Silchar Airport needs sophisticated navigational aids

Special Correspondent
SILCHAR, Oct 30: Silchar airport is one of the six airfields in Asom with rich legacy of World War II vintage airstrips. Keeping pace with the increase in traffic and upgradation of passenger services, Airport Authority of India after completing modified terminal building has with it the plan to extend the runway from 5857 ft to 7500 ft which is almost complete. Besides, the apron has been strengthened and has been extended by another 150 ft.

The airport with its extended runway has come a long way in accommodating Airbus-320. A year ago, it was fit for ATR and Boeing flights or B-737 class of aircraft only. In terms of density and volume of passenger and cargo traffic, the airport, 22 km from here, has been ranked fourth after Guwahati, Agartala and Imphal.

On an average, 90000 passengers embark and disembark annually at this airport and around 600 mt of cargo is handled. It is link with Kolkata, Guwahati and Imphal by daily flights. The ‘open air policy’ of the Aviation Ministry has been able to attract private air liner like Deccan Airways, now being operated by Kingfisher. Both Kingfisher and Air India operate their flights with Airbus and ATR aircrafts. As the number of passengers of late has shown declining trend, from October 28 Kingfisher has taken the lead to reduce its fare on Silchar-kolkata route from Rs 3689 to Rs. 2980 only for economy class. Air India is also likely to follow suit. In fact, the basic fare on this route is Rs 1100 only which is compounded by fuel surcharge of Rs 2350 and fees and taxes counting for Rs 239. The Airliner has taken the calculated risk to lure passengers since its 180 seater A-320 even during puja rush has not sufficient number to be near the required load factor. Quite significantly, both Air India and Kingfisher have opted for Airbus and ATR for cost effectiveness on fuel consumption. While Airbus takes 1 hour on Silchar-Kolkata route, ATR 30 minutes more.

What Silchar airport now needs are night landing facilities about which Sontosh Mohan Dev, Union Minister of Heavy Industries and Public Enterprises, said it would take another two months for installation of necessary equipments. Most important, considering its location in the midst of hill ranges and long duration of rains and envelopment of mists and fogs during winter, the airport needs instrument landing system, doppler very high frequency omni range along with distance measuring equipment and precision approach path indicator. It is all the more necessary because the airport is manned by Indian Air Force which has a base close to it. The airfield is of strategic importance for both civilian and military point of view. During war with Pakistan in 1971, IAF made several bombing missions to hit targets across the border. In fact, the Air Force played crucial role in the liberation of Bangladesh .

Heavy rain falls in the very early part of October have created problem of visibility for pilots in landing their aircraft. On October 5, Indian IC-7706 flight from Imphal bound for Kolkata enroute Silchar could land at the airport after 3 attempts. In order to make it all weather air field, sophisticated navigational aids have to be installed. source: the sentinel assam

Barak bridge on the verge of collapse

June 20: The first cantilever bridge over the Barak in Silchar is groaning with age and it is only time before one of its arms gives way under tonnes of traffic.

Built as a crucial link between Silchar and the eastern flank of Cachar district, including the vintage airport at Kumbhirgram, the bridge was hastily opened to traffic during a devastating flood in May 1966 without any formal inauguration.

For the past 42 years, the 472-metre-long and 7.5-metre- wide structure built by Gammon India Ltd has borne the weight of Silchar’s urgency to cross the Barak and reach the airport and other parts of eastern Cachar.

On an average, 400 vehicles cross the bridge every hour.

But as is the case with most public structures in the country, lack of maintenance has taken a toll on the centre of the bridge where the two arms of the cantilevers meet.

Engineers of the national highway division of the Public Works Department now doubt the bridge’s ability to withstand the pressure of rush-hour traffic.

The executive engineer of the national highway division of PWD, Anjan Chanda, said cracks in the bridge’s joints were first detected in 1999.

Concerned, the PWD engineers suggested that it be inspected by their senior officers and experts from the ministry of national highways.

The first survey was conducted in June 2000.

The team agreed that a flyover needs to be built over the Barak to take the load off the cantilever bridge.

Plans were made but remained firmly on paper owing to lack of initiative.

Chanda then suggested that a device called Exjomet C-160 be used to replace the joints. Metallic shims, pieces of metal with rubber soles that act as shock absorbers, could be used as cushions, he said.

The device would prevent further damage but this was a stop-gap method.

A permanent measure needs to be thrashed out without delay, he said.

A team from the ministry of surface transport and national highways inspected the bridge, but is yet to submit its report. Source: telegraphindia