DBR Imphal Airport

PROPOSED NEW INTEGRATED TERMINAL BUILDING,
CONTROL TOWER CUM TECHNICAL BLOCK,

AND ASSOCIATE WORKS.
IMPHAL, INTERNATIONAL AIRPORT.
2. DESIGN BASIS REPORT
R e v i s i o n N o | R0
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Table of Contents
2.1 ARCHITECTURE 3-21
1.INTRODUCTION…………………………………………………..………………………………..…….3-10
2. DESCRIPTION OF PROPOSED FACILITIES………………………..……….…………..………….11-13
3. INTEGRATED PASSENGER TERMINAL BUILDING………………………….………….……….14-25
4. STRATEGY FOR OBTAINING GRIHA RATING……………………………………...........................26
2.2 FAÇADE 27-60
2.3. LANDSCAPE & EXTERNAL DEVELOPMENT 61-66
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2.1 ARCHITECTURE
1. INTRODUCTION
This report covers the Master planning, Terminal planning and design for the proposed New
Integrated Terminal building and associated facilities at Imphal International Airport, Manipur, India.
a) Project Background
Imphal is the capital city of Manipur, a state in Northeast India. It is one of the major cities
lying in extreme Eastern India, with the Geographic Co-ordinates 24.8074°N 93.9384°E. The average
elevation of the region is 786m, making it experience a cooler climate than rest of India. Manipur acts
as India's "Gateway to the East" through Moreh and Tamu towns, the land route for trade between
India and Burma and other countries in Southeast Asia, East Asia, Siberia, Micronesia and Polynesia.
It has the highest number of handicrafts units and the highest number of craftsperson in the North
Eastern region of India.
Imphal also has got historical significance, with “The Battle of Imphal” being one of the major
battles fought in India. This battle took place between March and July of 1944 during World War II.
Kangla Fort or the Palace of Kangla, situated on the banks of the Imphal River, also holds a special
place in the history of Imphal. Apart from the Kangla Fort, the other major tourist attractions include
Hiyangthang Lairembi Temple Complex, India Peace Memorial (Red Hill), Imphal War Cemetery and
Women's Market or Ima Keithel (the only market in the World where all the market stalls are run by
women).
b) Existing Facilities
Imphal International airport, located in the State of Manipur, is the second largest Airport in the
North Eastern Region of India. It is the only airport in the state of Manipur and currently is the second
busiest airport in North East India after Guwahati airport. The Imphal International airport falls under
the administration of Airports Authority of India (AAI) and is suitable for “C”’ type (A-320/321) of
Aircraft operations in all weather conditions. The Airport was declared as International airport on 14th
November 2013. Presently, airline operators like Air India, Indigo & Air Asia are operating at Imphal
International airport with 132 flight movements per week.
The terminal building was expanded in 2014 to cope up with the normal increase in passenger
growth. However, with the thrust given by Government of India on regional air connectivity and higher
passenger growth rate in the recent years, the terminal building has run out of its design capacity. For
example, the annual passenger traffic of Imphal International airport for FY2015-16 was 0.76 million
compared to the terminal capacity of0.6 million for the same period. Further, during FY18-19, both
aircraft movements and domestic passengers witnessed a significant increase by 48.6% and 29.3%
respectively. To overcome the existing capacity constraints and associated infrastructural gaps and in
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view of the future traffic growth projected at Imphal International airport, AAI Board has approved the
construction of a New Integrated Building and associated works.
The existing facilities at Imphal International Airport (old name Tulihal International Airport)
comprise of the following:
 Runway Dimension - 3506m X 45m

 Apron capacity – 3 Nos. A-321 & 1 No. ATR-72 type aircraft at a time
 Terminal Building to handle 500 pax (250 arriving+250 departing) at a time
 Navigation/Communication Aids like DVOR/DME, NDB, D-AITS, ILS,VHF
 ATC control Tower cum Technical Block and Fire Station of Cat-VII
 Night landing Facilities
c) Present proposal
The expansion of existing Terminal Building could not be considered as the associated airside
development including a parallel taxiway for meeting future aircraft movements is not possible given
the existing layout of this building. Hence, as per the approved Master Plan, the construction of New
Terminal Building confirming to GRIHA 4 Star rating and associated facilities are to be taken up in a
phased manner on the opposite side of the runway. For this purpose, 644 acres of land on the south-
east side of the existing runway was handed over to AAI by the State Government in the year 2009
for the construction of New Integrated Terminal Building, Control Tower cum Technical Block and
other associated services.
The current proposal of nearly 3 lakhs sq.ft terminal area , corresponding to 800PHP and
construction of 8 Code C aircraft parking bays by AAI is sufficient to handle 3MPPA as per IMG
norms and is expandable to accommodate 5MPPA in future.
d) Design Objectives
The terminal planning designs have been prepared with regard to the following objectives:
1. For the public in general:

a. Provide an attractive welcoming image
b. Provide a positive urban design impact
c. Provide a distinctive corporate image
d. Provision of links to parking facilities
e. Safeguards from noise and air pollution
2. For the Operator:
a. Provision for ease of use in different conditions; (normal, peak, off peak,
abnormal and emergency)
b. Provide a quality work place and atmosphere for manned areas and
service personnel
c. Provide facilities that are easy to manage and maintain
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d. Minimize on manning levels and responsibilities
e. Provision of flexible concept of circulation
f. Services provision to the best of standards but capable of upgrading to
allow for increased levels of comfort or amenity
g. Provide advertising space at suitable locations
h. To cater to the requirement of future passenger growth.
i. Provide streamlined operations to airlines for ease of doing business.
j. Provide world-class infrastructure for enhancing customer satisfaction
k. Provide opportunity for retail business.
3. For the Passengers:

a. Passenger perception and behavior are the effects of quality design.
b. Design for the facilities as measured by the following criteria;
i. Safety: Intrinsic safety of the proposals

ii. Time: Perception of time, information, access time, waiting time,
reliability, certainty
iii. Materials: The look and feel of materials, the sensory qualities of
sound, light, smell, air quality, cleanliness and lack of contaminants
iv. Security: The risk of assault, perceived personal threat
v. Weather: Protection from rain and direct sunlight
vi. Comfort: Fresh air and coolness (including necessary
environmental control systems)
vii. Access: Easy access for passengers with reduced mobility
viii. To provide seamless passenger flow inside and outside the new
terminal building.
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e) Master Plan
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1.1 CLIMATE- Imphal
Imphal has a humid subtropical climate with mild, dry winters and a hot monsoon season. July temperatures
average about 29 °C (84 °F); January is the coldest month, with average lows near 4 °C (39 °F). The city
receives about 1,320 mm (52 in) of rain, with June the wettest month.
1.1.1 Imphal weather by month // weather averages
The difference in precipitation between the driest month and the wettest month is 352 mm. The variation in
annual temperature is around 10.1 °C
1.1.2 Average temperatures and precipitation
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1.1.3 Cloudy, sunny, and precipitation days
1.1.4 Maximum temperatures
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1.1.5 Precipitation amounts
1.1.6 Wind Speed
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1.1.7 Wind Rose
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1.2 TOPOGRAPHY – Imphal
Imphal is located at 24.8074°N 93.9384°E in extreme eastern India with an average elevation of 786 metres
(2,579 ft) M.S.L
Figure 1 Imphal Topography
1.2.1 TOPOGRAPHY – Site
Average NGL of site- 771.35
S.N DESCRIPTION Proposed

NGL (A) Level (C)
1 LANDSCAPE AREA-1
771.36 771.95
2 PARKING AREA
771.30 772.27
3 LANDSCAPE AREA-2
771.26 772.22
4 LANDSCAPE AREA-3
771.21 772.37
5 ROAD
771.25 772.16
BUS PARKING & OTHER
6 AREA
771.76 772.30
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2. DESCRIPTION OF PROPOSED FACILITIES
a) New Integrated Passenger Terminal Building:
The Passenger Terminal Building will have passenger handling capacity of 1200 combined peak
hour passengers (200 international & 1000 domestic passengers) and combined peak hour projection
of 500 - Departure and 500 - Arrival for Domestic and 100 - Domestic and 100 - Arrival for
International. The terminal comprises of a 1.5 m lvl building which is connected to 4 fixed link bridges.
A basement tunnel is provided for the Baggage Handling system and is connected to BMA and BBA
area on the Ground level.
Arrival and Departure level forecourts are provided for meters and greeters between the
Terminal building and arrival/ departure kerbs.
Figure 1 New Terminal Building
b) Landside Infrastructure:
NH2 will be connected with a proposed 4 lane divided access road (presently single lane
road), which forms the major connectivity to the proposed new airport terminal, will be developed by
the State Govt.
The entry/exit of airport is facilitated through a roundabout. To ensure smooth flow of traffic
and minimize conflict points, roundabouts are proposed at all junctions of the internal roads. The
traffic circulation plan for the upgraded airport is shown in the following figure.
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Figure 2 - Traffic Circulation Plan
The Road A, which connects roundabout on the external road and the internal one, has a 4
lane divided configuration. Road B also follows a 4 lane divided configuration, giving connectivity to
both parking and new terminal building. Road C follows a two lane single carriageway arrangement
connecting Road B and the terminal building. Road D includes two lanes for drop-off/pick up and
three Through-traffic lanes.
Two lane single carriageways with one way movement is proposed for Road E. Road F
tracks 4 lane divided configuration, connecting the terminal building with parking/exit. Parking slots
are proposed on either side of Road A with separate entry/exit points.
c) Ancillary buildings/ facilities:

These shall be as under:
 Utility building: This shall house the Electric sub-station, DG Room, AC Plant room, cooling
towers
 UG Tanks: Underground water tanks for storage of Raw water, potable water, flushing,
irrigation, fire-fighting etc including pump room and water treatment plant.
 Utility trench: Underground trench connecting the PTB with Utility yard for running of all utilities.
 Sewage treatment plant: Sewage treatment plant for treatment of sewage.
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3. INTEGRATED PASSENGER TERMINAL BUILDING
a) Planning Parameters
 Terminal plan: The design is for a 1.5 level terminal with a basement tunnel for baggage
handling system.
 Ground level: The ground level houses the check-in hall, passenger screening & remote secure
hold areas (SHA), retail/ concession areas and other passenger facilities which is at the level of
the apron. The Domestic and International passengers require to be completely segregated at
SHA level and hence two separate airside SHA’s with retail/ concessions and swing passenger
screening and passenger facilities are provided. The arrivals immigration, separate domestic
and international re-claim together and common arrivals landside concourse with other required
passenger facilities are at grade/apron level. Remote stand arrivals are bused to the arrivals
level at ground floor.
 First floor level: The first floor level houses the SHA which directly connects to the 4 in contact
Code C stands.
 Contact stands: The building is planned providing access to 4 in contact Code C stands. Access
to aerobridges is directly from SHA level and Access from aerobridges is via ramps to the
Arrival corridor in Ground floor.
 Remote boarding: Bussing gates/lounges are provided at apron level at ground level.
 Baggage handling: BMA & BBA is provided in Ground level and is connected to the passenger
areas by means of Basement tunnel. All screening systems are positioned in the basement.
 Security: The set down and pick up kerbs are set off by 20m from the terminal landside
façade.
 External concourse: The space between the set down/pick up kerb’s provides external
concourses (forecourt) at both grade and first floor
b) Terminal building design
The architecture of the Terminal building is inspired by the local Manipuri elements such as
the Loktak lake near Imphal, the floating clouds which are predominant over the Imphal air space, the
special leaf patterns found in flora of Manipur and the traditional patterns of Manipur are further taken
inspiration from, in the interior spaces.
The floating clouds over the Imphal airspace have inspired the large central terminal roof
which is relatively flat for ease of operations but provides a grand look to the new terminal building.
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The mega roof also has circular skylights in the check-in hall which are inspired by the “Phumdis” of
the Loktak Lake - a natural feature in the lake. The columns in the meet and greet area are inspired
by the bamboo plantations in the regions and are sleek and slender to give a floating cloud effect to
the mega roof when seen from a distance.
Figure 3 - Perspective View of the Loktak Lake
Figure 4 - Floating Clouds predominant over Imphal Airspac
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Figure 5 - Perspective View of the Approach to the Terminal Building
The approach to the Terminal building is by 3-2-2 lanes with dedicated lanes for the VIP, drop
off and pick up lanes along different lengths of the kerb side. Efforts have been made to provide a
total covered pick up and drop off to allow the passengers to be protected from the extreme elements
of weather such as sun and rain and ensure a comfortable entrance to the building. The drop off
canopy is a mixture of solid cladding and glass to allow for natural light to be present in the covered
areas as well. The terminal building envisaged for the proposed project is a 1.5 level building with
check-in areas, passenger security, baggage reclaim halls, all positioned on the ground level or level
1 and domestic security hold areas spread out on level 1 and level 2.
c) Departure Sequence
The passengers are led into the check-in hall, which is a grand volume of approximately 11 m
height and they are welcomed into the hall with the grand roof which is a mix of circular skylights and
circular ceiling lights (inspired by the Loktak lake), leading them to three check-in aisles which total up
to 36 check-in counters and 12 Baggage Drop desks. There are 2 dedicated aisles for domestic flight
counting to 24 check-in counters and8 Baggage Drop desks. A separate aisle for international flight
with 12 check-in counters and 4 Baggage Drop desks has been provided. The flooring of this check-in
hall also has circular patterns, which gel with the ceiling lights and circular skylights - truly inspired by
the Loktak Lake.
The walls are lined with acoustical panels and a mix of Jali cut in locally inspired patterns from
Manipur which are backlit and travelers relate to the Manipur region as soon as they pass by this
area. Appropriate areas for artworks have been identified, which will be sourced from local artisans,
thus promoting skill development and employment in the local Imphal region.
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Figure 6 - Departure Passenger Movement at Level 1
Figure 7 - Departure Passenger Movement at Level 2
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Figure 8 - Arrival Passenger Movement at Level 2
Figure 9 - Arrival Passenger Movement Level 1
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Figure 10 - Baggage Movement
With an aim to provide a greater passenger experience and earmark more valuable spaces
for the passengers, the bulk services such as baggage handling system have been shifted to the
extreme ends of the terminal building i.e. to the left and to the right and the central areas are
earmarked for providing better passenger experience.
Figure 11 - Perspective View of the Check-in Hall
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Figure 12 - Perspective View of the Check-in Hall
Leading from the check-in hall, the passengers proceed to the central security check area,
which has again been consolidated to increase efficiency, further leading to the domestic security
hold area. International passengers too pass through the immigration counters to proceed to the
security check area and thereon into the Security Hold Area (SHA).
Figure 13 - Perspective View of Ground Floor SHA showing Escalator
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Once into the security hold area, the domestic boarding gates are bifurcated into level 1 and
level 2, with the remote boarding happening instantly from level 1 immediately after security check
and passengers proceeding to level 2 for boarding via aerobridges. The passengers proceeding to
level 2 travel through dedicated set of escalators and lifts with a central skylight element above
which allows for natural light even in this interior space. International passengers dedicatedly travel
to level 2 for boarding via link bridges and there on again need to come to level 1 if there is a
remote boarding happening for international departures.
Figure 14 - Perspective View of Level 2 SHA Area
As the passengers arrive to level 2 passing through the atrium with skylight, they are led into
departure lounges where there are three dedicated aerobridges to aircraft for domestic departure and
one designated aerobridge for international departure.
Emphasis has been laid on complying with the retail strategy to ensure that the passengers
pass through retail area on the way to the departure lounge. Retail outlets are lined on one end of the
corridor in mix with pop up retail kiosks in the middle to allow for passengers to engage into retail and
food & beverage, thereby enhancing the financial leveraging of the proposed terminal building.
Departure lounge areas are inspired by the local Manipuri culture by means of provided
aesthetically pleasing ceilings in the form of fishing nets all over the departure hall areas. Fishing is a
major activity in the Manipur region and hence this design intervention plays a major role in coming
together of local culture with the modern contemporary design for the proposed Imphal International
Airport. The design goes an extra mile by featuring customized lighting solutions - the boat shaped
hanging lights over seating areas- an imitation of boats going into the waters for fishing with fishing
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nets.
d) Arrival Sequence
The arriving passengers coming out of the aircraft are led into the building through
aerobridges leading into the facade ramps which guide the passengers to the arrival corridor from
level 2 to level 1 and thereon to the baggage reclaim hall passing by the necessary retail area
through the walkways.
Coming into the baggage reclaim hall, the passengers are welcomed by mega roof with
circular lights and skylights - an inspiration from the Loktak Lake. Flooring patterns are kept as an
inspiration from the local Manipuri culture with boat shaped illustrations on the floor in the passenger
areas. Emphasis has been made to streamline the passenger flow as much as possible and reduce
the passenger waiting time inside the terminal building.
Figure 15 - Perspective View of Baggage Reclaim Hall
e) Baggage Handling Design
The system is designed to allow for check-in procedure to happen on the level 1 and post
the check-in, the bags are moved down via conveyors to level 0 where level 1 to level 4 screening
is proposed before they come up to level 1 again on the baggage make up area. Three make up
carousels are proposed with appropriate spacing between them to allow for necessary dolley
movement from this location to pick the bags up till the apron.
Similarly for the incoming baggage, the dolleys bring the baggage to the baggage break up
area and load the bags onto the carousels here. From the carousels, the bags move to level 0
(basement level) and again feed up into the baggage reclaim area on level 1 to allow for incoming
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passengers to collect their luggage and move out of the terminal building smoothly.
 Passenger Processing Facilities:

Sl. Required Facilities/Area
Facilities
No. as per ADRM Provided
Domestic + Domestic +
1.0 For Processing Facilities
International International
1.1 Self Service Kiosks (Nos.) 5+2=7 12 + 6 = 18
1.2 Bag Drop Desk (Nos.) 5 + 1=6 8 + 4 = 12
1.2.1 Traditional Check-In Desk (Nos.) 14 + 4 = 18 24 + 12 = 36
Total Check-In Desk (Nos.) 18 + 7 = 25 36 + 18 = 54
1.3 Departure Counters for Emigration (Nos.) 3 6
1.4 Passenger Security Screening Lanes (Nos.) 4+2=6 8 + 4 = 12
1847 + 392 = 4050 + 2106 =

1.5 Boarding Gates (sq.m)
2239 6156
1.6 Arrival Immigration Desk (Nos.) 3 6
1.7 Baggage Claim Devices (Nos.) 2 + 1=3 2+2=4
1.8 Customs Check Booth 3 3 with 1 X-Ray
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 Terminal Building Area Statement
Derived Area Actual Area

Sl.
Components from ADRM Provided Remarks
No.
(sq.m) (sq.m)
1 Process Areas 10800
2 Circulation Areas (40%) 4320 19052 Passenger area on higher
3 Wall Area (20%) 2160 side
Total Area 17280 19052
4 Amenities (10%) 1728 1344 On lower side (25% less)
5 Offices (20%) 3456 1390 On lower side (60% less)
6 Retail (15%) 2592 3216 On higher side (25% more)
7 Services (20%) 3456 2244 On lower side (35% less)
28512 27246
8 Baggage Makeup Area 1741 1741
9 Baggage Breakup Area 1871 1871
10 Baggage Tunnel 4604 4604
36728 35049
6 Retail (15%) 2592 3216 On higher side (25% more)
7 Services (20%) 3456 2244 On lower side (35% less)
28512 27246
8 Baggage Makeup Area 1741 1741
9 Baggage Breakup Area 1871 1871
10 Baggage Tunnel 4604 4604
36728 35049
Note: Though as per the ADRM calculation, only 30000 sq.m of Terminal built up area is justified for 1200 PHP
(25 sq.m/ pax). However, it can be seen from the above calculation that an area till 36728 sq.m can be justified
for the enhanced capacity provided in the Terminal to cater to 3 MPPA. Therefore, the proposed Terminal area
of 35049 sq.m is justified.
f) Air Traffic Control Tower and Technical Block
The Air Traffic Control (ATC) tower and Technical Block is a G+6 building as per AAI standard
format with a total area 4327 sq.m, which is rendered in a form matching with the terminal building
located on its southwest side. The building accommodates all the facilities required by AAI-ATM,
MET, CNS staff as specified for Category -2 ATC tower as per MOCA guidelines.
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Figure 16 - Perspective View of ATC Tower & Technical Block
g) Service (Utility) Building

The Service (Utility) building is a consolidated structure which houses Electrical
substation, Air conditioning plant, Fire/Water Supply pump rooms & sumps. It is located close to
the Terminal building and is on the approach towards ATC tower. The area of the Service
(Utility) building is 2152 sq.m excluding the sump area. The STP does not form part of the
Service (Utility) building and is located away from the Terminal building, on the north east side
of the central landscape area.
h) Car park
The car park area is provided for 1089 car parks, excluding the bus park area. It is
partially covered with solar panels, which will generate 400 Kw of energy, which is required for
GRIHA IV rating.
i) Other Ancillary Structures

Other ancillary buildings include entrance gate structure with CISF post, police aid post,
amenity centre, parking toll plazas, etc.
j) Total Built up area
 Built-up Area of the proposed Terminal Building : 27246 sq.m

 Service area (BMA, BBA & BHS Tunnel area) : 7803 sq.m
 Built-up Area of the proposed ATC Building : 4327 sq.m
 Built-up Area of the Utility (Service) Building : 2152 sq.m
 Total Built-up Area proposed : 41250 sq.m
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4. STRATEGY FOR OBTAINING GRIHA RATING
The built form should not be looked upon as a mass of brick & concrete but a living mass which
breathes.
More stress has been put on passive strategies of Green Architecture by way of shape
& size of the building, orientation of the building, its placement on site and its envelope by use
of insulating material thus maximizing daylight ad minimizing heat gain in the terminal building.
All this has been achieved by respecting the solar movement and penetration of glare free
north light or shaded south light in the Terminal Building. By way of using Passive Strategies
of Green Architecture we are able to minimize heat gain.
We have also used all active strategies of green architecture by incorporating
Automation Systems, Human Sensors, Intelligent Building Management Systems and other
Resource Management systems so as the airports are built to conserve energy
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2.2 FAÇADE :-
1) Introduction
This report covers the design basis for Façade and Roofing system design for proposed
integrated terminal building and associated facilities at Imphal Airport, Imphal. The member
thicknesses/ sizes provided in this report are indicative and EPC contractor shall re-validate the
same during the detailed design stage and make amendments as required based on codal and
functional requirements.
a) Facade & Roofing system design:
The facades & roofing systems, or the exterior envelope, of the terminal building exists not
only to separate and shield occupants from exterior conditions but also, at the same time to allow
them to stay connected with the outside world. Exterior conditions encapsulate natural seasonal
weather conditions and also man-made conditions, both of which are listed as follows:
 Temperature
 Humidity
 Direct Sunlight
 Rain
 Wind
 Noise
However, on a more in-depth and developed basis, the façade must also satisfy
various other considerations which are as under:
 Structural Integrity (Strength, Deflection, Earthquake & Natural Disasters)
 Energy efficiency (In-operation, Life cycle, Carbon foot print) Humidity
 Durability and Longevity of materials
 Human comfort (thermal, humidity, noise, natural lighting, glare, etc…) Direct Sunlight
 Initial capital and operation costs
 Thermal Breakage Resistant
 Design for safety
 Easy to Maintain
 Functional Flexibility
 Aesthetics
Thus, the façade of the Passenger Terminal building must be designed to fulfill a myriad
of functions and requirements.
b) Façade Design Concept:
Imphal Airport is located in a city that experiences warm humid climate throughout the
year.
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Balanced Façade will allow the building to perform better in terms of energy efficiency & day
lighting requirement:
 Sufficient day light.

 Energy Efficiency.
 Minimize Glare & Radiation.
 Bringing Daylight to deeper areas.
c) Design Life and Durability
The Works shall be appropriate & adequate for its intended purpose. The Works shall
be designed, fabricated and installed to achieve the specified levels of performance
throughout the design life in this section, under the general exposure conditions set out in the
appendix to BS 7543, subject to any special conditions in this specification:
The Works shall be designed, supplied, installed and warranted by the Contractor to
comply with the requirements of this section.
The Facade is to perform satisfactorily for the following Design Life:
 15 years with minimum maintenance (apart from regular cleaning);

 25 years with appropriate maintenance;
The expected life of products used in the Facade shall be confirmed by providing the following
information
 the economic life of the product/material in the environment in which it shall be used (this
is not a warranty or guarantee);
 requisite maintenance procedures which must be followed in order to achieve the
economic life of the product/material;
 an assurance from the supplier/manufacturer that the product is suitable for its intended
application;
 Relevant product data including names of supplier and manufacturer.
During construction, the Engineer-in-Charge shall have the absolute right to have any
deficient products or materials rectified or replaced at the Contractor's expense in order to
achieve the expected life as stated in these documents. The Contractor will under no
circumstance enter into a claim or variation for correction of a product or installation by virtue of
the product or material being unfit for its intended purpose.
All materials which are exposed to sunlight, including materials exposed through glass,
shall not be affected due to exposure to heat or ultraviolet radiation such that the material can no
longer perform as intended, for the aforementioned period.
d) Performance Schedule
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Structural adequacy of the Works shall be demonstrated by the Contractor against the following
wherever applicable:
 Wind loads
 Dead loads
 Live loads
 Seismic loads
 Snow loads
 Maintenance related loads
 Any other sources of load that may reasonably be anticipated
 Building movements
 Thermal movements
Acceptable evidence of adequacy shall be submitted by the Contractor. This shall be

demonstrated by one or more of the following to the satisfaction of the project administrator:
 By calculation
 Test
 Manufacturers test data
e) Structural Serviceability
Serviceability deflection limits on Facade elements under working loads shall not exceed
(out of plane):
1 Aluminum frameworks: - Span/ 175 or 19mm whichever is less

(mullions and transoms) Other than
2 Aluminum members: Span/ 175 (General framework cladding)
3 Glass Span/ 90 or 20mm whichever is less
Note: the “span” as noted above is the shorter dimension or the cantilever of the element
in question.
Acceptable evidence shall be submitted by the Contractor. This shall be demonstrated by
one or more of the following:
 by calculation
 by test
f) Anchors
These shall be in accordance with the manufacturer’s details and submitted to the
Engineer-in-Charge for approval.
g) Embedment
Factor of Safety for proprietary cast-in embedment’s to structural elements of the building
shall be in accordance with the manufacturer details and submitted the Engineer-in-Charge for
notice.
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Factor of Safety for custom made cast-in embedment’s to structural elements of the building shall
be minimum of 3.0.
h) Waterproofing
The Works shall be designed and installed in accordance with the following philosophy of
waterproofing approach
 Pressure equalized with secondary drainage and ventilated spandrel for the unitized
curtain wall system with water shed at each stack joint.
 The Façade including all joints between them and other elements of work, shall
effectively prevent leakage of water into the interior of the building from the outer face of
the assembly, under the action of wind pressure kinetic energy, gravity, surface tension,
or capillary action. This shall be with any combination of wind and precipitation is likely to
be experienced. It shall also prevent water entering into those parts of the façade that
would be adversely affected by the presence of water. All joints within the Curtain
Walls/Glass Walls shall maintain their water tightness under the loads and movements
specified herein
i) Air Infiltration
The Works shall be designed and installed by the Contractor to comply with the following:
 All elements of Façade Limited to 0.4 L/m²/s at 300Pa
j) Thermal Performance
The Works shall be designed and installed by the Contractor to comply with the following
or ECBC-2009 (Energy Conservation Building Code) whichever is more stringent:
Vertical Facade (Facing East & West)

 U-value for glazing systems _ 2.0W/m2/K
Vertical Facade (Facing South & North)
 U-value for glazing systems _ 2.0W/m2/K
k) Acoustic Performance
Noise level at offices: NC40 and provision for cross talk attenuations to suit the notional
partitioning layout. This is based on open plan design.
Noise criteria reference values are the maximum noise level obtained with all plant
operating on full or part load. In addition to above, noise spectra generated by building services
plant should be smooth and free from discrete frequency peaks.
l) Movement Noise Control

The Works shall take account of the effects of thermal and structural movements and of
wind and air movement, so that creaking, rattling, whistling, ‘slip-stick’ noise and any other noises
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are eliminated.
m) Wind Noise Control

The Works shall take into account, and avoid the possibility of the generation of tonal
noise as a result of wind blowing through or over elements in the building facade.
Some amplification of wind noise might result if the elements generating the tonal noise
are rigidly fixed to the building envelope and match a natural resonance in the structure. Even
without amplification, structure borne noise may be transmitted to the interior as well as airborne
noise.
To limit the generation of vortex shedding, the main mechanism for creating discrete
frequencies, the following should be avoided:
 apertures and exposed elements with sharp edges and dimensions less than 80mm
 Regular arrays of grillages, meshes, etc.
 Small diameter wires or hollow sections with a diameter less than 50mm cavities which
might be excited to organ pipe resonance when excited by vortices generated by other
elements.
n) Ventilation Requirement
As we are intending to cover the entire building with façade elements, we do not allow any
forced ventilation hence, not applicable.
o) Fire
The Works shall be designed and installed by the Contractor to comply with the following,
 All requirements of local codes and building authorities with regards to the fire rating of
the Works.
 2-hour FRP fire stop materials with smoke seal shall be designed and installed by the
Contractor to separate adjacent floors and compartments.
 The fire stop form a continuously sealed air-tight barrier between the building structure
and the Facade.
Acceptable evidence shall be submitted by the Contractor to prove its compliance with all
requirements of local codes and building authorities. This shall be demonstrated by one or more
of the following:
 design information
 test certificates
 by test
p) Building Regulations
The Works shall comply with all relevant statutory codes and regulations
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q) Attachment to the Building Structure
The fixing shall resist dead loads, live loads, wind loads, vertical and lateral loads, and all
building movements, individually and in combination. All fixings to accommodate the worst of
tolerance limits under design loading.
Where behind the vapour barrier, hot-dip galvanized mild steel cast-in channels or cast-in
plates with weld-on studs and anchor plates shall be used as cast in anchors for connecting the
Facade systems to the building structure. Where beyond the vapour barrier, stainless steel
Grade 1.44xx (formerly 316) counterpart is to be adopted.
Stainless steel Grade 1.44xx (formerly 316, A4) masonry anchors may only be used
where cast in anchors have been erroneously omitted and only with the approval of the Engineer-
in-Charge. Any such products must be proprietary and must be submitted for approval by the
Engineer-in-Charge prior to them being used on the Project. Proprietary products with a track
record of less than 10 years shall not be acceptable for use in this Project.
All site welding shall be inspected prior to post-painting which matches with existing
finishes of the steel members.
r) Vibration Proofing of Fixings

All fixings shall be designed such that there shall be no risk of them working loose due to
the effects of vibrations, or to the cyclic effects of load, deflections and thermal expansion. This
shall be achieved by the use of locking nuts, locking washers or application of an approved
locking fluid or tie wires.
s) Locked-in Stresses
The Contractor shall avoid in his design and detailing of fixings, the introduction of locked-
in stresses that may be detrimental to the performance of the façade during the service life.
The stresses that are referred to are those that can develop in the unitized/semi- unitized panel
caused by rigid fixings that do not allow thermal or other movements.
Such rigidity and resistance shall be avoided by the careful positioning of fixings and
preventing slots, which are intended to allow for movements, becoming filled.
t) Fixings
All fixings shall be concealed and shall not be visible.
u) Final Tolerances
The Works shall be designed and installed by the Contractor to comply with the
requirements set out in this Specification.
v) Wind Loads
Wind Loads (All the calculations are based on the assumption that the height of building
equals to 35 m above the ground Approx.) The works shall be designed to comply with Indian
Standard IS 875 (Part 3).
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w) Basic Wind Parameters (For facade & roofing System):
The wind loading will be as per IS 875(Part–3):2015 and the Basic wind pressure (Pz)
shall be determined based on the following formulae:
Pz=0.6*(Vz)2N/m2
Where,
Vz - Design wind speed at height z in m/s
Vz = (Vb x k1 x k2 x k3 x k4) N/m2
Where,
 Vb- Basic wind speed m/sec – 47 m/s (For Imphal)
 k1 - Risk Co-efficient factor for mean probable design life of structure (i.e.100 years)
 k2 -Terrain, height and structure size factor depending on the terrain category (Terrain
Category 1) (to be reconfirmed with height of structure at execution stage)
 k3 - Topography factor
 k4 - Importance factor for cyclonic region
The design wind pressure shall be determined by the following formulae:

Pd= Kd * Ka* Kc * Pz
Where,
 Kd - Wind directionality factor Ka - Area averaging factor
 Kc - Combination factor
Considering the building elevation and configuration of roof, external coefficient & other
parameters would be workout as per criteria given in IS 875 (part 3):2015, clause 7.3.3.2 and
7.3.3.3
The EPC contractor shall submit the same along with the facade design basis, latest
codes as per IS 875-Part-3 for approval.
Fig 1 Basic wind speed 47 m/s (3s gust speed at 10M)

Vb =
Probability factor, K1 = 1.07 (Important
(risk coefficient) Building)
Terrain category 1
Structure Category Class C (structures and/or their components such

as cladding, glazing, roofing, etc. having
max. dimension (greatest horizontal or
vertical dimension) greater than 50 m)
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(table 2) Height and Height 10 17
structure size factor, k2 (m)
=
K2 1.05 1.10
Topography factor, K3 = 1.0

Importance factor for 1.0
cyclonic region.k4
Design wind speed at height z (Vz)
= Vb.k1.k2.k3.k4
2) MATERIAL REQUIREMENTS:
a) Metals & accessories
Component Material & Grade
● Grades 6063-T5, 6063-T6, 6060-T66 similar or stronger

● For Window- Min. wall thickness for structural 2.0 mm (excluding
Aluminum
tolerances), For non-structural 1.6 mm (i.e. adaptors)
Extrusion
● For Curtain wall- Min. wall thickness for structural 2.5 mm
(excluding tolerances), For non-structural 1.8 mm.
Aluminum
● Grades 6061-T6 or approved equivalent
Brackets
Sheet, strip ● Sheet Grade: 3003 or 5005/5052
and plate ● Not less than 1mm thick GI for hidden flashings.
● Not less than 3mm thick for components exposed to view or to
impact.
Aluminum ● Super Durable Exterior Grade Powder Coating- DFT Nominal
Coating thickness of 70 microns, (Min. 60 micron at any coated surface &
not exceeding 120 micron) as per AAMA 2604 Standards.
● PVDF Coating Min. DFT 45 microns as per AAMA 2605 standards.
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Component Material &
Grade
Steel Finish ● Hot Dip Galvanizing- Zinc silicate film thickness of 100 microns.
● Low VOC Anti-corrosive protective Coating
● Total Dry Film Thickness-250 Microns. (C4 Environment)
● Primer- High solid, zinc phosphate polyamine epoxy primer of
approved brand, shade & quality of 75 microns, and volatile
organic compound less than 250 gms/litre.
● Intermediate: Epoxy 125microns.
● Finish: High solid acrylic aliphatic polyurethane glossy finish coat
of approved brand, shade and quality with minimum dry film
thickness (DFT) of 50 microns (for visible locations only) and
volatile organic compound less than 250 gms/litre.
Anchor Bolts ● Stainless steel 316 for visible or non-visible areas (same
applicable for all cladding systems).
Screws & ● Stainless steel grade 316 (for both visible and non-visible)
Bolts
Sealants ● Non-Staining Silicone Sealant
Setting Block ● Shore Adurometer hardness: 85 +/- 5 when tested in accordance
with ASTM D2240.
Fire & Smoke ● Mineral wool fiber insulation-min Density 64 kg/m3
Seal
● Fire & smoke seal acrylic spray/ tray must be continuous at
bracket locations.
Stainless ● Grade 316– matt finished
steel
Elements
Contractor shall submit technical data and material samples with the recommendation of
façade consultant (IFC).
b) Glass:
 Use safety laminated glass wherever human impact, overhead glazing applications &
Inclined Glazing Applications (especially ACR & VCR Rooms of ATC Tower). Single glass
in any form (Toughened or Heat Strengthened) is not a safety glass.
 All skylight glasses & inclined façade glasses must be laminated only, using Heat
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Strengthened Glass at bottom and Toughened lite at the top.
 All toughened glass to be heat soaked, evidence of heat soaking records to be submitted by
the supplier.
 Wherever possible use Heat Strengthened glass instead of Toughened glass.
 The residual surface compressive stress in the Heat Strengthened glass is between
 38.8 N/mm² and 52 N/mm² & in the Tempered glass is between 69 N/mm² and 120 N/mm²
when measured by GASP.
 Use of glass and its specification has to be selected carefully considering human safety.
Refer “Guidelines on use of glass in buildings – human safety” by referring to CCPS website
www.ccpsindia.com. For selection of glass to be used on Apron & city side façade, BCAS
requirements shall be strictly adhered.
 It is preferable to select glass that has optical properties similar to other manufacturers’
products. This will ensure that the matching replacement glass will be easier in future.
c) Fabrication requirements:
 All frame fabrication, assembly & glazing work should be done at factory. Site fabrication,
assembly works are not permitted.
 Make sure primary and secondary seals are continuous.
 Moisture sensitive coatings to be fully removed or edge deleted where the sealant is in
contact with the glass so that sealant can bond directly with glass.
 Use durable glass coatings and colors with minimum guaranteed life of 20 years.
 All welds, burrs and other edge machining shall be ground smooth to the requirements of
the coating applicator prior to coating.
 All coated surfaces vulnerable to damage during handling and installation or by subsequent
site operations shall be fully protected for the duration of the works. Protective coverings
shall be resistant to all weathers and be removed from areas inaccessible after installation.
d) Fabrication Inspections:
Following are factory inspection to be completed by façade consultants.
 Curtain wall - Check for overall compliance, tolerances and finishes of Aluminium framing
fabrication and assembly
 Façade Steel Works - Check for fabrication workmanship, overall compliance, tolerances
and finishes.
 Material Finishes - Aluminum and steel finishing, quality control.
 Stainless steel - Check for fabrication, welding workmanship, overall compliance,
tolerances and finishes.
3) TYPES OF FAÇADE /GLAZING
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LIST OF DRAWINGS
SR.NO. WALL TYPE DESCRIPTION
1 WT-01 SOUTH SIDE GLAZING
2 WT-02 NORTH SIDE GLAZING
3 WT-03 EAST SIDE GLAZING
4 WT-03A WEST SIDE GLAZING
5 WT-04 VESTIBULE
6 WT-05 ALL TYPE DOORS
7 WT-05A SLIDING DOOR
8 WT-06 DROP OFF TOP CANOPY
9 WT-06A F.F CANOPY
10 WT-07 AIR BRIDGE
11 WT-08 INTERNAL GLAZING (NORTH SIDE)
12 WT-09 ATRIUM
13 WT-10 ATC
INTERNAL GLAZING (SEPARATION WALL)+ LAMINATED

14 WT-11
GLASS (FIN)
15 WT-12 INT. GAZING (SWING GATE)
The following are few of the drawing from the above table
WT-01 City Side Elevation
 The system selection for the City side elevation is Lilli System.
 As it match with the Architect requirements
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 There is no Horizontal members only verticals
 No puncturing of Glass.
 Glass panels of Larger Sizes
I) About the Lilli System
 The only system in the world with Spherical joints without drill holes, Internationally painted ,
allows the realization of Every facade with Every type of frame and Material.
II) The Clamping System:-
The system is realized with a support and an external pressure , both in aluminium that, combines
with spherical caps in Delrin, make a spherical joint without drilled glass.
III) The Installation System:-
Made by aluminium profiles and fittings, allows the easy realization of building envelopes with
variable angles thanks to specially designed grooves to insert the fittings.
IV) The Installation methodology:-
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V) The Parts of System
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VI) System Details:-
 Plan Detail
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 Top Section Detail
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 Middle Sectional Detail
 Bottom Dtail
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WT-02 Air Side Elevation
 The System Selection for the Air Side Elevation is toggle system
 The System is having only the Horizontal members and no Vertical members
 The Vertical glass joint is sealant joint
I) About the Toggle System: -
 In this system the glass is held by toggling
II) System Details: -
 Plan Details: -
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 Top Details: -
 Middle Details: -
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 Bottom Details: -
WT-06 Drop Off Canopy
 The System Selection for the Canopy is Skylight System
 The System is having Members are running in both directions
 The Glass for the skylight is purposed the laminated glass
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I) System Details: -
 Standing Sim Details: -
 Standing Sim Gutter Details: -
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 Skylight Mullion Details: -
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 Skylight Gutter Details: -
 Skylight End Details: -
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WT-06A Drop Off Canopy
 At the Edge of the canopy considered the GRC panels for aesthetic purpose.
 GRC Panels are running all the Canopy Edge
 Entire Canopy Plan: -
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 GFRC Detail: -
WT-07 Connecting Bridge

 The connecting bridge between Departure and Aeroplane the System is considered toggle
system.
 The System consist of Vertical and Horizontal aluminium profiles
 The glass is fixed on members with the help of toggles.
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 Plan Details: -
 Top Sectional Detail: -
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 Bottom Sectional Detail: -
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WT-08 Internal Glazing
 The Internal Glazing is considered Spider glazing with fin system.
 The Glass is hold with the help of Spider fittings
 The Grooves are filled with weather sealant.
 Part Elevation: -
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 Plan Detail: -
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 Section Detail: -
WT-09 Atrium Glazing

 The Atrium Glazing is considered Spider glazing with fin system.
 The Glass is hold with the help of Spider fittings
 The Grooves are filled with weather sealant.
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I) System Details:
 Plan Details: -
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Section Details: -
WT-10 ATC Tower Glazing

 The ATC Tower Glazing is considered as a Toggle system.
 The System consist of Vertical and Horizontal aluminum profiles
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 The glass is fixed on members with the help of toggles.
 System Details:
 Plan Details: -
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 Section Details: -
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2.3 LANDSACPE & EXTERNAL DEVELOPMENT
1) DESIGN PHILOSOPHY:
The overall landscape design of the external area is based on the idea of a “Lily” which is
one of the most dominant and beautiful flowers from the region of Manipur. The grand boulevard
from the entrance to the airport complex is abutted by flat greens with low mounds and line of
locally grown seasonal & evergreen flowers. this is intentional to give the terminal building a grand
look with the Indian flag occupying a central pole position just after the surface parking to frame the
proposed building with the national flag.
2) PROPOSED DESIGN:
Landscape Master Plan has been designed with two Major Typologies as:
 Active Landscape Zone: Maximum Public Access
 Passive Landscape Zone: Visual Landscape Access
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Leaf shaped patterns are used in multiple number on the ground level to create pathways
and areas for plantation along with extensive use of outdoor furniture for ease of convenience to
the passengers as well as visitors to the airport complex. Locally sourced stone is used extensively
in the landscaped areas for patterned pathways which combine with boat shape elements acting
as a feature inspired by the extensive fishing activity in the region.
Fig: Landscape elements depicting elements from the Local forts in Imphal
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Approach Road: The main entry for the PTB is by a 235m long approach road.
 This has been designed as striking avenue road as well as safe, pedestrian friendly walkways &
plazas.
 Median planting will have combination of palm trees and street lights.
 Road side margins have shade giving & seasonal flowering trees along walkways.
 Lower storey planting consists of hardy shrubs for moderate water requirement & hard
landscape elements at intervals to allow easy maintenance.
 Solar lights are proposed on the car park roof.
Fig: Perspective view of the Roundabouts leading to the Terminal building
Roundabouts leading to the terminal building are planted with low height shrubs to allow for clear
visibility of the terminal building and this is ensured from both the departure road and arrival road
subsequently.
Fig: View of the Shaded Patway.
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Fig:View of the Central Vista overlooking the National Flag & Enhancing the Main Approach
Road from the Land Side
Plantation: Importance has been given to locally grown ever green trees and seasonal plants to
ensure round the year flora within the airport complex. The details of trees as proposed are as
follows:
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 The details of the shrubs are as follows:
 The details of Hedges area as follows:
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3) OUTDOOR FURNITURE
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DBR Imphal Airport

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PROPOSED NEW INTEGRATED TERMINAL BUILDING,

CONTROL TOWER CUM TECHNICAL BLOCK,

IMPHAL, INTERNATIONAL AIRPORT.

2. DESIGN BASIS REPORT

2. DESCRIPTION OF PROPOSED FACILITIES………………………..……….…………..………….11-13

3. INTEGRATED PASSENGER TERMINAL BUILDING………………………….………….……….14-25

4. STRATEGY FOR OBTAINING GRIHA RATING……………………………………...........................26

2.2 FAÇADE 27-60

2.3. LANDSCAPE & EXTERNAL DEVELOPMENT 61-66

 Runway Dimension - 3506m X 45m

1. For the public in general:

3. For the Passengers:

i. Safety: Intrinsic safety of the proposals

1.1.1 Imphal weather by month // weather averages

1.1.2 Average temperatures and precipitation

1.1.4 Maximum temperatures

1.1.6 Wind Speed

Figure 1 Imphal Topography

1.2.1 TOPOGRAPHY – Site

Average NGL of site- 771.35

S.N DESCRIPTION Proposed

a) New Integrated Passenger Terminal Building:

Figure 1 New Terminal Building

c) Ancillary buildings/ facilities:

 Sewage treatment plant: Sewage treatment plant for treatment of sewage.

b) Terminal building design

Figure 3 - Perspective View of the Loktak Lake

Figure 4 - Floating Clouds predominant over Imphal Airspac

Figure 7 - Departure Passenger Movement at Level 2

Figure 9 - Arrival Passenger Movement Level 1

Figure 11 - Perspective View of the Check-in Hall

Figure 13 - Perspective View of Ground Floor SHA showing Escalator

Figure 14 - Perspective View of Level 2 SHA Area

Figure 15 - Perspective View of Baggage Reclaim Hall

e) Baggage Handling Design

 Passenger Processing Facilities:

1.1 Self Service Kiosks (Nos.) 5+2=7 12 + 6 = 18

1.2 Bag Drop Desk (Nos.) 5 + 1=6 8 + 4 = 12

1.2.1 Traditional Check-In Desk (Nos.) 14 + 4 = 18 24 + 12 = 36

Total Check-In Desk (Nos.) 18 + 7 = 25 36 + 18 = 54

1.3 Departure Counters for Emigration (Nos.) 3 6

1.4 Passenger Security Screening Lanes (Nos.) 4+2=6 8 + 4 = 12

1847 + 392 = 4050 + 2106 =

1.6 Arrival Immigration Desk (Nos.) 3 6

1.7 Baggage Claim Devices (Nos.) 2 + 1=3 2+2=4

1.8 Customs Check Booth 3 3 with 1 X-Ray

Derived Area Actual Area

f) Air Traffic Control Tower and Technical Block

g) Service (Utility) Building

i) Other Ancillary Structures

j) Total Built up area

 Built-up Area of the proposed Terminal Building : 27246 sq.m

a) Facade & Roofing system design:

b) Façade Design Concept:

 Sufficient day light.

c) Design Life and Durability

 15 years with minimum maintenance (apart from regular cleaning);

Acceptable evidence of adequacy shall be submitted by the Contractor. This shall be

1 Aluminum frameworks: - Span/ 175 or 19mm whichever is less

 All elements of Façade Limited to 0.4 L/m²/s at 300Pa

Vertical Facade (Facing East & West)

l) Movement Noise Control

m) Wind Noise Control

r) Vibration Proofing of Fixings