danger to people, property or commercial
activities and therefore merits countermeasures. Take all necessary countermeasures).
Note: - Category RED warnings against aircraft in flight should be notified immediately to the pilot-in -
command of the aircraft and the destination or diversion airport.
3.6.2 Although the procedure is largely dependent on the provision of “Yes” or “No” answers to a
series of questions, the coordinator must also take account of other factors that may bear
upon the credibility of the threat including, but not limited to, the following:
a) The recent history of warnings and incidents for the airport and the aircraft operators.
b) The possible influence of current events such as:
i. Industrial disputes concerning the aircraft operator of the flight concerned or airport.
ii. Disputes with neighboring communities or environmental protest groups concerned with, for
examples, airport expansion or development.
iii. Similar incidents have been recently reported in the media which may have prompted a hoax
call.
iv. High-profile persons who may attract a threat at the airport or are passengers on the flight.
c). Any reported incidents such as overbooked passengers, a passenger refused boarding or
disputes at check-in or the gate involving friends or relatives.
d) Anything particular or unique about the cargo being carried on the flight.
e) Additional security measures that have been taken and the local police of security authority’s
opinion of the warning.
3.6.3. Bomb Warning Assessment Form (BWAF) (Appendix B) is a guideline to the committee for
systematic and scientific evaluation of the Bomb threat call. The committee will proceed in
the following manner:
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3.6.4. Part ‘A’ of the BWAF would be filled with the help of receiver/ Bomb Threat Report Form.
The coordinator will initiate this process immediately to avoid delay in analysis of evaluation.
The recorded Bomb Threat Call (if available) should be played back before committee
members. All the column in Part ‘A’ of a BWAF must be filled to assist the committee in
reaching Positive Target Identification (PTI) as given in Part ‘B’.
3.6.5. Part ‘B’ comprises Boxes 1A, IB, 2,3,4 and 5. The procedure of analysis depends upon the
provision of Yes or No answers to questions given in the Boxes.
Box 1A and 1B: - These Boxes contain question which help identify the aircraft (1A) or the
airport facility (1B) under threat.
Box 2: - These Boxes contain question which identify the specific area from which threat
emanates or what is called Positive Target Identification (PTI).
Note: - The question Box 1A ,1B and 2 are designed to cover all conceivable situation of Bomb
Threat. The questions are mutually exclusive and emphasis has been given to the fact that
unless and until a caller has exclusive and specific information, he would be giving a hoax
call. A single tick in Box 1A or1B and Box 2 would make the threat “Specific”.
The BTAC will assess the Bomb Threat by filling up the Boxes at 1A, 1B, 2 and 3 in
that order. Once a single tick in Box 1A or1B is made out, it will identify the aircraft or facility
as threatened. The BTAC would then fill box 2 (Positive Target Identification) which will
determine the Bomb Threat call to be specific, if even one question is ticked as ‘YES’ in this
column. This would result in the Bomb Threat being declared as “Specific” and specific action
of Bomb Threat drill being followed in the full, will be adopted.
3.6.6. Boxes 3,4
No tick or positive answer in Box would not result in the call being ignored at this
stage. The BTAC would continue assessment by filling Box 3 which identifies the background
data. Box 3 has been so designed that answer to these questions would result in
accentuating or mitigating the Bomb Threat. If the threat seems to have been accentuated
on account of filling Box 3, the BTAC will ask the Security (ASG/APSU and Airlines Security)
to increase confidence in security measures by fulfilling the checklist as given in Box-
4(Conditions in Box4 are in the fact the essence of security measures as laid down by BCAS)
and quick review will determine the adequacy or otherwise of the security measures. If the
measures are not adequate, confidence building would be done by augmenting them to
desired level as provided by BCAS.
3.6.7. Boxes 3,5
When filling up of Box 3 results in mitigating the threat which has been non-specific so far,
the existing security measures and action as per Box 5 may be taken. These are the measures
which are taken as precaution and are preventive steps in case of receipt of a supposed
threat.
Note1: - There may be a situation where the threat assessment would result in a tick in Box
1A but due to lack of Positive Target Identification there may not be any tick in Box 2. Since
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a tick in Box 1Awould mean identification of aircraft, steps in Box 4 in augmenting the
security measures would be taken and the threat would be classified as “non-specific”. It is
also experienced that despite a tick in Box 1A, no specific aircraft may be available because
it is yet to be assigned later by the airlines for that flight destination.
Note2: - It is visualized that there may be situations where the commander of the aircraft
may insist that the Bomb Threat dill procedure must be followed because the Threat is
received is such that it will be dangerous to clear the aircraft without following the complete
Bomb Threat dill. The Commander-in-chief of the aircraft being the final authority
responsible for everything in the aircraft, the BTAC must accede to the request of the
commander. Also, there may be the differences of the opinion amongst the member of the
BTAC regarding the Bomb call being classified as Specific or Non-Specific. In such cases of
disputes amongst the Committee Members, it will b advisable to treat the call as Specific
and follow the Bomb Threat Drill procedure completely. The opinion of the dissenting
member must be recorded.
3.6.8. The BTAC will go ahead with its evaluation of the Bomb Threat call expeditiously. At the end
of BWAF, the summary of actions to be taken in each type of situation is given. Thus, in case
of a threat being declared as Specific, specific action of following the Bomb Threat drill by
moving the aircraft to isolated parking bay and started the aircraft search will be taken up.
In case of the PTI being negative but the threat being accentuated (Box 3) the Committee
will decide whether the confidence building measures (Box 4) are to be taken or even aircraft
search is also to be conducted by removing the aircraft to isolated parking bay. It is important
to remember that removal of the aircraft to isolated parking bay and its search are not the
only and essential steps. The review of each step by all agencies from security point of view
conforming to the procedures established and accepted must be taken up. Thus, the
increased level of threat should be met with additional security measures. It is expected that
the decision of the Committee would be taken quickly keeping in view of the urgency of the
situation. All the departments/agencies would take pre-decided action in coordinated
fashion. It is imperative that the BTAC shall be attended as far as possible at senior decision-
making level.
3.7 BOMB THREAT ASSESSMENT IN THE AIR
Written Bomb Threats are discovered on board aircraft in flight are likely to be spurious, but
each such threat should be considered on its merits in order to assess the risks involved.
Where Pilot-in-command authorized to assess the threats, aircraft operators should provide
them guidance to enable them assess the risks and decide upon a course of action. They
should consider the following:
a) The circumstances surrounding the threat to determine if it is originated before the

aircraft’s departure or during the flight. The pilot-in-command (PIC) should consider
whether the threat could have been discovered during pre-flight search of the aircraft, or
at an earlier stage in the flight.
b) The precise wording of the threat, to determine whether it suggests that there is a
credible reason for the threat have been given, A threat is most likely to be genuine if
there is a reason for it, such as a desire to avoid the casualties that would result from an
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explosion. It is likely that a person issuing such a threat will seek to ensure that it gets
through and that there is time to react it. Where no clear reason for the threat can be
deduced, the threat is less likely to be genuine.
c) Whether there is any person on board (e.g. a political figure or other well-known person)
who might attract a threat.
d) Whether there are passengers on board who might be responsible for a threat (e.g. a
potentially disruptive passenger, deportee or inadmissible, young people or rowdy
passengers).
e) Whether the aircraft’s operator Operations Centre can be contacted by radio to establish
whether this is an isolated incident or one of a series of similar events affecting the
aircraft operator.
f) If the pilot-in-command s not satisfied that the incident is a hoax, he should seek
information through the aircraft’s Operation Centre about the current threat to aircraft
operator’s interests at the airport of departure, with a view to establishing whether there
are credible motives for attacking te aircraft or disrupting the flight and the quality of
security measures at the airport of departure. Aircraft operator should therefore develop
procedure for making such information available to the pilot-in-command with the least
possible delay.
g) If a bomb threat is associated with an aircraft in flight, and once the threat has been
assessed as positive, the aircraft operator should contact the PIC, directly or through the
air traffic services unit, to provide information about the threat and device and about
how to respond.
h) On receipt of the information, the PIC should direct a discreet search of the aircraft to be
conducted by crew members, as this is possible in flight, and in such a manner as to not
cause passengers to panic.
i) If a bomb threat assessment indicates that it is unlikely that there is a bomb on board the
aircraft, but the aircraft operator or PIC wishes to be prudent, before committing, for
example, to an extended flight across a body of water, the aircraft should be diverted to
an airfield at which it can land safely. Once it has landed, consideration should be given
to taking the actions described above for threats against an aircraft on the ground.
j) If the PIC has reasonable grounds for believing that there is a bomb on board the aircraft,
consideration should be given to the potential effects of an explosion on board to persons
on the ground, particularly in densely populated areas. Action should be taken as
described in the following guidelines:
i. an aircraft emergency should be declared to the air traffic services unit stating the
nature of the emergency and the aircraft should be diverted to the nearest civil or
military airfield at which it can land safely. The route to the nominated nearest suitable
airfield should avoid densely populated areas;
ii. if the aircraft is required to make an approach to land over a densely populated area,
it should be permitted to land at that airfield in accordance with current emergency
procedures. Time in the air should not be prolonged in order to divert to another
airfield;
iii. If an immediate landing cannot be made, consideration should be given to seeking
expert advice by radio communication with the air traffic services unit or other ground
station which should, in tum, provide a landline link with State EOD (Explosives
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Ordinance Disposal) experts. The possibility of radio communications being monitored

with the attendant risk of compromise, should be taken into account during
transmissions. Consideration should be given to the use of on-board telephone
communications or cellular telephones; and
iv. the PIC may consider making discreet inquiries to establish whether any passenger has
bomb disposal or EOD expertise. Only the initials for these skills should be used in
communication, in order to reduce the likelihood of alarming other passengers. Caution
should be exercised concerning the skills any passengers may say they have and, if
possible, a check on their backgrounds should be initiated through the air traffic services
unit or ground station with which the aircraft is in communication.
k) In addition to the above guidelines, if a Suspect Explosive Device is discovered on board an
aircraft, the pilot-in-command should direct that:
i. The suspect object should not be moved, touched or opened

ii. Passengers should be moved as far away as possible, instructed to fasten their seat
belts and keep their heads below the top of the seat backs.
iii. Portable Oxygen, bottles of alcohol and first-aid kits should be removed from the
vicinity. Fire extinguishers should be readily available.
l) If an immediate landing can be made, the item should be left in place, covered with
polythene and then packed around with pillows, blankets, coats and other blast-absorbent
materials. The item itself must be kept dry (hence the polythene) but surrounding materials
should be wet in order to reduce the risk of fire. It is desirable that the aircraft should carry
a portable bomb inhibitor to cover the suspect item found on board the flight. After
containment in the inhibitor, the suspected object should be moved to Least Risk Bomb
Location (LRBL).
m) If an immediate landing cannot be made, the pilot-in-command should take expert advice
from explosives disposal experts as described above and consider moving the item,
especially if its position poses a real threat to the aircraft. Reference to the aircraft flying
manuals should be made to identify the least risk bomb location. If this is a door, a stable
platform of hard, blast-attenuating materials, such as cabin baggage, on which the object
can be placed, should be built to the centre of the door.
n) It is unlikely that an explosive device placed on an aircraft will be fitted with an anti-
handling triggering mechanism. Nevertheless, if the device is to be moved, the following
actions should be taken: -
i. The suspect object should not be opened.
ii. A check should be made to ensure that it is free to move - i.e. that there is, for
example, no thread joining it to the aircraft structure which may indicate an anti-
handling triggering mechanism.
iii. It should be moved gently and kept at the same height in which it was found.
iv. It should be placed, in the same height, in the prepared least risk bomb location and
packed around as described above and suitably restrained against movement during
flight or during deceleration or landing.
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Note 1: Any procedure which involves disconnecting or cutting of electrical circuits in the
suspect items should not be attempted.
Note 2: As a general rule, a suspect package or article should not be jettisoned from an
aircraft in flight, particularly through a dorso-lateral door, emergency exit or hatch. Tests
have shown that such a course of action will subject the object to severe buffeting by the
airflow. This could cause an explosion in close proximity to the fuselage, or engine(s) of the
aircraft, resulting in a loss of control and possible consequential destruction of the aircraft.
o) If no suspicious item is found and an immediate landing cannot be made, the pilot-in-
command should consider the following: -
i. Although a bomb threat may have been received and assessed as RED, the aircraft
should be flown as normally as possible, striking a balance between the need for a
rapid landing and the risk arising from undue haste.
ii. An emergency should be declared and the aircraft should be diverted to the
nearest suitable airfield. The choice of airfield should take into account landing
performance requirements, approach aids, emergency facilities and the proximity
of approach paths to densely populated areas.
iii. The ATS unit should be fully briefed on flight intentions so that the appropriate
ground measures can be initiated at the airfield of intended landing.
iv. The cabin crew should be briefed to be prepared for a possible emergency landing
and prepare for the possible use of crew oxygen/smoke mask.
v. If operationally possible, the cabin differential pressure should be reduced to zero
by descending the aircraft to the cabin altitude. Cabin altitude should not be
missed and should be maintained until the top of descent. When the minimum
safe altitude and range considerations permit, aircraft may be descended to below
3000 m (10000 ft).
vi. All efforts should be taken to minimize aircraft manoeuvres and to avoid
turbulence.
vii. Careful consideration should be given lo the choice between flying fast to
minimize airborne time and flying slowly to minimize air loads and damage in the
event of fuselage rupture. In most cases, the turbulent air penetration speed will
be a reasonable compromise.
viii. Consideration should be given to establishing the aircraft-landing configuration as

soon as possible.
ix. Details of remote parking requirements and the immediate availability of

passenger step ladder should be requested from the airfield of landing. The airfield
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should be advised of the need to remove passengers from the vicinity of the
aircraft to at least 100m in an upwind direction as quickly as possible after landing.
x. If an aircraft lands following receipt of a bomb threat that has been assessed as
AMBER or RED, provision should be made to disembark passengers and crew with
a minimum of delay, with their cabin baggage when circumstances permit. The
necessary emergency services should be provided to preserve life and prevent
injury, and the aircraft should be parked where it will not hazard people or
premises in the event of an explosion. The actions for a bomb threat against an
aircraft on the ground should then be implemented.
3.8. NON-SPECIFIC BOMB THREAT

3.8.1. If bomb threat is evaluated as non-specific:
3.8.1.1. If the threat is assessed as "green" no further action is necessary'

3.8.1.2. If the threat is assessed as amber:
a. All agencies concerned shall search their own area and report.
b. BDDS/ DGCA will stand by until search is over.
c. If aircraft or airline is indicated, the concerned aircraft shall be inspected thoroughly.
d. Physical inspection of registered baggage / mail / cargo / cabin baggage will be

increased.
e. BTAC will take decision regarding further action to be taken depending upon the exact
contents of the threat, intelligence inputs, results of the search and further
development.
3.8.2. Search of passengers Terminal, Cargo Terminal or other installation under Non-specific
Bomb Threat without Evacuation
When the BTAC classifies a bomb threat as non-specific requiring no evacuation, the
coordinator will quickly reiterate the BTAC decision to its members (who are also heads of
agencies/departments) and their search responsibility The BTAC decision and search
responsibility will also be communicated to all concerned agencies, officials of which are not
members of BTAC The search is conducted in the prescribed manner in which all agencies
will be responsible to conduct search in their own areas and give final confirmation to the
Coordinator.
3.8.3. Search of Aircraft under nonspecific Bomb Threat
a) Airlines Security and Airlines agencies will carry out search of aircraft under Non-Specific
Bomb Threat. Coordinator, Air carrier and ASG will ensure action as prescribed for their
individual agencies in box 5 of Bomb Warning Assessment Form (BWAF). Thereafter
airline will organize clearance certificate as given in Appendix 'C' and obtain signatures
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of all officials agencies involved in the search. After ensuring that all officials/agencies
have signed the clearance certificate, the coordinator will himself sign the certificate.
b) The coordinator will then convey the clearance to ATC on telephone/RT for release of
aircraft. BDDS, fire tender and ambulance must stand by near the aircraft until clearance
is conveyed to ATC by the coordinator.
3.8.4. General principles for search
a) For searches to be effective they should be conducted systematically by staff familiar with
the area concerned. The main reason for this the outside personnel will be unlikely to
know the layout of the aircraft or terminal building and the various places in which a
device could be concealed and therefore will not be able to spot anything that is out of
place or unfamiliar. Search plans should be prepared in advance and staff trained to use
them. A search coordinator must be assigned to provide control of the search process
and, if necessary, take the decision to evacuate.
b) Searchers should be briefed not to touch suspicious objects but to notify the search
coordinator, mark the location with a prominent object (without touching the device),
and withdraw from the immediate area to await further instructions. When a suspect
device is discovered, the possibility of secondary devices should not be discounted.
c) Hand-held communications are useful for coordination of the search and are often the
only way of ensuring appropriate and speedy lifesaving procedures for search and
evacuation. However, once a suspect device has been located, those using hand-held
communications should immediately move away and ensure that they and anyone else
in the area move outside the cordon as quickly as possible. Radios should no be used to
transmit within 25 m of a suspect device.
d) Before starting the search, strict access control must be implemented in the area being
searched. This is necessary to ensure that devices are not introduced into the area once
it has been cleared.
e) Effective and systematic searches take time. If the warning received indicates a possible
detonation time for the device which will prevent a thorough search being conducted,
the best and safest option is to evacuate all personnel to a safe area and wait for the
arrival of BDDS.
f) The search may be conducted by at least two security agencies, where applicable. (e.g.,
Airlines, ASG/APSU)
g) In order to expedite search of large open areas, sniffer dog may be used.
3.8.5. Initiation of a search
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The coordinator can initiate a search by:
a) Sending a message to search teams over a public address system. It should be coded
to avoid unnecessary disruption and alarm to the public.
b) Using personal radios, pagers, and/or mobile phones,
c) Using a telephone “cascade” system: the coordinator rings, for example, three
members, who in turn ring a further three members each and so on until all the teams
have been alerted.
3.8.6. What searcher should be looking for
a) It is difficult to give guidance to search teams about the appearance of suspect

explosives devices as they can be disguised in many ways.
b) Search teams should be briefed to look for unidentified object or anything:
i. That should not be there;

ii. That cannot be accounted for;
iii. That is out of place.
3.9 SPECIFIC BOMB THREAT

3.9.1 When a Bomb Threat is evaluated by BTAC as Specific; if the threat is to an aircraft:
3.9.1.1
a) Aircraft should be shifted to isolation bay immediately (when not already at Isolation
Bay).
b) Airlines security guard should be deployed at ladder point to frisk/ check belongings
of all authorized persons entering isolation bay /affected aircraft.
c) Arrangements should made to offload passenger/crew hold baggage, unaccompanied
baggage, mail, courier / cargo, company store etc. from aircraft and lay all such
baggage/stores category wise on ground at a safe distance of 100 M from the affected
aircraft in an orderly manner for easy inspection by sniffer dogs, explosive vapour
detector, anti-sabotage check team and subsequent identification by individual
passengers. All such baggage/ stores should be guarded by airline security from the
time it is laid until reloading on the aircraft search/check/identification.
d) Arrangement should be made to offload all catering/bonded stores if already loaded
on aircraft and in catering vehicle. Catering vehicle, alternatively, can be put in
isolation bay and parked at safe distance of 100 meters away from aircraft search for
anti-sabotage check system.
e) Arrangement should be made to offload first aid kits, medical boxes and subject them
to check / search by anti-sabotage check team. Presence of airline doctor will not be
insisted upon by the airline for opening such kits / boxes. Airline doctor/ his
representatives or anti-sabotage check team will reseal opened boxes for the duration
onward and return journey of the flight to base.
f) Refueling of the aircraft will be prevented until BTAC coordinator confirms
completion of anti-sabotage check of aircraft.
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g) There should be a minimum and essential movement of persons/ vehicle of airline/

other agencies within 100 M distance from aircraft.
h) Fresh boarding passes and hand baggage tags shall be issued to passengers who were
disembarked from aircraft under threat and brought back from security hold to
departure hall.
i) Passengers have to be rescreened and their hand baggage physically checked by
airport security. Crew/Passengers will remain in security hold until clearance is
received from the coordinator.
3.9.1.2. Search of Aircraft under Specific Bomb Threat
a) The large number and types of aircrafts in service makes it impossible to provide in this
manual recommended aircraft inspection procedures that will be adequate in all cases.
Aircraft operators should develop and aircraft search procedure checklist for each type of
aircraft in service and include this checklist as part of the flight crew security kit. Use of
such a checklist will be particularly helpful at locations where the only persons familiar with
the aircraft are flight deck and cabin crew members.
b) The designated isolated parking position will likely prove to be the best location at the
airport at which an aircraft subjected to a specific threat can be searched, but contingency
plans should recognize that it may not always be possible to reach this position. All
searches under Specific Bomb Threat will be carried oy by BDDS and assistance will be
provided by airline engineers and DGCA.
c) Aircraft searches should be carried out in good lighting conditions; this may require the use
of auxiliary power units or the attachment of ground power lines to the aircraft. It will be
necessary to impose and maintain control of the access to the aircraft before starting the
search, which should be carried out with the minimum number of persons on board
d) To avoid duplication of effort, the search of an aircraft should be conducted systematically
by staff familiar with the particular aircraft, provided with a checklist and assigned to
specific areas of the aircraft. Attention should be given to those areas to which passengers
have had access, such as main cabins, galley areas and toilets, but the search should also
include flight deck exterior of the aircraft and cargo holds. To ensure this, those involved
in search should invariably be in possession of BCAS approved aircraft search list so that all
possible hiding places of explosives devices are thoroughly checked (BCAS approved
aircraft checklist is at Appendix ‘D’).
e) If a suspect explosives device is found either within or in the immediate vicinity of an
aircraft, the initial action should be to withdraw all personnel to a safe distance and await
the arrival of BDDS. Any further decision to move the aircraft away from the device or the
device away from the aircraft should take into account the main priority which is
preservation of life. Moving the aircraft will involve putting at risk additional personnel,
such as the ground engineer, marshalling staff and aircraft tug drivers, whereas leaving the
aircraft in situ and evacuating all personnel to a safe location may result only in damage to
the aircraft and terminals or facilities, should the suspect device explode.
f) All entrance doors, hatches, inlet and exhaust ducts, services and access doors, etc. must
be opened to allow the necessary access to all areas to be inspected. However, a check
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must be made to ensure that all doors and covers which were opened for inspection
purposes are closed on conclusion of the search.
g) Airport security will cordon the aircraft from a safe distance of 100 mtrs and allow only
essential movement of persons / vehicle within the cordoned area.
h) Airlines will ensure that passengers, checked / unaccompanied/ rush tag baggage, catering,
bonded stores, first aid/medical boxes, company stores, mail, cargo, bags, etc. are
completely off loaded from the aircraft and removed to a distance of 100 M away before
aircraft search commences.
i) Coordinator / aircraft operator will ensure that only minimum required persons enter the
aircraft for search and those involved in search are dispersed from each other.
j) Airline security will frisk all those entering the aircraft for uploading/ search and maintain
a record of such persons both entering and exiting.
k) Airline/ flight engineers will ensure that all aircraft doors are kept open (with red ribbon
placed across as a caution to those on board involved in the search).
l) BDDS will conduct the search with the help of explosives sniffer dogs/ explosive detectors
to ensure highest standard of detection during specific threats.
m) Airworthiness officer (DGCA) along with the airline ground/flight engineers will open all
the panels and inspect them (including cockpit) for any suspected article.
n) Airline will not undertake refueling of aircraft until its check is completed by anti-sabotage
check team.
o) BDDS will take appropriate action for identification /removal/ disposal of suspected
aircraft reported during search.
3.9.2 IF THE THREAT IS TO INSTALLATION/BUILDINGS, ETC.
If the target of a bomb threat assessed as ‘specific’ is the airport installations, facilities and
buildings or navigation aids or in the immediate vicinity of the airport, decision is to be taken
regarding evacuation.
3.9.2.1 Evacuation
a) The purpose of evacuation is to move people from an area where they might be at
risk to a place of safety. This may be achieved by: -
i. Internal movement to a safe area.
ii. Partial evacuation (where large buildings are involved and only a suspect letter
bomb or small device has been found).
iii. Full evacuation.
b) In all cases where a bomb threat is received, the coordinator should immediately
inform the ASG/APSU and advise them of what action is being taken.
3.9.2.2 Making the decision to evacuate
a) The decision to evacuate must normally be taken by the coordinator but ASG/APSU
may be ready to advise on request.
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b) In exceptional circumstances, where, for examples, the ASG /APSU have received
specific information, they may themselves order an evacuation if necessary,
overruling the decision of the coordinator.
c) On the other hand, it may be necessary for the ASG/APSU in some circumstances to
insist that the terminal building not be evacuated. They might, for example, have
reason to believe that there may be an explosive device outside the terminal building
and evacuation will place people at greater risk.
3.9.2.3 Evacuation plans
The coordinator should have up-to-date drawings of evacuation routes. This is especially
necessary when there are a number of exits from the terminal building. The purpose is
twofold.
a) To evacuate as quickly and efficiently as possible using all available exits. A public address
system can help in directing staff to particular exits. When no other form of
communication is available, the fire alarm can be used providing that it can be sounded
in a way which distinguishes it from a fire warning, that staff have been trained to
recognize the signal, and that the fire alarm is not part of an automatic system connected
to the local fire service. Use of the fire alarm is a poor alternative to a public address
system and should only be employed temporarily pending the installation of something
better.
b) To provide alternative routes for evacuation so that people can leave the terminal
building without being placed in danger by passing close to the suspect explosive device.
For example, if there are four evacuation routes but one of the routes runs closer to a
suspect explosive device than the others, the coordinator can decide at once to evacuate
using the other three routes only.
Attention should be given to the following:
a) To ensure the safe evacuation of the public, the coordinator should consider using
members of the staff as "Evacuation Marshals" to ensure that the public can leave quickly
and without panic by the pre-selected routes Evacuation marshals need to be selected in
advance and trained in their role
b) The evacuation plan should also show two designated assembly areas in opposite
directions where people should congregate after evacuation. Sometimes fire assembly
points can be utilized for this purpose, as long as they are located at a minimum 400 m
from the terminal building. ln some circumstances, assembly areas may need to be up to
1000 m away from the building. BDDS advice should be sought as to whether this is
necessary.
c) Ideally, all employees and members of the public should be asked to take personal
belongings and baggage which is still in their possession with them, since this will help to
avoid unnecessary suspicion over articles of property left behind after evacuation.
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However, this will be difficult to implement unless a public address system or other
suitable means of communication is readily available and used properly.
d) Personnel and passengers who have been evacuated may have to remain outside for a
long time before the terminal building is declared safe, so it is best if shelter can be
provided under cover. It may be possible to seek accommodation by arrangement in
alternative buildings. This provides the opportunity to shelter from weather, maintain
good communication and cater to individual needs.
e) If possible, car parks should not be designated as assembly areas since they may contain
secondary explosives devices hidden within vehicles.
f) Safe assembly areas should be included in the search plans and checked whenever search
procedures are initiated or an immediate evacuation is ordered. These details should be
included in the BTCP as per the format given in Appendix 'E' and also marked on the
sketch of the airport which will be attached as Appendix 'F'.
g) When an evacuation is initiated, doors and windows should, whenever possible, be left
unlocked, especially in the vicinity of a suspect explosives device. Lights should be left on,
but plant and machinery should be shut down where practicable. Procedures should be
established lo ensure that concessionaire kitchen facilities are left in a safe condition. It
is recommended that utilities such as gas and water (unless this affects the building
firefighting sprinkler system) not required to facilitate the search of an area in a building
be turned off in order to minimize damage in the event of an explosion.
h) A method must be devised to check that everyone has left the terminal building after the
evacuation and that all personnel, staff and visitors are accounted for. Nobody should be
allowed to re-enter until the terminal building is declared safe.
3.9.2.4. The decision to reoccupy
a) Once an evacuation has been completed, the coordinator will have to decide when the
building / facilities can be reoccupied. When a suspect explosive device has been found,
the decision to reoccupy will require close coordination with the APSU / BDDS until the
device is declared safe.
b) It should be remembered that there may be another suspicious object somewhere in the
terminal building undiscovered because the search was terminated and the terminal
building evacuated due to the discovery of the first suspect object. The Coordinator
should, therefore, have the rest of the terminal building searched before considering
reoccupation.
c) Where the time has been given for an explosion, but no explosion occurs, the coordinator
must ensure that at least one hour is allowed to lapse after that time before search
procedures are initiated or recommended.
3.9.2.5. Guidance for searching terminal buildings, Cargo terminal and other installation
buildings under a Specific Bomb Threat after evacuation
i. Search plans
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a) On receiving information on bomb threat to a passenger terminal, cargo terminal or other

installations, the coordinator / heads of the agencies / departments who are members of
BTAC, prior to leaving for the BTAC meeting, will brief their next immediate subordinates
about the threat call and ask them to discreetly look for any unidentified or 'unclaimed'
suspicious article in their work place / and report of its presence if any, to the coordinator.
In doing so, care should be exercised that the information of threat is communicated only
to a few select staff whose follow up actions do not cause panic amongst other staff and
passengers.
b) It is vital to have search plans prepared in advance and staff trained in them. The
objective is to make sure that the whole terminal building is checked as quickly and
effectively as possible.
c) Search plans must be readily available at all times. Architects' drawings, checked for
accuracy and appropriately adapted, are suitable for this purpose. Sufficient spare
copies should be available for use during search operations. Searchers and the
coordinator can then eliminate sections from the plan as they are declared clear.
ii. Search sectors
a) The first step in preparing a search plan is to divide the terminal building into sectors.
The building may already be segregated into various zones and therefore it may be
convenient to make these the sectors. Each sector must be of manageable size for the
number of searchers nominated to it. Remember that effective and systematic
searching takes time.
b) The sector may be one large room, such as a check-in area, concourse or baggage
reclaim area, or perhaps a number of small aircraft operator operations offices in an
office suite. It is most important that cloakrooms, stairs, corridors and elevators be
included in the search plans as well as car parks and other areas outside the building.
iii. Search items
Search teams should be formed from staff nominated to search those areas with which
they are most familiar. The numbers required will depend upon the size of the search
task. Reserves should be appointed in case of absence. Staff should be trained and
rehearsed.
iv. Search priorities
a) Those areas that will be used as evacuation assembly areas, together with those areas
where the greatest number of the public or staff are likely to be vulnerable, should be
searched first. Consider also, as a priority, those public areas to which the perpetrator
may have had easy access such as restrooms, elevators, stairways and hallways. The
CCTV records of these areas should be minutely examined for any suspicious activity
preceding the threat.
b) Those areas to which access is normally controlled may be searched last. Do not
overlook car parks, the outside area of the terminal building and the perimeter.
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v. How to search
a) The conduct of searches will depend on local circumstances and local knowledge. The
overriding principle is that they should be conducted in a systematic and thorough
manner so that no part is left unchecked. The searchers need to practice in order to
get a feel for the logical progression through their area (whether it be in a terminal
building, baggage reclaim area or administrative or operations office suite) and the
length of time it will take.
b) With this in mind the method outlined in this example is of a room search in a sector.
It should be adapted to reflect the peculiarities of the actual area being searched.
c) A search should begin at the entrance to the room. Each searcher or team should first
stand still and look around the room. He should note the contents of the room and
make a quick assessment of those areas that will need special attention. He should
look for any unusual lights (including small light sources known as light emitting diodes
which are often used in the arming circuits of Explosive Devices). He should also listen
carefully for any unusual noises, particularly ticking or whirring sounds. If nothing
unusual is seen, the search should begin.
d) If anything, unusual is seen, the searcher or team should alert the coordinator who
will decide whether to evacuate the building.
e) The search should be conducted methodically, moving in one direction around the
area to be searched. It should be carried out in three sweeps.
f) The first sweep is to work around the edges of the room, taking in the walls from top
to bottom and the floor area immediately beneath the wall. Look inside fireplaces,
behind curtains and window blinds, behind and beside furniture around the edges of
the room. The dustbins and garbage bins must be invariably checked. The sweep
should finish at the doorway where il began.
g) The second sweep should lake in the furniture and the floor. Furniture should not be
removed but drawers should be opened and searched and gaps in and under furniture
should be explored. If the floor covering shows signs of recent disturbance, it should
be lifted.
h) The third sweep should cover the ceiling if it is of a kind in which objects might be
concealed. Start at one comer and systematically search the whole surface.
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i) After the search has been completed, and if nothing has been found, the coordinator
should be informed immediately so that the sector can be marked "CLEAR' on the
search plans and barricaded with tapes.
j) Searching should continue until the whole area has been cleared. Do not forget that
secondary devices are possible.
vi. If a suspicious object is found, follow the golden rules: -
i. Do Dot touch or move the device.

ii. If possible, leave a distinctive market near (not touching) the device.
iii. Move away from the device to a designated control point, leaving lights on'.
iv. Inform search team leader or coordinator.
v. The coordinator should implement the evacuation plan.
vi. Stay at the control point and draw an accurate plan of the location of the suspicious
package or device for the assistance of the police and explosives disposal experts.
vii. The person finding the object should be immediately available for interview by the
ASG/APSU/BDDS.
viii. The suspect item may be buttressed by covering by a bomb inhibitor or bomb
blanket.
3.I0. ACTIONS TO BE TAKEN WHEN FINDING SUSPECT EXPLOSIITS DEVICES
a) All CISF controlled airports will have dedicated BDDS and Dog Squad of CISF. The BDDS of CISF
(ASG) should be well equipped with necessary manpower and equipment at Appendix ‘G’. For
other BDDS, efforts should be made with State Police/local hubs of NSG to ensure that they are
fully equipped to deal with any type of threat.
b) There are four generic steps that should be taken by anyone finding a suspicious item during a
search to ensure the safety of personnel and minimum disruption to operations. By training
staff to follow these four steps in conjunction with local contingency plans, a safe conclusion to
the incident with the minimum loss of life can be achieved in most circumstances. The four steps
and the order in which they should be executed are:
i. CONFIRM
ii. CLEAR
iii. CORDON
iv. CONTROL
i. CONFIRM
a) Confirm that the item found should actually be reopened as a suspect explosives device. Check
for labels or tags giving possible information of the owner. Do not attempt to move the item
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in order to gain better access to it since the device may be equipped with an anti-handling
device which may cause it to detonate.
b) Eliminate the possibility that the suspect item is private property left unattended by anyone
in the immediate area, e.g. crew baggage. Do not take too long in carrying out this action since
the device may be on a timer or able to be detonated by remote control
c) Note its exact location; make brief notes of its appearance and mark its position (if necessary)
with a distinct item to assist police or explosives disposal staff in identifying the item on their
arrival.
d) Assess the validity and likelihood of the suspect item being in that particular location. Ask the
following questions: -
i. Is the suspect item placed in a position to kill personnel or destroy resources?
ii. Is the target valuable, vital, attractive or under threat from possible attack?
Once satisfied that the suspect item could be an explosives device, carry out the next three
steps and take necessary actions as defined in local contingency plans.
IF IN ANY DOUBT, TREAT AS A SUSPECT EXPLOSIVES DEVICE
ii. CLEAR
a) Evacuate all persons, including any search teams, from the immediate area of the suspect
device. A minimum initial distance of 100 m should be achieved but the actual circumstances,
i.e. the presence of large areas of glass, the presence of inflammable or explosive substances
in the vicinity of the suspect explosive device, the possibility of building collapse or local
contingency plans, may dictate a larger distance.
b) Ensure that the relevant duty personnel such as the Coordinator of BTAC are notified about
the suspect device according to contingency plan.
iii. CORDON
a) Establish a cordon to prevent anyone gaining access to the area. Size will depend on the site
of the incident, the size of the suspect explosives device and the protection of cordon
personnel. A good baseline is to ensure that cordon personnel are out of line of sight of the
device. Two cordons, 'outer' and 'inner' are desirable' A forward control point should also be
established to control access to the inner cordon.
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THREAT OBJECT
NATIONAL
COMMAND
CONTROL CENTRE (CCR)
Inner cordon
FCP
Communication
OUTER CORDON
INCIDENT
CONTROL
CENTRE
RV
Point
Staging area
EOC
A gate shall be designated for entry and exit of emergency responder. Entry and exit shall be
against listed personnel and photo id and not against AEP.
b) Establish one cordon entry point and ensure that nobody approaches the device unless
authorized by the Incident Commander. It is not unusual for senior management and other
persons to insist that they view the device to give a second opinion. They should be politely
denied access until BDDS have arrived and agree that it is safe to do so.
c) The police / security staff may deploy a further outer cordon on access routes to ensure
safe evacuation and the speedy arrival of emergency services.
iv. CONTROL
a) Inform the BDDS about the suspect device. The persons who discovered the device should
remain to assist police and explosives disposal agencies.
b) Establish an incident control point to act as the central control for the incident until
specialized staff arrive on the scene and take command.
c) Nominate a rendezvous point outside the cordon for all other agencies that will be arriving
at the incident.
d) Emergency services such as fire and ambulance crews should stand by at the rendezvous
point outside the cordon to deal with the results of an explosion or fire.
e) In the event of an explosion, first aid to injured personnel should be rendered immediately,
followed by established damage control procedures.
f) After the effects of the explosion are under control, the search should be continued in case
there are secondary explosive devices.
3.11. BOMB TEREAT DURING IN-LINE XBIS HBS / SCREENING AT SHA.
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3.11.1 Confirmed Threat bag dealt within the inline system till the arrival of BDDS.
If any bag is found with Positive trace of explosives and other circumstances indicate
presence of an Improvised Explosive Device (IED) in the bag, the following shall be the
required actions and responsibilities thereof:
a) Action: Use of Emergency stop function and Evacuation of area in the immediate
vicinity.
b) Operator will immediately stop conveyer using emergency stop switch.
c) Operator will evacuate the area in the immediate vicinity and shall carry the test results
of ETD (Explosives Trace Detector) and inform the supervisor accordingly.
d) Supervisor will inform BDDS, CISF and Duty Terminal Manager, Head of Security,
Managers HBS and concerned Airlines.
e) General area will be evacuated and cordoned off by CISF/ASG
f) Shifting and Placing of Confirmed Threat bag into TCV will be immediately carried out
with help of ROV.
g) BDDS will handle the entire process as per the render safe procedures.
3.11.2 Confirmed Threat bag dealt with at X-ray machine at screening point till the arrival of
BDDS:
a) Operator should remain cool and calm and should not panic.
b) Stop the conveyor belt.
c) Notify the supervisor by a pre-arranged signal
d) Notify the ASG/APSU by using silent alarm or pre-arranged signal.
e) Do not try to restrain the passenger by using physical force
f) Do not allow the passenger to board the aircraft.
g) Evacuate the general area.
h) Suspect bag will be placed inside the SLCV using an ROV.
i) BDDS will handle the entire process to neutralize the suspected baggage by RSP.
3.11.3 Procedure to deal with Bomb Threat during Screening of items in concessionaire shops in
SHA.
a) Only cleared items by X-BIS machine will proceed to the DFS storage area.
b) While screening through X-BIS, the operator will also conduct random checks of liquids
through Liquid Explosives Detector.
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c) While screening or Physical check if operator finds obvious explosives, operator will take
action of alerting BDDS, ASG and airport operator.
d) BDDS will contain the threat item and move it to explosive disposal area for RSP.
3.12. ENQUIRIES AND COMMUNICATIONS
a. There should be separate facilities (including a landline), to deal with the public who will be
making enquiries concerning persons involved in the incident. A Telephone and information
Centre (TIC) will need to be set up, which need not necessarily be at the incident site, with a
dedicated telephone number, and trained staff, to cope with the high volume of calls from
public, relatives and friends of persons involved. Incoming overseas calls in different languages
should be expected. All information provided by the TIC to the public, relatives and friends
should be closely coordinated with the media officer of the airport operator.
b. Relatives and friends of persons involved in the incident may provide useful information for the
resolution of the incident, such as names, ages, nationalities, physiognomies, health conditions,
etc. Authorities should develop a predetermined and systematic collection system involving
detailed forms for collecting information on passengers and on the persons calling, so that
proper intelligence analysis can be made. Such analysis should not be made by the telephone
and information centre, which should concentrate on the collection of information, including
maintenance of an accurate list of all persons involved in the incident. All information provided
by the telephone and information centre to relatives, friends and the public should be closely
coordinated with the Coordinator and the media officer.
c. There may be relatives and friends present at the airports of departure or destination. Any
relatives and friends present at the airport of the incident should be isolated from the rest of
the public in a rest and debriefing centre.
d. Rest and debriefing centres should be separated from telephone and information centres and
the EOC (Emergency Operation Centre), and ideally isolated from airport public areas. The main
functions of staff at a rest and debriefing centre should be to assist relatives and friends, remove
the pressure of dealing with persons under stress from the entities directly involved in
resolution of the incident, and collect additional information on the persons involved in or any
victims of the incident.
e. Reporting forms used at a rest and debriefing centre should have the same format as those
used at a telephone and information centre, but should clearly indicate that the source of
information was physically present. All such forms should be forwarded to the telephone and
information centre before being sent to the Coordinator. The Coordinator may decide to
conduct further interviews of relatives and friends for confirmation and intelligence purposes.
In the event of injuries or casualties, the information collected on relatives and friends by staff
of telephone and information and rest and debriefing centres may be useful for police
authorities.
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f. Functioning of both types of centres should be mock exercised on a regular basis, at least once
a year, to maintain the high level of expertise of its staff, as well as the speed and adequacy
of processing.
3.13. MEDIA
a. The Airport Director / C.O.O. (Chief Operating Officer) will brief the media, if necessary.
b. During a security incident at an airport, press and media should be dealt with fairly but firmly
to ensure that they do not publish information which might pre-empt action planned or being
taken by security forces.
c. Information about the incident should be controlled at all times so that police and aircraft radio
communications are not intercepted and rebroadcast as news items over public networks.
Camera teams should be prevented from infiltrating the incident area and filming operations,
as this may dangerously heighten tension among perpetrators, while premature disclosure of
information regarding operations can frustrate tactical plans.
d. Press and media should be treated with consideration and given information and assistance as
possible and as available without compromising the safety of any passenger involved and police
and security forces dealing with the incident. If press and media are denied information, they
may become frustrated and be unlikely to cooperate with police requests, but may instead
pursue information by other means and, intentionally or not, reduce the possibility of a peaceful
resolution.
e. An initial agreement with press and media should be made for regular press briefings to be
held in a dedicated press room, for example, every hour or second hour, so that only official
and safe information is communicated by the media officer selected. ln addition, any press
releases should be approved by the highest coordinating authority before being disseminated.
f. The Appropriate Authority and other entities involved in the management of an act of unlawful
interference should exercise restraint in providing information on the act, which may be
disseminated to and by press and media during or after the occurrence. ln particular, publicity
should be minimized about the actual methods and planning used by the perpetrators and the
security measures applied to prevent acts of unlawful interference.
3.I4. REPORTING
3.14.1. Within 24 hrs of occurrence of any bomb threat call, a detailed report is to be forwarded
to BCAS HQ for correct and timely analysis in the format prescribed in Appendix - 'H'. It
should cover all details such as time of call, assembly of BTAC, declaration of call status,
copy of BWAF and any shortcoming observed during conduct of BTAC.
3.14.2 Through investigation of blast incident, one can assimilate and analyse the data to check
future incidents and develop counter measures in an effective manner.
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This data would be helpful in identifying the following: -
a) Identify type of explosives/switches used.

b) Identify strategy of particular terrorist organization.
c) Identify lacunae in the security systems at airport.
d) Help in issuing advisory on additional security measures.
The post blast incident report should be compiled in the format attached at Appendix 'I'
and forwarded to BCAS HQ by the coordinator / in-charge BDDS within 24 hrs of
occurrence of incident.
3.15. Bomb Threat Review Committee
3.15.1 In order to ensure installation/working of necessary infrastructure and smooth

implementation of Bomb Threat Contingency Plan, a Bomb Threat Review Committee
(BTRC) must be constituted at each airport. Members of BTRC will be as follows: -
Sl. Members Remark

No.
1. Airport Director (AAI Airports), Indian origin COO/ Director Member
Operations or equivalent at other Airports
2. I/C BDDS Member
3. Head Security, Airport Operator Member
4. CASO, In-Charge APSU Member

5. Chairman AOC, (As representative of International carriers) Member
6. Station Manager, All domestic airlines Member

7. Local police representative Member
8. Representative of IB Member
9. Representative from Customs (at international airports) Member
10. Additional member as decided by BTRC Member
11. RDCOS, Representative of BCAS at BCAS locations Observer
3.15.2 After each occurrence or threat, a review and analysis of the same should be conducted as
soon as possible by the BTRC. All agencies involved should report on their role, problems
and success encountered and relationship with others involved, effectiveness of
communication and observations and amendment or revision of the Bomb Threat
Contingency Plan.
3.15.3 Functions of BTRC
3.15.3.1 The above committee will meet at least in once in three months and review the
following:
a) Bomb Threat Contingency Plan as approved and ensure that it is understood/ followed in
letter and spirit by all concerned agencies / individuals.
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b) Bomb threat calls received in the previous quarter and take effective measures to
overcome shortcomings, so as to improve upon them on future occasions. Bomb threat
call data will be collected as per Appendices 'J' and 'K'.
c) Installation of caller identification devices on all operational telephones by all airlines/

agencies/ departments and their functioning.
d) installation and working of call recording facility on all telephones by airlines/ agencies/
departments and their functioning.
e) Review state of equipment’s of BDDS.
f) Prior intimation to BCAS HQ on the Bomb Threat Evacuation Drills.
g) Progress of Bomb Threat Evacuation Drill which is mandatory to be conducted once a year
for each terminal building/ cargo terminal
h) Progress on the previous BTRC meetings.
i) Prompt dispatch of the minutes of the BTRC meetings to Commissioner of Security (CA),
BCAS, Jan path Bhawan, Jan path, New Delhi 110001 and to all members of BTRC.
3.15.3.2 The BTAC may suggest, with regular inputs from various agencies for amendments, if any,
in the BTCP.
3.15.4. ANALYSIS
3.15.4.1. A monthly report on numbers of Bomb Threat Calls received will be forwarded to BCAS
HQ for compilation and analysis centrally as per Appendix 'J''.
3.15.4.2. The result of review and analysis should be made available to all participants along with
recommendations. The same should also be submitted to the Commissioner of Security
Civil Aviation, Bureau of Civil Aviation Security.
3.16. MOCK EXERCISES
A full-scale mock exercise of bomb drill will be organized once a year at each terminal
building / cargo terminal. Aircraft search drill should be practised frequently.
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CHAPTER – 4
RESOURCES
4.1. Following resources will be utilized:
4.1.1 Committee as per BCAS O.M no. -7(16)2006/Div-I (Airport Infra) dated 29/01/2014 Should
be consulted at design stage so that all technical and operational requirements to deal with
the contingency are met. Evaluation, exit, isolation, cordoning, and threat investigation /
containment plans should be laid out at the design stage itself.
4.1.2. CONTACT DETAILS
While entities involved in bomb threat resolution and mitigation will vary from airport to airport,
the contact details of the following should be readily available to the coordinator and all
concerned:
i. Appropriate Authority
ii. RDCOS, BCAS
iii. I/C BDDS
iv. CASO, I/C APSU, Shift G.O.
v. Local Police
vi. NSG authorities, Where applicable
vii. IB authorities
viii. Authorities of the airport operation
ix. Authorities of the aircraft operator
x. ATC
xi. Fire Services
xii. Nearby medical service units and hospital
xiii. Military Liaison Unit
S.No Officials Agency Status Contact No.
(a) Shri Ajay Srivastava Airport Operator Coordinator 0751-2473880 (O)
Airport Director 9425700340 (M)
(b) Representative of Local State Police Member 0751-2445200, (O)
Police (S.P.) Resi- 0751-2445300
(c) Watch Supervisor Officer ATC(IAF) Member 07512470771 (O)

(d) Ajay Parashar BDDS Member 6260310495 (M)
(d) Sh. Arvind Singh CASO & A.C. ASG/CISF Member 0751-2470606 (O)
(C.I.S.F.) 9685551610 (M)
(e) Sh. Faraz Ahmad Siddiqui Station Manager, Member 9654066690 (O)
Spice Jet
(f) Sh. Rohit Indigo Member 8178247767 (O)
9910549102 (M)
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4.1.3 ISOLATION BAY/ISOLATION PARKING AREA
a. it is important that an aircraft which is suspected of having an explosives device or dangerous

substance on board be isolated from normal aircraft operations. To achieve this each airport
should designate an isolated parking position to which such aircraft may be moved. The site
selected should designated an isolated parking positions to which such aircraft may be moved.
The site selected should ideally be 400 mtrs or a minimum 100 mtrs from any other aircraft
parking position, taxiway, runway, building, public area, fuel tank farm or storage area for
explosive or incendiary material. The isolated parking position may also be used to handle
unlawfully seized aircraft which requires servicing or special attention therefore, consideration
should be given to its location so its location so it cannot be easily observed from public areas
off airport property.
b. Care should be taken to ensure that there are no services such as gas pipelines, refuelling hydrant
pipes, other fuel lines or electric power cables beneath the aircraft parking area surface. If
possible, a second isolated parking spot may be designated in case the primary isolated parking
position is unavailable or in case of multiple crises.
c. Consideration should also be given to the prevailing wind direction and aircraft landing and take-
off routing at the airport, so as to minimize disruption to airport operations and the surrounding
locality in the event of an aircraft fire or release of dangerous substances from an aircraft.
d. Airport emergency procedures should designate one or more points to which affected aircraft
might be directed. However, plans must be flexible enough not to rely on such an aircraft being
able to park at a designated point and must allow for the aircraft to change its position. The
following should be taken into account in selecting designated points:
i. The availability of covered approaches to facilitate action by the security forces; for example,
adjacent buildings, natural features such as undulations in the terrain and the presence of
trees.
ii. The need for Airport Security to have quick and easy access to the scene to deal with the
situation.
iii. The possible danger to other aircraft or people in the vicinity, and hazards such as fuel tanks.
iv. The need for isolation from the press and public.
v. The continuance, as far as possible, of normal air traffic in and out of the airport during the
incident.
4. I .4. EXPLOSIVES DISPOSAL /COOLING OFF AREA
a. Each airport should set a site for an isolated explosives disposal area, where explosives expert
may disable the suspected article/item and also cooling off of suspected baggage is carried
out.
b. Guiding layout for Explosives Disposal Area is given at Appendix 'L'.
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c. Ideally, bunker of the size of 15 mts x 5 mtrs may be constructed 100 mtrs. away from the
services e.g. gas pipe line, hydrant, tube pipes, fuel lines or electronic power cables beneath the
surface etc. The bunker should be located rectangular in shape. The exit corridor should be at
the extremity of the rectangle at right angle to the length. The walls of the bunker should be at
least 3 mtrs. in height made of earth piled or timber lining, sunk 3 mtrs into the ground. The
ceiling should consist of timber lining, which is not secured to the walls. The design will permit
the upward escape of the shock wave and debris in the event of an explosion. The shelter should
be covered by earth to a minimum thickness of 1 mtr.
The shelter exit should be protected by an earth bank 1.8 mtrs height on which a secured anti-
blast shield will collect debris and deflect it downward back into the bunker area. The design
should be capable of withstanding an explosion of 5 kg charge of plastic explosive and access
should be designed in such a way that an ROV can easily enter inside the Explosives Disposal
Area. Adequate fire proof lighting arrangements should be made inside the Explosives Disposal
Area.
4.1.5. BDDS EQUIPMENTS
BDDS equipment is mandated vide AVSEC Circular no. 14/2010 and reproduced in Appendix
'G'. This form will be sent by I/C BDDS to CASO, Airport Director and concerned RDCOS, BCAS
on a monthly basis and will be reviewed in BTRC.
4.1.6. SECURITY EQUIPMENTS AND FACILITIES
a. A list of security equipment will be maintained as per Appendix 'M'.
b. Sufficient cordoning tape should be available at all times with the shift G.O of APSU ASG and
for shift I/c of airport operator at the terminal.
c. Floodlight, communications and access points shall be arranged throughout the airport and
terminal building by the airport operator.
d. Up-to-date maps of the airport and its environs and the types of aircraft in use by the aircraft
operator will be part of the airport Bomb Threat Contingency Plan (BTCP). A scale model of
the airport will be available at the BTAC assembly points.
4.1.7. COMMUNICATION
4.1.7.1. Means of communication, unless already in position, are likely to be a major problem.
Contingency arrangements for advising telephone authorities should be made in advance.
Links should be required between the forward control point and personnel deployed within
the inner cordon, as well as with the EOC. Radio is probably the only system that gives the
required degree of flexibility, but it should be remembered that radio transmissions may
be overheard by perpetrators, press and other, unless encryption or secure transmission
methods are used.
4.1.7.2. The following means of communication should be installed and ready for use during an
incident:
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a. secure landlines from the forward control point to the EOC, negotiators and the air traffic
control tower;
b. internal system in the EOC: and
c. Secure links to the Central Committee Control Room, airport authorities, aircraft
operators, the air traffic control tower, police authority headquarters, and emergency
services.
4.1.7.3. Hard-wired telephones should be used as far as practicable. However, cellular telephones
may be used during an emergency as an alternative to radio or landline communications,
as long as they have been appropriately configured for such use. Cellular telephone service
providers should be requested to arrange for immobilization of all non-essential cellular
telephones within the area of the incident.
4.2. TRAINING
4.2.1. BCAS will organize training for all members of Bomb Threat Assessment Committee (BTAC)
in Bomb Warning Assessment. Each organization like airport operator, airline operator,
DGCA, State Police and ASG etc. will ensure that their senior officers who are likely to be
the members of Bomb Threat Assessment Committee undergo required training.
4.2.2. Training of other staff
a. All employees working at the airport will be given training in identification of Explosives
Devices and Bomb Threat Procedure under arrangement of BCAS. The
organization/agencies will ensure that their employees are detailed for such training within
six months of their deployment at the airport. Regular refresher courses will also be
conducted.
b. All agencies at the Airport should take serious note of any Bomb Threat Call and
meticulously follow the instructions given in the Bomb Threat Drill. It should be the
responsibility of the officer in charge of the concerned agencies to ensure that all the
concerned officials remain fully aware of the Bomb Threat drill procedure.
c. It cannot be overemphasized that the co-ordination and understanding amongst various

departments/agencies will ensure optimal result in response to a Bomb Threat Call. The
functioning and action taken by Bomb Threat Assessment Committee is the true key to
deal with Bomb Threat Contingency.
d. The training on different aspects of recognition of lEDs and Bomb Threat Contingency Plan
will be organized at airports by BCAS for basic AVSEC qualified airline security staff, SI and
above of ASG/APSU and ATCOS / APMs (from security and operations) of Airport Operators
and this training programmes should cover following topics:
4.2.2.1. Module 1. Recognition of explosives, accessories and offensive weapons (3 hrs)
a. Define and classify prohibited items.
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b. Recognize improvised explosives devices, weapons, dangerous substances including

where disguised, dismantled or camouflaged.
c. What are IEDS and how to handle an IED threat?
d. Display of explosives and dummy lEDs.
e. Capability of Dog squad.
f. How are the explosives seen in an X_ Ray machine?
4.2.2.2. Module 2. Bomb Threat (02 hrs)
a. Describe typical response to a Bomb Threat.
b. Bomb Threat Contingency Plan.
c. Role of Bomb Threat Assessment Committee.
d. Procedure to search an area in response to a Bomb Threat
4.2.2.3. SECURITY AWARENESS TRAINING COMPONENT
Following modules should be part of security awareness training for all staff:
a. NCASTP specified training requirements related to:

i. motives for making a telephoned bomb threat;
ii. procedures to be followed if a telephoned bomb threat is received.
iii. questions to ask to obtain important information, such as: Where is the
bomb? When will it go off? What does it look like? Why are you doing this?
Who are you?; and
iv. action to be taken once the call has ended.
b. Relevant training modules are provided below:

i. telephoned bomb threats:
• listening techniques, including writing down the actual words used by the caller;
• tracing the call or alerting colleagues so that they may do so;
• recording the call, if this is not done automatically;
• prolonging the call to obtain as much information as possible;
• questioning techniques, in order to obtain as much information as possible;
• techniques for assessing the credibility of the caller; and
• reporting techniques;
ii. bomb threats received directly from a person:
• questioning techniques to obtain as much information as possible;

• techniques for assessing the credibility of the person;
• alerting colleagues so the bomb threat can be reported to the relevant authorities;
and
• reporting techniques; and
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iii. bomb threats received by mail:

• ways of dealing with bomb threat information received by mail; and
• reporting techniques.
4.2.3. BCAS will organize regular training of BDDS personnel.
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CHAPTER-5
RESPONSIBILITIES
5.1. At the Airport level, the bomb threat contingency plan should be a coordinated programme
between national authorities and agencies, the airport and surrounding community. Airport
contingency plan should clearly define the coordinated response or participation of all
existing agencies, both on and off the airport, which could be of assistance in responding to
an emergency, and should designate specific duties to be undertaken by each responding
agency. Examples of such agencies are:
a) Government authorities;
b) Police authorities, security authorities;
c) Airport authority;
d) Aircraft operators;
e) Air traffic services unit;
f) Military;
g) Rescue and firefighting services unit; and
h) Medical services unit and hospitals.
Duties / responsibilities of indicated agencies are given below. However, each airport should add
or delete agencies as required.
5.2.2 APPROPIATE AUTHORITY
i. He will monitor all cases of bomb threat as’ Specific’ on a real time basis and pass necessary
instructions, wherever necessary.
ii. He will submit report to ICAO as per Appendix ‘O’ in the case all actual |IED incidents.
Preliminary report is to be submitted as soon as possible within 30 days and final report is
to be submitted within 60 days. As per ICAO guidelines, preliminary report is to be
submitted to appropriate states and ICAO and final; report is to be submitted to:
a) The States that instituted in investigation if it is delegated responsibility for the

investigation to another state;
b) The State of the operator;
c) The State of Registry;
d) Any state whose citizens were killed, injured or detained as a consequence of the
occurrence;
e) Any State which provide relevant information, significant facilities, experts or other
assistance; and
f) ICAO
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iii. Following the review and analysis, the Appropriate Authority or his representative
should contact or arrange for an overall critique of the occurrence, which should be
attended by all airport and aircraft operator security officers, members of securities
committees and others who may have an official interest. The purpose of this critique
should be to share the experience to those who were not directly involved, so that they
may benefit from it and be better prepared to respond to future occurrences in which
they may be involved.
iv. Continuously update contingency plan to deal with bomb threat.
5.3 RDCOS, BCAS (where posted)
i. Proceed to attend BTAC control room, act as an observer and assist BTAC.
ii. Keep Appropriate Authority, ACOS(OPS) and BCAS HQ Control Room informed of all
developments by the fastest possible means when the threat is assessed as ‘Specific’
iii. Submit written preliminary and final report to Appropriate Authority
5.4 COE, BCAS (where posted)

i. Proceed to attend BTAC control room, act as an observer and assist BTAC.
ii. Assist in investigation.
iii. Submit written final report to Appropriate Authority.
5.5 Air worthiness officer (DGCA)
The search of an aircraft should be done in the presence of an officer from DGCA to:
a) Ensure that the inspected aircraft is fully air-worthy before it is declared safe.
b) Assist Explosives Expert/ Aircraft Engineer in opening all panels etc. as required by the
approved inspection schedule. These will be opened with assistance of airline staff.
c) Guide the Explosives Expert/ airport Security Personnel, Airline security personnel in
identifying the most probable location where an explosive can be concealed in the aircraft.
d) Submit a report to the Commissioner of Security (CA) / BCAS in case the anti-sabotage checks
are not carried out by Airline Engineers within 24 hrs. of occurrence of incident.
5.6 Local Police
i. Control traffic around airport and landside area.

ii. Initiate immediate action to trace the threat call.
iii. Apprehend as quickly as possible the person who has made the threat call.
iv. Assist the concerned agencies in lodging of FIR and carry out further investigation.
v. Recommend to Appropriate Authority corrective action that should promptly be taken to
prevent similar occurrences. Such recommendations may be made at any stage of the
investigation and should not be deferred till completion of investigation.
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5.7 ASG /APSU
i. On receipt of the notification of a bomb threat on aircraft or a building or airport, the

senior most officer of the ASG/APSU shall immediately proceed to the control room.
ii. Ensure cordoning off the affected aircraft/ part of the building up to 100 mts to prevent
interference by out agencies.
iii. Arrange evacuation of premises in consultation with coordinator, whenever necessary.
iv. Detail required number of personnel on alert and move these forces quickly to pre-
designated parking bay.
v. Collect intelligence and mount surveillance.
vi. Inform officer In-Charge BDDS, wherever ASG BDDS is deployed. In the absence of ASG
BDDS, State/ District/ City police Headquarters may be approached to detail the BDDS to
handle the threat.
vii. Arrange to control/Restrict the movement of persons in coordination with the Air Carrier
to/ from:
a. Isolated parking bay, where aircraft is parked.
b. The areas in which stores, bonded cargo and mail located in the building are searched.
c. The areas where the suspected devices are notified by the BDDS.
viii. Provide sentry near the explosives disposal area to guard the suspected article whenever
an item is kept for cooling off until the unclaimed / unidentified article is opened by BDDS
or when claimed by owner within 24 hours. Where owner or representatives has come to
claim the article, he will be escorted by ASG/ APSU after frisking and against temporary
AEP.
ix. Arrange for the detention of the owner of any baggage, cargo or article, in which the
suspected device or substance was found, until it has been investigated and found
harmless.
x. Conduct fresh pre-embarkation screening of the passengers and checking of hand
baggage if necessary.
xi. Assist the Explosives Expert.
xii. Arrange examination/interrogation of passengers, who are checked in after the receipt of
Bomb Threat Call.
xiii. Reduce the traffic near airport to enable the entry of vehicles/persons needed at the
airport in connection with the incident.
xiv. Ensure prior arrangements for cones/tapes to cordon off the threatened area/aircraft.
xv. In case of item suspected to be IED, immediately establish a control area covering the area
where suspected IED is located, establish an outer and an inner cordon and evacuate all
persons to beyond outer cordon. A forward control point should be established to control
the access to inner cordon. Until the threat is resolved access to inner cordon should be
granted to BDDS personnel.
xvi. Coordinate with local police regarding traffic control around the airport and landside
areas.
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xvii. Facilitate rapid entry and exit of emergency vehicles and of persons and agencies needed
at the airport to assist in resolving the threat. Such agencies need to be placed initially in
a pre-designated area before operation.
xviii. Shift GO will be present with the Coordinator while preparing inventory of item/s found
in the unclaimed/unidentified article after it has been rendered safe either in site or at
explosive disposal area by BDDS.
5.8 BDDS
i. On receipt of the notification of a bomb threat on aircraft or a building or airport, the

senior most officer of the BDDS shall immediately proceed to the Bomb Threat
Assessment Committee (BTAC) Room.
ii. Maintain close liaison with the coordinator, Aviation Security Group and airlines staff.
iii. As far as possible, first responder team of BDDS should be equipped with the equipments
as per Appendix ‘G’.
iv. Take immediate action/deal with any suspected article as per the laid down Render Safe
Procedure (RSP) with due consideration to safety of lives and properties.
v. Assist in carrying out anti-sabotage checks of aircrafts, building, registered baggage, hand
baggage and cargo.
vi. Open item place in Explosive Disposal Area with cooling off by RSP, if there is no claimant
within 24 hours.
vii. The search of an aircraft by BDDS along with airline agencies and airline security will only
be carried by BDDS in the case call has been declared as Specific. In case of Non-Specific
call airline engineers along with airline security will carry out search of an aircraft.
viii. Handover the contents under examination of bomb threat check, if there is no explosive
device in the item; to the coordinator for preparation of inventory and further disposal
through lost and found disposal procedure.
ix. In case the threat is confirmed and the item is recovered is an IED, the IED shall be
diffused by BDDS and the details of the items recovered shall be prepared for further
investigation by local police authorities to identify the suspected persons.
x. Submit a Bomb Threat Report as per proforma given in Appendix ‘H’ to the Commissioner
of Security, Civil Aviation. Bureau of Civil Aviation Security, within 24 hrs. of occurrence of
incident.
xi. Avoid transporting suspected explosive device through public area as far as possible.
xii. Disable or dispose off the device as quickly as possible, ensuing safe distance from aircraft,
installations and people.
xiii. Continuously plan safest route for transporting IEDs found in all likely locations to cooling
pit/disposal area.
5.9 Immigration (in case of international flight)
i. Alert higher/subordinate staff with details of the aircraft under threat.
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ii. Keep in constant touch with the coordinator to know how the classification of call i.e.
Specific/ Non-Specific.
iii. Screen immigration documents of flight under threat with extreme care in order to detect
wanted/suspicious passengers, who may be involve in bomb threat in question and
handover such passengers to ASG/APSU for further investigation.
5.10 Customs
i. Rush to the affected aircraft with sufficient staff, when applicable. Make arrangements
to open, check and search bonded stores in the presence of airline security, airport
security, BDDS and reseal the same.
ii. Take possession of contraband / objectionable items from the custom point of view found
during search of aircraft/baggage etc. or when suspected article is opened by BDDS at
site/explosive disposal area.
iii. Organize and ensure screening of 100% hold/hand baggage, mail and courier etc. of
arrived flight under threat and report detection of explosive device/prohibited items, if
any, to coordinator immediately.
5.11. Coordinator/Airline operator

i. All resources required to be provided by Aircraft operator like Isolation Bay, cooling pit,
explosive disposal area will be regularly inspected by the coordinator who will organize
mock exercises and drills involving all concerned agencies. Different types of bomb
threats should be catered for in exercises at different times. At least one mock exercise
should be carried out in a year.
ii. Submit a report on the results of the exercise to RDCOS, BCAS.
iii. Designate and equip BTAC assembly point and alternative BTAC assembly point.
iv. Action by coordinator on receipt of information pertaining to the existence of
unclaimed/unidentified article inside the terminal building /city side or airside:
a) Immediately direct all BTAC members to proceed to the designated location. Apron
Manager will be informed when an unclaimed/unidentified article is found on the
airside, which is likely to pose danger to the safety security of the aircrafts on apron.
b) Thereafter the Co-Ordinator will inform the following agencies with directions to
report to a location near but at specified distance from unclaimed/unidentified
article immediately: -
No. Agency Remark
(a) BDDS Control Room Shift I/C
(b) Airport Security (ASG-CISF) Asst. Comdt. Of
respective terminal
building or Access control
as applicable.
(c) Duty officer of the Airport Police Station. As applicable.
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(d) Air carrier If known from baggage

tag/markings
(e) Fire Station Shift I/C
(f) Ambulance with doctor Shift I/C
(g) Dy. Commissioner of Customs As applicable and when
the article is in the
customs area or falls
within danger zone
requiring evacuation.
(h) FRRO/ Asst. FRRO when the article is within
the immigration working
area or when the
immigration working falls
within danger zone
requiring evacuation.
c) Quickly inspect the articles visually to establish the identity of the owner from the
marking, name tags, baggage tag, and oral enquiry from the persons around or
through a reference to Airport Operator/ Airline lost and found section and exit
records with APSU. Therefore, an announcement on public address system must be
made to trace the owner.
d) While the unclaimed/suspected bag is being placed in the explosive disposal area for
cooling off, necessary certificate will be signed by all agency as per format given in
Appendix ‘N’. All required agency will also sign necessary certificates as per Appendix
‘N1’ after render safe procedure.
e) Where the owner is not raced in spite of efforts in sub para (C) above, arrange
evacuation of all persons to a safe distance of 100 M on all sides of the
unclaimed/suspected article. In achieving this task, assistance of Airport Security,
Airport Operator Housekeeping Staff, airline staff and duty officers/ staff from
concerned police station will be coordinated by him. Further, to ensure quick and
orderly evacuations, ensure all entry, exit and emergency gates open. I/C (BDDS) will
monitor the evacuation.
f) When the unidentified/unclaimed article is shifted for cooling off by BDDS and the
same is not claimed by its owner within 24 hours, coordinate fort its opening by BDDS
after ETD and X-RAY in the presence of representatives of Airport security, Airline
Security, Customs etc., (Customs will be involved in case of unclaimed/ unidentified
was initially reported in International Arrival hall or on airside of International
Airport. Airline Security will be involved in case of unclaimed/unidentified articles
have the airline markings by way of particular airline baggage tag etc.)
g) Establish media briefing Centre.
h) Establish help desk/center for dealing with enquiries.
i) Coordinator will have overall responsibilities for all decisions BTAC and resolution of
the threat.
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v. Actions by Coordinator on receipt of Bomb Threat call
a. As soon as the call is received, the same will be conveyed to the Coordinator of the BTAC.
b. The Coordinator will immediately inform the ATC and BDDS control room of ASG/Local
Police/ nearest bomb detection and disposal unit first and then all members of BTAC.
c. Start a log book regarding arrival of members of BTAC.
d. Inform the air carrier to stop the process of boarding. If boarding has already started,
passengers to be immediately disembarked and brought back to SHA terminal for pre-
embarkation procedures.
e. It may be noted that on receipt of any type of bomb threat call, priority must be accorded
to disembarking of passengers.
f. Collect the information from the receiver of the bomb threat call for analyzing. If available
at the Airport, the receiver of the call be asked to remain present to assist BTAC.
g. Coordinator should also request all concerned to be on the job even if it is time of relief
from duty, in order to maintain continuity.
h. In addition, Coordinator will also inform the following:
i. Medical Officer.
ii. Fire Station
iii. Apron Control
iv. RDCOS(BCAS) of concerned Region
v. BCAS HQ Control Room
vi. COE of concerned Region
i. Coordinator will ensure that all agencies responsible to handle the bomb threat carry out
their assigned duties satisfactorily and assist them to sort out problems, if any.
j. Assess the bomb threat through BWAF.
k. Detail a representative of Airport Operator to be present with the BDDS team at the time
of opening the suspected article (in situ or at explosive disposal area and thereafter to
prepare a complete inventory of articles found in suspected baggage. The inventory will
be signed by representatives of Airport Security, Police, BDDS, Airport Operator, Customs
and |Airline Security (Customs and Airline Security when required only).
l. Take charge of contents of unidentified/unclaimed article after opening by BDDS at
explosives disposal area/ cooling off pit when it does not contain any suspected explosive
article and when the same is not claimed by an airline/ its owner.
m. Arrange for fire tender and ambulance with doctor when the unidentified/unclaimed
article is to be opened by BDDS at the explosives disposal area after cooling off.
vi. Develop and get approved airport specific BTCP and make available relevant portion of
the approved BTCP to concerned entities.
vii. The Coordinator has overall responsibility for all action regarding a bomb threat and
coordination with and reporting to concerned national agencies.
viii. Ensure fire tender and ambulance with doctor is present at safe distance from the
beginning and till the end of the operation by BDDS. If BDDS decides to move the article
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to the explosive s disposal area for cooling off, he must ensure that the fire tender and
ambulance with doctor also follows BDDS to the Explosives Disposal Area.
5.12 Aircraft Operator
i. Establish and maintain training programs to enable crew members to act in the most
appropriate manner to minimize the consequences of a bomb threat.
ii. Where passengers have fully /partially boarded, measures should be taken to quickly
disembark such passengers/ crew in orderly manner with hand baggage. These hand
baggage along with pax should be checked and security cleared by BDDS/ASG/APSU team
at least 100mtrs away from any aircraft and brought under escort to arrival hall. These
passengers and their hand baggage will be continuously escorted until their repeat PESC
is completed. Dedicated channels will be given for their check-in, immigration check
where applicable and PESC.
iii. Crew and ground staff on board/in cargo hold at the time of receipt of bomb threat to
look for and report any unidentified article before they themselves finally disembark due
to bomb threat. (The crew and ground staff should be cautioned not to touch, open or
attempt to remove any unclaimed article/device but report to the coordinator).
iv. Airline Engineers /staff should keep aircraft ready to tow position for removal to Isolation
Bay/ Area in case BTAC declares the threat call as specific.
v. Refer passenger joining the check-in queue after receipt of bomb threat call to Airport
Security for inquiry/investigation.
vi. Mobilize sufficient staff even if it is recess / relief time to ensure their availability to
empty aircraft holds and to lay out all unloaded baggage/stores for their anti-sabotage
check as required under specific/ non-specific threat.
vii. Actively participate in the evaluation of threat by BTAC and in deciding follow up actions.
viii. Move to the aircraft under threat and get the tasks performed from the staff as decided
in the BTAC and in a coordination manner with other agencies.
ix. As soon as call / information regarding bomb threat is received by the air carrier, the
Security / Station manager will take immediate appropriate action given as under
a) When Aircraft parked on bay receives a Bomb Threat call

Rush to attend the BTAC meeting after leaving instructions lo next senior official to execute
actions given as under: -
i. Where passengers have fully / partially boarded, quickly disembark such passengers/ crew
in an orderly manner with hand baggage. These hand baggage along with pax should be
checked and security cleared by the BDDS / ASG / APSU team at least 100 mtrs away from
any aircraft and brought under escort to arrival hall. These passengers and their hand
baggage will be continuously escorted until their repeat PESC is completed. Dedicated
channels will be given for their check-in, immigration check where applicable and PESC.
ii. Ask crew and ground staff on board / in cargo hold at the time of receipt of bomb threat
to look for and report any unidentified article before they themselves finally disembark
due to bomb threat. (The crew and ground staff should be cautioned not to touch, open
or attempt to remove any unclaimed article/device but report to the coordinator).
iii. Ask airline Engineers / staff to keep aircraft in ready to tow position for removal to Isolation
Bay/Area in case BTAC declares the threat call as specific.
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iv. Identify passenger's joining the check in queue after receipt of bomb threat call and refer
such passengers to Airport Security for inquiry/investigation.
v. Mobilize sufficient staff even if it is recess / relief time to ensure their availability to empty
aircraft holds and to lay out all unloaded baggage/stores for their anti-sabotage check as
required under specific/ non-specific threat.
vi. Actively participate in the evaluation of threat by BTAC and in deciding follow up actions.
vii. Move to the aircraft under threat and get the tasks performed from the staff as decided in
the BTAC and in a coordination manner with other agencies.
b) When an Aircraft is taxiing to take off point or awaiting take off at departing station
and receives a Bomb Threat call
i. Since BTAC cannot assemble and evaluate the threat call under such a situation, the
affected aircraft will invariably be diverted/ directed to the Isolation Bay. Therefore, rush
to the Isolation Bay with sufficient stepladders, buses, manpower and other essential GS
equipment.
ii. Ensure quick and orderly disembarkation of passengers / crew with their band baggage and
take passengers to safe distance (100 M) away from the aircraft in the first instance.
(Coaches will not be brought to the aircraft stepladder but will be parked I 00 M away from
the aircraft).
iii. Organize bringing back of disembarked passengers in coaches under airline escort for
further action. Thereafter ensure action as decided by BTAC.
c) When aircraft lands back at departing station on a Bomb Threat call
Same action as mentioned in Para - b above
d) When scheduled aircraft arriving or diverted aircraft lands under Bomb Threat
i. Normally BTAC under such circumstances will be assembled at the station of departure.
Therefore, when BTAC decision from departed station is not received or received to treat
the call as "Specific", affected aircraft on landing will be directed straight to isolation bay
by ATC. However, when BTAC decision from departed station is received to treat the call
as 'Non Specific', affected aircraft on landing will be directed straight to remote bay by ATC.
Therefore, depending upon the situation mentioned above, the Airline shall rush either to
isolation bay or to remote bay sufficient manpower, step ladders, coaches and other
essential GS equipment by keeping in constant touch with the Coordinator.
ii. Ensure quick and orderly disembarkation of passengers / crew with hand baggage and take
passengers to safe distance (100 M) away from the aircraft. (Coaches will not be brought
to the aircraft step ladder bur will be parked 100 M from the aircraft).
iii. Organise transport of passengers of scheduled arriving or diverted aircraft in coaches

under airline escort to arrival hall of the concerned terminal. They can be then allowed to
proceed to city side only after clearance from BTAC after claiming hold baggage, if any
(unless such passengers are specifically required to be detained in arrival hall due to the
receiving station coordinator’s /BTAC decision). Baggage remaining unclaimed on conveyer
belt will be reported to the coordinator immediately, who in turn will inform all to take
necessary action.
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e) When a Bomb Threat to an aircraft is evaluated by BTAC as Specific
i. Shift aircraft to isolation bay immediately (when not already at Isolation Bay).
ii. Deploy airlines security guards at ladder point to frisk / check belongings of all authorized
persons entering isolation bay / affected Aircraft.
iii. Offload passenger/crew hold baggage, unaccompanied baggage, mail, courier / cargo,
company store etc. from aircraft. Lay all such baggage stores category wise on ground at a
safe distance of 100 M from the affected aircraft in an orderly manner for easy inspection
by sniffer dogs, explosives vapour detector, anti-sabotage check team and subsequent
identification by individual passengers. Guard all such baggage/stores by airline security
from the time it is laid out and until reloaded on the aircraft after
search/check/identification.
iv. Off load all catering / bonded stores if already loaded on aircraft in catering vehicle or
arrange to get the catering vehicle to isolation bay and park at a safe distance of l0O meters
away from aircraft for search by anti-sabotage check team.
v. Off load first aid kits, medical boxes and offer them for check / search by the anti-sabotage
check team. Presence of airline doctor will not be insisted on by the airline for opening of
such kits / boxes. Airline doctor / his representative or anti-sabotage check team will reseal
opened boxes for the duration of onwards and return journey of the flight to base.
vi. Prevent refueling of aircraft until BTAC coordinator confirms completion of anti-sabotage
check of aircraft.
vii. Ensure only minimum essential movement of persons / vehicles of airline / other agencies
within 100 M distance from aircraft.
viii. Detail and ensure that a senior airline official from Security, Flight Crew, Engineering,
Catering, Cargo, Traffic etc., with sufficient staff are available to assist anti-sabotage check
/ search team comprising BDDS, Airworthiness officer, Airport Security, Airline Security,
and Engineering etc.
ix. Ensure issue of fresh boarding passes and hand baggage tags to passengers who were
disembarked from aircraft under threat and brought back from security hold to departure
hall.
x. Organise re-screening of passengers and their 100%, hand baggage check by airport
security and hold crew/passengers in security hold until clearance is received from the
coordinator from isolation bay.
xi. Deploy sufficient staff to cross check baggage tag numbers on hold baggage, with
counterfoils held with crew/ passengers and ensure proper and uniform marking of
identified hold baggage.
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xii. Upon receiving clearance from coordinator at isolation bay, arrange to escort crew in
airline coaches to isolation bay. Ensure that crew alights from bus at a safe distance of 100
M and after identification of hold baggage proceeds towards aircraft for secondary ladder
point frisking /100% hand baggage check by airline security before boarding the aircraft.
xiii. Get clearance for passenger boarding from the crew.
xiv. Upon receiving clearance for passenger boarding from crew, arrange to escort passengers
in airline coaches (one coach at a time) to isolation bay. Ensure that passengers alight at
a safe distance of 100 M and not more than l0 passengers at a time should proceed with
their baggage coupons/boarding pass to identify their hold baggage without carrying their
hand baggage.
xv. Upon identification of hold baggage, ensure that crew / passengers proceed to aircraft
under airline escort and not loiter on airside/ ladder point. 100 % physical hand baggage
check should be done by airline.
xvi. Ensure that only identified hold baggage is reloaded in baggage containers for loading into
the aircraft.
xvii. Ensure that hold baggage containers are not released for loading in cargo hold until
passengers / baggage reconciliation is done and head count of passengers in aircraft
matches with those checked in and number of boarding card stubs collected at the ladder
point.
xviii. Make efforts to track the passenger of hold baggage which remain unidentified from
details of passenger on baggage tag and though announcement inside aircraft.
(Note: Under no circumstance will unidentified baggage be taken inside the aircraft for
identification by the passenger or baggage loaded on aircraft with verbal reconciliation
arrived on board between the passengers and airline staff).
xix. Report details of baggage finally left unidentified to the coordinator.
xx. Detail a security officer to accompany BDDS when unidentified baggage is decided to be
moved to explosives disposal area.
xxi. Suspend loading of unaccompanied / rush tag baggage.
xxii. Cargo, mail, courier, catering, bond stores, medical / first aid boxes, company stores etc,
which is searched/checked/cleared by anti-sabotage check team only will be loaded in the
aircraft. If any of the above mentioned stores which cannot be searched / checked /
cleared as per laid down search procedure, due to its size, volume, paucity of time with
airline etc, or where its genuinity is doubtful /suspect, the same will not be loaded on the
aircraft. Such stores will be further subjected to 24 hr cooling off under airline
arrangement and shall be subjected to a thorough screening/physical check.
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xxiii. Execute any additional security measures as directed by coordinator / BTAC.
xxiv. Arrange to get clearance certificate and get the same signed off by airline engineer, airline
security, ASG, airworthiness (DGCA), BDDS, coordinator and hand over one copy of the
same to coordinator for giving RT/telephone clearance to ATC. Thereafter, hand over one
copy each to ATC, BDDS and other agencies for their record. (Clearance certificate
proforma is enclosed as Appendix 'C' to this BTCP).
f) It should be ensured by the Air Carrier, Airport Security and Airport Operator Authority
that Aircraft leaves only under condition of total security of aircraft and human life.
5.13 Flight crew
i. In case of bomb threat on ground:
A. disembark all passengers and crew with all their cabin baggage by steps or jetties; escape
slides should only be used io extreme emergencies:
B. move the aircraft to a remote location such as the isolated aircraft parking position;
ii. In case of bomb threat in flight:
a) In the event of a bomb threat in flight, responsibility for decisions taken rests with the
pilot-in-command. The pilot-in-command should, however, request, whenever possible,
assistance from an EOD expert, either present on board the aircraft or located on the
ground, via air traffic control means of communication.
b) In dealing with a bomb threat directed against an aircraft in flight, some or all of the
following actions should be taken:
A. evaluation of the threat:

B. response and/or decision, including whether the response will be overt or covert:
C. conduct of search procedures in flight;
D. evaluation of the possible effects of pressurization or pressure equalization.
E. establishment of the order of search, for example, public areas may be searched first;
F. arrangement of search assignments for flight crew;
G. announcement of the threat by the pilot-in-command to the passengers;
H. arrangement of possible passenger participation in a search;
I. establishment of emergency procedures if a suspect explosive device is located; and
J. Determination of flight routing, and landing and disembarking procedures.
5.14 ATC (IAF)
i. Specific air traffic control instructions should be published. Other alternatives, involving
words not common to normal air traffic services terminology, may also be useful.
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ii. Air traffic controllers should be prepared to recognize plain language or covert messages
that indicate the occurrence or impending occurrence of a bomb threat. Controllers
should immediately notify their supervisor on receiving information that indicates the
bomb threat and supervisors should immediately notify the following:
a) appropriate airport authority;

b) appropriate search and rescue agency, as required;
c) owner and/or operator of the aircraft;
d) other government organizations; and
e) Adjacent air traffic services units.
iii. Air traffic controllers should also comply with the following when controlling an aircraft
that is under bomb threat:
a) be discreet in communications with the pilot, and responsive to the pilot’s requests;
b) Monitor the aircraft flight path and use normal procedures following leads by the pilot
in communication.
iv. In an emergency, it may be necessary, in the interest of safety, for an aircraft to enter an
airport traffic circuit and land without proper authorization. Controller should render all
possible assistance.
v. On receiving notification of a bomb threat controllers should:

a) deny clearance for take-off if the aircraft is on the ground until appropriate measures have
been taken to establish that the threat is false and continuance of the flight may be
authorized, or until the aircraft and its contents have been searched, declared by a
competent authority to be no longer under threat, and cleared by the coordinator;
b) Clear affected runways and taxiways after denying clearance to an aircraft under threat
and direct the aircraft to taxi or be towed to the isolated parking position. At the same
time, rescue, firefighting and security services should be alerted in accordance with the
airport emergency plan; and
c) Clear the aircraft to land if the aircraft is airborne, in accordance with established
emergency procedures at the request of the pilot-in-command. ln such circumstances, the
decision on the action to be taken should be that of the pilot-in_ command. If the decision
made is to continue the flight, then, for the duration of that flight, the aircraft should be
treated as suspect and appropriate separation arranged with contiguous air traffic
services units to ensure that other aircrafts are not endangered.
d) For aircraft on bay with Commander in cockpit, instruct Commander to immediately

disembark passengers / crew with their handbag.
e) For pushed back aircraft where Tow Tractor is still attached, ask the Commander to bring
the aircraft to the same parking stand and disembark passengers/crew with their hand
baggage.
f) For pushed back aircraft when engine has started but taxiing has not yet commenced, ask
the Commander to bring back the aircraft to the same parking stand on its own power
and disembark passengers/crew with their hand baggage.
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g) For aircraft, which has commenced taxiing, ask the Commander to continue taxiing to the
Isolation Bay / predefined location.
h) When the aircraft under bomb threat / call has departed before receipt of bomb threat
call message, inform commander of aircraft regarding the bomb threat to the aircraft.
BTAC decision would be passed on to him as soon as it is arrived at. Further, ask
Commander to either wait for BTAC decision, or return for landing or divert to nearest
airport. He may also continue to his scheduled destination without waiting for BTAC
decision under circumstances explained earlier.
5.15 Apron control
I. Arrange the follow me vehicle for BDDS and BTAC in case requirement exists to move to
Isolation Bay/parking area.
II. Ensure lighting arrangements at Isolation Bay for operations during night time.
III. Arrange for "Follow Me" vehicle with the keys of the explosives disposal area to guide
BDDS with TCV with unidentified/ unclaimed article for cooling off by the shortest
possible route which poses least risk in case of an explosion enroute.
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SECRET
Appendix ‘A’
BOMB THREAT ASSESSMENT FORM
Name of the person receiving threat message Time Date

Message: (Caller’s exact words)
WHERE IS THE BOMB?
Terminal Fuel storage facility Cargo Area Aircraft operator other

offices or maintenance
area
Aircraft Flight number Departing/ Arrival Going to/Coming from
Did the caller appear to be familiar with the aircraft or building when describing the location?
YES/NO
WHEN IT WILL EXPLODE?
Time Day Date

In flight? Yes/No If moved? Yes/No Other
WHAT DOES IT LOOK LIKE?
Briefcase Shopping/Carrier bag Suitcase

Box/parcel Other(describe)
WHO ARE YOU?
Name Organization
Where are you now?
WHY ARE YOU DOING THIS?
BACKGROUND DETAILS (Circle appropriate answer where applicable)
Origin of call
Local Long distance Internal (from within Public/telephone/landline

building) /mobile
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Attempt made to trace call? YES/NO
Caller’s identity
Sex Approximate age Language spoken
Voice characteristics
Loud Soft High-pitched Deep

Raspy Pleasant Other
Speech
Fast Distinct Stuttering Slurred

Slow Distorted Nasal Other
Background Noise
Noisy Quiet Trains Aircraft

Street Traffic Voices Office Machines Factory Machines
Kitchen Party atmosphere Animal Music
Mixed (describe)
Accent
Local Not local Colloquial Regional Foreign
Manner
Angry Calm Irrational Rational

Coherent Incoherent Deliberate Emotional
Intoxicated Laughing Righteous Obscene
Other (describe)
Command of language
Excellent Good Fair Poor
COMPLETE FORM AND PASS TO BTAC.
DISCUSS THREAT CALL ONLY WITH BTAC.
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Appendix ‘B’
BOMB WARNING ASSESSMENT FORM (BWAF)
PART “A”
WARNING DETAILS
INITIAL DETAILSOF BOMB THREAT CALL RECEIVECED
Date Time Initially call received by Call Received at Was the call
Name Design/Dept Tele Location Recorded Traced If
Traced
No.
Yes No Yes/No
DETAILS OF THREAT CALL AS RECEIVED BY CO-ORDINATOR: -
Coordinator Information Received

Name Designation Time From Designation
Exact words of Threat Additional information obtained from the Caller

Where is the bomb located?
What time is the bomb likely
to explode?
What kind of a bomb is it and
what does it look like?
How many bombs are
planted?
Who are you?
Why did you place the
bomb/how do you know about
it?
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PART- “B” (Answer as “YES” or “NO”)
BOX 1A BOX 1B
IDENTIFICATION OF AIRCRAFT YES/NO IDENTIFICATION OF FACILITY YES/NO

Has location of Aircraft been Has Airport installation been
identified? named?
Has airline/flight No been Has the Terminal Building been

identified? specified?
Has Route been identified? Has Airline facility been

specified?
Has Destination been identified? Has any specific facility been

specified?
Has departure time been Any other message?

specified?
Identification of Threat (Aircraft / Facility)

Airline Flight No Route Airport Facility
BOX 2
POSITIVE TARGET IDENTIFICATION (PTI) YES/NO COMMENTS

Has exact location of device been
specified?
Has detailed technical description of
device and time of explosion been
specified?
Has specific description of bag/means of
concealing been given?
Has exact area in industry type terms
been used i.e., cargo, hold, cabin
baggage, no of hold, catering item etc.
Has a person or his baggage been
identified positively by description or by
the type of device and time of explosion?
Is the presence of VIP coupled with a
specific alert from Police?
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BOX 3
BACKGROUND DATA YES/NO COMMENTS

(INFLUENCING FACTORS)
Any history of bomb warning, state of Internal security
and alert from BCAS.
Any history of activities of terrorists in past 3 months and
the terrorists organization's name.
Any industry type and term, used indicating call to be
genuine or spurious.
Any additional security measures taken recently.
Any known booking/reservation of high-profile persons.
State of industrial relations within the airline.
Any late passenger for flight/overbooking.
Any intention of disruption/delay of the aircraft.
Any other information helping to decide the authenticity

or otherwise of the threat.
Any passenger denied seat due to late arrival excess
baggage.
PTI POSITIVE WITH SPECIFIC AIRCRAFT/ PTI NEGATIVE

FACILITY IDENTIFIED
Specific Threat Doubt in Security Threat Threat

Specific Action (RED) measures (AMBER)
Accentuates mitigated
(GREEN)
Increase CONFIDENCE IN SECURITY MEASURES by specified area search

Non-specific call
given In Box 4
preventive
SECRET
measures as given
in Box 5
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BOX 4
CONFIDENCE IN SECURITY MEASURES AS LAID

DOWN BY BCAS
(If not followed entirely as laid down by BCAS for an
area or type of item, that area / item becomes a
suspect).
COMMENTS
(a) Status and security of registered baggage check.

(b) Procedure of checking / cooling off of
unaccompanied baggage, mail and cargo considered
suspicious
(c) Procedure to ensure security of catering items.
(d) Procedure of security of company stores.
(e) Guarding of aircraft by, ASG / APSU/airline.
(f) Status of anti-hijacking check of persons / hand
baggage.
BOX 5 - ACTION TO BE TAKEN IN CASE OF
NON-SPECIFIC CALL
BY CO-ORDINATOR
COMMENTS
I. Inform every agency and ask them to search their

own area and
2. Get confirmation from all about the search
3. Request BDDS to stand by near aircraft / building
under threat until search is over and clearance
certificate is signed by all agencies.
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BY AIR CARRIER COMMENTS
1. Alert staff at X-ray for thorough screening of

checked-in baggage, mail etc.
2. Carry out inspection of aircraft.
3. Look for suspected baggage during search of
aircraft.
4. Increase physical inspection of X-rayed
registered baggage/mail/cargo
5. Proper baggage identification by passengers
and
6. Ground engineering to carry out scheduled
anti sabotage checks.
7. Ensure proper Gate-No-Show drill.
8. Thoroughly screen air mail.
9. Suspend airlift of unaccompanied baggage
and rush tag baggage which is suspicious.
10. Frisking of staff passengers at ladder point.
11. Proper passenger baggage reconciliation.
BY ASG/APSU COMMENTS
1. Proper frisking of Passengers

2. 25% manual inspection of hand baggage or
more if decided by BTAC
3. Set up general vigilance and guard the
aircraft.
ACTION TO BE TAKEN IN CASE OF 'SPECIFIC' THREAT
Each aircraft operator and airport should develop contingency plans to be implemented when bomb
threats issued against it are assessed as AMBER or RED Actions are detailed in Chapter 3.
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THREAT HAS BEEN DECLARED_______________________________________
DETAILS OF BTAC MEMBERS / SIGNATURES

Signature
Name
Designation
Organisation Airline Stn / Security Airport Security WSO (ATC)
Mgr (APSU/ ASC)
Signature
Name
Designation
Organisation DAW (DGCA) BDDS Co-Ordinator
Signature
Name
Designation
Organisation INCHARGE CUSTOMS INCHARGE MANAGER CARGO
IMMIGRATION TERMINAL
Signature
Name
Designation
Organisation IB / MHA Local Police
representative
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Appendix 'C'
CLEARANCE CERTTFICATE
1. Certified that anti-sabotage check following a Bomb Threat was carried out in respect
of: -
(a) Aircraft No.__________ Flight No._____________ from (route)___________
to__________________ from (time) _________hrs to_________________ hrs.
on(date)_____________
(b) Terminal Building _________________ / cargo terminal from (time)___________

hrs. to____________ hrs. on (date) as per procedure laid down in Bomb Threat
Procedure Circulated by the Bureau of Civil Aviation Security.
2. It is also certified that during the search of the Aircraft / Airport Facility mentioned
above no explosive /explosives device / suspicious article / extraneous object was
found.
3. The anti-sabotage checks ,as above were carried out by the agencies mentioned in
sub para (a) to (e) and in the presence of coordinator from AIRPORT OPERATOR
mentioned in sub para (f) below :-
(a) Signature________ (b) Signature _________

Name Name
Designation Designation
Agency: Airline Engineer Agency: Airline Security
(c) Signature___________ (d) Signature___________

Name Name
Agency: ASG/APSU Agency: DGCA
(d) Signature _________ (f) Signature___________

Name Name
Agency: BDDS Agency: AIRPORT OPERATOR
Note: 1 Strike out whichever is not applicable from para I (a) and (b) above.
Note: 2 Officials mentioned at Para 3 (d) and (e) above need not sign this
certificate when the call is 'nonspecific' and when they have not
participated in the search operation.
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Appendix 'D'
AIRCRAFT SECURITY SEARCH CHECKLIST
AIRCRAFT INTERIOR
• Seats, including pouches, cushions and underside of seats

• Log book and flight manual stowage
• Crew oxygen mask stowage
• Entire floor, including area forward of rudder pedals and beneath all flight deck seats
• Ceiling, side and rear walls
• Life jacket stowage
• Crew coatroom and luggage stowage area
• Table and drawer of third crew member's position
• Area around rudder and/or brake pedals
• Inside first-aid kit
FORWARD ENTRANCE
• Stairway including underside

• Connection of stair to fuselage, as well as shelf at this point
• Escape chute stowage
• Cabin attendant seat, life raft stowage and seat back
• Forward windscreen and storage unit, including compartments
• Oxygen mask compartment
• Ceiling and wall
• Fire extinguisher stowage
FLIGHT DECK -COMPANIONWAY
• Walls, ceiling and floor.

• Coatroom
• Overhead baggage storage - entire area with baggage removed
• Compartments above baggage rack and coatroom
• Drinking fountain, cup dispenser, cup disposal compartment and drain valve access
• Area above and along sidewall of stowage compartment, forward side of forward
toilet
FORWARD COMPARTMENT
• Coatrooms and enclosed mask and vest stowage

• Flight attendant and passenger seats (including undersides)
• Passenger berth (s.)
• Ceiling, floor and walls
• Crew and passenger life vest stowage
• Portable oxygen stowage cupboard
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• Seats including pouches and oxygen mask compartments

• Table between rear lounge chairs and its compartment
• Literature containers
FORWARD GALLEY
• Remove all containers, food boxes and ovens, if not already done
• Open and inspect all galley compartments, bar and refrigerator
• Inspect containers removed from galley and bar
• Oxygen mask stowage at bar
• Galley service door including tape stowage and hinge recess
• Compartments above service doors
FORWARD TOILETS
• Remove soiled and waste material not already removed

• Remove containers under sinks, inspect contents and areas around sink
• Towel compartment, container and tissue dispenser
• Toilet including seal lead shroud, etc.
• Mirror and compartments
• Walls, ceiling and floor
• Door
• Oxygen mask stowage
• Access to drinking fountain
• Waste water receptacle
MAIN CABTN
Seats including pouches, oxygen mask stowage, cushions and undersides
• Pillow racks, blankets and handrail

• Floor - do not remove carpet unless presence of foreign object is suspected
• Side walls, including windows and curtains
• Bulkheads and foot recesses and oxygen mask stowage
• Ceiling
• Light recesses Compartments at aft end of each handrail and behind rear cabin seats
• Stretcher equipment stowage above hat rack
• Demonstration life vest stowage
• Emergency escape rope compartments
• Main door and recess with door closed
• Magazine racks
• Life raft stowage
• Life vest pouches
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• Passenger berths
• Oxygen cabinet
• Cargo tie-down stowage
• Literature containers
• First-aid kit, only if unsealed
• Passenger oxygen service units - drop them down and inspect
• Oxygen and Co2 cylinder stowage drawers, forward sides of Nos. 1 and 3 galleys and
aft toilets
• Over wing emergency exit release covers
• Aft entry door cabin attendant's seat
• Drinking fountain, cup dispenser, cup disposal compartment and drain valve access
at floor
• Portable emergency exit lights - remove light and inspect
CENTRE GALLEY AND BAR

• Remove all containers, food boxes and ovens, if not already done
• Open and inspect all galley compartments, bar and refrigerator
• Inspect all containers removed from the aircraft
• Glass stowage in bulkhead forward of bar
• First-aid kit in compartment aft side of aft unit - only if unsealed
• Compartment above service door
• Service door and recess
• Cabin attendants' seats in aisle No. 2 galley
• Oxygen mask compartment in ceiling
• Portable emergency exit light - remove light and inspect
REAR GALLEY AREA AND BAR

• Flight attendants' seat
• Galley - remove all containers
• Open and inspect all compartments
• Compartments in front bulkhead Inspect containers removed from aircraft
• Diplomatic mail locker
• Galley service door hinge recess
• Escape slide stowage (each door)
• Aft entrance door hinge recess
• Life raft stowage
• Oxygen bottle ceiling stowage
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AFT TOILETS
• Remove soiled and waste material not already removed

• Remove and inspect container under sink
• Inspect sink and area around sink
• Towel container
• Tissue dispenser
• Toilet including seat, lid and shroud, etc.
• Mirror and compartments
• Flight attendant's seat
• Door
• Access to drinking fountain
• Waste water receptacle
AFT WARDROBES AND COATROOMS
• Remove coats and hand baggage

• Inspect entire area
• Sky cots and flight cradles
• First-aid kit, only if unsealed
• Life vest stowage
AIRCRAFT EXTERIOR
Fuselage (the areas behind/in the following doors and openings should be checked):
• Radom
• Ground pneumatic connector panel
• Cabin compressor air-inlets
• Cabin compressor access panels
• Doppler navigation antenna door
• Cabin compressor air-outlets
• Heat exchanger control access panels
• Heat exchanger outlet guide vanes
• Radio rack air-outlet
• Beacon-holder (beacon removed)
• Security locker and contents
• Flashlights (check batteries)
• Seals of first-aid kits for proper condition
• Seals of life raft panels for proper condition
• Accessory compartment door
• Auxiliary tank fuel sump doors
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• Cabin pressure safety valves

• Aft wastewater service panel
• Cabin pressure regulator valve
• Aft waste system service panels
• Access door to stabilizer-mechanism
• Tail cone access door
• Aft potable water service panel
• Aft cargo doors
• Forward cargo doors
• Forward potable water service panel
• Ground air conditioning connector door
• External power fuser door
• External power receptacle
CABIN COMPRESSOR COMPARTMENT
• Entire compartment, especially area of hollow spaces and cavities
ACCESSORY COMPARTMENT
• Entire compartment as well as all installations
CARGO COMPARTMENTS
• Forward cargo compartment, especially area underneath hinge snap-panel of cargo
door
• Waste water tank compartment
• Flight-kit boxes
• Acft cargo compartment (especially area of cargo door hinge joints)
• Zone immediately behind aft cargo compartment
LANDING GEAR WHEEL WELLS AND GEARS

• Nose wheel well - area behind access and zip-fastener panels
• Entire main wheel wells and zone of wing roots LH + RH
• Gears, wheels - tires, rims, brakes and parts such as struts, drag-braces, beams,
arms, actuators, frames and trucks
WINGS
• Trailing edge flap sections
• Snap-covers to fuel X-feed tube
• Snap-covers to fire-extinguisher bottles
• Pressure refueling adapters
• Inspection snap-covers
• Fuel vent openings
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ENGINES AND PYLONS

• Engine air-intake, exhaust and fan-duct
• Engine oil and pneumatic heat exchanger air-inlet scoop
• Engine oil refill cover
• Engine heat exchanger air-outlet door
• Constant speed drive oil refill cover
• Open engine cowl doors and fan cascade vanes. Entire engine installation and all
openings on the cowl doors and pylons to be checked.
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Appendix ’E'
SAFE ASSEMBLY AREAS ON CITYSIDE AND AIRSIDE FOR

GWALIOR AIRPORT
Sl. No Location Escape Route Safe Assembly Area

1. Arrival Hall Via Arrival gate city Side Near Power House
2. T.B Departure/City Via Departure gate City Near Main Entrance Gate
Side side
3. Apron/Air side Via SHA gate (For Left side of terminal building (near
persons in SHA) taxiway)
4 First floor of Via stairs to Departure Near Main Entrance Gate
terminal gate City side
building/City Side
5 Check-in Area Via Departure gate City Near Main Entrance Gate
side
6 VIP lounge Via Departure gate City Near Main Entrance Gate
side
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Layout of Airport Appendix ‘F’
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Appendix ‘G’
STATE OF EQUIPMENT OF BOMB DETECTION AND DISPOSAL SQUAD
S.No Name Qty Held Sur/Defi Functional/Non- Remarks

Functional
Search Equipment
01. Hand Held Metal Detector
02. Telescopic Metal Detector
03. Electronic Stethoscope
04. Fibre Optics Surveillance
device
05. Search Kit Magnified (SKM)
06. Non-Linear Junction
Detector
07. Search Light with charger
08. Telescopic Search Mirror
09. Under Vehicle Viewing
Mirror
10. Non- Metallic Prodder
Detection Equipment
11. Explosives Vapour Detector
12. Real Time Viewing System
13. Liquid Explosives Detector
14. Remote Operated Vehicle
with Shoot Gun, Disrupter,
Camera, Night Vision and
Manipulator
15. Explosives Detection and
Identification Spray Kit
16. Binoculars
Protection Equipment
17. Bomb Suit
18. GSM Jammer
19. Frequency Jammer
20. Suspect Luggage
Containment Vessel
21. Blast Inhibitor
Transportation Equipment
22. Telescopic manipulator
23. Threat Containment Vessel
(with self-driving
Mechanism)
Disposal Equipment
24. Render Safe Procedure Tool
Kit
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25. Car Remote Opening Tool

Set
26. Hook and Line Set
27. Thermal Cutter
28. Remove Wire Cutter
Note:
1. All the BDDS equipment will be installed at Hyper Sensitive and other remaining Airports
Search and Detection Equipment and Bomb Suit be procured
2. The availability of Local resources i.e BDDS units of other authorities, nearby to airport,
may be also taken into consideration for resolving any bomb threat.
*BDDS Team Comes under Local Police Authority, Gwalior
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Appendix ‘H’
BOMB THREAT REPORT
1. Time, Day and Date when the call :_________________________________

was received initially
2. Time information received by Ter Mgr: ________________________________
3. Nature of information :_________________________________
4. Time message received by BDDS :_________________________________
5. Time BDDS Team left :_________________________________
6. Composition of Team :_________________________________
(a) In-charge :_________________________________

(b) Bomb Technicians :_________________________________
(c) Sniffer Dog :_________________________________
(d) Dog Handler :_________________________________
7. Time team reported at Airport :_________________________________

8. The officer / officer where the team :_________________________________
Reported
9. What was the duration of call? :_________________________________
10. What was the language used and :____________________________________

what were the exact word
11. Telephone number and location

where the call was received initially:___________________________________
12. Name and rank of the officer who

received the call and the action
taken by him immediately thereafter:_________________________________
13. Did the receiver of the call try to

question him? :__________________________________
14. Did the caller mention the Flight No.,
Carrier and type of Aircraft / Terminal
Building etc. or merely mention the
Mention the Flight / Building? :__________________________________
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15. Was there any lingual or other :___________________________
Characteristic which the receiver of the
call noticed? If so, give details.
16. Was any passenger denied seat :___________________________

even though he had confirmed
reservation or he was offloaded
due to late show / other reasons?
17. Did any passenger turn up after the :___________________________

phone call was received
18. Classification by BTAC :___________________________
(Specific / Non Specific)
19. Decision of BTAC :___________________________

20. Was the phone call followed by
bomb drill / anti - sabotage check or :___________________________
Was the phone call ignored? If
ignored, did the Airline concerned
inform Security / Airline Administration?
21. Flight No. and Type of plane involved :__________________________
22. Name of Airport of departure :__________________________
23. The Scheduled Flight route of the place :__________________________
24. Name of the Airline :__________________________
25. Was the Plane on time on arrival and
departure (before the bomb scare arose)? :__________________________
26. If call was received and ignored and
flight cleared for take off as per schedule, :__________________________
give reason why.
27. Was the call received when the plane
was still on ground or taking off? If after
take off how many minutes after take off? :__________________________
28. Time aircraft moved to Isolated Bay
and reached isolated bay :__________________________
29. Time GS equipment arrived.
If delayed mention time :___________________________
30. Time aircraft search started and
registered baggages re-identification :___________________________
started
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31. Time aircraft search completed and

re-identification of registered
baggage completed :__________________________
32. Time aircraft shifted to main bay :__________________________
33. What was the total delay :___________________________

(a) STD_________________ATD_____________DELAY_______________
(b) STA_________________ATA_____________DELAY_______________
34. Reason for delay :___________________________

35. Was any bomb / explosives substance
traced during search;
if so what action was taken to :___________________________
isolate / neutralize it?
36. ln the event of discovery of any
explosive substance, what action
was taken? :___________________________
37. Name the reps of other agencies
associated in search :__________________________
(a) Airport Security :__________________________
(b) Airline Security :___________________________
(c) Aeronautical Engrs. :__________________________
38. Remarks / Comments / Observations :__________________________
Signature:
I/C BDDS
Date_____________
To: -
Commissioner of Security (CA)
Bureau of Civil Aviation Security
'A' Wing, I-lll Floor, Janpath Bhawan
Janpath. New Delhi-110001
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Appendix ‘I’
POST INCIDENT REPORT BOMB BLAST
1. Date of explosion :__________________________

2. Time of explosion :__________________________
3. Number of blasts :__________________________
4. Place of blast
(a) Air side (Specify exact location) :__________________________
(b) City side (Specify exact location) :_____________________________
(c) International / domestic / cargo terminal
5. Brief descript ion of target :__________________________
6. Brief description (type of explosives, IED: Improvised Explosive Device, IID:
( Improvised Incendiary Device, VBIED: vehicle Borne Improvised Explosive Device):
IEDs____________
IIDs____________
VBIED____________
Military explosives____________
7. Size of the crater : In Depth_______mts
: In Diameter_________mts
8. Debris recovered till what distance:
9. Any explosives residue recovered :
(a) Wires
(b) Batteries
(c) Containers
(d) Miscellaneous
10. Causalities :______________________
(a) Civilian
(b) Security forces
(c) VIPs
11. Effect of damage to property : _____________________

12. Brief detail on the incident by witnesses : __________________
13. Any bomb threat received in past one year :_________________
14. Attach photograph of incident site :_____________________
15. Attach photograph of surrounding area :____________________
16. Investigation carried out by :_____________________
17. Important instructions :
This form should be filled up
and forwarded within 24 hours of
occurrence of incident to
COSCA, BCAS HQ
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Appendix ‘J’
BOMB THREAT CALL DATA
S. Date & Time Flight No. Brief of Bomb Whether call declared Any arrest made
No Threat call as Specific or Non- and details if so
Specific
* Copy of BWAF to be attached.
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Appendix ‘K’
TELEPHONES NOS OF AIRLINES AND CALLER ID STATUS
S. No Name of The Airlines Direct Nos Mobile Nos Caller ID/Recording

Airline/ Station facilities installed or not
Manager name
1. Spice Jet/Sh. Faraj 9645066690 78698444478 Not Available
Ahmad Siddiqui
2. Indigo/Sh. Rohit Singh 8178247767 9910549102 Not Available
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SECRET
Appendix ‘L’
EXPLOSIVES DISPOSAL AREA
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Appendix ‘M’
AIRPORT OPERATOR SECUTRITY AND EXPLOSIVES DETECTION EQTIIPMENTS
Sr. Details of QTY Location Serviceable Unserviceable Remarks

No. Equipment
1. X-BIS 01 01
2. DFMD 03 02 01
3. HHMD 05 05 Already
raised a
demand for
06 new
HHMD and
04 HHMD
deposit
4 ETD 01 01
5. EVD -
6. CCTVs 65 65
7. Perimeter -
Lighting
8. Watch Towers -
9 VHF 04 04
10 Walkie Talkie 19 19 02 Deposit
and already
raised a
demand for
08 WT sets.
11. Dragon-Light 02
12. Mirror 01
13. Mega Phone 01
14. Binocular 02
15. Night vision 01
16. Other device if -
any
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Appendix ‘N’
CERTIFICATE
This is to certify that an unclaimed / suspected article reported to BDDS by

(name)__________ design________________________at (time)________________
hrs on (date)________________________from location______________________ has
been shifted to the Explosives per details mentioned below:
DESCRIPTION OF THE ARTICLE
Sr. No. ITEM DESCRIPTION QUANTITY REMARK
______________________________________________________________________
______________________________________________________________________
______________________________________________________________________
______________________________________________________________________
______________________________________________________________________
______________________________________________________________________
______________________________________________________________________
IN THE PRESENCE OF
Signature
Name
Designation
Organisation AIRPORT Airport Security Airline Security
OPERATOR (ASG/APSU) (Wherever
applicable)
Signature
Name
Designation
Organisation BDDS Police Station Customs
(Wherever
applicable)
Note l: Representative of ASG / APSU mentioned above has been shown the article
described above and advised to provide guard at Explosives Disposal Area until it is
opened and disposed off by BDDS.
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Appendix ‘N1’
CERTIFICATE
This is to certify that an unidentified/ unclaimed article in the form of_______________

was spotted at (location)____________________ at (time)_______________ hrs on
(date) ____________________and was reopened to BDDS by
(name)_____________desgn ______________at (time)____________hrs on
(date)________________ as per laid SOP.
The above article was rendered safe by BDDS in the same location / Explosives Disposal
Area at__________________ hrs on_______________, inspected in the presence of
officials mentioned at the end of this Certificate and was found to contain the following
items:
Safe Items
_______________________ __________________________
_______________________ __________________________
_______________________ ___________________________
Items containing explosive / contraband / objectionable items
_______________________ __________________________
_______________________ __________________________
The above items found in the article were finally handed over to the following officials for
investigation / further disposal in the presence of officials mentioned at the end of this
certificate:-
Signature
Name
Designation
Organisation AIRPORT Airport Security Airline Security
OPERATOR (ASG/APSU) (Wherever
applicable)
Signature
Name
Designation
Organisation BDDS Police Station Customs
(Wherever
applicable)
Details of Claimant (if any)
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Appendix ‘Q’
BOMB THREAT ASSESSMENT COMMITTEE (BTAC)
In accordance with statement made in Para 2.1, BTAC for Gwalior Airport shall consist of the
following officials with their representative status within the committee and contact nos. as
mentioned against each name:
S. Officials Agency Status Contact No.
No.
(a) Sh. Ajay Srivastava Airport Operator Coordinator 0751-2473880 (O)
9425700340 (M)
(b) Representative of Local Police State Police Member 0751-2445200, (O)
(S.P) Resi.- 0751-2445300
(c) Sh. Arvind Kumar CASO, & A.C ASG/CISF Member 0751-2470606 (O)
(C.I.S.F) 9685551610(M)
Watch Supervisor Officer (ATC) IAF Member 0751-2470771 (O)
(d) Harshit Anand Asstt. Director I/B Member 0751-2232844(O)
9827901801 (M)
(e) Ajay Parashar BDDS Member 6260310495 (M)
(f) Faraj Ahmad Siddiqui Station Manager Member 07869844478(M)
Spice Jet
(g) Rohit Singh Station Manager Member 9910549102(M)
Indigo
In accordance with the statement made in Para5.11(v),
Coordinator will also inform the following: -
a. Fire Service:0751-2342101 ( City fire brigade), Fire control room(IAF): 8122877010

b. Medical Team
SL. Hospital Name Telephone Numbers

No
1 BIMR Hospital, Morar, Gwalior 0751-2405617
2 Kalyan Memorial Hospital, Morar, Gwalior 0751-4006721, 4006700
3 Ratan Jyoti Netralaya, Near Sai Baba Mandir 0751-2423350/51
Gwalior
4 Shitala Sahay Institute, Mandre ki mata,Gwalior 07512336502
5 Cancer Hospital, Gwalior 07512336502
6 RJN Apollo Hospital
7 Saksham Diagnostic centre, Prem Nagar, Gwalior 08827744430
c. RDCOS, BCAS, Bhopal: 7584996966

d. HQ, BCAS, Control Room New Delhi- 011-23315167/ 23311443/23315695
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Appendix ‘R’
Personnel of BDDS & Dog Squad
SI. No Name of Person Telephone Numbers

1 Ajay Parashar 6260310495
Note: BDDS Team and Dog Squad Comes under Local Police Authority, Gwalior
BDDS Control Room Phone No- 0751-244522
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Appendix ‘S’
List of Hospitals, Gwalior
SL. Hospital Name Telephone Numbers

No
1 BIMR Hospital, Morar, Gwalior 0751-2405617
2 Kalyan Memorial Hospital, Morar, Gwalior 0751-4006721, 4006700
3 Ratan Jyoti Netralaya, Near Sai Baba Mandir 0751-2423350/51
Gwalior
4 Shitala Sahay Institute, Mandre ki mata,Gwalior 07512336502
5 Cancer Hospital, Gwalior 07512336502
6 RJN Apollo Hospital
7 Saksham Diagnostic centre, Prem Nagar, Gwalior 08827744430
Note: BDDS Team Comes under Local Police Authority Gwalior
BDDS Control Room Phone No- 0751-244522
List of Doctors, Gwalior
S. NO. NAME ADDRESS CONTACT NO.

1 DR. H. P. AGRAWAL UPHC PINTO PARK, GWALIOR 9827293182
2 DR. PRAVEEN MITTAL UPHC DD NAGAR, GWALIOR 95751178009
3 ATC SATCO AIR FORCE STATION, GWALIOR 0751-2470771
4 AMBULANCE NUMBER GWALIOR 108
5 MORAR HOSPITAL GWALIOR 2368501
6 FIRE BRIGADE GWALIOR 101, 2342101
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ENCLOSURE 11: DISASTER MANAGEMENT PLAN
311
Disaster Management Plan Airports Authority of India, Gwalior Airport
DISASTER MANANGEMENT PLAN

Gwalior Airport, Gwalior
Name of Position Signature Date
Prepared by:
Sarad Sachar (AM, OPERATIONS)
Recommended for Approval by:

Airport Director, Gwalior
Approved and Endorsed By:

Collector,Gwalior/Chairman DDMA
312
INDEX
Sr. No CHAPTER NAME Page No
1 Introduction 4
2 Document Preparation & Publication 5
3 Amendments 6
4 Scope of Airport Disaster Management Plan 7
5 Organization Chart & Specification of Gwalior Airport 8
6 Plan Objectives 12
'---"
7 Action Plan 13
8 Roles & Responsibilities 23
Intervention levels for various actions of Rescue & Relief
9 34
teams
10 First Responder's Response 35
11 Infrastructure to be developed/upgraded 37
12 Alert System & Reporting 38
13 Co-ordination of Emergency Response 39
Preparedness Level -
14 42
Training/Drills/Exercises/Documentation
15 Incident Command 45
16 Logistics and Support 47
17 Evacuation Plan 49
18 Media
· Management 50
19 Term Planning 51
List of Contingency Plans and SOPs available at Gwalior
20 54
Airport
21 List of equipment available with AAI/F&ES , Gwalior/ESC 55
22 Search & Rescue Grid Maps of Gwalior Airport 57
23 Contact Details 58
24 Glossary 61
313
Chapter - 1
INTRODUCTION
The disaster would imply, "an occurrence arising with little or no warning with cause of
threatens, serious disruption of life and perhaps cause death injury to large number of
people and required therefore a mobilization of efforts in excess of that normally
provided by the statutory emergency service". This means that additional efforts would
be needed to meet disasters which may directly or indirectly affect the aircraft operation.
The disasters which may occur at Gwalior Airport are broadly categorized under three
headings.
1. Natural: Earthquake, Cyclones, Floods etc.
2. Manmade: Chemical, Biological Nuclear, Radiological Aircraft crash etc.
3. Hybrid: Floods, Epidemics etc.
The Gwalior Airport would be affected in the disaster like Earthquake, Cyclones, Floods,
Chemical, Biological Nuclear, Radiological, Aircraft crash, Epidemics, etc.
"Disaster Management" means a continuous and integrated process of planning,

organizing, coordinating and implementing measures which are necessary or
expedient for-
• Prevention of danger or threat of any disaster

• Mitigation or reduction of risk of any disaster or its severity or consequences
• Capacity-building
• Preparedness to deal with any disaster
• Prompt response to any threatening disaster situation or disaster·
• Assessing the severity or magnitude of effects of any disaster
• Evacuation, rescue and relief
• Rehabilitation and reconstruction.
An airport like any other installation is prone to a range of natural and manmade disaster
depending upon its geographical location and threat perception. Therefore: in order to
mitigate the effect of such disasters and restore the normalcy at the earliest on the airport,
it is essential to put in place a plan for comprehensive preparedness and response for
handling anticipated disasters at the airport. In the disaster management planning is done
to contain the effects of identified failure scenarios.
314
Chapter - 2
DOCUMENT PREPARATION AND PUBLICATION
This Disaster Management Plan for the Gwalior Airport has been prepared by
encompassing the guidelines of MP DMA, Madhya Pradesh Distt. Gwalior vis-a-vis the facilities
available at the airport and by incorporating the disaster management infrastructure being
provided by the SDRF, Gwalior.
This Disaster Management Plan is prepared by Shri Arvind Kumar, Assistant /

Commandant/CASO CISF, and Gwalior Airport, who will send for approval of SDRF,
Gwalior. The Airport Director, AAI, Gwalior Airport is responsible to publish and maintain
'---'
this Plan.
This plan has been prepared according to the guidelines issued by the Fire Directorate \
on behalf of The Chairman, AAI, New Delhi, also with the reference of Fire Order No.14 (AAI) &
guidelines of the Disaster Management Authorities.
Airport Director, Gwalior Airport, AAI will ensure that the policies and procedures as approved by
MPDMA, Madhya Pradesh are incorporated in this plan.
315
Chapter - 3
AMENDMENTS
Airport Director, Gwalior Airport, AAI is responsible for incorporating amendments to the
Airport Disaster Management Plan once in two year or as and when required. This
includes inserting new chapters or chapter amendments in a timely manner and complying
with any instructions on amendment advice. The user of this plan will be responsible for
verifying the currency of documentation in the plan. Holders of hard- copies of plan are
responsible for ensuring that the plan is kept up to date.
Amendment Date Amended By whom amended

No
10
316
Chapter - 4
SCOPE OF DISASTER MANAGEMENT PLAN
. The National Disaster Management Act, 2005 further requires all the state governments.
to establish SDMAs/State Executive Committees (SECs) , and also create Disaster
Management Authorities (OMA) to create an infrastructure for the disaster mitigation.
The Disaster Management Act, 2005 also mandates every Ministry/Department of Govt.
of India to prepare a Disaster Management Plan as per the NOMA guidelines. The
purpose of a DMP is to spell out the procedures for coordinating the response of different
agencies and services, both on and off the airport, to cope with various aircraft related
and non-aircraft related emergencies anticipated at the airport. There are 15
guideline docs.I On various topics which needs to be studied and their significant points -,
are to be incorporated in the Disaster Management Plan for the respective airport to the
maximum
_ extent possible.
317
Chapter -5
Organization Flow Chart for Disaster management

Gwalior Airport
Airport Director Collector

Gwalior Airport Gwalior
ATM/Operational MET
In-charge
SDRF
In-charge CISF
Fire NDRF
Airlines State Police

In-charge CNS
Oil Dept State/City fire

Terminal Service
Manager
In-Charge Finance Emergency Medical

Team
Media/Information
In-charge HR Centre
7
318
SPECIFICATIONS OF Gwalior AIRPORT
ICAO CODE VIGR
IATA CODE GWL
ICAO REFERENCE CODE
LOCATION Gwalior, Madhya Pradesh, India
'--../
THE GEOGRAPHICAL C O O R D I N A T
ES
AERODROME ELEVATION
Latitude
Longitude
626 ft
------- 26.285571
78.216962
- --
RUNWAY ORIENTATION 06R -24L, 6L-24R
REFERENCE TEMPERATURE 40u C
HOURS OF OPERATION Sunrise to sunset

During
summer 0600-1800
hrs,
Winter 0800-1730hrs
1/ Terminal buildings:
Domestic Terminal Area: - 1800 sq meter -
Runway length & breadth: - 2985 meter * 46meter

'-. .- Capacity of the Terminal Building: - 100 Arrival + 100 Departure
Movement of Aircraft (Average per month) :- 480
Critical Aircraft: - B737-800
319
9
TECHNICAL INFORMATION:
RUNWAY: Under Indian Air force Station Gwalior Air Base
( APRON:
APRONS DIMENSION: 122mX85m
ISOLATION PARKING STANDS AREA: SPECIFIED space designated by IAF
ACCOMODATION OF AIRCRAFT: (Number of Parking Stand)
Bay no.. Type of Aircraft

1. A320, Q400, ATR 72, B-737-800
2. Q400, ATR-72
3. Q400, ATR-72
AIR NAVIGATION AND SURVEILLANCE SERVICES:

• AIR TRAFFIC SERVICES BY IAF
• APPROACH CONTROL, AERODROME CONTROL BY IAF
NAVIGATION AIDS: DVOR, DME, NOB, and ILS CAT 2
FIRE & RESCUE: CAT-VII WITH IAF
METEOROLOGY: WITH IAF

-
320
Following hazards are available at the Airport:
1. Refuler – BPCL INSIDE IAF AREA
2. Aircraft Hangers: Nil
3. Electrical Installation (Power House, AC Plant, Transformer, PVC power

plant on terminal roof) -
4. Refueling /De-fueling of Aircraft on Apron
321
Chapter - 6
PLAN OBJECTIVE
Objective:-
• To protect and minimize the loss of lives and property/infrastructure from

disasters.
• To minimize the suffering of people due to disaster.
• To minimize the disaster risk and vulnerability of people and infrastructure in the
airport.
• Promote a culture of prevention and mitigation through curriculum revision,
Information Education Communication (IEC) awareness campaigned plans at all
level, mocks drills & communicating hazards.
• To build the capacity of all stakeholde.rs in the airport to cope with the disasters
and promote community-based disaster management.
• Mainstreaming disaster management concerns into development planning
process.
• Develop efficient disaster response/relief mechanism in the airport.
• To provide clarity on roles and responsibilities for all stakeholders concerned
with disaster management.
• Commence recovery program as an opportunity· to build better in case of a future
disaster by incorporating stakeholders in the program.
Tasks:
• Mitigation of accidents at source

• Prevention of deterministic health effects in individuals
• Providing first-aid and treatment of injuries
• Reducing the probability of stochastic effects in the population
• Reduction of psychological impact on the population
• Protection of environment and property.
12
322
-,
Chapter - 7
f
ACTION PLAN
.The action Plan of Airport Disaster Management is as per guidelines of MPDMA,

Madhya Pradesh is given below:-
Sr Task Activities Responsibility

No.
Earthquake
Earthquake resistant design and AAI
construction of Public utility
1.
Prevention structure. "
Periodical Inspection and Civil maintenance
maintenance of building.
Monitoring of seismic activities. IMO
Campaign for Earthquake safety Airport ·Director
tips.
2. Mitigation Identification and removal of unsafe Eng. Civil
I
t
buildings/ structure
Departmental action plan (SOP ) Operations ln -Charge (With
IAF)
Routine drills/training, inspection/ Fire Service ( IAF)
testing of all rescue and fire fighting
equipment’s
All periodical exercise Air traffic management
3. Preparedness
(IAF) / Terminal
Management
/Fire services (IAF)
'---" Runway inspection SATCO, IAF, Gwalior
Maintaining Alert crew all the time SATCO IAF, Fire &
for quick response. Terminal I/C
Firefighting / rescue/medical Fire services in
assistance. coordination with SATCO
IAF, Gwalior
Speedy and safe evacuation SATCO, ASO IAF & Fire
4. Response
Providing transport Facilities Airlines/ MT section / IAF ,
Responding agencies
Assist other responding agencies IAF , AIRPORT
DIRECTOR
Inform to Commissioner of Relief Airport Director
(COR) and other related aQencies
13
323
Rescue operation Fire services /City fire

brigade/ responding
Rescue team
Relocation of passengers/causality Airlines/ Terminal
to temporary shelter/ triage area, management/ emergency
5. Relief bed hygiene related facility medical services/HR/
/hospital /lighting Finance section/ Fire/
Eng. Elect.
Providing Water/food HR/ Concerned Airlines
Providing transport Facilities Airlines/ MT section
Rehabilitation Identification of suitable project Airport Director

6. and Project dealing and approval Airport Director
Reconstruction
.........
Rebuilding infrastructure Eng. Civil
7. Recovery Claim for Insurance AAI

Developing policies and practices to Airport Director
avoid similar situations in future
Cyclone/ Flood
Forecasting and· warning alerts IMO
Building design as per standards to Eng. Civil
resist wind/water
Prevention Proper drainage system Eng. Civil

Improvement of building sites by Eng. Civil
1. raising the ground level to protect
against flood and storm .
Communication and utility lines CNS
should be located away from the
coastal area or installed
underground.
Maintenance of fire appliances/ Fire services/Technical
rescue equipment.
Declaration of weather/storm SATCO IAF
standby
Mitigation Runway inspection SATCO IAF
2. Identification and removal of unsafe Engg. Civil
buildings/ structure·
Departmental action plan (SOP) Airport Director
Pre monsoon/cyclone meeting for APO
Preparedness preparedness
3.
Maintaining Alert crew all the time SATCO, Fire & Operation
for quick response. ·
14
324

Speedy and safe evacuation Fire & Operation In-
Response Charge
4. Providing transport Facilities Airlines/ Technical
Assist other responding agencies Terminal I/C
· (COR) and other related agencies
brigade/ responding
Rescue team
Relief Relocation of passengers/causality Airlines/ Terminal
to temporary shelter/ triage area, management/ emergency
bed hygiene related facility medical services/HR/
5.
/hospital /lighting Finance section/ Fire/
Eng. Elect.
Providing transport Facilities Airlines/ Technical
section/ Responding
Agency
6.. and Project dealing and approval Airport Director
Reconstruction
Rebuilding infrastructure Engg. Civil
7. Recovery Claim for Insurance AAI

Aircraft crash inside the Airport
Inspection/ maintenance of CNS/Electrical
Navigation aids
'---'
Runway inspection SATCO
Weather status IMO
Prevention Follow up Air Traffic rules SATCO
( Annex 2, 11, Doc 444)
Markings/Lightings guidelines as per SATCO /Civil/Electrical
CAR and Annex 14
1. Serviceability of CNS
communication
facilities
Serviceability of Aircraft Concerned Airline
Maintenance of Fire Fighting FIRE DEPART MENT
Appliances
To maintain good House Keeping HR DEPARTMENT

standard
15 325
Declaration of Emergency SATCO , !AF
2. Mitigation
Departmental action plan(SOP) Airport Director
Routine drills/training, inspection/ Fire Service, IAF

testing of all rescue and firefighting
equipment.
All periodical exercise Air traffic management, /
3. Preparedness Terminal Management
/Fire services
Maintaining Alert crew all the time SATCO, Fire & Operation
for quick response.

Speedy and safe evacuation Fire service IAF
Providing transport Facilities Airlines/ MT section
Response Assist other responding agencies Terminal 1/C
4.
Inform to Commissioner of Relief APO
(COR) and other related agencies.
Security of Accident site CISF, IAF
Rescue operation Fire services IAF /City

fire brigade/ responding
Rescue team
Reallocation of passengers/causality Airlines/ Terminal
Relief to temporary shelter/triage area, bed management/ emergency
hygiene related facility /hospital medical services/HR/
5.
/lighting Finance section/ Fire/
Elect.
Provid ing transport F a c i l i t i e s Airlines/ Technical
section/ Responding ,,,......._,
agencies
6. and Project dealing and approval Eng. Civil
Reconstruction
Claim for Insurance AAI, I Concerned Airlines

7.
Recovery Investigation, developing policies Airport Director
and practices to avoid similar
situations in future.
16
326
Aircraft crash outside Airport within Response Area

Inspection/ maintenance of Navigation CNS / Electrical
aids
1. Follow up Air Traffic rules SATCO, IA F
Prevention (Annex 2, 11, Doc 444)
Weather status IMO
Serviceability of communication facilities CNS
Serviceability of Aircraft Concerned Airline
2. Declaration of Emergency SATCOIAF
Mitigation
Departmental action plan (SOP) Airport Director
Routine drills/training, inspection/ Fire Service
testing of all rescue and fire fighting
equipment
All periodical exercise Air traffic management I
3. Preparedness Terminal Management
/Fire services
Familiarization of response area Airport Fire Service
Maintaining Alert crew all the time for SATCO , Fire & Operat ion
quick response.
assistance. coordination with
SATCO/ City Fire
Brigade/other responding
agencies
Speedy and safe evacuation Fire service s / City Fire
agencies/ Operation n
4. Response Providing transport Facilities Airlines/ Technic al
section / other
responding agencies
Inform to Commissioner. of Relief Airport Director
(COR)/SDRF, Gwalior and othe r related
agencies
Security of Accident site as per AEP CISF
brigade/ responding
Rescue team
Relocation of passengers/causality to Airlines/ Terminal
Relief temporary shelter/triage area, bed management/ emergency
hygiene related facility /hospital medical services/ Other
5. /lighting responding
agencies/Fi re/Eng..
Elect.
17 327
Providing transport Facilities Airlines/ MT section/

Responding agencies
17 328
6. Rehabilitation Identification of suitable project Airport Director

and . Project dealing and approval Eng. Civil
Reconstruction
7. Recovery Claim for Insurance AAI I Concerned Airlines

Investigation, developing policies and Airport Director
practices to avoid similar situations in
future.
CHEMICAL DISASTER
Advanced notification to the airport, if Consigner
DG in cargo.
Storage and Handling according to the Airlines
prescribed national rules, guidelines
1. Prevention DGCA regulation, ICAO Annex x 18 and
doc 9284.
Periodical Inspection and maintenance of Eng. Civil/Elect
building.
Permission of Central Govt. Airlines
Protection of environment and property Airport Director
Campaign for Chemical safety tips. INC(OPS DEPT)
Identify and isolate the affected area Terminal Management/
CISF/ Fire/ Concerned
Agencies
2. Mitigation Periodical inspection and audit of Cargo Airport Director/BCAS
building.
Prohibit eating, drinking and smoking in IAF, TM
the incident area
Preparation of OM plan for oil depot APO & Oil Dept.
Routine drills/ training, i n s p e c t i o n / Fire Service
testing of all rescue and firefighting
3. Preparedness equipment’s
All periodical exercise as per fire order Air traffic management I
Terminal Management
/Fire services
Maintaining Alert crew all the time for SATCO, Fire & Operation
quick response.
Established Airport Operations Co- Airport Director
ordination Center (AOCC)
4. Response Speedy and safe evacuation Fire services / City Fire
agencies/ Operation
Providing transport Facilities Airlines/ MT-section /
Responding agencies
Inform to Commissioner of relief Airport Director
18 329
(COR)/DDMO (collector /ORO)

Security of Accident site as per AEP CISF
brigade/ responding
Rescue team
5. Relief Relocation of passengers/causal ity to Airlines/ Terminal
temporary shelter/triage area, bed management/ emergency
hygiene related facility /hospital medical services/HR/
/lighting Finance section/Fire/
Eng. Elect.
Providing Water/food HR/ Concerned airlines
Providing- transport Facilities Airlines/ Technical
section/ Responding
agencies
Identification of suitable project Airport Director
Rehabilitation Project dealing and approval Eng. Civil
6. and Rebuilding infrastructure Eng. Civil
Reconstruction
Claim for Insurance AAI/Airlines
7. Recovery Developing policies and practices to Airport Director
BIOLOGICAL DISASTER
Prevention of deterministic health Airport Director
effects in individual
Prevention
1. Maintain Good House-keeping. HR
Identify and isolate the affected area · Operational I/C & CISF
Campaign for Biological safety tips. Operational I/C
Inform to Commissioner of relief (COR), Airport Director
SDRF, Gwalior and related agencies
immediately.
2. Mitigation Inspect the airport premises APO/Terminal
immediately when suspected, with Management
specialized agencies.
Prohibit eating, drinking and smoking in COO IAF/APD
the incident area
Lectures and trainings on Biological Airport Director
Disaster handling
Use of Monitoring instruments and COO IAF/APD
safety equipment.
3. Preparedness Study Contingency Plans Airport Director
Maintain alert crew ATC/Terminal
Management/ Fire
Service
19 330
All periodical exercise as per fire order Air traffic management/

Terminal Management/
Fire services
Sealing/Security of Affected site as per CISF
19 331
AEP
Maintaining Alert crew all the time for ATC & Fire BY IAF
4. Response quick response.
assistance. coordination with ATC/
Special rescue team
Establish ed Airport Operations Co- Airport Director
ordination Center (AOCC)
Speedy and . safe evacuation Fire services / City Fire
5. Relief Brigade/other responding
agencies/ Operation
Providing transport F a c i l i t i e s Airlines/ Technical
section/ Responding
agencies
Maintain Law and Order CISF & State Police
6. Rehabilitation (COR)/DDM O (c o l l e c t o r /ORO)
/LocalAuthorities
Security of Accident site CISF
RADIOLOGICAUNUCLEAR DISASTER
Advance d notification to the airport, if Consigner
DG in cargo.
Permission of Central Govt. Airlines, Cargo
Prevention
1. Storage and Handling according to the Airlines, Cargo
prescribed national rules, guidelines
DGCA regulation, ICAO Annex 18 and
doc 9284.
Protection of environment and property Airport Director, & Fire •
IAF
-
Campaign for Radiological and Nuclear Airport Director
safe ty tips.
CISF/ Fire
Prohibiting eating, drinking and smoking COO IAF/ CISF/APD
2. inthe incident area
Mitigation
·Inform to Commissioner of relief (COR), Airport Director
SDRF, Gwalior and related agencies
immediately.
Inspect the airport premises Airport Director/Terminal
immediately when suspected, with Management/
specialized agencies. Specialized team.
Air traffic management /
3. Preparedness All periodical exercise as per fire order Terminal Management
/Fire services
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332
t'
Maintaining Alert crew all the time for ATC & Fire
quick response.
assistance. coordination with ATC/
Special rescue team
Established Airport Operations Airport Director
Co-ordination Center (AOCC)
Speedy and safe evacuation Fire services/ City Fire
4. Response agencies/ Operation
section/ Responding
agencies
Maintain Law and Order CISF & State Police
Assist other responding agencies Terminal 1/C
Inform to Commissioner of relief Airport Director
(COR)/OOMO (collector/ORO) /Local
Authorities
Security of Accident site IAF /CISF
brigade/ responding
Special rescue team
Relocation of passengers/causality to Airlines/ Terminal
temporary shelter/triage area/hospital management/ emergency
5. Relief as per safety procedure medical services/ Special·
rescue team/COR/Fire
Services
Providing Water, food , bed etc , HR/ Airlines
hygiene related facility
section/ Responding
agencies
6. Rehabilitation Identification of suitable project Airport Director
and Project dealing and approval Eng. Civil
Reconstruction
Claim for Insurance AAI/Airlines

7. Recovery avoid similar situations in future
Claim for Insurance AAI/Airlines/Concerned

Aqencies
21 333
EPIDEMICS
Prevention n of deterministic Airport Director
healtheffects in individual.
Prevent poor sanitary conditions which Airport Director
Prevent ion may contaminate food and water.
1. Protect the environment/buildings from Airport Director
breeding conditions for the insect
vector.
Maintain Good House-keeping. HR Dept.
Structuring the health services at airport Airport Director
Medical inspection for arriving Medical team
passengers.
.Check up and diagnose the victims. Medical team
2. Mitigation
CISF
Prohibit eating, drinking and smoking. COO/APO
Use Personal protective equipment Airlines, Fire Service &
(PPE) while handling passengers/ NDRF
person/visitors
Campaign for Epidemic safety tips. Airport Director
Inspect the airport premises Airport Director /Terminal
immediately when suspected, with Management
3. Prepare redness specialized agencies.
Use of Monitoring instruments and APO/COO/Responding
safety equipments. agencies
Improv ing the sanitary condition Airport Director/ Eng.
wherever observed. Civil
4. Response Follow disposal procedure of waste, Eng. Civil
disinfecting the water source.
Relocate the passengers to a safe and Airlines/ Terminal
hygienic area. management/ Medical
5. Relief team
Arrange for hygienic HR/ Airlines
Water/food/sanitation facilities
6. Rehabilitation Reduction of psychological impact Airport Director
and
Reconstruction
22 334
(/l_
Chapter - 8
ROLES AND RESPONSIBILITIES IN CASE OF DISASTER
Action by Air Traffic Control:

In case of a disaster, the Duty Officer, ATC will put on the
.- Siren - for general alert to all the agencies working at the airport.
- Crash bell/Fire bell - to alert the fire station for fire and rescue operation.
- Declares Emergency depending on the situation, on R/T or Hot Line or Phone
directly connected to Fire control room.
Further inform to fire control room to dispatch at the affected site

When full emergency is declared the following information shall be included by ATC to Fire
control room:
(a) Flight No.
(b) Type of aircraft.
(c) Name of owner of aircraft
(d) Number of occupants.
(e) Nature of trouble.
(f) Runway to be. used and subsequent change of runway.
(g) Expected time of arrival.
· (h) Inform Airport Director & In-Operations.
ATC officer will inform:
- AIRPORT DIRECTOR
- In-charge (Terminal)
- In-charge Airport Security (CISF)
- Met duty officer
- Inform Civil/ Govt. Hospital & Panel Hospital·
- Inform listed doctors to reach the crash site as per the procedure
- Inform City Police (hot line)
- If required by Airport Safety services call City Fire brigade on hotline or any
other assistance required.
-Take NOTAM action, if required in coordination with APO.
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Action by COO IAF:

Activate Emergency information counters (EIC)
Place: Terminal Manager Office, Terminal' Building.

Members:
1. Terminal Manager, AAI,
2. Concerned Airlines.
3. Airport Security
- When fire or disastrous situation under control, Operational, In-charge will proceed
to site with two-way communication with ATC.
- Become on-scene Commander & coordinate airlines for transfer of casualties to
hospitals in case of crash within AAI jurisdiction. For other disaster AAI shall assist
responding agencies on their arrival.
- Coordinate site operations with all responding· agencies, Police, Fire Ambulances,
Hospitalization, record of head-counts wreckage, cordoning coordination with ATC,
public help counter. For disaster beyond the control of AAI, shall assist responding
agencies.
- Resumption of ATC operations and guarding of wreckage, investigations etc as per
the procedure.
4 - Keep Airport Director informed about the gravity of situation and effect on operations.
Action by AIRPORT DIRECTOR, GWALIOR AIRPORT:

- Inform MUMBAI FIC/Delhi FIC
- Director of Air Safety /DGCA
- ED (ATM)
- BCAS AHEMDABAD
- Take NOTAM action & resumption of ATC operations in coordination with IAF
according to the nature and situation of disaster.
- Originate signal & report to all concerned
- Cancellation of NOTAM.
- Inform collector/Commissioner of Police.
- Coordinate for In-charge, Terminal Manager & security on the crash site.
- Investigations, Photography, etc. & restoration of ATC operations. Seal the records
with the help of In-charge (CNS).
- Make arrangement for video Photography.
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336
Action by Airport Fire Service IAF:
.The primary function of the Fire Services is rescue & fire fighting in any disasters. It
is important to upgrade their functions to include appropriate response to disasters,
mobile decontamination, search and rescue and evacuation. If the situation is worst and
beyond the capability of AFS, the specialized rescue team may b_e called and AFS
will assist them.
These functionaries will be tested at vulnerable locations by conducting mock-drills.
Different capacity development measures will be undertaken based upon the lessons
learnt from these mock-drills.
1. Level of Protection provided at airports for Airport Rescue and Fire Fighting
(ARFF) purposes according to the designated category of the airport as per
the ICAO standard to be maintained in coordination with ATC with respect to
the severity of the disaster.
2. Compliance of ICAO, DGCA & AAI Fire Orders.
3. Fire prevention and protection of ATC Tower, Terminal Building, Technical
Building, Cargo and other Airport infrastructures.
4. The Airport Fire Service conducts various emergency exercises Full Scale
Emergency Exercise, Partial Exercise, Building evacuation Drill, Mock Drill etc
in coordination with ATC.
5. Fire investigation and analysis.
6. Mutual aid firefighting & Rescue operations with other fire safety assistance
services like State/City Fire Brigade & other responding agencies in case of
any Disasters within or outside the Airport premises.
7. Ambulance services provide to the aircraft passengers.
Action by Fire Watch Tower:
The crew present in the Watch Tower will continue to assists the
Fire Control room and ATC
He will also constantly watch the aircraft movement in the operational area, vehicle
movement in the area and any consequences of natural disaster.
Action by Fire Control Room:
Fire Control Room is the heart of RFFS of airport and is manned by a person who is
very well in coordination with ATC on R/T or walkie-Talkie. All messages from ATC are
passed to Fire Control Room on Hot line or Walkie-Talkie or phone.
In case of crash message received either from watchtower or from ATC or from any
other source, he will -
- Record immediately the details
- Inform shift in-charge /Duty Officer Fire
- Inform HOD (Fire)
- Make announcement on PA system
CRASH! CRASH! CRASH!
GRID Position -location
- Within the airport/or outside the airport or specific location in case of other
disaster.
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337
Further details will be passed on Walkie-Talkie that will be acknowledged by I/CCFT-

1, I/C CFT-2,
-In-charge CFT 1 will keep continuous in touch with ATC for runway crossing route
instructions, Grid Position and the other vehicles will follow or proceed specific
location for specific task.
In-charge CFT 1 will report to ATC:

(a) On reaching the site
(b) When Fire or any other disastrous situation under Control
(c) Or more help required if disaster or not able to handle the situation.
(d) Significant occurrences
(e) Full report - on crash or any other disaster
Meanwhile Fire control room will inform to all non-duty AFS staff for alerting.
Action by Shift-In-charge:
- He will be in command of the RFFS of airport as well as of the city fire brigade
services if the fire occurred inside the airport or within response area for Aircraft
crash. For other disaster AFS shall assist the responding agencies. He will be on-
scene-commander and will continue coordinating with other agencies on the crash
site.
- After completion of Fire Fighting & rescue operation at the site, crew will come back
to the Fire Station with the permission of operation In-charge.
- arrange for salvage operation and remain standby for giving/receiving assistance
(when airport or city or both are affected in disaster)
- arrange standby crew and equipment for additional task, if any (when airport or
city or both are affected in disaster)
- In-Charge (Fire) will carry out roll call, assess the status of Fire crew/vehicles and
replenish requirement & declare category available & inform ATC.
- Shift in-charge will fill up the required report forms & submit to ATC In-charge at the
earliest.
Action by Airport Terminal Manager (AAI) :
He will be in-charge of the emergency information center & responsible.

- To collect information from crash site though ATC on injured & survivors.
- Collect passengers’ manifesto from airlines.
- Obtain information about hospitalized passengers.
- Call State Police for law & order.
Receive and make arrangement the outside help incomings such as doctors,
Ambulances, Fire brigade, Police, relatives and direct them to appropriate site or
hospitals.
- Coordinate Customs/Immigration in case the International flight involved.
Coordinate with ATC and Fire Station.
- Make arrangement for press briefing by Airport Director
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338
Responsibilities of Airport Director:
Keep informed the following

• RED, NR
• Member (OPS)
• Chairman AAI
• COR/COLLECTOR, GWALIOR SDRF, GWALIOR
• He will obtain clearance from DGCA for the removal of wreckage and permit to activate
Disabled aircraft removal Plan in case of aircraft related disaster Gwalior airport
apron.
• Press/Media Briefing:
Prepare a press brief & meet the· media & press as deemed fit. Airport Director is
the official spokes persons of AAI or authorized representative.
Actions by In-charge Airport Security (CISF) :
As soon as information is received about Crash/Accident/any disaster inside the

airport.
- Inform all gates to allow entry of Fire brigade /Ambulance and doctors and other
responding agencies to the incident site.
- Dispatch one squad or mobile or any other vehicle to site. Do not cross-runway
without ATC permissions, in case of operational area.
- Cordon the Crash site/assist the fire & rescue operations.
- Assist for evacuation.
- Guard the bag and baggage and other property on the site in coordination of
police. ·
- He shall coordinate with Traffic police to keep the Traffic lanes free for the
movement of ambulances, Fire brigade & brigade & another emergency vehicle.
Action by City Police:
As all access control etc. within the airport is the responsibility of Airport Security (CISF)
even then the city police will be informed and they shall arrive at the crash site.
The duties of Police if disaster occurred inside the airport:
- Assists the airport security & fire brigade at crash site.
- Maintain law and order
- Traffic Control to & from the airport in order to facilitate the carriage of injured to
hospitals.
- Prepare a list of passengers as per their requirement.
- Take care of any VIP passenger, if on board and his security etc as demand fit.
Allow customs & immigration activities under their control.
- Help the airport management/Airlines to handle the situation.
- Police authorities may dispose of the dead bodies of passengers in accordance with
their procedures and in consultation with Airlines/Owner of the aircraft concerned.
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339
If Aircraft accident occurred outside the boundary:

� The Superintendent of Police dispatches. a police squad to the site.
- This squad on reaching will take over supervision of the site.
- Prevent public interference with rescue operations
- Guard property, bag and baggage, aircraft
- Maintain law& order & facilitate transportations of casualties
- Protect the wreckage and trail of aircraft till the investigations. are over &
wreckage taken over by the concerned airline.
Assist outside responding agencies.
Dead Crew Members
(i) In the event of death of the crew members pilots and co-pilots, necessary
photograph must be subjected to detailed postmortem examination immediately to
ascertain the precise cause of death including the presence and extent of alcohol and
carbon mono-oxide etc. in the system. The blood, urine and the viscera of the dead
should be properly preserved by the doctor carrying out the post-mortem examination
for future detailed chemical analysis.
(ii) The post-mortem examination shall include among those mentioned (i) above other
aspects such as physical incapacitation, if any, prior to the accident and precise cause
of death etc.
(iii) Prior to subjecting the body of the crew members to post mortem examination, its
identity must be fully and properly established to the extent possible, full body
photographed and its clothes and belongings recorded and preserved carefully in
accordance with the police procedures.
Dead Passengers
All passengers on board the aircraft who received fatal injury would be subjected to
post-mortem examination indicating the nature and extent of injury as well as cause of
death with special reference to carbon mono-oxide.
However, this requirement may be waived off by Inspector of Accident/Investigator- in-
Charge or (Civil) Aviation Department. Hqrs. (Director of Air Safety) if the nature of
accident so warrants.
Release of dead bodies
(i) Crew: No bodies of the dead crews members specially or the pilot and the co-pilot
are to be released even after the post-mortem examination has been completed, by the
Police authorities or any other authority. The inspector of Accident/the Investigator In-
Charge/the Civil Aviation Department Head-quarters (Directors of Air Safety) is the only
authorized officer(s) to issue instructions for the release of dead bodies of crew.
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340
(ii) Passengers: - After the requirements have been complied with, the police
authorities may dispose the dead bodies of passengers in accordance with their
procedures and in consultation with Airlines /Owner of the aircraft concerned.
The police personnel shall regulate the flow of vehicular traffic both inside and outside
the operational area. A parking lot can be established away from the crash site. ·
Role and Responsibility of State/City Fire Services:
Reach at the disaster site of the airport soonest possible and co-ordinate/Assist with
Airport Fire Services for further action.
- In case of fire start firefighting with suitable media and also take care of
surrounding environment.
- Search and identify the risk and nullify the sources.
- To search and evacuate the affected population from the site of the disaster by
using their available special equipment etc.
Role and Responsibility of Airlines Operator:
- Provide all the manifests. to AAI & Public information counter and send his
representative to the Terminal Manager office, Terminal.
- Collect & produce all the details of POB, male & f e m a l e s , V I P ’ s I n d i a n s ,
foreigners & nationalities.
Arrange transport and coaches for dead, survivors & injured for hospitals.
- Arrange attendants for the hospitals where passengers are hospitalized their
admission & whereabouts', liaisons etc & other requirements.
- Liaise with hospitals for medical of involved bodies & survivors.
- Immediately send representatives to the crash site, Fire Station Control Room
and Casualty Centre.
- In case radioactive material/ammunition/explosives etc. are carried on board as
cargo, it shall be immediately informed to ATC & Fire Brigade and act according
to the procedure.
- Dispatch Technical /Engineering staff to the crash site or aircraft related disaster
site to assist rescue of Victims and cutting the Electrical Connections against Fire
Hazard.
- Arrange to establish Public Relations Cell in Terminal Building for the
convenience of the next of kins/relative of the affected passengers.
- Deploy special category of staff at various locations to look after the survivors of
the crashed aircraft including the catering requirements.
- Immediately dispatch copies of flight/Passenger Manifest through Airport·
Manager AAI to Control Tower.
- Notify the Airport Manager, AAI at Public Relation Cell in Terminal Building with a
request to arrange necessary announcements on PA system/display.
- Concerned airline representative must be available at the Fire Station or disaster
site to maintain proper accountability of the casualties and their disposal.
- On receipt of this information the same should be relayed by the coordinator to
the following agencies:
D Tower, AAI
D Airport Manager AAI
D Director of Air Safety, DGCA
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341
D Airport Fire station

Organize transportation of crewmembers, if alive, for immediate blood urine
collection.
The affected airlines will arrange to take charge of the baggage of all the victims
and survivors in co-ordination with the Customs and Police authorities after
obtaining clearance from the Director of Air Safety/Inspector of Accident.
- The airline representatives will assist the next of kins/relatives of the dead/injured
passengers to visit mini-morgue/hospital to identify their respective relations and
welfare requirements.
- Will immediately arrange for wooden coffin along with the transport facility for the
dead bodies, in co-ordination with the Police authorities.
- Segregate and seal all documents pertaining to the involved flight crew and aircraft.
Role and Responsibility of Indian Meteorological department:
- It undertakes observations, communications, forecasting and weather services.

Also, can use INSAT for weather monitoring and communicate to the concerned
agencies.
- Keep watching continuously the weather condition during disastrous situation to
alert various agencies and to avoid worst situation which will be occurred due to
predisaster.
30 342
Role and Responsibility of Quick Reaction Medical Teams (QRMT):
Quick Reaction Medical Teams (QRMTs) consist of Radiological Safety Officer (RSOs),
medical doctors, nurses and paramedical staff would be equipped with monitoring
instruments/equipment, Personal protective Equipment (PPEs), decontaminat ion agents, other
materials, critical care vans with resuscitation and life support system.
District health authority will constitute Quick Reaction Medical Teams (QRMT) for
• Pre-hospital medical care and

• To assist the specialized teams of NDRF through COR in providing necessary help
in decontamination, triage and administration of de-cooperating agents, basic and
advanced life support etc.
• QRMTS will form part of the regular mock-drill/simulation exercise or table top
exercise.
• People affected with acute haemopoietic, gastrointestinal, coetaneous and CNS
syndrome which requires special care would be shifted to the nearest Radiation
Injury Treatment Centre. Names, addresses, destinations, and telephone numbers
of those individuals are to be recorded who cannot be persuaded to stay at the
incident scene.
• The civic authorities will decide for dead body identification and management.
• The airport may aid the SDRF, Gwalior and other OM agencies
by making available its resources to the OM agencies at all levels for the purpose of
responding promptly and effectively to any impending disaster or subsequent to a
disastrous event.
Role and Responsibility of Commissioner of Relief (COR)

On recommendation, State Govt. may declare disaster.
To coordinate an effective emergency response and relief on occurrence of disaster.
Prepare, review and update State level emergency p la n s and guidelines and
ensure that the district level plans are prepared, revised and updated.
Develop an appropriate relief implementation strategy for the State in consultation
with the Authority, considering the unique circumstances of each district and
deficiency in institutional capacity and resources of the State.
Provide directions to the Collector and the local authority having jurisdiction over the
affected area to provide emergency relief in accordance with disaster management
plans to minimize the effects of disaster.
Role and Responsibility of the collector, Gwalior:
- Facilitate and, coordinate with, local Government bodies to ensure that the pre and
post disaster management activities in the district Gwalior including Gwalior Airport
are _
carried out.
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343
- Assist community training, awareness programs and the installation of emergency

facilities with the support of local administration, non-governmental organizations,
and the private sector.
- Take appropriate actions to smoothen the response and relief activities to

minimize the effect of disaster.
- Recommend COR and State Government for declaration of disaster.
Role of Departments of State Government (As per MPDMA, Madhya Pradesh):
1) Provide Aid the MPDMA, Madhya Pradesh state relief commissioner, collectors
and local authorities in Gwalior Airport Disaster Management activities.
2) Carry out r e l i e f a n d r e h a b i l i t a t i o n activities at G w a l i o r A i r p o r t u n d e r
t h e supervision of the commissioner and the collector.
3) Co-ordinate preparation and the implementation of Gwalior OM plan with
other depart ments, local authorities, communities, and stake holders.
The MPDMA Disaster Management Authority:
- Promoting a n integrated and coordinated system. of disaster management

including prevention or mitigation of disaster by the State, local authorities,
stakeholders and communities.
- Collect I cause to be collected data on all aspects of disasters and disaster
management and analyze it and further cause and conduct research and study
relating to the potential effects of events that may result in disasters.
- Act as a repository of information concerning disasters and disaster management.
- Lay down the policies and plans for disaster management in the State.
- Promote or cause to be promoted awareness and preparedness and advice and
train the community, and stakeholders with a view to increasing capacity of the
community and stakeholders to deal with potential disasters.
- On the expiry of a disaster declaration, the Authority shall, where necessary, act as
an agency for facilitating and coordinating rehabilitation and reconstruction activities
by departments of the Government.
Role and responsibility of The Chief Executive Officer - GDMA, Gwalior:
CEO of SOMA, Gwalior shall perform a nodal role across different phases of
disaster management like:
- Coordinate and monitor activities relating to prevention and mitigation of
disasters, including capacity-building.
- Coordinate and monitor rehabilitation and reconstruction activities.
- Monitor the progress of the preparation and updating of disaster management

plans and coordinate the implementation of such plans.
32 344
u1
- Prepare and submit periodically a report to the Authority on the activities

undertaken by the Authority.
- Delegate his powers and functions to officers and employees of the Authority
33
345
Chapter - 9
Intervention levels for various actions of

Relief & Rescue teams
Intervention levels are defined as per the level of disaster:
concept has been developed to define different levels of disasters at Airport inorder to
facilitate the responses and assistances to States and Districts·.
LO level denotes normal times which will be utilized for close monitoring,
documentation, prevention and preparatory activities at Gwalior Airport. Training on
search and rescue, rehearsals, evaluation and inventory updation for response activities
will be carried out during this time.
L1 level specifies disaster that can be managed at the Gwalior Airport, District level,
however, the State will remain in readiness to provide rescue and relief assistance, if
needed.
L2 level disaster situations are those, which require rescue and relief assistance and
active participation of the District and State, mobilization of its resources for
management of disasters.
L3 level disaster situation is in case of large-scale disaster where the State and District
authorities have been overwhelmed and require assistance from the Central
Government for reinstating the State and District machinery as well as for rescue, relief,
other response and recovery measures.
34
346
Chapter -10
· FIRST RESPONDER'S RESPONSE
This Airport Disaster plan specifies the jobs of all the functionaries who have
assigned roles during the disasters. Actions shall be balanced and commensurate with
the level of severity and shall not create unnecessary anxiety and panic among the
people.
Broadly,
First-aiders (Fire Fighting & Rescue Services) will perform the actions involving
mobilizing and operating the incident command, overseeing victims’ triage,
... ,,
CISF will cordon the site, managing and controlling the perimeter,
,
ATC & Terminal Management will provide notification & ac tiv at ion of the special f
teams, provide traffic and access control.
Terminal Management in co-ordination with Airlines will provide protection to at-risk

.and special population, providing resources support and requests for assistance,
providing public information, and outreach and communication activities.
AAI will hand over the scene to SDRF, Gwalior and other specialized agencies which
will be sent by COR and on their arrival, AAI will continue to play the supporting role.
Whereas the airport emergency services are capable of providing greater response in
case of other disasters, in case of Biological, Nuclear & radiological emergencies, only
the essential activities mentioned below are carried out in the proximity of the incident
site prior to the arrival, or consultation with the qualified d professionals:
I. Alert the staff, passengers and general public (if so required) by sounding the
emergency siren and making an emergency announcement.
II. Inform the local police, City Fire Station, SDRF Gwalior, MPDMA Madhya
Pradesh, ERC and medical authorities as per the pre-coordinated Airport
Disaster Management Plan
Ill. Identify and isolate the affected area. In case of an explosion, seal off the inner
zone of 400 m radius from the blast site as 'No Entry Area' except for
emergency measures. For a suspected ROD incident, an initial inner-
cordoned area (safety parameter) of 400 m is recommended. This will be
extended based on actual radiological monitoring, beyond the initial area, to a
place where the actual dose rate is 100 MicroGy/hr at 1 m from the ground.
IV. Establish and supervise an access and de-contamination point as near as

possible to the safety perimeter (upwind, inside the safety perimeter) where the
ambient dose rate is close to background Position in the upwind direction of the
incident especially where fire is present.
35
347
V. Restrict entry to the area of the incident.
VI. The area downwind direction of the fire, especially if smoke and ash are involved,
will be cleared of people, even if they are residents.
VII. Perform life-saving rescue and emergency first aid for serious injured. If
radioactive contamination is suspected, the rescue will be carried out by taking
extreme safety of rescuer. If situation out of control then wait for the specialized
team which will be equipped with Chemical Biological Radiological and Nuclear
(CBRN) equipment
VIII. While responding to any fire, fire personnel will be cautioned that radioactive ................. ,
material may be present.
IX. Keep to an absolute minimum, any contact with radioactive material and
suspected contamination material. Clothing and tools used at the scene will be
disposed off as radioactive material with the help of special Chemical Biological
Radio logical and Nuclear (CBRN) team and do not attempt to move or clean up
any material involved.
X Prohibit eating, drinking and smoking in the incident area.
XI. Identify assembly points for persons trapped in affected areas. Evacuate the
persons to the assembly points.
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348
Chapter - 11
INFRASTRUCTURE TO BE DEVELOPED/UPGRADED
Infrastructure pertaining to communication network, transport and sheltering
common to all disaster response mechanism must be ensured available all the time or
readily available when required.
The following basic infrastructure will be developed/ upgraded:
I. Standardized and reliable rescue & PPE in number sufficient to meet the
requirements of all first responders.
11. Portable, simple to operate, and rugged field detection equipment which has high
sensitivity and specificity. AAl's first responders which in all probability will reach
at the site before other agencies like Police, NDRF etc. should have some simple
portable monitoring instruments which will warn them as they approach the
radiation source [say a blast of Radiological Dispersal Device (ROD)].
Ill Coordinate District Authority/ State Authority for HAZMAT vehicle for the
collection, detection and speedy field characterization during any disaster.
IV. The development of mobile & fixed decontamination facility.
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Chapter - 12
ALERT SYSTEM AND REPORTING
The Emergency Response Plan (ERP) will have an adequate mechanism for proper
planning and coordination with different responders, emergency functionaries and
logisticians. It is important to have an inbuilt alert system that will activate the definitive
specialized response. For this purpose, a well-rehearsed and standardized alert system
will be evolved. Communication and Networking act as a key for an effective response
to any disaster.
The information network will also include effective communication network to quickly
analyze and identify contaminants at the incident site.
Alert Mechanism-Early warning and Reporting
Disaster Agencies
Earthquakes IMD, ISR0
Cyclones IMO
Drought Agriculture Department
Epidemics Health & Family Welfare Department
Industrial & Chemical Accidents Industry, Labor & Employment Department,
-
Radiological/ Nuclear Specialized CBRN team ( in NDRF)
Aircraft crash/ Airport Fire ATC, Fire & Emergency Services, another
agency
Early Warning, Detection & Monitoring:
Detection and monitoring is the responsibility of MPDMA, Gwalior Mechanism for

detection and monitoring may be deployed for specific hazards at the airport.
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Chapter - 13
CO-ORDINATION OF EMERGENCY RESPONSE

The response to any disaster must be implemented with clear division of responsibilities
and clear lines of communication among the various organizations involved, in order to
avoid delay and confusion.
Sr Organization/
No. Agencies/ Key Function/Responsibility
Services
Aircraft rescue and fire-fighting operation
• Pre-accident/ Post-accident fire protect ion
• Support for triage activities
1 IAF - Airport • Evacuate injured passengers to hospitals
Fire Service • Support for structural fire-fighting and
evacuation
•Support for mitigation of Disasters like earthquake, accidents/
incidents, cyclone etc.
Support to Disaster management team.
Provide standby Fire vehicle as and when required.
Activate key officials and ground
handling agent concerned
• Muster airline's and ground handling
2 Airside. agent's resources
Management/ • Provide and direct ground service
Operation supports
• Provide inputs to air traffic control in
regard to runway and taxiway closure
• Coordinate aircraft recovery and
salvage operation
Activate key officials and other external agency/services such as
hospitals, panel doctors, ambulance services, bureau of civil aviation
security, immigration and customs
• Activate the Emergency Response
Air Terminal and Interaction Centre (ERIC) Group
3
Management • Setup the Emergency Co-ordination Centre (ECC) , Survivors
Reception Centre ( SRC), Friends and Relative Reception Centre
(FRRC) and Reunion Area (RA)
• Passengers facilitation and business recovery at terminal
buildings
• Support terminal building evacuation
4 Civil/Electrical Provide technical support and assistance

Engineering • Support recovery efforts
Airport Media management
Director, • Facilitate press release and
5
Gwalior Airport • organization of press conferences
39 351
Activation and Termination of Crash Action, Full Emergency, Local

Air Traffic standby, etc.
6
Service • Air traffic management including issuing NOTAM (Notice To Air
Men)
As soon as information about crash received the Superintendent
of Police will swiftly dispatch a police squad to the site.
- This squad on reaching will take over supervision of the site.
- Prevent public interference with rescue operations
- Assist in law& order & facilitate transportations of causality
- Protect the wreckage and trail of aircraft till the investigations are
7 Police
over & wreckage taken over by the concerned airline.
Guarding of aircraft wreckage and preservation of evidence at the
accident site including eye-witness accounts and photography
• Custody of flight data and cockpit voice recorders, cargo's
onboard including dangerous goods, and baggage/passenger
belongings
� Investigation and management of dead bodies including their
identity establishment, mortuary arrangements and release of the
bodies.
Support overall crisis mitigation efforts e.g. accountability of
passengers, management of Next of Kin (NOK), aircraft accident
investigation, etc.
• Support media management
All Airlines • Passenger and NOK facilitation
8
operators • Facilitate reunions of survivors and NOK
• Prepare and provide passenger and cargo manifests.
• Report the aircraft accident or serious incident to the authorities
concerned as stipulated under Aircraft Rules, 1937, Part X
Investigation of Accidents.
• Salvage/removal of crashed or disabled aircraft.
9 Ground Provide ground service staff and r---.
Handling facilities including passenger steps,
Agent coaches, and aircraft towing
Equipment.
Set standards and directions for
Director dealing
10
General of • With all aviation related emergencies.
Civil Aviation • Aircraft accident/incident investigation.
(DGCA) • Authorize release of dead bodies, cargoes onboard including
dangerous goods, baggage, and removal of Crashed/disabled
aircraft.
40
352
Dispatch a mobile or a squad to site. This group of CISF after

reaching the site will perform similar actions as laid down till arrival
of state police.
11 Airport CISF e.g.
Cordon the aircraft/incident premises, areaGuard
property, bag & baggage
Maintain law & order
Assist fire & rescue operations.
The state Fire & Emer gency Services are crucial immediate
responders during any disaster. They are the first responders
(during the Golden Hour after a disaster) and hence play a vital
role in saving lives and property immediately after a disaster.
State Fire &
12 The state Government has therefore paid apt attention in
Emergency
Services equipping and strengthening the capacities of the Fire Services in
responding to various disasters. The State Government SDRF,
Gwalior has provided Fire & Emergency Equipment to Municipal
Corporations, Municipalities and the Emergency Response
centers to respond immediately after a disaster.
Continuous training is also being provided to the fire staff in using
and maintaining the equipment. Several officers of the rank of
Chief Fire officer are also sent to training organized by NIDM and
other institute of the central Government from time to time.
• COR has a primary responsibility of coordinating an effective
emergency response and relief on the occurrence of a disaster.
• Prepare, review and update State level emergency plans and
guidelines and ensure that the district level plans are prepared,
revised and updated.
• Develop an appropriate relief implementation strategy for the
13 COR State in consultation with the Authority, considering the unique
circumstances of each district and deficiency in institutional
'---"
capacity and resources of the State.
• Provide directions to the Collector and the local authority having
jurisdiction over the affected area to provide emergency relief in
accordance with disaster management plans to minimize the
effects of disaster.
It is the apex body for Disaster Management is headed by the
14 Prime Minister and has the responsibility for laying down policies,
NOMA plans and guidelines for OM and co-coordinating their
enforcement and implementation for ensuring timely and effective
response to disasters.
15 Airport The AOCC can act as the focal point to address the airport related
Operations needs and requirements of all the OM agencies Involved in relief
Coordination operations
Committee.
(AOCC).
41 353
Chapter - 14
Preparedness level
Training:
Regular training would be provided to all personnel who have a role in planning and
operational response to an emergency.
The training objectives are:
*To familiarize personnel with the contents and manner of implementation of the plan
and its procedures;
*To train personnel in the performance of the specific duties assigned to them in the
plan and in the applicable implementation procedures;
*To keep personnel informed of any changes in the plan and the Implementing
procedures;
*To maintain a high degree of preparedness at all levels of the Emergency

Response
Organization;
*Train new personnel who may have moved within the facility Organization;
*Test the validity, effectiveness, timing and content of the plan once in two year or
as and when required and
.*Update and modify the plan on the basis of experience acquired through Exercises ,. ,_
and drills.
Mock Drills and Exercises:
. Mock drills constitute another important component of emergency preparedness and

refer to the re-enactment, under the assumption of a Mock scenario of the
implementation of response actions to be taken during an emergency.
Mock drills and integrated exercises have the following objectives.
• To test, efficacy, timing, and content of the plan and implementing Procedures
• To ensure, that the emergency organization personnel are familiar with their dutiesand
responsibilities by demonstration;
• Provide hands-on experience with the procedures to b e implemented during

emergency; and
42
354
• Maintain emergency preparedness.
The frequency of the drills would vary depending on the severity of the hazard. However,
drills would be conducted once .in a two year (Month of November). Scenarios may be
developed in such a manner as to accomplish more than one event objective. Drills and
exercises will be conducted as realistically as is reasonably practicable. Planning for
drills and exercises would include:
• Basic objectives;
• Dates, times and places; Participating organizations;
• Events to be simulated;
• Approximate schedule of events;
• Arrangements for qualified observers; and
• An appropriate critique of drills/exercises with participants.
. Evaluation of drills and exercises would be carried out which include comments from
the participants and observers. Discrepancies noted by the drill observers during the
drill shall be pointed out.
The individual responsible for conducting the drill or exercise would prepare a written
evaluation of the drill or exercise. The evaluation would include assessments and
recommendations on:
• Areas that require immediate correction;

• Areas where additional training is needed;
• Suggested modifications to the plan or procedures and
·• Deficiencies in equipment, training, and facilities.
• Records of drills, exercises, evaluations, and corrective actions would be duly
maintained.
Documentation
- The serviceability status of safety vehicles, tools & equipment, communicational

facilities, air traffic related facilities etc are to be checked and documented and
forwarded to RHQ and CHQ. Also, the proficiency reports of all the sections are to
be documented and sent to RHQ & CHQ.
- Records of drills, exercises, evaluations and corrective actions would be duly

maintained by all concerned section of Airports.
- Incident, Accident returns shall be documented and sent to RHQ and CHQ.
- Training, meeting with other responding agencies to be documented.
- Airport familiarization of outside rescue team to be carried out and documented.

43.
355
- Participation of outside responding agencies in full scale mock up exercise and to

be documented.
- MoU between Gwalior Airport and State/City Fire Brigade to be documented and
updated as and when required.
- Directions from Ministry of Home Affairs, National Disaster Management

Authority ty, Government of India, etc. can be implemented by documentation.
- Lessons learnt from any disaster event in other states and countries.
- Recommendations from all departments in their Annual OM Report also be

considered on review.
- Updating of Disaster Management plan periodically or as when required.
44 356
Chapter -15
INCIDENT COMMAND
Incident Command System:
• The Incident command system and its procedures are designed in such a way
that information can be promptly assessed and relayed to concerned parties.
• Immediate dissemination of information contributes to quick response and
effective decision-making during emergency.
• Being the main co-ordination and control point for all disaster specific efforts
the Incident command system is the place of decision-making, under unified
command.
The Primary function of Incident command system is:
• Receive, monitor, and asses disaster information

• Keep track of available resources
• Monitor, assess, and track response units and resources requests
• Manage resource deployment for optimal usage.
• Make policy decision and proclaim local emergencies as needed.
• Provide direction and management for operations through Standard
operations guide (SOG), set priorities and establish strategies.
• Coordinate operations of all responding units, including law enforcement, fire,
medical, logistics etc.
• Augment comprehensive emergency communication from incident command
system to any field operation when needed or appropriate.
• Maintain security and access control.
• Provide recovery assistance in response to the situations and available
resources
• Keep seniors, subordinates and tenant officials informed
• Keep local jurisdictions and other agencies informed.
• Operate a message center to log and post all key disaster information.
• Develop and disseminate public information warnings and instructions.
• Provide information to the news media.
MOBILE COMMAND POST:
The MCP will be deployed to the accident site by the Airport Fire Service, IAF and be
·positioned at a distance of not less than 90m upwind from the aircraft.
The MCP will be headed by ATC In-charge and In-charge Airport Fire Service will
be the alternate Head. When it is beyond th _e office hours, Shift-In-Charge Fire shall
proceed to manage the MCP for the first hours until Head (Airside operations) or
Chief Airport Fire Service arrives. Functions of the Mobile Command Post include:
45
357
Disaster Management Plan Airports Authority of India, Gwalior
Airport
- Establish communication
- Establish contact with other responding agencies which report at the crash site.
- Establish a staging area for all ground services equipment such as Tow tractors,
passenger steps, and coaches reporting to the crash site;
Establish an Assembly Area for the uninjured survivors;
- Secure and provide any assistance required by the doctors at the Triage Area;
- Arrange speedy evacuation of injured casualties to the hospitals;
- Liaise with the airline concerned to transport the uninjured and casualties; and
Maintain and update a record of casualty evacuation status including: Number of
casualties evacuated from the aircraft; and Number of casualties evacuated to the
Emergency Medical Centre, hospitals, and Survivors Reception Centre.
The effectiveness ss of Mobile command post to be observed in Full scale mock up

exercise with respect to their functions. Any deficiency observed in the drill, will be
corrected in future exercises.
46 358
Chapter -16
Logistic Supports
Logistics management is the process of planning, preparing, implementing, and

evaluating all logistics functions that support an operation or activity. Resources are
described by kind and type. All local resources must be committed before assistance is
requested from neighboring jurisdictions, district, states or the central government.
A catastrophic event may severely hinder the ability of the local government to
respond because many of the local government's staff members may also be
adversely affected and its facilities may no longer be available; communications may
be severely disrupted; the number of people needing assistance may be very large;
debris, high water, blocked roads, etc. may impede movement; equipment loss and
other factors may impair functional capabilities. However, the logistical support of
resources is an extremely critical factor in the successful management of disaster
response and recovery efforts.
Organization and A s s i g n m e nt o f ·Responsibilities: The p r o v i s i o n o f effective
·logistics support can be very complex and especially challenging in a catastrophic
event, so volunteer staffing should be identified, trained and exercised/employed in
advance of a catastrophic disaster. At a minimum, the EOC Logistics Section staffing
should include a:
1. Logistics/Resource Management Section Chief - Airport Director
2. Deputy Section Chief- as designated by Airport Director
3. Services and Support Branch Chief: All Concerned section of Airport head
A truly catastrophic event is not disaster business as usual. For example, personnel
who are normally identified to perform the Logistics Section staffing may be too busy
. doing other things during a catastrophic event to effectively cover logistics and resource
management functions as well. To perform this function appropriately, Management
Section may need to organize into two or more units /sub units:
1. At Gwalior Airport, Communication unit shall be responsible to provide

communication facilities to all sections and outer agencies. No matter whether the
disaster occurs inside or outside Gwalior Airport.
2. At Gwalior Airport, Medical inspection room is available with IAF. In case of disaster,
outside medical team will report to rendezvous point and subsequently escorted by
fire staff to Ml room. First aid room In-charge shall assist them for all medical
activities.
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359
3. If disaster occurred at Gwalior Airport, supply of food, shelter etc. will be done by
Airlines/ Terminal management/ HR / Finance section. Local volunteer agencies
can also be the part of it.
4.. Points of Distribution System (PODS) operations will be established at Gwalior

Airport for deployment; recovery, redeployment; reutilization; and disposition of
materials, equipment, supplies, fuel and services; demobilization; and documenting
all transactions. To accomplish this, APO will constitute committee for smooth and
safe handling the situation.
5. Support includes facilities and space for logistics staging areas, points of
distribution, warehousing, base camps·, etc. will be decided by APO at the time of
forming committee.
6. Logistics will develop the traffic plan and coordinate the prioritizing, planning,
ordering, sourcing, and acquisition for transportation resources and services;
developing time-phasing plans and movement coordination and tracking; may
terminal transfer operations at staging sites; overnight storage· for vehicles, maps
and directions for responding personnel, emergency towing and repairs,
designating fuel, oil, and water depots, and coordinating with law enforcement to
help ensure deliveries at the right places and times. At Gwalior Airport, CNS In-
charge will look after the above activities .in coordination with APO, Terminal
manager and other support team.
7. Operations conducts evacuation operations, but logistics may help with providing
transportation assets for special needs citizens and those without transportation,
helping provide for mass movement needs such as vans, buses, aircraft, trucks,
etc., and emergency route refueling and temporary repairs for those with vehicles;
helping coordinate voluntary entities provide first aid and mass care support such
as in transit temporary sheltering, rest area management, food and water, human
services, transport and security; as well as
facilities i d e n t i f i c a t i o n a n d management f o r d e s t i n a t i o n m a s s c a r e sites f o r ._
citizens displaced by ordered evacuation, or by self-evacuation due to
emergency/disaster events. Gwalior Airport will assist to all support agencies for
all above activities. Formed committee / concernedcare section of Airport will take
of these.
48
360
Chapter-17
EVACUATION PLAN
Prompt evacuation of casualties may be required to be carried out from the incident
site, and of people living or working in the vicinity of the site who are likely to get
exposed or come under severe threat of contamination, during a chemical attack.
The evacuation plans will be prepared and categorized in two broad groups:
I. Evacuation from the Incident site
a. If any emergency including CBRN occurred at (Terminal) buildings, the evacuation

of the occupants shall be done as per Evacuation plan.
b. If there is a bomb threat at airport partial or full evacuation shall be done as per
Bomb Threat Contingency Plan available at Gwalior Airport.
11. Evacuation of the Community under Possible Threat of a disaster

I
The evacuation planning will include information of the defined route, the availability of
NBC filter-fitted ambulances (in case of CBRN Disasters) with specialized paramedical
staff, 24 Hrs. available at IAF and specialized facilities available with
earmarked hospitals, keeping in view the prevalent and forecasted meteorological
conditions and level of contamination.
Some components of the civil aviation authorities need to be upgraded and equipped
. with modern facilities for the management of enhanced need of evacuating a large
number of casualties.
The support zone, casualty collection center and ambulance parking area will be
provided with collective protection. Prompt removal of victims from the hot zone shall be
ensured. Casualties from the hot zone of the incident site will be transported to the
designated earmarked health care facility after providing BLS, necessary triage and
decontamination procedures.
49
361
Chapter -18
MEDIA MANAGEMENT
OM plan will have an appropriate mechanism for effective communication with the
public through media management.
Airport Director shall prepare a press brief & meet the media & press as deemed fit.
Airport Director is the official spokes persons of AAI and authorized representative.
50 362
Chapter - 19
Term Planning
All identified activities under the action plan for disaster management are implemented
under the following three types of Term Planning as listed below:
I. Short-Term Plan (0-3 Years)
II. Medium-Term Plan (0-5 Years)
Ill. Long-Term Plan (0-8 Years)
I. Short-Term Plan (0-3 Years)
It incorporates disaster specific risk reduction measures.
- MoU between Gwalior Airport and City Fire brigade.
- Periodical Inspection and maintenance of building
- Monitoring of all disaster alert warnings by IMO
� Maintenance of safety service vehicles/ rescue equipment etc.
- Inspection/ maintenance of Navigation aids
- Runway inspection
- Aerodrome surface markings/lightings as per standards
- Serviceability of Aircraft
- Advanced notification to the airport, if OG in cargo.
- Storage and Handling according to the prescribed national rules, guidelines
OGCA regulation, ICAO Annex 18 and doc 9284.
- Protection of environment and property
- Prevention of deterministic health effects in individual
- Maintain Good House-keeping.
- Developing policies and practices to avoid similar situations in futur e.
- Implementation of financial strategy for allocation of funds for various projects.
51
363
- Provision for temporary decontamination facilities and sensitization programs for

the airport community about self-decontamination procedures.
- Testing various elements of the emergency plan through table-top exercises and
mock-drills
- Overall capacity development including human and resource development,

training, education and knowledge management. Special training should be
conducted at training Centre.
II. Medium-Term Plan (0-5 Years)
- Public utility structure design as per standards
All engineering works as per standards.
- Equipping first responders with all material logistics and backup support.
- Identifying infrastructure needs for formulating mitigation plans.
- Establishment of physical and collective protection, detection technologies,

decontamination agents and associated manpower.
- Imparting adequate knowledge on various types of disasters, their properties,

possible modes of dispersal, use of PPE etc. Special training should be
conducted at training Centre.
- Knowledge on various types of CBRN agents etc., different modalities and

methods of decontamination and sources of their availability and principles of
triage for CBRN casualties. Special training should be conducted at training
Centre.
- Imparting adequate knowledge on various types of chemical agents including

TICs/TIMs, CW agents etc., their properties, possible modes of dispersal, use of
PPE, different modalities and methods of decontamination and sources of their
availability, principles of triage for chemical casualties.
- Awareness programs for first aid and self-decontamination procedures.
- Continuation and updating of HRD activities.
- Frangible structures in operational area
- Testing of OM plan in Mock exercise.
52
364
Z.1
Ill. Long-term Plan (0-8 Years)
- Disaster resister design and construction of public utility structure.
·- Identification and removal of unsafe buildings /structure. Reconstructed, if

needed.
Secure communication network for first responders; build redundancy in

communication networks by in-built repeaters optimally positioned for incident
communication, and a self-healing grid for telecommunication and other utility
networks.
- Development of simulation models for testing the efficacy of plans for continuous
improvement at training Centre.
53
365
Chapter -20·
List of Contingency Plans and Standard Operating

Procedures available at Gwalior Airport
Contingency Plans Standard Operating Procedures

Crash / Accident Airport Emergency
Procedure 1. Air Side Management and Air
Traffic Services
Disaster Management Plan 2. Safety Rules & Regulations
Handbook for Airside
Bomb Threat Contingency Plan SOP for maintenance Personnel at

Gwalior Airport
Contingency Plan for handling Hijack Safety Assessment of SOPs
situation and other acts of unlawful
interference at Gwalior Airport
Contingency Plan for Handling of VVIP flights
1. Handling of Non-Scheduled lnt 'I Aircraft
Forced-to-Land
2. Disabled Aircraft Removal Plan
Contingency Procedure for degraded Disposal of Bio-Medical Waste

mode of ATS operation at Gwalior
Air port, ,--..
Dangerous Goods Handling Plan Fuel / Oil Spillage .
Evacuation Plan of Terminal Building
Evacuation Plan (Fire) - Terminal Wild Life Hazard Management

Building
Evacuation Plan (Fire) - ATS bldg Testing of Fire Alarm System
54
366
Airport
Chapter- 21
LIST OF EQUIPMENTS AVAILABLE WITH AAI

Sr.No Equipment.s Quantity
1. Crash Fire Tenders ---
2. Ambulances ---
3. Ladder 05
4. Ropes ---
5. Hydraulic power pack-spreader, cutter , jack ,--
6. ·Power driven saw ( concrete, Metal, Wood) ---
7. Breathing Apparatus set 02
8. Proximity suits ---
9. Fire Extinguishers 25
10. Thermal Imaging Camera ---
11. Aska Inflatable Lighting Tower ---
12. Inflatable Lifting Bag ,I---
13. Oxygen cylinder - --
14. Stretchers ---
15. First-Aid Boxes 03
16. Ceiling Hook ---
17. MT vehicles & Equipment 01
18. Airlines Vehicles & Equipment ---
19 . Helmet with vision visor ---
20. Gum Boots/Safety Shoes 01
21. .Gloves (Rubber/Asbestos) 01
22. Fireman Axe ---
23. ·Quick Release Knife ,--
I
24. Distress Signal Unit (DSU) ---

25. Walkie-Talkies 17
26. Mega Phone ---
27. Cordless P. A. System 01
28. Towing Chains ---
29.
30.
Hammer
Crow Bar
.--
I
--
I
31 Coffin bags �- -1
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367
Airport
List of Search & Rescue Equipments provided to Emergency

Respo nse Centre ( ERCs) , given by SDRF, Gwalior
Sr No. Equipment’s Quantity Remarks
---
1. Life Jacket r 135 ' 1
2 Life
3 Motor Boat Engine 04
4 Rubber Boat with Accessories 04
5 Floating Pump 02
6 Deep Diving Kit 02
7 Floating Rope 10
8 Light Recharge Flood 10
9 Puncher Kit 05
10 Food Pump 05
11 Snake Catcher 02
12 Electronic Blower Pump 02
13 D.C Blower Pumps 01
14 Dragon Torch 04
15 Search Light Farmer 06
16 Rope 90 Meter 80KL
17 Rope 1 inch Thick 60KL
18 Aluminum Ladder 40 Feet 01
19 Ahuja Megaphone ( lnfotik set) 02
20 Ahuja Megafone Solder 01
21 Cables Recharge LED 02
22 Tool Box with Access orie s 02
23 Hammer 03 Pi ec e se t 01
24 Hammer Dri ll Machine wit h se t 02
25 Sabbel 02
26 Gaiti 10
27
28
Fafddha
Tasia Iron
--- 10
17
29 Tasia Plastic 10
30 Khurpi 18
31 Kulhadi Big 04
32 Kulhadi Small 05
33 Hasiya 10
34 Motor Boat Engine Trolley 04
35 Bilai (Kanta) 02
36 Land Tubelite {Solar Plate) L7007 01
37 Land Emergency Solar Torch 03
38 Solar Table Torch L5 58 · 03
39 Air Foot Pum ps 02
40 Chappu Fiber · 02 Set
41 Chappu Wood 02 Set
42 RPS 01
43 R PS Wood Blade 02
44 RPS Metal Blade 06
45 Electronic Drill M ach in e 02
56
368
46 Electronic Drill Bit Set 02

47 Rotor Hammer Drill 02
48 Rotor Hammer Drill Bit Set 02
49 Key Hole Cutter 02
50 Glass Eye Protection 30 '
51 Safety Cloroset Protection 303
52 Havey Duty Glabs 99
53 Safety Glabs 08
54 Head Light Steamer Light 14
·55 Air Pelage 160
56 Safety Helmet 134
57 Hard Toe Boat 40
58 Safety Torch 30
59 Card Less Battery Hammer Drill 01
60 Ventilator Air Tube 02
�
61 Nose Mass 25
62 Knee Pad Cousin 06
63 Dust Mask 65
64 Chipping Hammer 07
65 Card less Hammer Drill 01
66 Chipping Hammer Pointed 05
67 Chipping Hammer Beat Flat 01
68 Extension Wire 02
69 Card less Hammer Drill Beat Set 03
70 Angle Cutter 05
71 Diamond Dip Blade 02
72 16" Diamond Dip Blade 13
73 Combination Speed Battery 01
74 Hydraulic Jet 20 Ton 01
75 Camlouge 1.5 Accessories Set 02
76 Breating Cylinder 06
� 77 Rope Manila 20 MM 02
78 Daimond Deep Angle Cutter 03
79 Potable Emergency Light (Alaska Light) 14
80 Full Body Harness 71
81 Spine Board Stretcher 14
82 Bilai 02
83 Namloan Safety Rope 6X4 17
84 Hexagonal Cone 40
85 Round Bollard Type 10
86 Chain Saw 02
87 Head Up Light 30
88 Bearded Rope 02
89 Sins Tape 14
90 Lighting Device 12
91 Tandom Pulley 12
The all above equipment’s are available with given district/ cities. These equipment’s
can be utilized during disaster, if needed.
57
369
Chapter – 22
SEARCH AND RESCUE GRID
MAP Gwalior AIRPORT
58
370
Chapter - 23
CONTACT DETAILS
Important Telephone Numbers Gwalior District
Annexure – I
NATIONAL DISASTER MANAGEMENT AUTHORITY (NDMA)
Sr.No. Name & Designation Telephone no.
1. Sh. M. Shashidhar Reddy, Vice Chairman, 26701701 (O),9818533499 (M)

NDMA
2. Sh. B. Bhattacharjee Member, NDMA 26701780 (O),9717188787 (M)
3. Sh. J.K. Sinha, Member 26701740 (O),9818384040 (M)
4. Sh. K.M. Singh, Member 26401735 (O),9810203406 (M)
5. Dr. Muzaffer Ahmad, Member 26701736 (O),9873712355 (M)
6. Prof. Harsh K. Gupta, Member 26701775 (O) 9871695566 (M) 9999868111

(M
7. Maj. Gen. (Retd.) J.K. Bansal, Member 26701778(O),9910062437(M)
8. Sh. V.K. Duggal, Member 26701777 (O),9818503768(M)
Annexure – II
NATIONAL DISASTER RESPONSE FORCE (NDRF)
Sr.No. Name & Designation Telephone no.

1. Sh. Krishna Chaudhary, IPS, DG NDRF & CD 011-26712851 (O), 8750555500 (M)
2. Sh. Sandeep Rai Rathore, IPS, IG NDRF & CD 011-26160252 (O), 9540610101(M)
3. Sh. I.K.S. Rawat, DIG, NDRF 011-26105910 (O), 9968262466(M)
4. Sh. Randeep Kumar Rana DIG (N &W Zone) 011-26166559 (O), 9999513134(M)
5. Sh. S.S. Guleria, DIG (E & NE Zone) 033-45793981(O)/9013429674(M)
6. Sh. S.P. Selvan, DIG (South Zone) 9444192963(M)
7. Control Room 011-26107953(O )011-26105912 (Fax)
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371
Annexure – III
Directorate Telephone number
S.No Name Tel.No Mob Residence

1. Chairman, AAI, New Delhi 011-24693160
011-25652366
2 ED(ATM), AAI, New Delhi 011-24631684
011-4611078(F)
3. WSO, New Delhi
011-25653283
MEMBER (OPS) 24631969 - 65968209
4. GM (Aero)/NR 25655220
5. GM (Aviation Safety), CHQ 24621626 09212805188
6. GM (Aviation Safety) RHQ 25655732
7. DGM (Aviation Safety) 25655732 -- 22516469

IGI,PALAM
8. Director Air Safety,DGCA 24629521 -- 24698434
9. Rescue,Coordination 25656457 -
Centre,Delhi
Annexure – IV
Gwalior Administration Contact Details
SI No_ Designation Name Phone Numbers

01 DM, Gwalior Sh. Kaushlendra vikram (O} 0751-2446200
singh, IAS
(R} 0751-2446300
(M} 8989867665
02 SP, Gwalior Sh. Amit Shandi , IPS (O} 0751-2445200
(R} 0751-2�45300
(M} 9425964313
03 AOC, IAF Air Cmde Vikram Gaur, (O} 0751-2479300
VSM
AOC ,40 wing AF (R} 0751-2470775
(M} 8800677911
04 SATCO, IA F Wg.Cdr P Vamsee Krishna (M} 7598788977
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372
05 CMO, Gwalior Dr Manish Sharma (0) 0751-2452994

(R} 0751-2463061
(M} 9425418488
06 Asst. Director, IB Sh. Harshit Anand (0) 0751-2232844
(M} 9827901801
07 CSP, Maharajpura Mr. Ravi Bhadoriya (M} 7587613244
08 APO, Gwalior Airport Sh. Ajay Srivastava (0) 0751-2470080
(R} 0751-2470732
(M. } 9425700340
09 AC/CISF Sh. Arvind Kumar (O} 0751-2479606
(M} 9685551610
10 CISF Control Room --- - 0751-2470151
11 Local Police Control ---- 0751-24450201
Room
12 SHO , Maharajpur Sh. Prashant Yadv (0) 0751-2445241
(M} 9425123122
13 SI/ B DDS, Gwali or Sh. Santosh Singh (M}9425110387
14 50 0 , BSNL Sh. Manvendra lahariya (M} 9425201237
15 Fi re (M} 8800959776,101
16 NSG Control Room (L} 011-25671527
(L} 011-25663100
Annexure – V
GWALIOR AIRPORT TELEPHONE NUMBERS
Sr. Name Office

No.
1. Shri. Ajay Srivastava ( Airport Director) 09425700340
2. Shri. Karan singh (JGM , In-charge Civil dept.) 09560644227
3. Shri. Rameshwar Gautam (In-charge E-E dept.) 09503381565
4. Arvind Kumar ( CASO) 9685551610, 0751-2479606

5 Sarad Sachar (AM, In-charge Operation dept ) 9101741288, 0751-2470120
6. Harendra kumar ( AM, CNS dept/OSD to APD ) 7020365563
7. Faraz Ahmad Siddiqui ( Station Manager, Spice 7869844478

jet)
8. Rohit singh ( Station Manager, Indigo) 9910549102
58
373
Chapter - 24
Glossary
Disaster: An occurrence arising with little or no warning with cause, of threatens, serious
disruption of life and perhaps causes death injury to large number of people and
required therefore a mobilization of efforts in excess cif that normally provided by the
statutory emergency service.
Disaster Management: Disaster Management" means a continuous and integrated

process of planning, organizing, coo'-ordinating and implementing necessary
measures.
Natural Disaster: Disaster caused by natural hazards. e.g. Earthquake, Cyclones,

Floods, etc.
Manmade Disaster: A disastrous event caused directly and principally by one or more
identifiable deliberate or negligent human actions. Also called human-made disaster.
Hybrid Disaster: The combination of both natural and manmade e.g. Floods,
Epidemics, etc.
Prevention: The action of stopping something from happening or arising
Mitigation: The action of reducing the · severity, seriousness, or painfulness of

something.
Preparedness: Process of ensuring that an organization has complied with the

preventive measures and in a state of readiness to contain the effects of a forecasted
disastrous event to minimize loss of life, injury, and damage to property.
Response: Aggregate of decisions and measures taken to

(1) Contain or mitigate the effects of a disastrous event to prevent any further loss of
life and/or property,
(2) Restore order in its immediate aftermath, and
(3) Reestablish normality through reconstruction and rehabilitation shortly thereafter.
The first and immediate response is called emergency response.
Relief: Intervention aimed at meeting the immediate needs of the victims of a

disastrous event.
61
374
Rehabilitation: Restoration of an entity to its normal or near-normal functional capabilities after the
occurrence of a disabling· event.
Recovery: Process of returning an organization, society, or system to a state ofnormality after the
occurrence of a disastrous event.
Rendezvous point: It is a pre-arranged meeting, or a pre-arranged meeting place.
Salvage: The rescue of property or material from potential loss or destruction.
Stochastic effect: Injurious effect of a substance occurring by chance (generally without a threshold level
of dose), whose probability is proportional to the dose but whose severity is independent of it.
Decontamination: Removal of hazardous substances (bacterial, chemicals, radioactive material) from

employees' bodies, clothing, equipment, tools, and/or sites to the extent necessary to prevent the
occurrence of adverse health and/or environmental effects.
Response area: An area till that reaction to an event, occurrence, or situation, aimed at its containment or
control.
· Staging area: An area reserved for inventory that is ready for final assembly or transport.
Assembly area: A pre-designated area where occupants of an affected building get assembled in an event
of evacuation.
Triage: A system, frequently used at medical facilities, wherein people seeking care are ranked according
to the severity of their injuries or sicknesses.
Epidemics:
1. Disease that spreads rapidly and affects an inordinately large number of peoplewithin a very short
period.
2. Unexpected and sudden increase in the number of people affected by a particular
disease within a geographical region.
61
375
Abbreviations
AAI Airports Authority of India
ACC Area Control Center
AEP Airport Emergency Plan
AFS Airport Fire Service
AOCC Airport Operations Co-ordination Center
APO Airport Director
ATC Air Traffic Control
ATM Air Traffic Management
ATS Air Traffic Services
BCAS Bureau of Civil Aviation Security
BLS Basic Life Support
CAR Civil Aviation Requirement
CBRN Chemical Biological Radiological and Nuclear
CAD Civil Aviation Department
CEO Chief Executive Officer
CFT Crash Fire Tender
CHO Central Head Quarter
CISF Central Industrial Security Force
CNS Communication Navigation System
COR Commissioner of Relief
cw Chemical Weapon
DDMO District Disaster Management Officer
DG Dangerous Goods
DGCA Director General of Civil Aviation
OMA Disaster Management Authority
ECC Emergency Co-ordination centre
EiC Emergency Information Counter
i
ERC Emergency Response Centre

ERIC Emergency Response and Interaction Centre
ERP · Emergency Response Plan
E&M Equipment & Maintenance
FIC · Flight Information Centre
62
376
FRRC Friends and Relative Reception Centre

SOMA State Disaster Management Authority ASSAM
SDMP State Disaster Management Plan ASSAM
HAZMAT Hazardous Material
HR Human Resource
HRD Human Resources Development
1/C In-Charge
ICAO International Civil Aviation Organization
!EC Information Education Communication
IMO Indian Meteorological Department
INSAT Indian National Satellite
ISR Institute of Seismological Research
MCP Mobile Command Post
NOMA National Disaster Management Authority
NDRF National Disaster Response Force NIDM
National Institute Disaster Management
- NOK Next of Kin
NOTAM Notice To Air Men
OPS Operations
POB Persons on Board
PODS Points of Distribution System
.... ,., PPE Personnel Protective Equipment
QRMT Quick Reaction Medical Team
RA Reunion Area
ROD Radiological Dispersal Device t
RED Regional Executive Director

RSO Radiological Safety Officer
RFFS Rescue and Fire Fighting Services
RHQ Regional Head Quarter
RIV Rapid Intervention Vehicle
SEC State Executive Committee
SOP Standard Operating Procedure
SOG Standard Operations Guide
SRC Survivors Reception Centre
62
377
63
378
64 379
65
380
-
'---'
.-,
66
381
ENCLOSURE 12: LAYOUT PLAN
382
PROPOSED OPERATIONAL
BOUNDARY
DWC PIPE DWC PIPE

FOR ELV SERVICE FOR ELV SERVICE PROPOSED OPERATIONAL
BOUNDARY
150.5
L.V L.V L.V L.V L.V
56.0 56.0 50.0

6M WIDE ROAD
RS RS RS RS RS 120.0
3.6008
L.V
D
CCR ROOM SHED REQUIRED OVER DG SETS
CLEAR HEIGHT : 7MTR L.V
(E) (E) (E) (E)
PASSAGE
3M WIDE
DG
OPEN TO SKY
WORKSHOP WORKSTATION
STORE
ROOM
CUTOUT FOR
PLUMBING EQUIPMENT
(A) (A) (A) (A)

DWC PIPE
FOR ELV SERVICE
CLEAR HEIGHT 3.6M

UGT & STP BELOW
CONDENSER
RS
CHILLER
4.5M CLEAR HEIGHT

REQUIRD FOR AC
PLANT ROOM
CONDENSER
L.V
RS CLEAR HEIGHT 3.6M
CHILLER
STP RS
CONDENSER
CHILLER
CLEAR HEIGHT 3.6M CLEAR

HEIGHT 3.6M
RS
4.5M WIDE ROAD
STAIR REQ.TO ACCESS THE
UGT & STP PLANT ROOM
SEC.
L.V
HUME PIPE FOR HT CABLE

SEC.
L.V
L.V
SEC. SEC.
ENRTY
ENTRY
L.V
L.V
HUME PIPE FOR HT CABLE L.V
L.V
L.V
275.5
L.V
DWC PIPE
FOR ELV SERVICE
L.V
EXISTING ROEXIST
AD ING ROAD TOWA
RDS VILLAGE
L.V
SEC.
L.V
L.V
SEC.
L.V
195.0
L.V
L.V
L.V
L.V
L.V
L.V
L.V
L.V
L.V
L.V
L.V
L.V
L.V
COMMERCIAL/
CITY SIDE DEVELOPMENT
L.V
L.V
L.V
L.V
L.V
L.V
L.V
EXIT
DWC PIPE
FOR ELV SERVICE
L.V
L.V
L.V
L.V
L.V
L.V
HUME PIPE FOR

L.V
L.V
L.V
L.V
HT CABLE
L.V
L.V
L.V
L.V
L.V
L.V
L.V
L.V
L.V
L.V
L.V
L.V
L.V
L.V
L.V
DWC PIPE
FOR ELV SERVICE HUME PIPE FOR
HT CABLE
NOTES : REVISION TABLE : TITLE : CLIENT : PMC: CONSULTANTS : PROJECT

STAMP & SIGN : TITLE NORTH
1. ALL THE DRAWINGS ARE FOR REFERENCE PURPOSE ONLY NO REV COMMENTS PACKAGE TERMINAL BUILDING AT N
LAYOUT OF DG, STP & SOLAR
2. DO NOT SCALE FROM DRAWINGS. ALL DISCREPANCIES
TO BE REPORTED TO ARCHITECT IMMEDIATELY. ALL
01. R1 CHANGES AS PER AAI COMMENTS SCHEMATIC
PTB & ALLIED WORKS FOR EXPANSION OF GWALIOR AIRPORT
N
DIMENSIONS TO BE VERIFIED BY CONTRACTOR ON SITE CATEGORY PROJECT NO
PRIOR TO ANY WORKS.
CIVIL ENCLAVE, GWALIOR AIRPORT, CREATIVE GROUP LLP ARCHITECTURE CG-213
3. ALL INTERNAL WALLS ARE 200mm THICK AAC BLOCK
WALLS UNLESS OTHERWISE MENTIONED.
AIRPORT AUTHORITY OF INDIA ARCHITECTS, URBAN PLANNERS & INTERIOR DESIGNERS FAMILY
EIA SCALE
NTS DATE
08.03.2022
DRAWN
DS
CHECKED
THE INFRASTRUCTURE PEOPLE S-21 ,HARGOBIND ENCLAVE , CHATTARPUR GSS

4. ANY DISCREPANCY IN DIMENSION IN THE STRUCTURAL
DRG. SHALL BE CLARIFIED FROM ARCHITECTURAL DRG. MADHYA PRADESH RAJIV GANDHI BHAVAN, SAFDARJUNG AIRPORT
NEW DELHI 110003
NEW DELHI - 110074
SCHEMATIC DRAWING
SHEET NUMBER REVISION
T EL:(011)29561478 F AX:(011)41765386
383
ENCLOSURE 13: TRAFFIC CIRCULATION PLAN
384
N
CHECKED
GSS
REVISION
NORTH
N
DRAWN
DS
385
10.02.2022
TERMINAL BUILDING AT
AR.MP.SD.002.R2
GWALIOR AIRPORT
120.0
DATE
CG-213
SHEET NUMBER
PROJECT NO
NTS
PROJECT
SCALE
SCHEMATIC DRAWING
TRAFFIC CIRCULATION
AY
AT
R 72
-500
-500
R 72
AT
NW
ARCHITECTURE
AT
R 72
-500
-500
R 72
AT
AT
RU
R 72
-500
PRO AXI
-500
EX
R 72
AT
EIA
IS
AT
R 72
-500
AP TING
-500
CATEGORY
R 72
POS
AT
T
RO
FAMILY
TITLE
N
PER
E
IME
D
TER
ROA
D
117.5
STAMP & SIGN :
AD
RO
ER
ET
RIM
PE
CFM56-5B
A32
1-20
0
S-21 ,HARGOBIND ENCLAVE , CHATTARPUR

0
1-20
A32
CFM56-5B
ARCHITECTS, URBAN PLANNERS & INTERIOR DESIGNERS
F AX:(011)41765386
CREATIVE GROUP LLP
98.0
CFM56-5B
A32
1-20
0
0
1-20
A32
CFM56-5B
PROPOSED
ROAD
ETER
APRON PERIM
CFM56-5B
A32
NEW DELHI - 110074

1-20
0
T EL:(011)29561478
0
1-20
A32
CFM56-5B
132.0
11.5 40.5 40.5 58.0 40.5 40.5
PROPOSED
CONSULTANTS :
APRON
5.0
GSE A321
A321
A321
A321
A321
A321
A321
A321
A321
A321
A321
A321
PH I
NEO NEO NEO NEO NEO NEO
270.0
44.5
LEAP-1A LEAP-1A LEAP-1A LEAP-1A LEAP-1A LEAP-1A LEAP-1A LEAP-1A LEAP-1A LEAP-1A LEAP-1A LEAP-1A
Bridge1
Bridge1
Bridge1
Bridge1
L0.0 deg / U1.0%
L0.0 deg / U1.0%
L0.0 deg / U1.0%
L0.0 deg / U1.0%
780 780 780 780

40.5 31.0 9.5 58.0
21.5
℄
30.0
THE INFRASTRUCTURE PEOPLE

ROOF LINE
74.0 74.0
TERMINAL
BUILDING - T1
RIDGE LINE
BOUNDARY
PROPOSED OPERATIONAL 27.0
150.5
BOUNDARY
120.0 56.0 56.0 50.0
10M WIDE ROAD TO APRON
LOADER'S
3.5 M WIDE ROAD FOR LOADERS TRUCK MOVEMENT
PARKING BAY
UTILITY - 2 (NOS) BOOM BARRIER WITH ANPR
STONE JALI SCREEN
LENGTH : 25M HEIGHT 4M
ROOF
LINE
PMC:
- 2NOS TYRE KILLER
SOLAR PANEL BUILDING - 2 SET OF HYDRAULIC BOLLARDS
- 2 SET OF UVSS
7.5m WIDE ROAD
10.5m WIDE ROAD
4 ACRE SEC.
20200 SQM 10.5m WIDE ROAD
18.5m WIDE BUS LANE
8M WIDE BUS LANE
RAJIV GANDHI BHAVAN, SAFDARJUNG AIRPORT

AIRPORT AUTHORITY OF INDIA
SEC.
CHHATRI
(STONE)
FOUNTAIN FOUNTAIN
FLAG POST
STONE AND GFRC (PERGOLAS)
SHADED WALKWAY
10.5m WIDE ROAD
- 2 (NOS) BOOM 10.5m WIDE ROAD - 2 (NOS) BOOM 10.5m WIDE ROAD
BARRIER WITH ANPR BARRIER WITH ANPR
SEC. SEC.
ENRTY
ENTRY
SCOPE
NEW DELHI 110003

455 CAR PARKING 170 TAXI PARKING
BOUNDARY
TAXI PICKUP
WALL
75 STAFF AND
PREMIUM
PARKING
10.5m WIDE EXIT ROAD
TAXI PICKUP
CLIENT :
PTB & ALLIED WORKS FOR EXPANSION OF

AMENITIES
EXISTING ROAD
BLOCK
EXISTING ROAD
TOWARDS VILLAGE
SEC.
CIVIL ENCLAVE, GWALIOR AIRPORT,

SEC.
195.0
10.5M WIDE EXIT ROAD

FUTURE PROPOSED
580.0
MADHYA PRADESH
FUTURE PROPOSED
TITLE :
COMMERCIAL/

FUTURE PROPOSED
SCHEMATIC
PACKAGE
SCOPE BOUNDARY AREA 28 ACRE
SNO ITEM SYMBOL
1. PERIPHERAL - BOUNDARY
2. EXISTING BOUNDARY
CHANGES AS PER AAI COMMENTS

EXISTING OPERATIONAL - BOUNDARY
3.
4. PROPOSED OPERATIONAL - BOUNDARY
EXIT
5. SCOPE - BOUNDARY (AREA 28 ACRES)
COMMENTS
PQC ROAD
REVISION TABLE :
6.
7. BITUMEN ROAD
EXISTING ROAD
8.
NO REV
GRANITE - COMBINATION OF
01. R1
02. R2
SNOWHITE , BLACK GALAXY (90%
9. POLISHED, 10 % FLAMED)
COMBINATION OF GWALIOR SANDSTONE
10. (90%)AND POLISHED GRANITE (10%) ENTRY GATE
1. ALL THE DRAWINGS ARE FOR REFERENCE PURPOSE ONLY

10. PAVERS IN PARKING
DIMENSIONS TO BE VERIFIED BY CONTRACTOR ON SITE
DRG. SHALL BE CLARIFIED FROM ARCHITECTURAL DRG.


11. SHADED WALKWAY - GFRC + STONE
12. GREEN LANDSCAPE

LEGEND
SNO ITEM SYMBOL
PRIOR TO ANY WORKS.

1. TYRE KILLER
2. BOOM BARRIER
3. HYDRAULIC BOLLARD
NOTES :
4. SECURITY BOOTH SEC.
ENCLOSURE 14: DUAL PLUMBING PLAN
386
℄
ROOF LINE
TERMINAL
BUILDING - T1
SILT TRAP
SILT TRAP
RIDGE LINE
PROPOSED OPERATIONAL TUNNEL

BOUNDARY

LOADER'S
PARKING BAY
UTILITY STONE JALI SCREEN ROOF
SILT TRAP
- 2 (NOS) BOOM BARRIER WITH ANPR
LINE SILT TRAP
- 2NOS TYRE KILLER
BUILDING - 2 SET OF HYDRAULIC BOLLARDS

- 2 SET OF UVSS
7.5m WIDE ROAD CONTINUE TO
EXTERNAL
PICK UP
SILT TRAP
10.5m WIDE ROAD
4.5M WIDE ROAD
STAIR REQ.TO ACCESS THE SEC.
18.5m WIDE BUS LANE

10.5m WIDE ROAD SEC. 8M WIDE BUS LANE
6M WIDE ROAD
SILT TRAP
SILT TRAP
GREEN
CHHATRI
(STONE)
AREA
SILT TRAP
FOUNTAIN FOUNTAIN
FLAG POST
SHADED WALKWAY
SILT TRAP
SILT TRAP
BARRIER WITH ANPR BARRIER WITH ANPR SILT TRAP
SEC. SEC.
ENRTY
ENTRY
SCOPE
BOUNDARY
TAXI PICKUP
WALL
75 STAFF AND
PREMIUM
PARKING

SILT TRAP
TAXI PICKUP
SILT TRAP
SILT TRAP
SILT TRAP
SILT TRAP
AMENITIES
EXISTING ROAD
BLOCK
EXISTING ROAD
TOWARDS VILLAG
E
SEC.
SILT TRAP SILT TRAP
SEC.
NOTE :
SILT TRAP
DRAWING ARE TENTATIVE FOR

REFERENCE PURPOSE ONLY
NOTES : REVISION TABLE : TITLE : CLIENT : PMC: CONSULTANTS : STAMP & SIGN : TITLE
PROJECT
NORTH
NO REV COMMENTS DRAWN SITE PLAN TERMINAL BUILDING AT N
PTB & ALLIED WORKS FOR NEW CATEGORY
GWALIOR AIRPORT
PROJECT NO
COMBINE LAYOUT
PRIOR TO ANY WORKS.
2. ALL INTERNAL WALLS ARE 200mm THICK AAC BLOCK GREENFEILD AIRPORT AT CIVIL ENCLAVE, CREATIVE GROUP LLP 387
WALLS UNLESS OTHERWISE MENTIONED. AIRPORT AUTHORITY OF INDIA ARCHITECTS, URBAN PLANNERS & INTERIOR DESIGNERS FAMILY
PLUMBING DRAWING SCALE
A1@1/500
DATE
22.02.2022
DRAWN CHECKED
TINKU VIPIN
3. ANY DISCREPANCY IN DIMENSION IN THE STRUCTURAL THE INFRASTRUCTURE PEOPLE S-21 ,HARGOBIND ENCLAVE , CHATTARPUR
GWALIOR, MADHYA PRADESH RAJIV GANDHI BHAVAN, SAFDARJUNG AIRPORT
NEW DELHI 110003
NEW DELHI - 110074
TENDER DRAWING
SHEET NUMBER
PL.TB.101.SS
REVISION
T EL:(011)29561478 F AX:(011)41765386
ENCLOSURE 15: FIRE FIGHTING PLAN
388
PH I
L0.0 deg / U1.0%
L0.0 deg / U1.0%
L0.0 deg / U1.0%
L0.0 deg / U1.0%

0
0
78
78
78
78
℄
ROOF LINE
TERMINAL
BUILDING - T1
RIDGE LINE

BOUNDARY

LOADER'S
PARKING BAY

- 2NOS TYRE KILLER
STONE JALI SCREEN
ROOF
LINE

- 2 SET OF UVSS
7.5m WIDE ROAD
PICK UP
10.5m WIDE ROAD
4 ACRE STAIR REQ.TO ACCESS THE
4.5M WIDE ROAD
SEC.

6M WIDE ROAD
SEC.
18.5m WIDE BUS LANE
8M WIDE BUS LANE
GREEN
CHHATRI
(STONE)
FLAG POST
FOUNTAIN

SHADED WALKWAY
FOUNTAIN
AREA
10.5m WIDE ROAD

SEC. SEC.
ENRTY
ENTRY
SCOPE
BOUNDARY
TAXI PICKUP
WALL
75 STAFF AND
PREMIUM
PARKING

TAXI PICKUP
AMENITIES
EXISTING ROAD
BLOCK
EXISTING ROAD
TOWARDS VILLAG
E
SEC.
SEC.

AAI LAND
FUTURE PROPOSED
EXISTING
BOUNDARY
EXISTING
ROAD

FUTURE PROPOSED
FUTURE PROPOSED
EXIT
EXISTING ROAD
ENTRY GATE
NOTE :
PROJECT
NORTH
GWALIOR AIRPORT
PROJECT NO
FIRE TENDER LAYOUT
PRIOR TO ANY WORKS.
FIRE FIGHTING DRAWING SCALE
A1@1/1200
DATE
22.02.2022
DRAWN CHECKED
TINKU VIPIN
NEW DELHI 110003
NEW DELHI - 110074
TENDER DRAWING
SHEET NUMBER
FF.TB.102.SS
REVISION
T EL:(011)29561478 F AX:(011)41765386
℄
ROOF LINE
TERMINAL
BUILDING - T1
RIDGE LINE

BOUNDARY

LOADER'S
PARKING BAY

- 2NOS TYRE KILLER
STONE JALI SCREEN
ROOF
LINE

- 2 SET OF UVSS
7.5m WIDE ROAD
PICK UP
10.5m WIDE ROAD
4.5M WIDE ROAD
18.5m WIDE BUS LANE

6M WIDE ROAD
GREEN
CHHATRI
(STONE)
FLAG POST
FOUNTAIN

SHADED WALKWAY
FOUNTAIN
AREA
SEC. SEC.
ENRTY
ENTRY
SCOPE
BOUNDARY
TAXI PICKUP
WALL
75 STAFF AND
PREMIUM
PARKING NOTE :

TAXI PICKUP
TYPICAL DETAIL OF EXTERNAL FIRE HOSE CABINET
EXTERNAL FIRE HOSE CABINET

DETAIL OF FIRE BRIGADE DRAW OUT CONNECTION
AMENITIES
EXISTING ROAD
BLOCK
EXISTING ROAD
TOWARDS VILLAG
E
SEC.
4 WAY FIRE BRIGADE INLET CONNECTION

PROJECT
NORTH
GWALIOR AIRPORT
PROJECT NO
FIRE FIGHTING LAYOUT
PRIOR TO ANY WORKS.
FIRE FIGHTING DRAWING SCALE
A1@1/500
DATE
22.02.2022
DRAWN CHECKED
TINKU VIPIN
NEW DELHI 110003
NEW DELHI - 110074
TENDER DRAWING
SHEET NUMBER
FF.TB.101.SS
REVISION
T EL:(011)29561478 F AX:(011)41765386
ENCLOSURE 16: STORM WATER MANAGEMENT
PLAN
391
ROOF LINE
TERMINAL
BUILDING - T1
SILT TRAP
SILT TRAP
RIDGE LINE

BOUNDARY

LOADER'S
PARKING BAY
UTILITY STONE JALI SCREEN ROOF
SILT TRAP
- 2 (NOS) BOOM BARRIER WITH ANPR
LINE SILT TRAP
- 2NOS TYRE KILLER

- 2 SET OF UVSS
7.5m WIDE ROAD CONTINUE TO
EXTERNAL
PICK UP
SILT TRAP
10.5m WIDE ROAD
4.5M WIDE ROAD
18.5m WIDE BUS LANE

6M WIDE ROAD
SILT TRAP
SILT TRAP
GREEN
CHHATRI
(STONE)
AREA
SILT TRAP
FOUNTAIN FOUNTAIN
FLAG POST
SHADED WALKWAY
SILT TRAP
SILT TRAP
BARRIER WITH ANPR BARRIER WITH ANPR SILT TRAP
SEC. SEC.
ENRTY
ENTRY
SCOPE
BOUNDARY
TAXI PICKUP
WALL
75 STAFF AND
PREMIUM
PARKING

SILT TRAP
TAXI PICKUP
SILT TRAP
SILT TRAP
SILT TRAP
SILT TRAP
AMENITIES
EXISTING ROAD
BLOCK
EXISTING ROAD
TOWARDS VILLAG
E
NOTE :
SEC.
SILT TRAP SILT TRAP
SEC.
SILT TRAP
PROJECT
NORTH
GWALIOR AIRPORT
PROJECT NO
STORM WATER LAYOUT
PRIOR TO ANY WORKS.
PLUMBING DRAWING SCALE
A1@1/500
DATE
22.02.2022
DRAWN CHECKED
TINKU VIPIN
NEW DELHI 110003
NEW DELHI - 110074
TENDER DRAWING
SHEET NUMBER
PL.TB.102.SS
REVISION
T EL:(011)29561478 F AX:(011)41765386
ENCLOSURE 17: LANDSCAPE PLAN
N
CHECKED
GSS
REVISION
NORTH
N
DRAWN
10.02.2022 DS
TERMINAL BUILDING AT
AR.MP.SD.002.R2
GWALIOR AIRPORT
120.0
DATE
CG-213
SHEET NUMBER
PROJECT NO
NTS
PROJECT
SCALE
SCHEMATIC DRAWING
AY
AT
R 72
-500
MASTER PLAN
-500
R 72
AT
NW
ARCHITECTURE
AT
R 72
-500
MASTER PLAN
-500
R 72
AT
AT
RU
R 72
-500
PRO AXI
-500
EX
R 72
AT
IS
AT
R 72
-500
AP TING
-500
CATEGORY
R 72
POS
AT
T
RO
FAMILY
TITLE
N
PER
E
IME
D
TER
ROA
D
117.5
STAMP & SIGN :

DA
RO
ER
ET
RIM
PE
CFM56-5B
A32
1-20
0
S-21 ,HARGOBIND ENCLAVE , CHATTARPUR

0
1-20
A32
CFM56-5B
ARCHITECTS, URBAN PLANNERS & INTERIOR DESIGNERS
F AX:(011)41765386
CREATIVE GROUP LLP
98.0
CFM56-5B
A32
1-20
0
0
1-20
A32
CFM56-5B
PROPOSED
ROAD
ETER
APRON PERIM
CFM56-5B
A32
NEW DELHI - 110074

1-20
0
T EL:(011)29561478
0
1-20
A32
CFM56-5B
132.0
11.5 40.5 40.5 58.0 40.5 40.5
PROPOSED
CONSULTANTS :
APRON
5.0
GSE A321
A321
A321
A321
A321
A321
A321
A321
A321
A321
A321
A321
PH I
270.0
44.5
LEAP-1A LEAP-1A LEAP-1A LEAP-1A LEAP-1A LEAP-1A LEAP-1A LEAP-1A LEAP-1A LEAP-1A LEAP-1A LEAP-1A
Bridge1
Bridge1
Bridge1
Bridge1
L0.0 deg / U1.0%
L0.0 deg / U1.0%
L0.0 deg / U1.0%
L0.0 deg / U1.0%

780
780
780
780
40.5 31.0 9.5 58.0
21.5
℄
30.0
THE INFRASTRUCTURE PEOPLE

ROOF LINE
74.0 74.0
TERMINAL
BUILDING - T1
RIDGE LINE
BOUNDARY
PROPOSED OPERATIONAL 27.0

150.5
BOUNDARY
120.0 56.0 56.0 50.0

LOADER'S
PARKING BAY

STONE JALI SCREEN
ROOF
LINE
PMC:
- 2NOS TYRE KILLER

- 2 SET OF UVSS
7.5m WIDE ROAD
10.5m WIDE ROAD

4 ACRE SEC.

18.5m WIDE BUS LANE
8M WIDE BUS LANE
RAJIV GANDHI BHAVAN, SAFDARJUNG AIRPORT

AIRPORT AUTHORITY OF INDIA
SEC.
CHHATRI
(STONE)
FOUNTAIN FOUNTAIN
FLAG POST
SHADED WALKWAY
10.5m WIDE ROAD
SEC. SEC.
ENRTY
ENTRY
SCOPE
NEW DELHI 110003

BOUNDARY
TAXI PICKUP
WALL
75 STAFF AND
PREMIUM
PARKING
TAXI PICKUP
CLIENT :
PTB & ALLIED WORKS FOR EXPANSION OF

AMENITIES
EXISTING ROEXISTIN
BLOCK
ADG ROAD TOWARDS VILLAGE
SEC.
CIVIL ENCLAVE, GWALIOR AIRPORT,

SEC.
195.0
FUTURE PROPOSED
580.0
MADHYA PRADESH
FUTURE PROPOSED
TITLE :
COMMERCIAL/
FUTURE PROPOSED
SCHEMATIC
PACKAGE
SCOPE BOUNDARY AREA 28 ACRE
SNO ITEM SYMBOL

1. PERIPHERAL - BOUNDARY
2. EXISTING BOUNDARY
EXISTING OPERATIONAL - BOUNDARY

3.
4. PROPOSED OPERATIONAL - BOUNDARY

EXIT
5. SCOPE - BOUNDARY (AREA 28 ACRES)

COMMENTS
PQC ROAD
REVISION TABLE :
6.
7. BITUMEN ROAD
EXISTING ROAD
8.
NO REV
GRANITE - COMBINATION OF
01. R1
02. R2
SNOWHITE , BLACK GALAXY (90%

9. POLISHED, 10 % FLAMED)
COMBINATION OF GWALIOR SANDSTONE
10. (90%)AND POLISHED GRANITE (10%) ENTRY GATE
1. ALL THE DRAWINGS ARE FOR REFERENCE PURPOSE ONLY
10. PAVERS IN PARKING



11. SHADED WALKWAY - GFRC + STONE
12. GREEN LANDSCAPE

LEGEND
SNO ITEM SYMBOL
PRIOR TO ANY WORKS.
1. TYRE KILLER
2. BOOM BARRIER
3. HYDRAULIC BOLLARD
NOTES :
4. SECURITY BOOTH SEC.

ENCLOSURE 18: TOPOGRAPHICAL MAP

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ENVIRONMENT MANAGEMENT PLAN (EMP)

AIRPORTS AUTHORITY OF INDIA (AAI)

EQMS INDIA PVT LTD.

5.1. Analysis of Alternative Site ......................................................................................145

Table 3.2 : Summary of Methodology for Primary/Secondary Baseline Data

Table 7.4 : Risk Classification.................................................................................... 167

Figure 1.1 : Layout Plan of Proposed Expansion of Gwalior Airport ..................... 13

Figure 4.1 : Hierarchy showing Disposal of C&D waste ........................................ 128

Ministry of Environment, Forest & Climate

W/sq m Watt/ square meter

Keeping in consideration of above-mentioned facts, we request the Hon’ble EAC (Infra-II)

1.2. Brief About Project & Project Proponent

Table 1.1 : Details of Proposed Development of Airport

Total after Proposed

Table 1.2 : Technical Details of Airport

S. No. Particulars Unit Details

Layout Map of expansion of airport is given as Figure 1.1 below:

Figure 1.1 : Layout Plan of Proposed Expansion of Gwalior Airport

Brief About Project Proponent

1.3. Need for and Importance of the Project

2030-31 8227 631380

BENEFITS OF PROPOSED DEVELOPMENT

1.4. Development Strategy of the Project

• The planning of the project ensures environmental management and minimal

✓ Building will be designed to achieve 4-star GRIHA rating.

1.5. Legislation, Policy and Guidelines of Airport

Table 1.8 : Summary of Environmental Legislation, policy and guidelines as

Legislation Areas / Activities Covered Applicability

Legislation Areas / Activities Covered Applicability

Chapter 2. PROJECT DESCRIPTION

2.2. Type of Project

2.3. Project Location, Surrounding and Connectivity

Source: Google Image

S. Environmental Within 500 m- Within 2-5 km Within 5-10 km area

Table 2.2 : Connectivity of Project Site

2.4. Rehabilitation & Resettlement (R&R)

2.5. Project Schedule and Cost

Table 2.3 : Technical Details of Project

S. No. Particulars Unit Details

Figure 2.3 : Site Photographs of Existing Airport

2.7.1. Components under Proposed Expansion

i) New Terminal Building

ii) Departure Area

iii) Security Hold Area

iv) Food & Beverage Areas

v) Other requirements for Terminal Building

vi) Other Miscellaneous Works

2.8. Utility Requirements

Water Requirement & Wastewater management

Table 2.4 : Water requirement During Operation Phase

Figure 2.5 : Water Balance (Total after Expansion)

WASTEWATER MANAGEMENT PLAN

DETAILS OF PROPOSED SEWAGE TREATMENT PLANT

Table 2.5 : Inlet and Outlet Characteristics of Wastewater

Figure 2.6 : Process Flow Diagram of Sewage Treatment Plant

Figure 2.7 : Dual Plumbing Plan

Storm Water Management System

Figure 2.8 : Stormwater Management Plan

Figure 2.9 : Sectional Drawing of Rainwater Harvesting Pi