Bengaluru’s quest for a second international airport has entered a decisive phase, with the state government preparing to initiate high-level talks with the Centre to fast-track the project as Kempegowda International Airport (KIA) nears saturation. Industries and Infrastructure Development Minister MB Patil is slated to meet the Union Civil Aviation Minister shortly, armed with a proposal for 4,500 acres of land and a shortlist of three potential sites—two along Kanakapura Road (near Kaggalipura and Harohalli) and one on Nelamangala–Kunigal Road, all within 25–45 km of the city centre.
The Airports Authority of India (AAI) has already inspected these locations, and its feasibility report, expected by mid-July, will be pivotal in determining the final site. The urgency stems from projections that KIA’s annual passenger traffic could exceed 110 million by 2035, a figure the existing infrastructure may struggle to handle despite the recent opening of Terminal 2. Officials stress that even with an expedited process, a new airport would take six to seven years to become operational, making early planning essential. The current concessionaire agreement with Bangalore International Airport Limited (BIAL), which restricts a competing facility within a 150 km radius until 2033, adds a layer of regulatory complexity but also sets a clear timeline for action.
The site selection process has not been without controversy. While the state favours locations with robust road and metro connectivity, some aviation experts argue that an airport positioned between Bengaluru and Mysuru could better serve the wider region and leverage the Bengaluru–Mysuru Expressway. Others have suggested reviving the city-centre HAL Airport for commercial flights, though this remains a minority view given its current use for military and VIP operations. Meanwhile, a political push to consider Sira in Tumakuru district has been dismissed by the government as impractical for a metropolitan hub. Land acquisition looms as a significant challenge, with past protests over aerospace projects in Devanahalli serving as a cautionary tale. Similar resistance is anticipated in Bengaluru South and Rural districts, where the shortlisted sites are located. Compounding the pressure, Tamil Nadu’s proposal for an international airport in Hosur—within KIA’s exclusivity zone—has introduced a competitive dynamic, requiring a no-objection certificate from BIAL and tripartite negotiations between the Centre, BIAL, and Tamil Nadu.
As Bengaluru’s economy and population continue to expand, the need for a second airport is increasingly framed as a question of sustainable, equitable urban growth. The project promises to decongest KIA, spur regional development, and enhance Bengaluru’s global connectivity. Yet, it also tests the city’s ability to balance infrastructure ambitions with environmental, social, and regulatory realities. With the AAI’s report imminent and political wheels in motion, the coming months will reveal whether Bengaluru can secure its aviation future—or if competing interests and logistical hurdles will keep the city grounded.
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