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Ground Access for IGI Airport, Delhi: Planning and Challenges

Dileep Dixit, Author1, and Phua Chai Teck, Co Author2

1 Associate General Manager, Ground Access, Delhi International Airport Limited, IGI
Airport, Delhi, PH (+91) 9958098683; email: dileepdixit@yahoo.com
2 Vice president and Head Master planning, Delhi International Airport Limited, IGI Airport,
Delhi, PH (+91) 991038301; email: ctphua@alum.mit.edu
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ABSTRACT

Airside infrastructure, Terminal along with Ground access facilities, form three broad
components of any airport. An airport attracts large number of passengers, meeters and
greeters and staff depending upon its size, location and role. Efficient ground access
system is therefore vital for any airport to serve its full potential.

Indira Gandhi International Airport (IGIA) in New Delhi is a crucial airport, which is
being upgraded and modernized by Delhi International Airport Limited (DIAL) under
Public Private Partnership (PPP) initiative, covering funding, designing, construction,
operations and maintenance of the airport for a period of 30 years till 2036, with a
further option to extend it by next 30 years. The first phase is marked by construction
of new integrated terminal T3 by 2010 to handle 34 million passengers per annum. This
would be followed by three more passenger terminals till 2026 in subsequent phases.

This paper presents an overview of the concept of the central spine and the connecting
network within the airport boundary, design concept, other general details such as
Ground access facilities, both by roadway and by metro express link, curbside
configuration, multi level car parking along with parking for buses and taxi staging,
express bus service to various city centers, shuttle bus service linking different parts of
airport, integration of circulation plan of cargo complex and hospitality districts.
1.0 Introduction

Delhi, the fast emerging global city, aided by a vibrant and rapidly expanding Indian
economy has experienced rapid growth and urbanisation in the past few years. The
booming economy, which is set to continue, together with increased liberalisation of
the air industry has had a significant impact on the demand for both domestic and
international air travel at Delhi Airport. According to 2001 census the population of
Delhi has been 13.8 million which makes it the third largest metropolitan area in India
after Mumbai and Kolkata and one of the fastest growing metropolitan areas in Asia.

Indira Gandhi International Airport (IGIA) Delhi, being the busiest airport in south
Asia, handled a total of 27 million passengers in 2009 and even the “most
conservative” forecasts indicate the passenger flow to be 80 million per annum for the
year 2026. The growth in cargo tonnage through the airport is forecasted to increase at
a similar and possibly higher rate.

This growth over the years has magnified many deficiencies and capacity constraints
confronting IGIA. In order to bridge the gap in an efficient manner and bring about a
perceptible change in the service quality, Ministry of Civil Aviation decided to expand
and modernise the airport through private sector participation. Besides addressing host
of airside and terminal based requirements, various key land side issues to be tackled

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by DIAL in planning and design of IGIA (after taking over) included severe congestion
on highway access (NH8), poor accessibility, inadequate curb frontage, poor parking
management, improper segregation of different modes, shortage of parking,
mismanagement of taxi pick up system, minimal role and poor quality of public
transport and lack of coordination between airport planners and local authorities.

In order to achieve the given mandate, an efficient master plan was prepared for phased
incremental expansion of IGIA with its “Saturation” phase envisaged for 2036. New
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terminal T3 with a capacity to handle 34 million passengers per annum having a built
up area of 5.4 million sqft was planned along with other supporting infrastructure as
part of phase 1 with a target commissioning date of July 2010. Other salient features of
phase 1 include - a new runway, 78 aero bridges, 9 remote parking stands, 90
walkalators, 47 escalators, 70 lifts etc. A crucial element for the successful realisation
of the master plan is the integrated ground access system, supported by a multi-modal
connectivity to the airport to serve air passengers, well-wishers, employees, and other
airport users. An ‘efficient ground transportation access’ is the key to realizing the full
capacity potential of any airport, its importance can’t be rated less than that of airside
facilities or terminal facilities.

2.0 Location Setting

Indira Gandhi international

airport is located in in the
outskirts of Delhi city close to
Haryana-Delhi Border (Near
Gurgaon). Airport is linked
with its catchment area by
National Highway 8. Airport
area is mainly surrounded by
residential land uses towards
Delhi side and farms, scattered
residential layouts, commercial
and industrial locations on
Gurgaon side (Figure 1).
Figure 1

3.0 Components of Ground Access

Development of a comprehensive, multi modal and integrated airport ground access
management plan for airport is based on demand estimates that are consistent with
those used in master planning and terminal building design. The salient components of
the airport ground access systems are:
• regional highway system,
• access roads and ramps leading into the airport,
• circulation roads at airport,
• curb loading and unloading areas,
• multi Level Car park and other parking facilities

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• public transport infrastructure and intermodal provision

• dedicated airport metro express link and facilities
• taxi staging and hold up areas
• integration of circulation plan of cargo complex and hospitality district

4.0 Methodology
In order to develop an efficient ground access system for IGIA, a scientific approach
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was adopted. A thorough analyses of key traffic characteristics, travel pattern, socio –
economic and behavioral traits of passenger, staff and meters and greeters was carried
out based on primary surveys (conducted in the base year 2007) and through secondary
data. Decisions on above ground access elements were based on projected transport
demand, airline schedules, passenger and airport operating policies, physical
constraints, construction deadlines and learning from international best practices from
other successful airports.
4.1 Airport Traffic Generation - Forecasts
Terminal specific road network and facilities have been designed to serve traffic
volumes anticipated in 2016 when integrated terminal T3 attains its peak. The road
network that is common to T3 and other future terminals is currently planned for 2016
demand with a provision of expansion to meet the future demand. For example the
central spine is planned to be initially with a configuration of 4+4 lanes till 2016,
keeping a provision of expansion upto 10+10 lanes to facilitate construction of future
ramps and loops required to serve ultimate demand in the saturation phase.

According to recent survey number of PCUs using the International Terminal are
15,600/per day, while 43,400 PCUs /per day visit the Domestic Terminal. Peak
Vehicular Traffic of 1,038 PCUs at international terminal takes place at 2100 -2200
Hrs. Peak traffic at domestic terminal works out to 3,099 PCUs at 1700 – 1800 Hrs.
Considering only the 75% of domestic traffic would shift to integrated terminal T3 and
the combined peak hour vehicular traffic for full service domestic airlines and
international carriers operating from T3 would be 3118 at 2100 -2200 Hrs. Modal split
analysis based on current survey indicate that Taxi at 48% and Cars at 38% account for
86% of vehicles at the airport. Share of two wheelers is 6% while public transport and
Auto Rickshaws both have a nearly equal share of 4% each. The Traffic forecasts,
during the peak hour at 21.00 - 22.00 hrs in 2016 works out to 5293 PCUs. The
corresponding number of passengers at T3 during this period would be 3234. The total
peak parking accumulation would be 4100 cars.

4.2 Regional highway system

National Highway 8 (NH 8) that links the administrative capital of the country, Delhi
with the country’s financial capital Mumbai, offers IGIA the vital access to regional
highway network. As the expansion of city of Delhi has taken place in all the
directions, the airport, which is hardly 20 km from the city center (Cannaught Place)
has been surrounded by dense residential and commercial settlements in the eastern and
western side. In such case, the ring road system and other arterial radial roads emerging
outwards from the city center form part of off-site road system for IGIA. NH 8, Rao

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Tularam Marg, Mehrauli – Mahipalpur Road, Dwarka Road (near Palam) and Dwarka
Express Link together with ring roads - radial roads from the city center provide the
regional highway/ arterial road network to serve the airport. These road stretches
require various improvement measures for example provision of grade separation,
signalization in place of certain rotaries, better maintenance practices, provision of bus
shelters, better enforcement etc. In order to execute these measures, efforts have been
made towards achieving a good coordination between airport planners and respective
external agencies/ local authorities to take note of airport requirements.
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4.3 Access roads and ramps leading into the airport

This component is vital to ensure optimal distribution of both ingress/ egress traffic to
and from the airport. Primarily four routes provide ground access to IGIA from
northern side -. NH 8, Rao Tularam Marg, Mehrauli – Mahipalpur Road, Dwarka Road
(near Palam). Two roads, in the south, Dwarka Express Link (which runs along the
southern border of the airport) and Old Gurgaon road (near Kapashera) along with four
roads in the north are key ‘near-airport’ roads. Any blockage in any of these roads
affect the airport bound traffic flow.

The city of Delhi is expanding in the western and north western directions. There are
large urban extensions, townships, freight complex, railway and inter-state bus
terminals proposed and are under different stages of implementation by various
agencies in the western side of the airport. Central Road Research Institute (CRRI) was
engaged to study the impact of all these developments including airport modernization
project by DIAL by involving all stakeholders. CRRI recommended an integrated
Traffic circulation plan around IGI Airport which included several tunnels, flyovers and
surface improvement projects on the eastern side, to be implemented in a phase wise
manner to ensure proper dispersal of traffic on NH 8. CRRI also suggested two tunnel
projects from North and South of IGIA for immediate implementation to reduce
airport’s dependence on NH 8 instead of a direct access from western side in order to
save airport network from through traffic (non airport based traffic).

Major capacity enhancements on Delhi roads in general and particularly on the road
network in the immediate proximity to IGIA, have recently been executed through
reconstruction, widening and grade separation at key junctions and street scaping by
city administration and federal agencies in the wake of forthcoming Commonwealth
Games, to be hosted in Delhi in October 2010. NH 8 and Rao Tularam Marg have been
developed as part of Delhi – Gurgaon expressway with grade separations at Palam,
Mahipalpur and Radisson Junctions (specific for the airport). Improved operational
management is being effected by restricting slower vehicles and “through tolling”. The
major gateways to access different terminals and allied facilities inside IGI airport are
detailed as under (Figure 2):

1. Airport Road interchange with NH 8 at Palam : This Interchange provides

connectivity between NH – 8, Rao Tularam Marg and approach road to Terminal –
1 (Present cluster of domestic terminals).

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2. Radisson interchange: This existing interchange provides access from NH 8 and

provides the sole entry – exit to different airport bound traffic streams..
3. Underpass at NSG roundel (near Palam interchange) is nearing completion, which
will provide a segregated route for Dwarka bound traffic. The surface junction will
dedicatedly serve the airport bound traffic.
4. Northern Access Road is under fast track implementation, to provide an alternate
entry exit to IGIA T3, by means of a tunnel under the runway. This road project has
a 3+3 lane configuration, which starts from the NSG junction (discussed above) and
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meets the airport road network near Hanuman Temple passing through the defence
area and IGIA operational area.

The current approach to the IGI Airport for all the traffic coming from northern
parts of Delhi is via grade separated Radisson Junction on NH-8, which already
experiences congestion. There is no present direct alternate access from north to the
airport, which is nearly 60 to 70% of total traffic generated from the airport.
Northern access road has been planned and taken up for fast track implementation
in order to directly serving this traffic from north and reducing the traffic pressure
on NH-8. This project involved construction of 363 m long tunnel by cut and cover
method under the flight path of runway 28. Execution started from the extended CL
of the runway and move towards the two ends (of the tunnel) in order to ensure
work completion in the extended basic strip area within runway closure period.
Land availability, approvals from airport operations team, city planning agencies,
Civil Aviation and security authorities along with coordination with various
agencies posed unique challenges.

5. Northern Junction: The new junction north of Mahipalpur junction with a

provision of underpass (in future) for entering traffic from Delhi towards Airport is
another crucial project that is under implementation. This junction provides vital
segregation to the traffic generated at Hospitality district and acts as an alternate
entry/ exit point for the airport.
6. Future long term projects: There are 3 other long term projects which are under
feasibility and planning stage namely grade separation at Mahipalpur Junction to
provide east west entry – exit from Mahipalpur - Mehrauli Road, Southern Access
Road from Dwarka Express Link and Northern Underpass (at Northern Junction).

Figure 2

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4.4 Circulation roads at airport

The landside circulation roads at IGIA address the connectivity requirements to various
current and future terminals from regional highway system and covers the Inter-
terminal traffic circulation plan along with connectivity to other facilities such as Multi
Level Car Park, Airport Services Building (ASB), graded taxi and bus parking, VVIP
and staff access, airside access, Cargo terminal, hospitality district etc.
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The master plan proposes a system of four terminals developed on either side of a
central road called the ‘central spine’ starting from the Mahipalpur junction on NH 8
with a central reserve width of 123m. The central spine consists of two carriageways of
10 lane roads on either side with a central reserve of 6m for Metro corridor (Figure 3).
The master plan facilitates independent circulation for each individual terminal by
means of different level approaches for departing and arriving passengers.

Figure 3

Currently (in Phase 1) a part of the central spine with a 4+4 lane configuration
(expandable to 10+10 lanes) is linked to the existing approach road originating from
Radisson junction on NH 8 as shown in Figure 4. This main approach is supported by
pleasant landscapes and a network of service roads to take care of all access and
circulation requirements within the airport.

Figure 4

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The central spine needs to be extended to link the northern access road with T3 network
and also to provide connection to the hospitality district (a portion of which will be
operational by mid 2011). Apart from extension of central spine, there is a plan to
construct a separate access to the Cargo Complex through dedicated cargo road, in
order to segregate cargo and passenger traffic.

4.5 Curb loading and unloading areas

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Departure Forecourt is on an elevated deck that will facilitate drop-off directly in front
of check in concourse, while the arrival forecourt is on the surface. Both the arrivals
and departure forecourts are served with multiple lane terminal frontage road (nearly
300 m in length) to distribute vehicles directly in front of terminal building. These
frontage roads are separated with the help of curbs or raised islands to facilitate
dropping/ picking or waiting of passengers. There are three curbs with 8 lanes in the
elevated departure forecourt, while arrivals have 5 curbs with 10 lanes (Figure 5) to
facilitate segregation of stopping, maneuvering and through movements of vehicles and
provision of safe pick-up/ drop-off points. A cross section of the terminal curb roadway
is shown in Figure 6.

Figure 5 Figure 6

To segregate pedestrian flows with vehicular flows and facilitate seamless integration
with metro station, Multi Level Car park (MLCP), meters greeters area, curb for Taxis
and Private cars, sky walk and subways supported with elevators, escalators and ramps
and walkalators have been provided (Figure 7).

T3 Departures
Sky Walk

T3 Arrivals

Metro Station
Pedestrian Subway

Figure 7 ← Departures – movement towards Terminal

→ Arrivals – movement towards Metro Station, MLCP, Curbside

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4.5 Multi Level Car park and other parking facilities

The Multilevel parking building, having a capacity of 4300 cars, is located adjacent to
the New Passenger Terminal Building T-3 and is oriented from East to West parallel to
central spine. Circulation of MLCP is planned in such a way that all entries are from
southern road that runs parallel to the loop road leading to Arrival level of PTB, while
all exits are on the northern road that merges with the central spine. These roads have
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barriers with toll collection system (ticket dispenser, card reader etc.).

The multilevel car park is a simple and straightforward building of 182 m by 117 m
size comprising two blocks arranged side by side with two ramps in each block for up
and down movement of the cars. It is a 7 level structure including ground level and
terrace level (to be used for open parking). The proposed circulation system allows
vehicles to move quickly through the system. If a parker enters at ground floor and
parks his car at the furthest distance at terrace floor, it takes less than 5.0 minutes.
While designing the parking system, an efficient geometric layout in the form of
rectangular parking lots with vehicles parked on both sides of the aisle has been
adopted. In addition, the parking facility is equipped with two Lifts (capable of carrying
trolleys), staircase, toilets, pay booth in the entrance block, effective signage, CCTV,
access control system, Space availability display system (SADS) to facilitate automated
way finding, and a drop off zone in front of lift lobby on each floor.
Besides a direct connection on the ground floor, a pedestrian entry has been considered
from the second floor level through covered walkway leading to the Terminal-3.
Passengers/parkers coming from the Passenger Terminal Building with their luggage
trolleys will be able to reach the parking building through this walk way and vice versa.

4.6 Public Transport and Inter-modal Provision

Dedicated aero express buses have been planned to serve airport passengers. These
buses are equipped with FIDS (flight information on display), GPS, ample luggage
space and comfortable seating. Services are supported by custom designed Bus shelters
at city end pick up points and enjoy direct access upto the forecourt; The tickets are
issued with the help of Ticket Issuing Machines linked to Central Server at IT
department; Proposals are under way to provide Web ticketing and roping in local
Airline Ticketing agents for selling the Aero Express Tickets.

Other buses include regular local stage carriage buses, interstate buses, feeder buses
and private coaches run by tour operators. In order to serve the airport in a more
efficient manner, a Public Transport Center (PTC) has been built on the main Radisson
approach road. PTC (Figure 8) has different zones for different modes/ activities
namely pickup drop off zone for buses, pickup drop off zone for Auto Rickshaws and
waiting lounge for passenger with separate zone for the pickup and drop off for shuttle
buses. These zones are connected with the waiting lounge by means of covered
walkways. The location of Public Transport Center is shown in Figure 4.

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Auto Rickshaw is a popular para-transit mode prevalent on city roads though not very
popular amongst airport passengers. This is also a tourist attraction amongst foreigners.
Exclusive pick up and drop off arrangements for Auto Rickshaws have been made
along with pre paid booth at Public Transport centre.
4.7 Shuttle Buses
In order to link the public transport
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center with T3 and different office

areas within airport complex, DIAL
has also planned to operate an efficient
shuttle bus service. This shuttle bus
service would be served by three high
quality buses, initially with a frequency
of 10 to 15 minutes. These buses would
regularly ply round the clock along the
central spine to link T3 with public
transport center. Shuttle buses will and
pick/ drop bus users at the bus bay
abutting the waiting lounge. Figure 8
4.8 Airport Metro Link
There was a need to maximize the capacity of the site to handle 100 million passengers
per annum at IGIA in the saturation phase. This would not have been possible by a road
based system alone. In order to meet the challenge, requirement of a more sustainable
transport system was felt and a dedicated Metro express link was planned for the airport
to develop it as a fast, convenient, congestion free alternate mode. To make it attractive
the station was planned at a comfortable walking distance from the Terminal with
convenient transfer facilities. Simultaneous Construction of the huge Terminal building
and the massive underground metro station along with managing an operating
international terminal posed a lot of interfacing and traffic management issues. All of
these were resolved in close consultation with Delhi Metro Rail Corporation (DMRC).

IGI Airport would be the first airport in India to have a dedicated metro link similar to
all world class Airports today. This Metro Express Line (AMEL) will run between the
New Delhi Railway Station and the Delhi-Dwarka Metro station to the south west of
the airport via Shivaji Stadium (Connaught Place), Dhaula Kuan, the Aero City and the
central terminal area station located between Terminals 2 and 3. The Delhi-Dwarka
metro station is also connected with proposed Integrated Metropolitan Railway
Terminal (IMRT) and the proposed inter-state bus terminal in the vicinity. The initial
frequency of AMEL is 6 trains per hour and the planned journey time from the City
centre to the airport is 18 minutes. Automated pedestrian facilities have been provided
for transfer between the main terminal metro station and airport terminal forecourts and
car park areas in order to ensure seamless, hassle free intermodal linkages. There is
also a provision of baggage check in facility at down town metro station likely to be
operational from next year. The projected ridership on the City- Airport leg is 42,000 in
2010 and 86,000 in 2021 with a similar volume on the Dwarka leg. The passenger
capacity per train is 600-650 including 500 passengers seated.

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4.9 Taxi staging and hold up areas

Taxis in India are quite economical compared to other western countries. Both
premium and ordinary put together, nearly 50% of passengers depend on taxis, at the
airport during peak hours. Taxis wait at large taxi holding areas, where there is a
provision of parking over 1500 Taxis. Taxis are organized in queues inside these
holding areas and wait for their turn to move to the forward taxi staging area under the
departure forecourt ramps. Thereafter the taxis are directed to pick the passenger at the
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taxi curb and move out of the airport through the central spine.

4.10 Integration of circulation plan of cargo complex and hospitality district

The cargo terminal is located in the centre of the airport precinct, and is primarily
accessed via Mahipalpur junction with the NH8, and also through Radisson approach
road. There is a plan to construct a dedicated approach road for cargo traffic in order to
ensure segregation of cargo traffic from the airport bound normal passenger traffic.
There is a plan to develop 256 acres area for commercial property development and it is
important to assess its circulation, parking and access requirements in sync with the
overall circulation plan of the airport for all phases. It is therefore important to plan
commercial development in such a way that it has minimal traffic impact, and we are
able to prioritize access to and from the airport.
5.0 Capacity Analysis and Micro-Simulation Modelling

Analyses of the internal ground access system as planned for 2016, show that the
system will be adequate for the traffic volumes forecast for that year. In terms of
landside traffic, the Terminal 3 is basically composed of the curbside, differentiated in
Departures on level +10 and Arrivals on Ground level, and the Multi-Level-Car-Park in
its immediate neighborhood. A thorough exercise of traffic assignment using Origin-
Destination matrix, onto the airport road network links for the year 2016, was carried

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out. Average Travel Speeds and Average Control Delays were calculated based on the
simulation output using “VISSIM” Software.
During peak hour, it is observed that various direct conflicts between major traffic
flows are replaced by indirect conflicts in the form of U-turns and weaving sections.
During low traffic hours, minor conflicts can be tolerated without degrading the aspired
level of service C.
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After reviewing the calculations of the Level of Service for various stretches of road
network supporting T3, it is established that the network offers a decent Level of
Service C upto 2016.

6.0 Conclusion
It would have been inefficient and uneconomical to build at this time the number of
lanes, intersection controls and parking spaces required for ultimate development.
Hence an efficient road network and other support facilities coupled with a dedicated
metro link have been provided, which is adequate to meet the phase 1 functional
requirements of the airport upto 2016.

Integrated transport approach adopted in planning and operation of ground access

infrastructure ensures convenient seamless transfers between air and ground
transportation modes to reach final destination within region/ city. It helps in making
metro and buses attractive and equally convenient modes of transport, thereby
achieving the long term goal of modal shift from private vehicles to more
environmentally and energy efficient mass transport modes.

7.0 References
1. The Regional Plan 2021 – National Capital Region
2. Delhi Masterplan 2021
3. Delhi Airport Traffic Forecasting Report – Final Dec 2006
4. Indira Gandhi International Airport Masterplan Report – Final 2006
5. Indira Gandhi International Airport Landside Traffic Report – Final July 2007
6. Detailed Report Airport Metro Link upto Dwarka

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