Hosur Airport: A Test of Policy
Consistency, Federal Fairness, and Regional Equity
The proposed
international airport at Hosur has evolved beyond a routine infrastructure
debate. What began as a technical feasibility proposal has now become a broader
question of defence airspace policy, private concession agreements, and
regional development equity between states.
At the heart of the
issue are two major barriers: defence airspace restrictions linked to
Bengaluru’s HAL airport, and a 150-kilometre exclusivity clause protecting
Kempegowda International Airport. Together, these have stalled Tamil Nadu’s
ambitious airport plan.
Why Hosur Wants an Airport
Hosur has rapidly
transformed into one of Tamil Nadu’s most dynamic industrial clusters. Located
strategically near Bengaluru, it has become a major hub for electronics
manufacturing, electric vehicles (EVs), aerospace components, and
export-oriented industries.
The region attracts
substantial domestic and global investment and supports heavy daily commuter
traffic between Tamil Nadu and South Bengaluru. With expanding industrial
corridors and logistics demand, the Tamil Nadu government argues that direct
international air connectivity is no longer a luxury—but an economic necessity.
To address this, the
state proposed an international airport at Soolagiri, spread across
approximately 2,300 acres, with a projected capacity of 30 million passengers
per year. The state maintains that such infrastructure would not only serve
Hosur’s growing industrial ecosystem but also help decongest Bengaluru’s
Kempegowda International Airport.
Official Reasons for Rejection
The Union government
rejected the proposal primarily on defence grounds.
The Centre stated that
Hosur’s airspace overlaps with critical defence operations associated with HAL
Airport in Bengaluru. According to the Defence Ministry, projects of “national
importance” must take priority, and civil aviation expansion cannot compromise
defence readiness.
Tamil Nadu’s requests
for airspace relaxation in June 2024 and its subsequent detailed site clearance
submission in November 2024 were both declined. In January 2025, the Defence
Ministry reiterated its position, effectively freezing progress.
Tamil Nadu’s Counter-Arguments
Tamil Nadu’s
Industries Minister TRB Raja has challenged the rejection, arguing that
technical studies demonstrate Hosur’s operations can be safely managed through
structured Air Traffic Control (ATC) zoning, time-slot coordination, and
operational safeguards.
He contends that the
issue is not about impossibility, but about flexibility. Civil-military
airspace sharing already exists at several Indian airports, where defence and
commercial flights operate under coordinated arrangements.
From the state’s
perspective, the matter represents a question of balanced airspace management
and equitable regional development rather than a strict national security
conflict.
The 150 km Concession Clause Barrier
Apart from defence
objections, a separate contractual hurdle exists.
The concession
agreement governing Kempegowda International Airport includes a clause
preventing the establishment of another civilian airport within a 150-kilometre
aerial radius until 2033. This exclusivity provision was part of the airport’s
public-private partnership framework.
DMK MP P. Wilson has
argued that this private contract effectively restricts Tamil Nadu’s
developmental rights. He points out that similar distance clauses have
reportedly been relaxed in other cases—such as for Noida near Delhi, Hassan in
Karnataka, and Warangal in Telangana.
This raises the
central question: Are concession agreements uniformly enforced across states,
or selectively interpreted?
Policy Consistency and Regional Fairness
Supporters of the
Hosur airport proposal cite global examples to question the rigidity of the
current stance.
Cities like London
operate multiple major airports within a dense metropolitan zone, including
Heathrow, Gatwick, Stansted, Luton, London City, and Southend. Similarly, the New
York City metropolitan area supports three major airports—JFK, LaGuardia, and
Newark—serving overlapping urban and economic regions.
If such models are
viable globally, proponents ask why the Bengaluru–Hosur industrial corridor
cannot sustain more than one large airport, especially given its scale of
economic activity.
Adding another
dimension, industry leaders such as Kiran Mazumdar-Shaw have described the
rejection as a setback for South Bengaluru’s business ecosystem. Meanwhile,
Karnataka is reportedly studying the feasibility of a second international
airport for Bengaluru—even under the same 150 km restriction.
Beyond Infrastructure: A Federal Test Case
The Hosur airport
debate now symbolizes something larger than aviation logistics.
It touches upon:
- The flexibility of civil–military airspace
sharing
- The rigidity versus adaptability of
concession agreements
- Centre–state power dynamics
- Regional economic equity
Tamil Nadu plans to
resubmit its proposal with revised technical clarifications. However, the final
decision remains with the Union government.
Ultimately, the Hosur
airport proposal has become a litmus test—not just of technical feasibility—but
of policy consistency, cooperative federalism, and whether fast-growing
industrial regions can secure infrastructure proportional to their economic
weight.
The coming months will
determine whether the issue remains a stalled proposal—or evolves into a
precedent-setting decision in India’s infrastructure governance.
For More Information – Contact Expert Consulting Services (ECS)
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Premkumar Raja , Director, Expert Consulting Services , Chennai Phone: 917358871207 / 919686577883 Email: premkraja@zohomail.in
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