Final Project Hari

UNDERSTANDING THE USAGE OF
WATER AERODROMES IN INDIA
A PROJECT REPORT
Submitted by
IYER HARIHARAN KRISHNAN (219208160001)
Under the Guidance of

Mr. Dilip Theophil Antony Fernandez
HOD (PG)
in
Partial fulfillment for the award of the degree
of
MASTER OF BUSINESS ADMINISTRATION
in
AIRLINE AND AIRPORT MANAGEMENT
REMO INTERNATIONAL COLLEGE, CHENNAI
ALAGAPPA UNIVERSITY: KARAIKUDI - 630 003.
(UNDER COLLABORATIVE PROGRAMME)
May 2023
ALAGAPPA UNIVERSITY: KARAIKUDI - 630 003.
(UNDER COLLABORATIVE PROGRAMME)
REMO INTERNATIONAL COLLEGE

DEPARTMENT OF AVIATION AND MANAGEMENT
9, GST ROAD, St. THOMAS MOUNT, CHENNAI – 600 032.
BONAFIDE CERTIFICATE
Certified that this project report “UNDERSTANDING THE USAGE OF

WATER AERODROMES IN INDIA” is the bonafide work of “IYER
HARIHARAN KRISHNAN (219208160001)” who carried out the project work
under my supervision in the academic year 2022-2023.
Mr. Dilip Fernandez, Mr. Dilip Theophil Antony Fernandez,

Supervisor, Head of the Department (PG),
Department of Aviation & Magmt, Department of Aviation & Magmt,
Dr. G. PRABHAKARAN Dr. RITHIK BALAJI,

DEAN, PRINCIPAL,
Remo International College, Remo International College,
Chennai - 600 016. Chennai - 600 016.
Submitted for the examination held on ____________________
INTERNAL EXAMINER EXTERNAL EXAMINER

ii
CERTIFICATE OF EVALUATION
S. Name of the Name of the

Students who have Title of the Project Supervisor with
No. done the Project Designation
IYER
UNDERSTANDING THE Mr. Dilip Theophil
HARIHARAN
USAGE OF WATER Antony Fernandez
1 KRISHNAN
AERODROMES IN INDIA HOD(PG)
(219208160001)
The Reports of the project work submitted by the above students in partial
fulfillment for the award of Master of Business Administration in Airline and
Airport Management of Alagappa University, Karaikudi, were evaluated and
confirmed to be reports of the work by the above students and then evaluated.
INTERNAL EXAMINER EXTERNAL EXAMINER
iii
ACKNOWLEDGEMENT
I am very much indebted to Our Chairman Hon’ble Mrs. Deepha, M.A., MBA.,
and our Principal Hon’ble Dr. Rithik Balaji, M.Tech., Ph.D., are who obviously have
always guided me to work on the right path of life.
I would like to express our deep sense of gratitude to our Dean Dr. G.
Prabhakaran, M.Sc., FIE, A.M.Ae.SI., C.Eng., M.Tech., Ph.D., for guiding me
towards the right path and brought this project to reality.
I would like to express our sincere thanks and gratitude to our Vice Principal Dr.
P. Shanmugakani, M.Tech., Ph.D., for giving valuable suggestions for guiding this
project towards the right path.
I am feeling oblige in taking the opportunity to sincerely thanks to Head of the

Department (PG) and Guide, Mr. Dilip Theophil Antony Fernandez, M.E.,
(Aerospace and Aviation), for giving valuable suggestions for making this project a
grand success.
I also thank the teaching and non-teaching staff members of the Department of
Aviation and Management for their constant support.
iv
ABSTRACT
Water aerodromes is the futuristic way of promoting tourism in any country. It

can enable connections of waterways from coast to coast of India. The UDAN
3.0 scheme brought about the introduction of water aerodromes in India. Due to
the COVID pandemic that brought about the closure of the entire world, the
development of ten seaports in India has been put on hold. Now after two years
the cases of covid had dropped, the construction of water aerodromes have
restarted. This is mainly to increase the economy factor in India through tourism.
In this study, we are focusing on the knowledge and understanding of water
aerodromes, their usages and how it would not only be tourist attractions but also
enable connections from coast to coast of India and also neighboring countries.
This study uses a descriptive methodology and uses a snowball type of sampling
method to collect primary data from passengers and from general public in India.
The sample size is about 170 people and the data which is received is sorted and
analyzed using Minitab.
Keywords: Coastline, Covid, Data sampling, Pandemic, Water aerodromes
v
TABLE OF CONTENT
CHAPTER PAGE
TITLE
NO NO.
ACKNOWLEDGEMENT iv
ABSTRACT v
LIST OF FIGURES AND GRAPHS xii
LIST OF TABLES xix
CHAPTER 1 INTRODUCTION 1
1
1.1 WATER AERODROME CHARECTERISTICS
1.1.1 OPERATIONAL REQUIREMENTS 2
1.1.1.1 SITE SELECTION 2
1 1.1.1.2 FLOATING PLATFORM 3
1.1.1.3 SIZE OF THE RUNWAY 4

1.1.1.4 APPROACH DEPARTURE PATHS REQUIRE
5
MENT
1.1.1.5 TRANSFER OF PASSENGERS 5
1.1.1.6 VISUAL AIDS 5
1.1.1.7 FIRE FIGHTING 5
1.1.1.8 RESPONSE TIME 6
1.1.1.9 MANNING LEVEL 6
1.1.1.10 TRAINING 6
1.1.1.11 FIRST AID KIT 6
1.2 HISTORY OF WATER AERODROME 7

vi
1.3 HISTORY OF SEAPLANE 8
1.3.1 TYPES OF SEAPLANES 9
1.4 NEW SEAPLANE SERVICE AND COUNTRIES

9
OPERATING SEAPLANES
1.4.1 SEAPLANES IN MALDIVES 9
1.4.2 SEAPLANE IN UNITED ARAB EMIRATES 10
1.4.3 SEAPLANES IN AUSTRALIA 11
1.4.4 SEAPLANES IN PHILIPPINES 11
1.4.5 SEAPLANE IN SRI LANKA 12
1.4.6 SEAPLANE IN SINGAPORE 12
1.4.7 SEAPLANE IN GREECE 13
1.5 WATER AERODROME IN INDIA 14

1.5.1. BENEFITS OF WATER AERODROME IN
15
INDIA
1.5.1.1 BOOST TO TOURISM 15
1.5.1.2 ENHANCE CONNECTIVITY 15
1.6 VARIABLES OF THE STUDY 16
1.7 OBJECTIVES OF THE STUDY 16
1.7.1 PRIMARY OBJECTIVE 16
1.7.2 SECONDARY OBJECTIVE 16
1.8 CONCEPTUAL FRAMEWORK 17
1.9 NEED OF THE STUDY 17
vii
1.10 SCOPE OF THE STUDY 17
1.11 RESEARCH PROBLEM 18
1.12 HYPOTHESIS 19
2 CHAPTER 2 REVIEW OF LITERATURE 20

2.1 LITERATURE REVIEW 20
CHAPTER 3 RESEARCH METHODOLOGY 30
3.1 INTRODUCTION 30
3.2 RESEARCH DESIGN 30
3 3.3 RESEARCH POPULATION 31
3.4 RESEARCH SAMPLE 31
3.5 SAMPLE UNIT 31
3.6 SAMPLING SIZE 32
3.7 SAMPLE TECHNIQUE 32
3.8 DATA COLLECTION 32
3.9 STATISTICAL TOOLS 33
3.9.1 ANOVA 33
3.9.2 T- TEST 34
3.9.3 CORRELATION 34
3.9.4 CHI – SQUARE 35
3.9.10 REGRESSION 35
CHAPTER 4 DATA ANALYSIS AND
4 36
INTERPRETATION
viii
4.1 ANALYSIS AND INTERPRETATION 36
4.1.1 GENDER ANALYSIS 36
4.1.2 AGE ANALYSIS 37
4.1.3 EDUCATIONAL QUALIFICATION ANALYSIS 38
4.1.4 OCCUPATION ANALYSIS 39
4.1.5 ANNUAL FAMILY INCOME ANALYSIS 40
4.1.6 HIGHLY PREFERRED MODE OF TRANSPORT 41

4.1.7 DO YOU USE AEROPLANE AS A MODE OF
42
TRANSPORT?
4.1.8 DO YOU TRAVEL OFTEN 43
4.1.9 HOW FREQUENTLY DO YOU TRAVEL 44

4.1.10 HOW SAFE DO YOU CONSIDER AIR
45
TRANSPORTATION TO BE
4.1.11 WOULD YOU BE OPEN TO OTHER MODE
46
OF TRANSPORT
4.1.12 DO YOU HAVE ANY KNOWLEDGE ON
47
WATER AERODROME
4.1.13 DO YOU KNOW WHAT SEAPLANES ARE 48
4.1.14 HAVE YOU TRAVELLED BY SEAPLANE 49

4.1.15 HAVE YOU EVER BEEN TO WATER
50
AERODROME
4.1.16 DO YOU THINK USAGE OF PLANE IS SAFE 51
4.1.17 DO YOU THINK CONSTRUCTION OF
WATER AERODROME WILL HELP IN ECONOMIC 52
GROWTH
4.1.18 WATER AERODROME ARE NOT USEFUL
53
FOR THE INDIAN AIRLINES INDUSTRY
4.1.19 WATER AERODROMES WILL CONTRIBUTE
54
TOWARDS TOURISM IN INDIA
ix
4.1.20 WATER AERODROMES ARE SAFE MODE O
55
F TRANSPORT
4.1.21 WATER AERODROMES HELPS CONNECT
56
CITIES ON COASTAL AREAS
4.1.22 WATER AERODROMES USE SEAPLANES IN
ORDER TO TRANSPORT PEOPLE HENCE 57
REDUCING OVERALL EMISSION
4.1.23 THE COST OF CONSTRUCTION OF WATER
AERODROME IS SIGNIFICANTLY HIGHER THAN 58
THE COMMERCIAL AIRPORTS
4.1.24 THE USAGE OF SEAPLANE SEEMS TO BE
59
BASE AMONG PEOPLE IN FOREIGN NATIONS
4.1.25 DO YOU THINK THE COST OF USING
SEAPLANES IS CHEAPER THAN COMMERCIAL 60
PLANES
4.1.26 THE USAGE OF SEAPLANES WOULD NOT
61
BE PRIORITIZED OVER AEROPLANES
4.1.27 DO YOU THINK TECHNOLOGICAL
62
ADVANCEMENTS ARE HIGHER IN SEAPLANES
4.1.28 DO YOU THINK MAINTENANCE OF WATER
AERODROME IS SIGNIFICANTLY LESSER THAN 63
COMMERCIAL AIRPORTS
4.1.29 DO YOU THINK THAT FACILITIES PROVID
ED AT COMMERCIAL AIRPORTS ARE EQUAL TO 64
WATER AERODROME
4.1.30 DO YOU THINK ENVIRONMENTAL IMPACT
BY SEAPLANES IS LESSER THAN COMMERCIAL 65
AEROPLANES
4.1.31 THE COST OF TICKET FROM CHENNAI TO
KOLKATA COST RS. 5,000 IN A COMMERCIAL
AEROPLANE. IF IT COST AROUND RS. 3,800 IN A 66
SEAPLANE WOULD TO PREFER TO TRAVEL VIA
SEAPLANE
4.1.32 PRICING PLACE A KEY ROLE IN
CHOOSING SEAPLANES OVER COMMERCIAL 67
AEROPLANES
4.1.33 COMFORT OF THE PASSENGERS ALSO
PLAYS A MAIN ROLE IN CHOOSING SEAPLANES 68
OVER COMMERCIAL AEROPLANES
x
4.1.34 FREQUENCY OF SERVICES ALSO PLAYS A
MAIN ROLE IN CHOOSING SEAPLANES OVER 69
COMMERCIAL AEROPLANES
4.1.35 ANOVA: ONE WAY ANOVA 70
4.1.36 ANOVA – ONE WAY ANOVA 73
4.1.37 ANOVA – ONE WAY ANOVA 76
4.1.38 CORRELATION ANALYSIS 79
4.1.39 REGRESSION ANALYSIS 81
CHAPTER 5 FINDINGS AND SUGGESTIONS 83

5.1 FINDINGS OF THE STUDY 83
5 5.2 LIMITATION OF THE STUDY 86
5.3 SUGGESTIONS OF THE STUDY 87
CHAPTER 6 CONCLUSION 89
6
6.1 CONCLUSION 89
REFERENCES 96
APPENDIX 101
xi
LIST OF FIGURES AND GRAPHS
FIGURE.
FIGURE NAME PAGE
NO
NO
1.1 SITE SELECTION 3
1.2 SEAPORT MODEL 7
1.3 TYPES OF SEAPLANES 9
1.4 SEAPLANES IN MALDIVES 10
1.5 SEAPLANES IN UNITED ARAB EMIRATES 10
1.6 SEAPLANES IN PHILIPPINES 11
1.7 SEAPLANES IN SRI LANKA 12
1.8 SEAPLANES IN SINGAPORE 12
1.9 SEAPLANES IN GREECE 13
1.10 WATER AERODROME IN INDIA 14
4.1 CLASSIFICATION OF GENDER ANALYSIS 36
4.2 CLASSIFICATION OF AGE ANALYSIS 37
CLASSIFICATION OF EDUCATIONAL
4.3 38
QUALIFICAITON ANALYSIS
4.4 CLASSIFICATION OF OCCUPATION ANALYSIS 39
xii
CLASSIFICATION OF ANNUAL INCOME
4.5 40
ANALYSIS
CLASSIFICATION OF PREFERRED MODE OF
4.6 41
TRANSPORT
4.7 CLASSIFICATION OF USAGE OF AEROPLANE 42
CLASSIFICATION OF HOW OFTEN DO THEY

4.8 43
TRAVEL
4.9 CLASSIFICATION OF FREQUENCY OF TRAVEL 44
CLASSIFICATION OF HOW SAFE DO YOU

4.10 45
THINK AIR TRANSPORTATION TO BE
CLASSIFICATION OF “WOULD THEY BE OPEN
4.11 46
TO OTHER MODE OF TRANSPORT”
CLASSIFICATION OF THE KNOWLEDGE OF
4.12 47
WATER AERODROME
CLASSIFICATION ON THE KNOWLEDGE OF
4.13 48
SEAPLANES
CLASSIFICATION OF WHETHER THEY
4.14 49
TRAVELLED BY SEAPLANE
CLASSIFICATION OF WHETHER THEY HAVE
4.15 50
BEEN TO WATER AERODROME
CLASSIFICATION OF WHETHER USAGE OF
4.16 51
PLANE IS SAFE
CLASSIFICATION OF WHETHER THE
4.17 CONSTRUCTION OF WATER AERODROME 52
WILL HELP IN ECONOMIC GROWTH
xiii
CLASSIFICATION OF WHETHER WATER
4.18 AERODROMES ARE NOT USEFUL FOR INDIAN 53
AIRLINE INDUSTRY
4.19 AERODROMES WILL CONTRIBUTE TOWARDS 54
TOURISM IN INDIA
4.20 AERODROMES ARE SAFE MODE OF 55
TRANSPORTATION
4.21 AERODROMES HELPS IN CONNECTING CITIES 56
ON COASTAL AREAS
AERODROMES USE SEAPLANES IN ORDER TO
4.22 57
TRANSPORT PEOPLE HENCE REDUCING
OVERALL EMISSION
CLASSIFICATION OF WHETHER THE COST OF
CONSTRUCTION OF WATER AERODROME IS
4.23 58
SIGNIFICANTLY HIGHER THAN THE
COMMERCIAL AIRPORTS
CLASSIFICATION OF WHETHER THE USAGE
4.24 OF SEAPLANES SEEM TO BE BASE AMONG 59
PEOPLE IN FOREIGN NATIONS
4.25 USING SEAPLANE IS CHEAPER THAN 60
COMMERCIAL PLANES
xiv
4.26 OF SEAPLANES WOULD NOT PRIORITIZE 61
OVER AEROPLANES
CLASSIFICATION OF WHETHER
4.27 TECHNOLOGICAL ADVANCEMENTS ARE 62
HIGHER IN SEAPLANES
MAINTENANCE OF WATER AERODROME IS
4.28 63
SIGNIFICANTLY LESSER THAN COMMERCIAL
AIRPORTS
FACILITIES PROVIDED AT COMMERCIAL
4.29 64
AIRPORTS ARE EQUAL TO WATER
AERODROME
4.30 ENVIRONMENTAL IMPACT BY SEAPLANES IS 65
LESSER THAN COMMERCIAL AEROPLANES
CLASSIFICATION OF WHETHER IF THE COST
IS LESSER IN SEAPLANES THAN
4.31 66
COMMERCIAL AEROPLANES WOULD YOU
PREFER TO TRAVEL VIA SEAPLANE
CLASSIFICATION OF WHETHER PRICING
4.32 PLAYS A KEY ROLE IN CHOOSING SEAPLANE 67
OVER COMMERCIAL AEROPLANE
CLASSIFICATION OF WHETHER COMFORT OF
4.33 68
PASSENGERS PLAYS A MAIN ROLE IN
xv
CHOOSING SEAPLANES OVER COMMERCIAL
AEROPLANES
CLASSIFICATION OF WHETHER FREQUENCY
OF SERVICES ALSO PLAYS A MAIN ROLE IN
4.34 69
AEROPLANES
INTERVAL PLOT OF EDUCATIONAL
QUALIFICATION AND FREQUENCY OF
4.35 SERVICES ALSO PLAYS A VITAL ROLE IN 71
AIRCRAFTS
HISTOGRAM OF EDUCATIONAL
QUALIFICATION AND FREQUENCY OF
4.36 SERVICES ALSO PLAYS A VITAL ROLE IN 72
AIRCRAFTS
INTERVAL PLOT OF DO YOU THINK
CONSTRUCTION OF WATER AERODROME
4.37 WILL HELP IN ECONOMIC GROWTH AND DO 74
YOU HAVE ANY KNOWLEDGE ON WATER
AERODROME
HISTOGRAM OF DO YOU THINK
4.38 WILL HELP IN ECONOMIC GROWTH AND DO 75
YOU HAVE ANY KNOWLEDGE ON WATER
AERODROME
xvi
INTERVAL PLOT OF DO YOU THINK THAT THE
USAGE OF PLANE IS SAFE AND WHAT IS
4.39 77
YOUR HIGHLY PREFERRED MODE OF
TRANSPORT
HISTOGRAM OF DO YOU THINK THAT THE
USAGE OF PLANE IS SAFE AND WHAT IS
4.40 78
YOUR HIGHLY PREFERRED MODE OF
TRANSPORT
CLASSIFICATION OF CORRELATION
ANALYSIS BETWEEN DO YOU HAVE ANY
4.41 KNOWLEDGE ON WATER AERODROME AND 80
WATER AERODROME WILL CONTRIBUTE
CLASSIFICATION OF REGRESSION ANALYSIS
BETWEEN DO YOU HAVE KNOWLEDGE ON
4.42 WATER AERODROME AND DO YOU THINK 81
WILL INCREASE ECONOMIC GROWTH
CLASSIFICATION OF RELATIONSHIP
CLASSIFICATION OF VARIANCE BETWEEN DO
4.44 YOU HAVE KNOWLEDGE ON WATER 82
AERODROME AND DO YOU THINK
xvii
xviii
LIST OF TABLES
TABLE. PAGE
TITLES
NO NO
4.1 CLASSIFICATION OF GENDER ANALYSIS 36
4.2 CLASSIFICATION OF AGE ANALYSIS 37
CLASSIFICATION OF EDUCATIONAL
4.3 38
QUALIFICAITON ANALYSIS
CLASSIFICATION OF OCCUPATION
4.4 39
ANALYSIS
CLASSIFICATION OF ANNUAL INCOME
4.5 40
ANALYSIS
CLASSIFICATION OF PREFERRED MODE OF
4.6 41
TRANSPORT
4.7 CLASSIFICATION OF USAGE OF AEROPLANE 42
CLASSIFICATION OF HOW OFTEN DO THEY

4.8 43
TRAVEL
CLASSIFICATION OF FREQUENCY OF
4.9 44
TRAVEL
CLASSIFICATION OF HOW SAFE DO YOU
4.10 45
THINK AIR TRANSPORTATION TO BE
CLASSIFICATION OF “WOULD THEY BE OPEN
4.11 46
TO OTHER MODE OF TRANSPORT”
CLASSIFICATION OF THE KNOWLEDGE OF
4.12 47
WATER AERODROME
xix
CLASSIFICATION ON THE KNOWLEDGE OF
4.13 48
SEAPLANES
CLASSIFICATION OF WHETHER THEY
4.14 49
TRAVELLED BY SEAPLANE
CLASSIFICATION OF WHETHER THEY HAVE
4.15 50
BEEN TO WATER AERODROME
CLASSIFICATION OF WHETHER USAGE OF
4.16 51
PLANE IS SAFE
4.17 CONSTRUCTION OF WATER AERODROME 52
WILL HELP IN ECONOMIC GROWTH
4.18 AERODROMES ARE NOT USEFUL FOR 53
INDIAN AIRLINE INDUSTRY
4.19 AERODROMES WILL CONTRIBUTE TOWARDS 54
TOURISM IN INDIA
4.20 AERODROMES ARE SAFE MODE OF 55
TRANSPORTATION
4.21 AERODROMES HELPS IN CONNECTING 56
CITIES ON COASTAL AREAS
4.22 57
AERODROMES USE SEAPLANES IN ORDER
xx
TO TRANSPORT PEOPLE HENCE REDUCING
OVERALL EMISSION
CONSTRUCTION OF WATER AERODROME IS
4.23 58
SIGNIFICANTLY HIGHER THAN THE
COMMERCIAL AIRPORTS
4.24 OF SEAPLANES SEEM TO BE BASE AMONG 59
PEOPLE IN FOREIGN NATIONS
4.25 USING SEAPLANE IS CHEAPER THAN 60
COMMERCIAL PLANES
4.26 OF SEAPLANES WOULD NOT PRIORITIZE 61
OVER AEROPLANES
CLASSIFICATION OF WHETHER
4.27 TECHNOLOGICAL ADVANCEMENTS ARE 62
HIGHER IN SEAPLANES
MAINTENANCE OF WATER AERODROME IS
4.28 63
SIGNIFICANTLY LESSER THAN COMMERCIAL
AIRPORTS
FACILITIES PROVIDED AT COMMERCIAL
4.29 64
AIRPORTS ARE EQUAL TO WATER
AERODROME
xxi
4.30 ENVIRONMENTAL IMPACT BY SEAPLANES IS 65
LESSER THAN COMMERCIAL AEROPLANES
CLASSIFICATION OF WHETHER IF THE COST
IS LESSER IN SEAPLANES THAN
4.31 66
COMMERCIAL AEROPLANES WOULD YOU
PREFER TO TRAVEL VIA SEAPLANE
CLASSIFICATION OF WHETHER PRICING
4.32 PLAYS A KEY ROLE IN CHOOSING SEAPLANE 67
OVER COMMERCIAL AEROPLANE
CLASSIFICATION OF WHETHER COMFORT OF
PASSENGERS PLAYS A MAIN ROLE IN
4.33 68
AEROPLANES
CLASSIFICATION OF WHETHER FREQUENCY
OF SERVICES ALSO PLAYS A MAIN ROLE IN
4.34 69
AEROPLANES
DEMOGRAPHIC FACTOR HAS A SIGNIFICANT
4.35 70
RELATIONSHIP OR NOT WITH THE USAGE OF
WATER AERODROME
CULTURAL FACTOR HAS A SIGNIFICANT
4.36 73
RELATIONSHIP OR NOT WITH THE USAGE OF
WATER AERODROME
xxii
CLASSIFICATION OF WHETHER THE SOCIAL
FACTOR HAS A SIGNIFICANT RELATIONSHIP
4.37 76
OR NOT WITH THE USAGE OF WATER
AERODROME
CLASSIFICATION OF CORRELATION
ANALYSIS BETWEEN DO YOU HAVE ANY
4.38 KNOWLEDGE ON WATER AERODROME AND 79
WATER AERODROME WILL CONTRIBUTE
CLASSIFICATION OF REGRESSION ANALYSIS
xxiii
1. CHAPTER 1
INTRODUCTION
A water aerodrome is a body of open water where amphibious and seaplane aircraft can
land and take off. Additionally, a water aerodrome may feature a terminal building on
the shore or on a jetty where planes may dock and bays where they can be parked,
depending on the volume of traffic.
Recent government recognition of seaplane services as a component of the civil aviation
industry led to an expansion of the Foreign Direct Investment (FDI) to permit 100
percent foreign ownership of seaplane services. This section of the Civil Aviation
Requirements, which is published in accordance with Rule 133(B) of the 1937 Aircraft
Rules, provides information and direction on the operational and airworthiness
requirements for the operating of seaplanes. (CAR S3-SERIES “C” PART IX 17th June
(2008).
1.1 WATER AERODROME CHARECTERISTICS

 Channel is defined as a rectangular area on a water aerodrome, intended for the
landing and take-off run of aircraft along its length.
 Floating Platform is defined as platform anchored inside protected waters for
the purpose of embarkation and disembarkation of passengers or cargo by
seaplane.
 Nature Reserved Designated Area is a marine area that are environment
protected and preserved as reserves.
 Protected Areas are those that are usually located on the atoll ward side near
islands, which is protected from large wave by the surrounding reef or lagoon.
 Resort Agent is an Aerodrome operator who is in charge of managing passen
gers at the airport and creating the load sheet. The resort agent must have
1
completed some in-house training before to accepting these duties and must be
trained in firefighting and other safety-related issues.
 Response time is the time between the initial call to the Rescue and Firefighting
services (RFFS) and the first effective intervention at the accident site by a rescue
and firefighting vehicle.
 Seaplane means an aeroplane capable normally of taking off from and alighting
solely on water.
 Turn Around an aircraft while operating a scheduled or charter flight after
having reached its destination and having discharged its passengers, cargo etc.
returns to its station from which the flight had earlier originated.
Water Aerodrome is a designated location on land or water (including any

structures, fixtures, or other items) that is designed to be utilized entirely or in part for
the arrival, departure, and movement of aircraft. (CAR S3-SERIES “C” PART IX 17th
June (2008).
1.1.1 Operational requirements

 All flights shall be operated in accordance with the company Operations Manual
 Night Operations and operations under IFR conditions is not permitted to water
aerodromes (CAR 3-SERIES “C” PART IX 17 Th (2008)
General requirements for water aerodrome or floating platform
1.1.1.1 Site Selection

When selecting a site for water aerodrome and installation of floating platform,
the following will be considered
a) If the proposed water aerodrome is located inside of protected waters
b) the size of the expected aircraft and the depth of the seabed on the proposed
water runway.
c) distance of water aerodrome from the servicing resorts and islands.
2
d) maritime movements in the location,
e) navigable airspace,
f) effect on the surrounding community.
g) The length of clear, safe water that is available for a runway strip, taking into
account the size and kind of aircraft that will be using it.
h) Clear pathways for seaplanes of the type that will be accommodated to land
and take off.
i) Wave heights, water level, current velocity, and floating debris and Bird hazards.
(CAR S3-SERIES “C” PART IX 17th June (2008).
Figure 0.1: Site Selection
1.1.1.2 Floating Platform

a) The size of the aircraft that will be utilized for the seaplane operation will
determine the proportions of a floating platform. The floating platform must offer
sufficient support and buoyancy for the weight placed on it by passengers
embarking or disembarking and their belongings.
b) The structural integrity of the platform and other safety devices must be
examined during routine inspections of the floating platform. Such inspections
must be documented.
c) In the interest of passenger safety, each floating platform must be outfitted with
the following minimal equipment. All equipment, with the exception of the life
3
buoy, must be stored inside a red box that is attached to the floating platform. In
the event of an emergency, the life buoys must be quickly accessible.
 01 Axe
 30m Life line rope
 01 Crowbar
 01 Fire extinguisher (at least 5 liters, A, B, C)
 01 bucket
 01 Bolt Cutter
 01 Tin Sniper
 01 Harness Cutting Tool
 01 Pair of Gloves (Fire Resistant)
 01 First Aid Kit
 02 life buoy
 01 Beacon flashing alternate white/ yellow flashes at the rate of 22 to 30
flashes per minute}.
d) The flashing beacon must be positioned on the floating platform and have a height
of one meter above the platform's surface. The beacon and the object onto which it is
fixed must be constructed of frangible material. Between dusk and daybreak, the beacon
must be on. (CAR S3-SERIES “C” PART IX 17 Th June (2008).
1.1.1.3 Size of the runway

The dimension of the water runway shall depend on;
a) The size of the aircraft that is intended for operation.
b) The aircraft's performance qualities.
c) Potential barriers on the approach, leaving, and in the vicinity.
d) Wave movement and water currents.
4
A floatable buoy must be used to indicate Any in- or out-of-water obstruction, water
runway, or taxiway that could compromise safety. (CAR 3-SERIES “C” PART IX 17
Th (2008)
1.1.1.4 Approach departure paths requirements

a) The approach and departure paths should be clear of established shipping or
boating lanes; and
b) The approach and departure paths should be clear of hazards.
An over water approach is preferable to an approach – departure path over populated

areas, beaches and shore developments. (CAR 3-SERIES “C” PART IX 17 Th (2008)
1.1.1.5 Transfer of passengers

 A boat used for the purpose of transferring passengers to and from the floating
platforms shall be maintained at least 200 m away from the floating platform and
water runway when the aircraft is ready to land or take – off and shall not obstruct
the water runway.
 Instruction shall be given to the boat captain about the direction of water runway,
and the movement of the aircraft for taxi and the specific time of its arrivals.
(CAR 3-SERIES “C” PART IX 17 Th (2008)
1.1.1.6 Visual Aids

A wind direction indicator shall be fixed on land at a point that is in the nearest
vicinity to the runway and floating platform to enable the pilot to find the wind direction
and have an indication of wind velocity. For this purpose, a wind stock of sufficient size
shall be installed to be visible from an aeroplane flying at a height 200 m. (CAR 3-
SERIES “C” PART IX 17 Th (2008)
5
1.1.1.7 Fire fighting
The resort agent shall be trained for fire fighting and rescue operations and shall
be familiar with the aircraft. The resort agent shall be made available on the transfer
boat during take-off and landing. (CAR 3-SERIES “C” PART IX 17 Th (2008)
1.1.1.8 Response time

The recommended operational objectives of the fire fighting service in case of
aircraft is to achieve a response time not exceeding 2 mins in optimum conditions of
visibility of surface conditions. (CAR 3-SERIES “C” PART IX 17 Th (2008)
1.1.1.9 Manning level

Manning levels will take into account the type and number of appliances in use
at the floating platform, the method of operation of appliances and equipment and any
other relevant details. (CAR 3-SERIES “C” PART IX 17 Th (2008)
1.1.1.10 Training
All personnel involved in rescue and fire fighting duties must receive appropriate
regular training in the use of equipment provided. This should include an operational
exercise at least once per quarter and records of such training shall be maintained. (CAR
3-SERIES “C” PART IX 17 Th (2008)
1.1.1.11 First Aid kit

The medical equipment commensurate with the category of aircraft operated must
be readily available at the floating platform and arrangement shall be made to transfer
to incident scene as quickly as possible. (CAR 3-SERIES “C” PART IX 17 Th (2008)
6
1.2 HISTORY OF WATER AERODROME:
A water aerodrome is an open water space that seaplane and amphibious aircraft
can use for landing and take-offs WATER AERODROME also called seaplane base.
According to (Odedra et al., (2004) is a type of airport that is located in body of water,
usually a river, bay, harbor, or lake, where seaplanes and amphibious aircraft take-off
and land. Initially following the invention of the seaplane, traditional boat docks were
typically used as there was little need for purpose-built facilities. This would later
change, however as commercial seaplane operations proved financially viable leading
many companies, most notably Pan American Airways, to push for the construction of
seaplane bases that were optimized for such use. These new seaplane bases often
featured terminal buildings for passenger and cargo, concrete ramps for amphibious
aircraft, and floating docks, that connected to land. Seaplane bases would end up
becoming very heavily utilized for commercial air traffic for a number of years, but they
eventually fell out of favor as land-based aircraft rose in prominence. Advances in
aircraft technology following World War 2 resulted in the development of land-based
aircraft that were capable of travelling greater distances, thus relegating seaplane bases
to secondary use by about the 1950s. although their commercial use has generally fallen
out of the mainstream, many seaplane bases in the remote areas still have commercial
service as a means of providing easier access. Other bases still exist for general aviation
use as well.
Figure 0.2 Seaport Model
7
1.3 HISTORY OF SEAPLANE
According to (Benedikt Mohr Joachim Schömann, n.d.) Seaplanes have been in
the market for over 80 years. However, advance modification or new designs have not
been created since the 1950. why is it that seaplane design had not been developed over
the years? the answer is that seaplanes do not have a wide market as land plans do. The
main use of seaplanes is in the private sector and most of these designs are modified
small landplanes such as Cessna 185, which is simply adapted with floats, to become a
seaplane. the creation of new concept is expensive and industry is not interested because
the market is not very reliable. However, with the increase of tourism around the world,
a new opportunity for seaplanes had arisen people are now focusing on natural tourism
which is based on natural attraction of an area. therefore, some natural tourism places
are inaccessible to arrive by the means of transport such as cars, buses, train and even
landplanes. So, the solution to this problem is seaplanes. Island in the Pacific Ocean are
not the one of the main tourism attractions in the world but are not large enough to
construct airports, so the only way to arrive is by boat or a seaplane. not only tourism
benefits for seaplane. most seaplane are owned privately, and some are used as water
bombers. Seaplane airlines are scarce and that have to complete against other types of
transportations, such as ferries and trains. A vital component of WP1 is the identification
of the global state-of-the-art in seaplane operations. Since aircraft models were
primarily created for military usage before and during World War II, historical
information regarding seaplane and amphibian aircraft and their modes of operation was
found to be useless for studies about the current transport system.
8
1.3.1 Types of Seaplanes
According to Benedikt Mohr Joachim Schömann, (2012). The two main types of
sea plane, flying boats and planes the bottom of the flying boat is fuselage is the main
landing gear. Float plan typically are conventional landplanes that have been fitted in
separate floats that floatplanes is supported well above the water surface some flying
boats and float planes are equipped with wheels for landing on dry land these aircrafts
are called amphibians
Figure 0.1 Types of Seaplanes
1.4 NEW SEAPLANE SERVICE AND COUNTRIES OPERATING

SEAPLANES:
The project will help in expediting the development of new water aerodrome and
also operationalization of new seaplane routes in India. Seaplane are operational only
in countries like Maldives, Canada, United Arab Emirates, Australia, The United States,
Finland, The United Kingdom, Sri Lanka, Fiji, Papua, New Guinea, Italy, Hong Kong,
New Zealand, and the Philippines.
1.4.1 Seaplanes in Maldives:

According to ML Patel, (2012) the tourism is largest sector of the economy in
Maldives. The Maldivians undertook voluntary work in order to build their own airport
and in 1966 Male saw the first commercial landing. The Maldives has shown the travel
to even the remotest and unspoiled archipelagos on the planet is attainable. The
beginning of commercial aviation in the Maldives are to be undoubtedly attributed to
9
Trans Maldivian airways. TMA started in 1989 as a company operating a helicopter
fleet under the hummingbird island helicopter. However, the destination was struggling
with the infrastructure problem relating to established helicopter air service, and the
many resorts were still only reachable by boat, the idea of faster and more convenient
travel was about to be floated. Traveling to Kuredu in 1991.
Figure 0.2 Seaplanes in Maldives
1.4.2 Seaplane in United Arab Emirates

Swiss electric seaplane maker Jekta made its debut in Abu Dhabi as it unveiled
the design of an all-electric 19-seater commuter seaplane aimed at transporting people
in mega – cities and coastal areas more sustainably and affordably. The amphibious
aircraft PHA-ZE 100, short for passenger hydro aircraft zero emission, is at the design
stage, with a prototype schedule for 2026 before entry into market by 2028.the seaplane
has a 150-kilometer range at a cruising speed of 135 knots. The amphibious aircraft can
be executed in passenger, cargo, business, and ambulance configuration.
Figure 0.3 Seaplanes in United Arab Emirates

10
1.4.3 Seaplanes in Australia
Seaplanes squadron was flying unit of the royal Australian air force RAAF
between the wars. Its operated Supermarine Southampton flying boats from January
1928, as well as other types. Along with fighter squadron. Australian national capital
authority (NCA) continues to develop its plans for Sydney seaplanes to begin daily
amphibious commuter flights between Australia biggest city and national capital. The
Sydney seaplane has fleet of five aircraft, including primarily Cessna (single turboprop)
Caravan amphibians but also de Havilland DHC -2 beavers, which primarily operate
sightseeing flights and charters to toney waterside restaurants up and down the coast.
1.4.4 Seaplanes in Philippines

The beautiful Philippines is made up of more than 7,200 islands, making the
country absolute Sea Plane Territory. Our airports are congested, there is too much
traffic on our runways and too much traffic on our roads going to the airport. It makes
perfect sense to take to the water for take-off and landing. Seaplanes and flying boats
are aircraft with the unique ability to travel to any marine destination at fixed wing
aircraft speed and then land and take off from water. It is category of aircraft that is
theoretically well suited to an archipelagic country like the Philippines.
Figure 0.4 Seaplane in Philippines
11
1.4.5 Seaplane in Sri Lanka
The most dependable seaplanes in Sri Lanka or anywhere else in the world, with
the ability to land both on water and on land, are the luxurious Cessna 208B (8
passenger) Grand Caravan and Cessna 208 (8 passenger) Amphibian Caravan that make
up our fleet. Our aircraft are operated by highly skilled pilots and are designed to land
on water-drome’s that are often used by amphibious aircraft.
Figure 0.5 Seaplane in Sri Lanka
1.4.6 Seaplane in Singapore

A multi-engined biplane flying boat constructed in Britain after World War One
was called the Short Singapore. The prototype Singapore II and manufacturing
Singapore III are two four-engine variations of the design. The latter served with the
Royal New Zealand Air Force against the Japanese during World War II and was the
primary long-range maritime patrol flying boat of the Royal Air Force in the 1930s .
Figure 0.6 Seaplane in Singapore
12
1.4.7 Seaplane in Greece
Greece is an island nation with a huge coastline and thousands of islands.
Naturally, the need to establish alternative and creative transportation networks was
driven by the morphology of such a nation as well as socioeconomic factors. The
seaplane is a contemporary, environmentally friendly method that is perfect for the
demands of the nation. It enables simple, quick travel to/from the farthest coastal areas
and islands, and it can be used by locals, guests, or even for transporting cargo. Between
2004 and 2008, Air Sea Lines flew two DHC-6s mostly in the Ionian Sea, carrying
170,000 passengers on more than 14,000 trips.
Figure 0.7 Seaplane in Greece
13
1.5 WATER AERODROME IN INDIA
The government is looking to set up 14 more water aerodrome across the country
after the successful launch of maiden seaplane service by prime minister Narendra Modi
between the statue of unity near kevadiya in Gujarat’s Narmada district and Sabarmati
Riverfront in Ahmedabad. These will facilitate seaplane services on various routes
including Lakshadweep, Andaman, Assam, Maharashtra and Uttarakhand.
Development of 14 more water aerodrome is being planned pan India under RCS
UDAN scheme. Airports authority of India (AAI) and Ministry of Civil Aviation
(MoCA) had requested inland waterways authority of India (IWAI) to conduct a
hydrographic survey and later on requesting assistance in setting up jetties for
facilitating the passenger movement, a shipping ministry official told. Shipping Minister
Mansukh Mandaviya last week told that post the lunch of seaplane service of Gujarat
regular service are being planned on various routes including in Guwahati Andaman
and Nicobar and Uttarakhand. Water aerodromes can be built at much less cost and
time, as compared to land-based airport. A total of 10 water aerodromes are being
developed at an estimated total cost of Rs. 330 crores.
Figure 0.8 Major Water Aerodromes in India
14
1.5.1. Benefits Of Water Aerodrome in India:
The launch of the seaplane service will have a number of benefits such as giving
a boost to tourism, generation of employment opportunities in the region and make
seaplane project a reality in the country.
1.5.1.1 Boost to Tourism:

The project will give push to tourism in the country. Speaking on the matter,
union minister of India said the project will give a fillip to provision of a new kind of
tourism service in India. It will not only be an attractive option for tourists to try but
will also help in generating employment opportunities in the region, which will
consequently contribute to the country’s GDP in the long run.
1.5.1.2 Enhance Connectivity:

Terming the project as a game changer for both Indian maritime and civil aviation
sectors, union minister said that the project will enhance seamless connectivity across
the nation by promoting eco-friendly transportation through seaplanes. By providing air
connectivity to numerous remote, religious, tourist places, and unexpected location near
the water bodies, seaplane service will make the journey easier and save time. The
kevadia to Sabarmati riverfront that was inaugurated by PM Narender Modi only takes
45 minutes, ensuring a hassle-free commutation to the tourists.
15
1.6 VARIABLES OF THE STUDY:
INDEPENDENT VARIABLE Demographic Factor,

Cultural Factor,
Social Factor
DEPENDENT VARIABLE Usage Of Water Aerodrome
1.7 OBJECTIVES OF THE STUDY
1.7.1 Primary objective:

 To study about various factors that influence water aerodromes.
 To understand the usage of water aerodromes in India
 To comprehend the feasibility of water aerodromes connecting other cities in
India.
1.7.2 Secondary objective:

 To analyze the safety and reliability of water aerodromes in India
 To understand the acceptance of water aerodromes in India.
 To perceive the usage of seaplanes when compared to commercial airplanes.
16
1.8 CONCEPTUAL FRAMEWORK:
DEMOGRAPHIC
FACTOR
CULTURAL USAGE OF WATER

FACTOR AERODROME
SOCIAL
FACTOR
1.9 NEED OF THE STUDY

The need of this study is to understand the usage of water aerodromes in India
and how seaplanes can be used instead of commercial aircraft in India. This study
enables us to promote the usage of Water Aerodrome not only in India but other
countries.
1.10 SCOPE OF THE STUDY

The scope of the study is to have an understanding the passenger point of view
on Water Aerodrome it helps us to understand how viable Water Aerodrome can be
used in India and also helps promote the usage of seaplanes to overall emission.
17
1.11 RESEARCH PROBLEM
 In our study the literature focuses on how seaplanes are a viable mode of transport
in and around the world but the study does not focus on developing countries such
as India.
 India being a developing nation in entering into the transportation sector using
seaplane as a mode of transport based on the UDAN scheme.
 India plans to have about 10 water aerodromes in the upcoming years but the
feasibility and perception of the water aerodromes and their usage has noted being
studied as market research.
 This project helps understand the future of the said project in a better way.
18
1.12 HYPOTHESIS
The Hypothesis of the study has been broadly classified based on three major factors
namely Demographic, Cultural and Social. The Factors are Hypothesized as follows:
Demographic Factor
H0: There is no significant relationship between Demographic Factor and Usage of
Water Aerodrome.
H1: There is a significant relationship between Demographic Factor and Usage of Water
Aerodrome.
Cultural Factor
H0: There is no significant relationship between Cultural Factor and Usage of Water
Aerodrome.
H1: There is a significant relationship between Cultural Factor and Usage of Water
Aerodrome.
Social Factor
H0: There is no significant relationship between Social Factor and Usage of Water
Aerodrome.
H1: There is a significant relationship between Social Factor and Usage of Water
Aerodrome.
19
1. CHAPTER 2
REVIEW OF LITERATURE
2.1 LITERATURE REVIEW

According to Gao, n.d. (2014), “Research on risk analysis of seaplane in
Sanya Port and countermeasures”. The study examined the possible dangers of the
marine environment in the port of Sanya. It examines the real problems that the seaplane
business has from the standpoint of seaplane security and safety. It lists nine criteria that
are important to the safety of seaplanes according to AHP and groups the various effects
these parameters have using their own weights. It suggests safety methods to support
and safeguard the seaplane industry in the Sanya port from safe sailing and collision
avoidance, special training and examination, special inspection for seaplanes, seaplane
activities control, seaplane firm management, and other aspects. The study concludes
that if safety management is reinforced and practical remedies are put in place, the risk
influencing seaplane safety may be decreased and controlled.
According to Weng et al., n.d. (2022), “A site evaluation of Water Aerodrome
based on combined Weighting and a Cloud model”. It is suggested to use a combined
weighting approach and cloud model to evaluate the location of a water aerodrome. An
evaluation system that includes four first-level and 11 second-level indicators from the
following areas—meteorological, hydrological, navigable, and airspace environment is
created in order to properly assess the suitability of the location of a water aerodrome.
In order to determine the subjective and objective weights of the assessment indicators,
respectively, an improved analytic hierarchy approach and an entropy weight method
are utilized. Then, in order to identify the combined weights, a gaming model is utilized
to estimate the best linear combination coefficients of these subjective and objective
weights by minimizing the deviation. A cloud model and integrated weighting-based
synthetic evaluation model are created. The evaluation's findings are in line with the
airport's observed safety conditions. By balancing the randomness and fuzziness of the
20
data in the evaluation process of any evaluation method using fuzzy mathematics, the
cloud model used can effectively address the uncertainty in the selection of the
membership function, which further increases the reliability of the evaluation results
from the proposed method. According to study findings, the suggested approach's
evaluation results are comparable to those of the traditional fuzzy comprehensive
evaluation method, which checks both the model's validity and applicability. The
suggested model can be used to choose the best location for future water aerodromes as
well as to assess how safe current water aerodromes are.
According to Odedra et al., (2004), “Use of Seaplane and Integration within
a Sea Base”. A study to investigate the utility of seaplanes to support an offshore
military sea base has been undertaken by the CISD. The potential use and importance
of seaplanes for future sea-based military missions are discussed. This research outlines
the history of seaplane development, their different modes of operation and associated
enabling technologies. Parametric data collected on seaplanes has been populated into
a database, presented, and analyzed, leading to definition of initial seaplane sizing
requirements. Current technology boundaries and technical issues that need further
research, including those related to integrating seaplanes within a Sea Base environment
have also been identified. Issues such as rough water operations, mooring and beaching
have been considered, along with new methods to take advantage of existing technology
to operate in high sea states. Potential seaplane design concepts are presented, with
recommendations for investment in particular seaplane technologies, such as
lightweight materials, spray reduction designs, and novel landing/beaching gear.
21
According to Wagner & Sträter, (2007), “Future Seaplane traffic deliverable
requirements for new seaplane transport system as integrated part of future sea”.
Their current document is aimed at identifying the future requirements of a European
transport system including seaplanes and amphibians to a higher degree than today. The
passengers request the same safety level as in regional airports (the fulfilment of
requested safety standards should be a matter of course). Additionally, the gangway to
the planes should have anti-skid covering and should not swing in calm weather
conditions, at least.
According to A.T. Kearney (2010) basic requirements should be adapted to
customers need for successful operations. The new tendency should bring the final
customer the passenger more into the focus of the overall service and product
orientations. The flight should be considered as an integrated great experience from
home to the final destination. For using this growth potential co-operations are
necessary with all companies involved in the value-added chain including aviation and
non-aviation business.
According to Theys et al., (2010) Terminal concessions in seaports have only
recently gained interest in academic circles. Issues such as the allocation mechanisms
to be used for granting those concessions, the determination of the concession term and
concession fees, as well as the inclusion of special clauses aimed at assuring that the
terminal operator will act in the interest of the port authority and the wider community,
are increasingly relevant to both academics and the port industry. So far, insights from
established economic theories have rarely been applied to terminal concessions in
seaports. It, therefore, remains to be seen which kind of awarding procedure would be
best for which type of terminal concession. This contribution provides a detailed
overview of the different phases of the terminal awarding process, including a
classification scheme for awarding procedures, and contains an extensive discussion on
22
the economic issues that require further investigation. The paper concludes by
proposing a comprehensive research agenda on the topic
According to Woo et al., (2011) This study aims to investigate how seaport
research has been conducted from the methodological perspective. To this end, this
study reviews published port literature for the last three decades (1980-2000s). The
investigation primarily categorizes the literature according to various methodological
issues such as research paradigm, research strategy, base-disciplines, research methods
and analysis techniques in order to provide meaningful implications on methodological
evolution in seaport research for the period. This study suggests methodological bias in
port research to a positivistic paradigm, following a quantitative trajectory moving from
conceptual to empirical studies. In addition, the increased use of mathematical
modelling and advanced statistical analysis methods is clearly observed. The
introduction of advanced analytical tools used in other academic disciplines facilitates
discussions in particular research area and amplifies the literature in those areas. This
paper also suggests research gaps from the methodological perspective and implications
for future port research.
According to Benedikt Mohr Joachim Schömann, (2012) Operators were asked if
they manage their seaport themselves or if their seaport is managed by other institutions.
55% of the participating seaplane amphibian operators were managing the seaports on
their own. However, no link could be made between business size (number of aircraft
operated) and seaport management. If an operator has to manage the seaport on its own
seems to be dependent on the availability or the obligation to use managing services
and/or special regulations varying from country to country
23
According to Majka, (2012) Europe is one of the densely populated continents
on Earth. A characteristic feature of the European air transport service market is co-
existence of several and large communication centers performing trans-continental links
and dense net of local links between the majority of small cities and tourist resorts.
Europe is an exceptional area with unique properties favoring regional development of
the air transport system of light amphibian aircraft with the use of small and medium
airports and natural water landings. Europe has a huge partly unused potential of airports
and landing grounds, which can be the basis for creating a competitive travel offer
around Europe by light passenger amphibian aircrafts. They can use less busy airports
and adjusted and re-qualified landing grounds as well as natural landing fields on water.
The potential places for take-off and landing operations are port pools located on the
coast of the sea, lake or big rivers. Operators and entrepreneurs interested in starting
new seaplane businesses report about missing modern airplanes.to conduct comparative
analysis of the characteristics of selected types of light amphibian aircrafts (existed and
modified presently used land-based planes), helped to identify best fitted seaplane to
estimated range of operation.
According to Bartulovic et al., (2012), a seaplane transport model as one of the
solutions to improve the tourist traffic to the islands was discussed. Specifically,
transport links of Split Airport, the city of Split and nearby islands, are taken as an
example. The second section discusses the existing maritime connections from Split
Airport to the islands. In the third section, special attention is given to an alternative
transport by seaplanes from the airport directly to the islands. The fourth part is oriented
on the main characteristics of seaplanes suitable for the coast. The four types of
seaplanes and their characteristics, there is a suggestion for guidelines of the
development and use of seaplanes as one of the options in tourist transport offer.
24
According to Woo et al., (2013), “An assessment of the integration of seaports
into supply chain using a structural equation model” The changing role of seaports in
supply chains has been the subject of extensive research in the recent literature. The
strategic development of seaport terminals, responding to the need for closer integration
into supply chains, invites a more detailed examination of the influence of the supply
chain structures on seaport performance. Therefore, this paper aims to investigate the
effects of supply chain structures, especially the degree of integration of seaports into
supply chains, on seaport performance. The parameters for a structural equation model
were identified in the first instance from the supply chain and seaport operations and
management literature. The structural equation model itself was then devised, and
subsequently refined, using data from Korean seaport terminal operators, shipping
companies and freight forwarding companies.
According to Zelef, (2014) The growing focus on inland/dry ports is indicative
of transport development strategies gradually shifting inland to address capacity and
efficiency issues in the light of global supply chains. The complexity of modern freight
distribution, the increased focus on intermodal transport solutions and capacity issues
appears to be the main drivers. The larger volumes of flows in networks, through a
concentration of cargo on a limited set of ports of call and associated trunk lines to
the hinterland, have also created the right conditions for nodes to appear along and
at the end of these trunk lines. In the light of technological, market and supply chain
changes, this paper looks at how inland terminals play a role in the organization of
regional freight distribution. The first part aims at discussing the number of functions
played by inland terminals, from satellite to gateway terminals to inland load centers.
The following sections look at inland terminals as elements of regional freight
distribution systems, gateways and corridors.
25
According to Dcsh & Nas, (2018) India has a unique phenomenon in having
hundreds of 'ghost airports, which always had the potential to service lights Ude Dcsh
ka Aan Nask India is the world's fastest growing domestic aviation market and regional
connectivity is critical if this high growth is to be sustained. Adding airport capacity at
metros is important, but for high growth, developing regional connectivity is the way
forward but have remained unused because of a variety of reasons. We have about 400
airports and air strips, in all, but only about 75 of these were in use for fights till last
year Some ghost airports were constructed during the two world Wars and fell into
disuse later some have basic infrastructure but need incremental investment to become
operational and some others were simply built due to political considerations without
having any commercial viability flights from and to such airports never took off or
stopped shortly after take-off because such routes were not viable. It is interesting to
note that in India, which is the fastest growing aviation market in the world now,
majority of air traffic is still concentrated at airports in its biggest cities. Six airports
Delhi, Mumbai, Bangalore, Chennai, Kolkata and Hyderabad – air traffic in terms of
passengers and almost 60 per cent of the total aircraft movements, according to data
from the Airports Authority of India. Needless to say, these airports are already
saturated.
According to Frulla G et al., (2018) the Savoia Marchetti S55 seaplane is a
symbol of the remarkable aeronautical know how reached in Italy during the
'20s and' 30s, confirmed by a series of long-range record flights. Although
about 250 aircraft were manufactured, to date not one flying example exists.
Currently the only one remaining and preserved is exhibited in the TAM aeronautical
museum in Brazil. In 2015 a group of competent and enthusiastic professionals of the
aeronautics sector started the "Replica55 project" with the aim of designing, building
and flying a replica of the S55 aircraft
26
According to Silva et al., (2019) Analysis of the aviation demand is one of the
pre-requirements to decide the construction of a new runway. It revealed that the
aviation demand was not investigated through a proper study with relevance to Kandy.
The aim of the research was to examine the domestic aviation demand for scheduled
flights for a runway in Kandy. Decision analysis was the method used for analyzing
where analysis is done by the combination of both qualitative and quantitative
techniques using both primary and secondary data. The techniques used for analyzing
were liner regression analysis, potential user survey and trend projection methods. It
was found that there is no significant demand for scheduled flights to Kandy and no
demand to base the aircraft at a runway in Kandy at present. It revealed that the numbers
of passengers travel by the scheduled flights in Sri Lanka have been declined and it will
further decrease. According to the outcomes, further consideration of the runway
construction seems not worthy and viable but the decision should be finalized after
reviewing total domestic aviation demand.
According to Olusegun Onifade, (2020), “New Seaport Development- prospects
and challenges”. Arising from the menace of city logistics problems in Lagos State with
reference, in particular, to the Apapa and Tin Can Island seaport axis, the federal and
state governments, in collaboration with private investors, seek to establish and/or
develop some potential seaports to ease the burden of maritime logistics. Therefore, the
objectives of this paper are to examine the prospects and challenges of the development
of these proposed seaports and to analyze the efficiencies of the two selected seaports
in order to determine the need for the required investment in seaport development.
Descriptive analysis was used to examine the challenges of the selected seaports, while
stochastic frontier analysis (SFA) was used to determine the efficiency of the selected
seaports. The responses of the stakeholders and shipping companies to the various
challenges were collected through a well-structured questionnaire, and the 2008–2017
27
cargo throughputs of the selected seaports were used as the secondary data for stochastic
frontier analysis (SFA).
According to Canamar, (2012), “Seaplane Conceptual Design and Sizing”. Ever
since the idea of flying machines that could land and take off from water (seaplanes)
was invented in 1910, a huge amount of research was poured into it until it stagnated in
1950. Their performance did not grow according to current aircraft requirements. The
idea of designing advance seaplane concepts stopped, and most seaplanes existing these
days are approaching their final operating life. The purpose of this research project was
to introduce a new seaplane concept design methodology that will suffice the necessities
of actual aircraft designers. This concept design replaces old sizing methods proposed
with a more efficient methodology based on modern aircraft design methods. The sizing
method developed gives the designer a “freedom” in creating an “out of the box”
seaplane concept. The optimization method was elaborated in such a manner that the
designer can use certain types of aircraft configuration (Conventional, Blended Wing
Body, and Flying Wing). The sizing method simplified the design by calculating the
most advanced floating device for this seaplane concept.
According to Michie & Toronto, (1955), “SEPI’-ILESt Canada’s newest
seaport” In this project the policy of using the official names for political units of land
and settlement of translating the names for hydrographic features from the French to the
English language, has been adopted. Sept-iles is widely known under the name of Seven
Islands. The proper incorporated name for the new major seaport is Sept-iles and this
name has been in use at least. since1651. In translating the local hydrography, the name
Seven Islands. Bay appears along beside the town -sept-iles perhaps eliminating the
confusion as to the location of either. The airport is officially known as Seven Islands
Airport.
28
According to Gobbi et al., (2004), “Future Seaplane Transport system-SWOT
FUSETRA- Future Seaplane Traffic”. Europe has huge ocean and lake shores and
huge number of islands which were considerably increased by the new EC member
states. The “European Spatial Planning Observation Network” (ESPON) Research
Program was launched by the EC for the support of political decisions by observation
of the European spatial development. One of the 34 projects investigated the
accessibility of Europe following the fact that successful regional development
(industrial or touristic) requires a good accessibility.
29
2. CHAPTER 3
RESEARCH METHODOLOGY
3.1 INTRODUCTION
A research methodology, involves specific techniques that are adopted in an
analysis method to collect, assemble and value information. It defines those tools that
are want to gather relevant information in a very specific research study. The purpose
of a research methodology is to seek out some way to resolve a scientific analysis
problem. It’s a science of studying as however analysis is completed scientifically.
Basically, it’s the procedure by that the research worker goes regarding the work of
describing, evaluating and predicting a development. It aims to present the work plan
of an analysis. (C.R Kothari, 1990)
According to C.R Kothari, (1990) analysis contains a process and redefining
problems, formulating a hypothesis or prompt solutions, collecting, organizing and
evaluating data, creating deductions and reaching conclusions, and eventually, carefully
testing the conclusions to see whether they work the formulating a hypothesis.
3.2 RESEARCH DESIGN

According to C.R Kothari, (1990) “Research design is a plan, structure and
strategy of investigations to obtain answers to the research questions”. Research design
is a pre-planned sketch for the explanation of a problem. It is the first step to take and
the whole research. Study will conduct on the basis of this research design. It gives us
a due that how the further process would be taking place and how would be the research
study carry into classification, interpretation and suggestions. This is a guideline for the
whole work. I have used descriptive research design in this study.
30
3.3 RESEARCH POPULATION
The research problem is a group of individuals selected on the basis of inclusion
and exclusion criteria which relate to the variables being studied. It is the population
from which the sample population will be randomly or purposively selected. In this
research the study population are the passengers all over India.
3.4 RESEARCH SAMPLE

In research terms a sample may be a group of people objects, or things that are
taken from a bigger population for activity. The sample ought to be representative of
the population to make sure that we will generalize the findings from the analysis sample
to the population as an entire. In social science and educational analysis, much it’s not
possible to a researcher to approach all the individuals / elements during a population
for the aim of information assortment. Instead, they choose and approach a
representative cluster of individuals/ elements who falls underneath the actual
population to gather required data relating to the group. Supported the results, the
scientist generalizes the characteristics of the representative cluster as the characteristics
of population. This is a pair of small groups or representative group from a population
is named as sample. So, sample will be outlined because the small portion of a
population selected for specific study. The sample should clearly represent the
characteristics of supported group.
3.5 SAMPLE UNIT

A sampling unit is that the building block of a knowledge set; a personal member
of the population, a cluster of members, or another predefined unit. It should be
concretely outlined as a part of the groundwork for any statistical analysis or study.
Typically, it’s the minimum unit of observation that possesses the properties being
studied. A lot depends on who your target group is and what information you’ve got
concerning the population.
31
3.6 SAMPLING SIZE
The sample size is a term used in market research for defining the number of
subjects included in a sample size by sample size we understand a group of subjects
included in a sample size by sample size we understand a group of subjects that are
selected from the general population and is considered a representative of real
population for the specific study. In this research the sample size is 170.
3.7 SAMPLE TECHNIQUE

A sampling technique is that the name or different identification of the precise
method by that the entities of the sample are selected. We used snowball sampling
method for data collection. Snowball sampling or chain-referral sampling is defined as
a non-probability sampling technique in which the sample have traits that are rare to
find. This is a sampling technique, in which existing subjects provide referrals to recruit
samples required for a research study.
3.8 DATA COLLECTION

Primary data is collected by a researcher from first-hand source using strategies
like surveys, interviews or experiments. It’s collected with the research project in mind
directly from primary sources. This primary information collected during this study was
from passengers by means of questionnaire.
32
3.9 STATISTICAL TOOLS
The following Statistical tools are used in this study to analyse the hypothesis.
 ANOVA
 T - Test
 CORRELATION
 CHI – SQUARE
 REGRESSION
3.9.1 ANOVA
Analysis of Variance (ANOVA) is a statistical formula used to compare variance
across the means (or average) of different groups. A range of scenarios use it to
determine if there is any difference between the means of different groups.
𝑴𝑺𝑩
𝑭=
𝑴𝑺𝑾
F = Coefficient of ANOVA
MSB = Mean sum of squares between the groups
MSW = Mean sum of squares within groups
33
3.9.2 T- TEST
A T- Test is a statistical test that compares the means of two samples. It is used
in hypothesis testing, with a null hypothesis that the difference in group means is zero
and an alternate hypothesis that the difference in group means is different from zero.
𝒎− 𝝁
𝒕= 𝒔
√𝒏
t = T-Test
m= Mean
µ= theoretical value
s = Standard deviation
n = Variable set size
3.9.3 CORRELATION
Correlation is a bivariate analysis that measures the strength of association
between two variables and the direction of the relationship. In terms of strength of
relationship, the value of the correlation coefficient varies between +1 and -1.
𝒏(∑ 𝒙𝒚) − (∑ 𝒙) (∑ 𝒚)
𝒓= 𝟐 𝟐
𝒏 ∑ 𝒙𝟐 − ( ∑ 𝒙) [ 𝒏 ∑ 𝒚𝟐 − ( ∑ 𝒚) ]
Here,
n= Number of values or elements
∑ x = Sum of 1st values list
∑ y = Sum of 2nd values list
∑ xy = Sum of the product of 1st and 2nd values
∑ x2 = Sum of squares of 1st values
∑ y2 = Sum of squares of 2nd values
34
3.9.4 CHI – SQUARE
A Chi-Square test is basically a data analysis on the basis of observation of a
random set of variables. Usually, it is a comparison of two statistical data sets. This test
was introduced by Karl Pearson in 1900 for categorical data analysis and distribution.
So, it was mentioned as Pearson’s Chi-squared test.
𝟐
∑(𝑶𝒊 − 𝑬𝒊 ) .𝟐
𝒙 =
𝑬𝒊
X2 = Chi squared
Oi = Observed value
Ei = Expected value
3.9.10 REGRESSION
Regression is a statistical method used in finance, investing and other disciples
that attempts to determine the strength and character of the relationship between one
dependent variable (usually denoted by Y) and a series of other variables (known as
independent variables).
Y = a + bX + E
Here,
Y = Dependent variable
X = Independent variable
a = Intercept
b = Slope
35
3. CHAPTER 4
DATA ANALYSIS AND INTERPRETATION
4.1 ANALYSIS AND INTERPRETATION
4.1.1 Gender analysis
Table 4.1. Classification of response based on Gender

Details Count Percentage
Male 110 64.7%
Female 60 35.3%
Total 170 100%
Gender Statistics
Female
60
35.3%
Male
110
64.7%
Male Female
Figure 4.1. Classification of response based on Gender
Interpretation:
From the above chart we can interpret that the survey collected from the
responders 64.7% are Male and 35.3% are Female.
36
4.1.2 Age analysis
Table 4.2. Classification of response based on Age
Below 18 3 1.8%
18-25 77 45.3%
26-35 34 20%
36-45 23 13.5%
45 and above 33 19.4%
Total 170 100%
Age Statistics
Below 18
45 and above 2%
19%
18-25
45%
36-45
14%
26-35
20%
Below 18 18-25 26-35 36-45 45 and above
Figure 4.2. Classification of response based on Age

Interpretation:
From the above chart we can interpret that 2% of the responders are Below 18
years of age, 45% of the responders are between the age of 18-25 years, 20% of the
responders are between the age of 26-35 years, 14% of the responders are between the
age of 36-45 years and 19% of them are above 45 years.
37
4.1.3 Educational Qualification
Table 4.3. Classification of response based on Educational Qualification

Bachelors degree 78 45.9%
Postgraduate degree 71 41.8%
PhD 5 2.9%
Professional Course Certificate 8 4.7%
Student 8 4.7%
Total 170 100%
Educational Qualification
Student
Statistics
Professional 5%
course certificate
4% PhD Bachelors Degree
3% 46%
Postgraduate
Degree
42%
Bachelors Degree Postgraduate Degree PhD Professional course certificate Student
Figure 4.3. Classification of response based on Educational qualification

Interpretation:
From the above chart we can interpret that 3% of the responders are PhD’s, 4%
of the responders are Professionals, 5% of the responders are Students, 42% of the
responders are Post graduates, 46% of the responders are Graduates.
38
4.1.4 Occupation Analysis
Table 4.4. Classification of response based on Occupation

Student 49 28.8%
Employed 96 56.5%
Unemployed 7 4.1%
Self – Employed 18 10.6%
Total 170 100%
Occupation analysis
Self - Employed
11%
Unemployed
4%
Student
29%
Employed
57%
Student Employed Unemployed Self - Employed
Figure 4.4. Classification of response based on Occupation

Interpretation:
From the above chart we can interpret that 4% of the responders are
Unemployed, 11% of the responders are Self – Employed, 29% of the responders are
Students, 56% of the responders are Employed.
39
4.1.5 Annual Family Income
Table 4.5. Classification of response based on Annual Family Income
Below Rs. 2,50,000 58 34.12%
Rs. 2,50,000 – Rs. 5,00,000 48 28.24%
Rs. 5,00,000 – Rs. 7,50,000 42 24.70%
Above Rs. 7,50,000 22 12.94%
Total 170 100%
Annual Family Income Statistics

Above Rs. 7,50,000
13%
Below Rs. 2,50,000
34%
Rs. 5,00,000 - Rs.

7,50,000
25%
Rs. 2,50,000 - Rs.

5,00,000
28%
Below Rs. 2,50,000 Rs. 2,50,000 - Rs. 5,00,000 Rs. 5,00,000 - Rs. 7,50,000 Above Rs. 7,50,000
Figure 4.5. Classification of response based on Annual Family Income

Interpretation:
From the above chart we can interpret that 13% of the responders fall under the
income slab of Above Rs. 7,50,000, 25% of the responders fall under the income slab
of Rs. 5,00,000 – Rs. 7,50,000, 28% of the responders fall under the income slab of Rs.
2,50,000 – Rs. 5,00,000 and 34% of the responders fall under the income slab of Below
Rs. 2,50,000.
40
4.1.6 Highly preferred mode of transport
Table 4.6. Classification of preferred mode of transport

Roadways 65 38.23%
Seaways 2 1.18%
Railways 57 33.53%
Airways 46 27.06%
Total 170 100%
Figure 4.6. Classification of preferred mode of transport

Interpretation:
From the above bar graph, we can interpret that 38.23% of the respondents prefer
Roadways, 1.18% of the respondents prefer Seaways, 33.53% of the respondents
prefer Railways and 27.06% of the respondents prefer Airways.
41
4.1.7 Do you use aeroplane as a mode of transport
Table 4.7. Classification of usage of aeroplane

Yes 126 74.12%
No 44 25.88%
Total 170 100%
Figure 4.7. Classification of usage of aeroplane

Interpretation:
From the above bar graph, we can interpret that 74.12% of the respondents use
aeroplane as their mode of transport whereas 25.88% of the respondents don’t use
aeroplane as their mode of transport.
42
4.1.8 Do you travel often
Table 4.8. Classification of how often do they travel

Very Frequently 21 12.35%
Frequently 48 28.23%
Neutral 54 31.76%
Rarely 34 20%
Very Rarely 13 7.66%
Total 170 100%
Figure 4.8. Classification of how often do they travel

Interpretation:
From the above bar graph, we can interpret that 28.23% of the respondents travel
Frequently it seems like majority of the respondents 31.76% travel on a regular basis
in a medium range (Neutral), 20% of the respondents travel Rarely, 12.35% of the
respondents travel Very Frequently, 7.66% of the respondents travel Very Rarely.
43
4.1.9 How frequently do you travel
Table 4.9. Classification of frequency of travel
Rarely in a year 69 40.58%
Six months once 45 26.47%
Three months once 34 20%
Monthly 21 12.35%
Weekly - -
Very often 1 0.60%
Total 170 100%
Figure 4.9. Classification of frequency of travel

Interpretation:
From the bar graph, we can interpret that majority of the respondents 40.58%
travelled Rarely in a year, 26.47% of the respondents travelled Six months once, 20%
of the respondents travelled Three months once, 12.35% of the respondents travelled
Monthly and 0.60% of the respondents travelled Very often.
44
4.1.10 How safe do you consider air transportation to be
Table 4.10. Classification of how safe do you consider air transportation to be

Very Safe 45 26.47%
Safe 75 44.12%
Neutral 43 25.30%
Unsafe 5 2.94%
Very Unsafe 2 1.17%
Total 170 100%
Figure 4.10. Classification of how safe do you think air transportation to be

Interpretation:
think that air transportation is Safe, 26.47% of the respondents think air transportation
to be Very Safe, 25.30% of the respondents think normal on the safety of air
transportation (Neutral), 2.94% of the respondents think that air transportation to be
Unsafe and 1.17% of the respondents think air transportation to be Very Unsafe.
45
4.1.11 Would you be open to other mode of transport
Table 4.11. Classification of “Would they be open to other mode of transport”

Yes 117 68.82%
No 18 10.59%
Maybe 35 20.59%
Total 170 100%
Figure 4.11. Classification of “Would they be open to other mode of transport”

Interpretation:
prefer to choose other mode of transport, 20.59% prefer to choose other mode of
transport on a minimum range (Maybe) and 10.59% of the respondents prefer No in
choosing other mode of transport.
46
4.1.12 Do you have any knowledge on water aerodrome
Table 4.12. Classification of the knowledge on water aerodrome
Yes 101 59.41%
No 69 40.59%
Total 170 100%
Figure 4.12. Classification of the knowledge of water aerodrome

Interpretation:
From the above bar graph, we can interpret that majority of the respondents
59.41% has knowledge on Water aerodrome whereas the rest 49.59% of the
respondents don’t have the knowledge on Water aerodrome.
47
4.1.13 Do you know what seaplanes are
Table 4.13. Classification on the knowledge of seaplanes

Yes 116 68.23%
No 49 28.82%
Maybe 5 2.94%
Total 170 100%
Figure 4.13. Classification on the knowledge of seaplanes

Interpretation:
68.23% has knowledge on seaplanes whereas 28.82% of the respondents does not have
any knowledge of seaplanes and 2.94% of the respondents has knowledge of seaplanes
on a minimum range.
48
4.1.14 Have you travelled by seaplane
Table 4.14. Classification of whether they travelled by seaplane

Yes 30 17.64%
No 139 81.76%
Maybe 1 0.60%
Total 170 100%
Figure 4.14. Classification of whether they travelled by seaplane

Interpretation:
81.76% have not travelled through seaplane whereas 17.65% of the respondents have
travelled through seaplane and 0.60% of the respondents have travelled through
seaplane at a minimum range.
49
4.1.15 Have you ever been to Water Aerodrome
Table 4.15. Classification of whether they have been to Water Aerodrome

Yes 36 21.18%
No 123 72.35%
Maybe 11 6.47%
Total 170 100%
Figure 4.15. Classification of whether they have been to Water Aerodrome

Interpretation:
72.35% have never been to a Water Aerodrome whereas 21.18% of the respondents
have been to a Water Aerodrome and 6.47% of the respondents have been to a Water
Aerodrome at a minimum level.
50
4.1.16 Do you think usage of plane is safe
Table 4.16. Classification of whether the usage of plane is safe
Strongly Agree 39 22.94%
Agree 82 48.23%
Neutral 36 21.18%
Disagree 11 6.470%
Strongly Disagree 2 1.176%
Total 170 100%
Figure 4.16. Classification of whether usage of plane is safe

Interpretation:
48.23% Agreed that usage of plane is safe, 22.94% of the respondents Strongly Agree
that usage of plane is safe, 21.18% of the respondents feel their opinion is Neutral,
6.47% of the respondents Disagree that the usage of plane is safe and 1.18% of the
respondents Strongly Disagree that the usage of plane is safe.
51
4.1.17 Do you think construction of water aerodrome will help in economic growth
Table 4.17. Classification of whether the construction of water aerodrome will help
in economic growth
Agree 86 50.60%
Neutral 42 24.70%
Disagree 4 2.35%
Total 170 100%
Figure 4.17. Classification of whether the construction of water aerodrome will help
in economic growth
Interpretation:
50.60% Agreed that construction of water aerodrome will help in economic growth,
24.70% of the respondents feel their opinion is Neutral, 20.60% of the respondents
Strongly Agreed, 2.35% of the respondents Disagree and 1.76% of the respondents
Strongly Disagreed.
52
4.1.18 Water aerodrome are not useful for the Indian Airlines Industry
Table 4.18. Classification of whether Water Aerodromes are not useful for the
Indian airline Industry
Agree 25 14.70%
Neutral 61 35.88%
Disagree 58 34.12%
Strongly Disagree 17 10%
Total 170 100
Figure 4.18. Classification of whether Water aerodromes are not useful for Indian
Airline industry
Interpretation:
35.88% feel that their opinion is Neutral, 34.12% of the respondents Disagreed,
14.70% of the respondents Agreed, 10% of the respondents Strongly Disagreed and
5.30% of the respondents Strongly Agreed.
53
4.1.19 Water aerodromes will contribute towards tourism in India
Table 4.19. Classification of whether Water Aerodromes will contribute towards
tourism in India
Agree 94 55.30%
Neutral 25 14.70%
Disagree 9 5.30%
Total 170 100%
Figure 4.19. Classification of whether Water Aerodromes will contribute towards

tourism in India
Interpretation:
55.30% Agreed that water aerodromes will contribute towards tourism in India,
23.53% of the respondents Strongly Agreed, 14.70% of the respondents fell that their
opinion is Neutral, 5.30% of the respondents Disagreed, 1.17% of the respondents
Strongly Disagreed.
54
4.1.20 Water Aerodromes are safe mode of transportation
Table 4.20. Classification of whether Water aerodromes are safe mode of
transportation
Agree 85 50%
Neutral 51 30%
Disagree 4 2.35%
Total 170 100%
Figure 4.20. Classification of whether Water Aerodromes are safe mode of

transportation
Interpretation:
From the above bar graph, we can interpret that majority of the respondents 50%
Agreed that water aerodromes are safe to travel, 30% of the respondents feel that their
opinion is Neutral, 15.89% of the respondents Strongly Agreed, 2.35% of the
respondents Disagreed and 1.76% of the respondents Strongly Disagreed.
55
4.1.21 Water aerodromes helps connect cities on coastal areas
Table 4.21. Classification of whether water aerodromes will help in connecting
cities on coastal areas
Agree 92 54.12%
Neutral 26 15.30%
Disagree 11 6.47%
Total 170 100
Figure 4.21. Classification of whether water aerodromes help in connecting cities

on coastal areas
Interpretation:
54.12% Agreed that water aerodrome helps in connecting cities on coastal areas,
23.53% of the respondents Strongly Agreed, 15.30% of the respondents feel that their
opinion as Neutral, 6.47% of the respondents Disagreed and 0.58% of the respondents
Strongly Disagreed.
56
4.1.22 Water aerodromes use seaplanes in order to transport people hence
reducing overall emission
Table 4.22. Classification of whether Water aerodromes use seaplanes in order to
transport people hence reducing overall emission
Agree 100 58.82%
Neutral 33 19.41%
Disagree 10 5.88%
Total 170 100%
Figure 4.22. Classification of whether water aerodromes use seaplanes in order to

transport people hence reducing overall emission
Interpretation:
58.82% Agreed, 19.41% of the respondents feel that their opinion is Neutral, 15.29%
of the respondents Strongly Agreed, 5.88% of the respondents Disagreed, 0.60% of
the respondents Strongly Disagreed.
57
4.1.23 The cost of construction of water aerodrome is significantly higher than the
commercial airports
Table 4.23. Classification of whether the cost of construction of water aerodrome is
significantly higher than the commercial airports
Agree 45 26.47%
Neutral 56 32.94%
Disagree 33 19.41%
Total 170 100%
Figure 4.23. Classification of whether the cost of construction of water aerodrome is

significantly higher than the commercial airports
Interpretation:
From the above bar graph, we can interpret that 32.94% of the respondents feel
that their opinion is Neutral, 26.47% of the respondents Agreed, 19.41% of the
respondents Disagreed, 11.77% of the Strongly Agreed, 9.41% of the respondents
Strongly Disagreed.
58
4.1.24 The usage of seaplane seems to be base among people in foreign nations
Table 4.24. Classification of whether the usage of seaplanes seem to be base among
people in foreign nations
Agree 69 40.60%
Neutral 65 38.24%
Disagree 8 4.70%
Total 170 100%
Figure 4.24. Classification of whether the usage of seaplanes seem to be base

among people in foreign nations
Interpretation:
From the above bar graph, we can interpret that 40.60% of the respondents
Agreed, 38.24% of the respondents feel that their opinion is Neutral, 14.11% of the
respondents Strongly Agreed, 4.70% of the respondents Disagreed, 2.35% of the
respondents Strongly Disagreed that the usage of seaplane seems to be a base among
people in foreign nations.
59
4.1.25 Do you think the cost of using seaplanes is cheaper than commercial planes
Table 4.25. Classification of whether the cost of using seaplane is cheaper than
commercial planes
Agree 73 42.94%
Neutral 67 39.41%
Disagree 14 8.23%
Total 170 100%
Figure 4.25. Classification of whether the cost of using seaplane is cheaper than
commercial planes
Interpretation:
Agreed the cost of using seaplane is cheaper, 39.41% of the respondents feel that their
opinion is Neutral, 8.23% of the respondents feel both Strongly Agree and Disagree,
1.19% of the respondents Strongly Disagreed.
60
4.1.26 The usage of seaplanes would not be prioritized over aeroplanes
Table 4.26. Classification of whether the usage of seaplanes would not prioritize
over aeroplanes
Agree 63 37.06%
Neutral 81 47.65%
Disagree 12 7.06%
Total 170 100%
Figure 4.26. Classification of whether the usage of seaplanes would not prioritize
over aeroplanes
Interpretation:
47.65% feel that their opinion is Neutral, 37.06% of the respondents Agreed that
seaplanes would not prioritize aeroplanes, 7.06% of the respondents Disagreed, 5.88%
of the respondents Strongly Agreed and 2.35% of the respondents Strongly Disagreed
and feel that seaplane would prioritize aeroplanes.
61
4.1.27 Do you think technological advancements are higher in seaplanes
Table 4.27. Classification of whether technological advancements are higher in
seaplanes
Agree 71 41.76%
Neutral 66 38.82%
Disagree 16 9.42%
Total 170 100%
Figure 4.27. Classification of whether technological advancements are higher in

seaplanes
Interpretation:
41.76% Agreed the technological advancements are higher, 38.82% of the respondents
feel that their opinion is Neutral, 9.42% of the respondents Disagreed, 7.06% of the
respondents Strongly Agreed and 2.94% of the respondents Strongly Disagreed.
62
4.1.28 Do you think maintenance of water aerodrome is significantly lesser than
commercial airports
Table 4.28. Classification of whether the maintenance of water aerodrome is
significantly lesser than commercial airports
Agree 79 46.47%
Neutral 54 31.76%
Disagree 16 9.42%
Total 170 100%
Figure 4.28. Classification of whether the maintenance of water aerodrome is

significantly lesser than commercial airports
Interpretation:
Agreed that maintenance is lesser than commercial airports, 31.76% of the respondents
feel that their opinion is Neutral, 9.42% of the respondents Disagreed, 8.82% of the
respondents Strongly Agreed and 3.53% of the respondents Strongly Disagreed.
63
4.1.29 Do you think that facilities provided at commercial airports are equal to
water aerodrome
Table 4.29. Classification of whether the facilities provided at commercial airports
are equal to water aerodrome
Agree 60 35.29%
Neutral 59 34.70%
Disagree 31 18.24%
Total 170 100%
Figure 4.29. Classification of whether the facilities provided at commercial airports

are equal to water aerodrome
Interpretation:
Agreed, 34.70% of the respondents feel that their opinion is Neutral, 18.24% of the
respondents Disagreed, 9.41% of the respondents Strongly Agreed and 2.36% of the
respondents Strongly Disagreed.
64
4.1.30 Do you think environmental impact by seaplanes is lesser than commercial
aeroplanes
Table 4.30. Classification of whether the environmental impact by seaplanes is
lesser than commercial aeroplanes
Agree 84 49.41%
Neutral 57 33.53%
Disagree 7 4.12%
Total 170 100%
Figure 4.30. Classification of whether the environmental impact by seaplanes is

lesser than commercial aeroplanes
Interpretation:
49.41% Agreed that environmental impact by seaplanes are lesser, 33.53% of the
respondents feel that their opinion is Neutral, 9.41% of the respondents Strongly
Agreed, 4.12% of the respondents Disagreed and 3.53% of the respondents Strongly
Disagreed and feel that the impact by seaplane is not lesser than commercial aeroplanes.
65
4.1.31 The cost of ticket from Chennai to Kolkata cost Rs. 5,000 in a commercial
aeroplane. If it cost around Rs. 3,800 in a seaplane would to prefer to travel via
seaplane
Table 4.31. Classification of whether if the cost is lesser in seaplanes than
commercial aeroplanes would you prefer to travel via seaplane
Yes 135 79.41%
No 13 7.65%
Maybe 22 12.94%
Total 170 100%
Figure 4.31. Classification of whether if the cost is lesser in seaplanes than

commercial aeroplanes would you prefer to travel via seaplane
Interpretation:
79.41% chose to travel via seaplane if the cost is lesser than the commercial aeroplane,
12.94% of the respondents feel that the opinion as dilemma (Maybe) and 7.65% of the
respondents chose (No) not to travel via seaplane even if the cost is lesser than
commercial aeroplane.
66
4.1.32 Pricing place a key role in choosing seaplanes over commercial aeroplanes
Table 4.32. Classification of whether pricing plays a key role in choosing seaplane
over commercial aeroplane
Agree 85 50%
Neutral 30 17.65%
Disagree 8 4.71%
Total 170 100%
Figure 4.32. Classification of whether pricing plays a key role in choosing seaplane
over commercial aeroplane
Interpretation:
From the above bar graph, we can interpret that majority of the respondents 50%
Agreed that pricing plays a key role in choosing seaplanes over commercial aeroplanes,
25.88% of the respondents Strongly Agreed, 17.65% of the respondents feel that their
opinion is Neutral, 4.71% of the respondents Disagreed and 1.76% of the respondents
Strongly Disagreed that pricing plays a key role in choosing seaplanes over
commercial aeroplanes.
67
4.1.33 Comfort of the passengers also plays a main role in choosing seaplanes over
commercial aeroplanes
Table 4.33. Classification of whether comfort of passengers plays a main role in
choosing seaplanes over commercial aeroplanes
Agree 71 41.76%
Neutral 39 22.94%
Disagree 7 4.12%
Total 170 100%
Figure 4.33. Classification of whether comfort of passengers plays a main role in

Interpretation:
Agreed that comfort of passengers plays a main role in choosing seaplane over
commercial aeroplane, 30.60% of the respondents Strongly Agreed, 22.94% of the
respondents feel that their opinion is Neutral, 4.12% of the respondents Disagreed and
0.58% of the respondents Strongly Disagreed.
68
4.1.34 Frequency of services also plays a main role in choosing seaplanes over
commercial aeroplanes
Table 4.34 Classification of whether frequency of services also plays a main role in
Agree 89 52.35%
Neutral 22 12.95%
Disagree 6 3.53%
Total 170 100%
Figure 4.34. Classification of whether frequency of services also plays a main role
in choosing seaplanes over commercial aeroplanes
Interpretation:
52.35% Agreed that frequency plays a main role in choosing seaplane over commercial
aeroplane, 29.41% of the respondents Strongly Agreed, 12.95% of the respondents
feel that their opinion is Neutral, 3.53% of the respondents Disagreed and 1.76% of
the respondents Strongly Disagreed that frequency of services does not play a main
role in choosing seaplanes over commercial aeroplanes.
69
4.1.35 ANOVA: ONE WAY ANOVA
Demographic Factor
H0: There is no significant relationship between Demographic Factor and Usage of
Water Aerodrome.
H1: There is a significant relationship between Demographic Factor and Usage of
Water Aerodrome.
Table 4.35. Classification of whether the Demographic factor has a significant
relationship or not with the usage of water aerodrome
Method
Null hypothesis All means are equal
Alternative hypothesis Not all means are equal
Significance level α = 0.05
Equal variances were assumed for the analysis.
Factor Information
Factor Levels Values
What is your educational qualification 5 1, 2, 3, 4, 5
Means
What is your
educational
qualification N Mean StDev 95% CI
1 78 2.0128 0.8753 (1.8256, 2.2001)
2 71 1.8592 0.7981 (1.6629, 2.0554)
3 5 1.800 0.837 (1.060, 2.540)
4 8 2.750 1.035 (2.165, 3.335)
5 8 1.625 0.518 (1.040, 2.210)
Pooled StDev = 0.837579
70
Analysis of Variance
Source DF Adj SS Adj MS F-Value P-Value

What is your educational 4 6.958 1.7395 2.48 0.036
qualification
Error 165 115.754 0.7015
Total 169 122.712
Figure 4.35. Interval plot of educational qualification and Frequency of services

also plays a vital role in choosing seaplanes over commercial aircrafts
71
Figure 4.36. Histogram of educational qualification and Frequency of services also
plays a vital role in choosing seaplanes over commercial aircrafts
Interpretation:
From the above analysis, we can interpret that the independent variable
Demographic Factor (Educational Qualification) has a significant relationship with
the dependent variable Usage of water aerodrome (Frequency of Services). Since the
P – value 0.036 < 0.05 we can accept the Alternate hypothesis (H1) and reject Null
Hypothesis (H0).
72
4.1.36 ANOVA – ONE WAY ANOVA
Cultural Factor
H0: There is no significant relationship between Cultural Factor and Usage of Water
Aerodrome.
H1: There is a significant relationship between Cultural Factor and Usage of Water
Aerodrome.
Table 4.36. Classification of whether the Cultural factor has a significant
relationship or not with the usage of water aerodrome
Method

Factor Information
Do you have any knowledge on water aerodrome 2 1, 2
Means
Do you have
any
knowledge
on wa N Mean StDev 95% CI
1 101 1.9604 0.8823 (1.8025, 2.1182)
2 69 2.4058 0.6712 (2.2148, 2.5968)
73

Do you have any knowledge on 1 8.132 8.1325 12.59 0.001
water aerodrome
Error 168 108.479 0.6457
Total 169 116.612
Figure 4.37. Interval plot of Do you think construction of water aerodrome will help
in economic growth and Do you have any knowledge on water aerodrome
74
Figure 4.38. Histogram of do you think construction of water aerodrome will help
in economic growth and do you have any knowledge on water aerodrome
Interpretation:
From the above analysis, we can interpret that the independent variable Cultural
Factor (Knowledge on water Aerodrome) has a significant relationship with the
dependent variable Usage of water aerodrome (Construction of water aerodrome
will help in economic growth). Since the P – value 0.001 < 0.05 we can accept the
Alternate hypothesis (H1) and reject Null Hypothesis (H0).
75
4.1.37 ANOVA – ONE WAY ANOVA
Social Factor
H0: There is no significant relationship between Social Factor and Usage of Water
Aerodrome.
H1: There is a significant relationship between Social Factor and Usage of Water
Aerodrome.
Table 4.37. Classification of whether the social factor has a significant relationship
or not with the usage of water aerodrome
Method
Factor Information
What is your highly preferred mode of transport 4 1, 2, 3, 4
Means
What is your
highly
preferred m N Mean StDev 95% CI
1 65 2.262 1.004 (2.049, 2.475)
2 2 1.500 0.707 (0.286, 2.714)
3 57 2.298 0.778 (2.071, 2.526)
4 46 1.826 0.769 (1.573, 2.079)
76

What is your highly preferred 3 7.731 2.5771 3.41 0.019
mode of transport
Error 166 125.592 0.7566
Total 169 133.324
Figure 4.39. Interval plot of do you think that the usage of plane is safe and What is
your highly preferred mode of transport
77
Figure 4.40. Histogram of do you think that the usage of plane is safe and What is
your highly preferred mode of transport
Interpretation:
From the above analysis, we can interpret that the independent variable Social
Factor (Highly preferred mode of transport) has a significant relationship with the
dependent variable Usage of water aerodrome (Do you think usage of plane is safe).
Since the P – value 0.019 < 0.05 we can accept the Alternate hypothesis (H1) and reject
Null Hypothesis (H0).
78
4.1.38 CORRELATION ANALYSIS
An analysis between “Do you have any knowledge on water aerodrome” and Water
aerodrome will contribute towards tourism in India”
Table 4.38. Classification of correlation analysis between Do you have any
knowledge on water aerodrome and Water aerodrome will contribute towards
tourism in India
Method
Correlation type Pearson
Number of rows used 170
ρ: pairwise Pearson correlation
Correlations
Do you have any knowledge on
water aerodrome
Water aerodromes will contribute towards tourism in 0.191
India
Pairwise Pearson Correlations

95% CI for
Sample 1 Sample 2 N Correlation ρ P-Value
Water aerodromes will Do you have any 170 0.191 (0.042, 0.012
contribute towards knowledge on water 0.332)
tourism in India aerodrome
79
Figure 4.41. Classification of correlation analysis between Do you have any
knowledge on water aerodrome and Water aerodrome will contribute towards
tourism in India
Interpretation:
From the above Correlation Analysis, we can interpret that “Knowledge of water
aerodrome” and “Water aerodromes will contribute towards tourism in India” are
positively correlated with each other with the value of 0.191. We can also accept the
Alternate Hypothesis since the P – Value is 0.012 < 0.05 and reject Null hypothesis.
80
4.1.39 REGRESSION ANALYSIS
Regression analysis between “Do you have knowledge on water aerodrome” and “Do
you think construction of water aerodrome will increase economic growth”
Table 4.39. Classification of regression analysis between Do you have knowledge on
water aerodrome and do you think construction of water aerodrome will increase
economic growth
Model Summary
S R-sq R-sq(adj)
0.803561 6.97% 6.42%
Source DF SS MS F P
Regression 1 8.132 8.13250 12.59 0.001
Error 168 108.479 0.64571
Total 169 116.612
Figure 4.42. Classification of regression analysis between Do you have knowledge

on water aerodrome and do you think construction of water aerodrome will increase
economic growth
81
Figure 4.43. Classification of relationship between Do you have knowledge on water
aerodrome and do you think construction of water aerodrome will increase
economic growth
Figure 4.44. Classification of variance between Do you have knowledge on water

aerodrome and do you think construction of water aerodrome will increase
economic growth
Interpretation:
From the above Regression analysis, we can interpret that the S value is 0.80
which is a pretty decent model and also the P – value is 0.001 < 0.05 so that we can
accept the Alternative hypothesis (H1) and reject Null hypothesis (H0).
82
CHAPTER 5
FINDINGS AND SUGGESTIONS
5.1 FINDINGS OF THE STUDY
From our analysis of the data collected we have come to certain conclusions. A total
of 205 respondents have participated in the survey of which 170 were useable data.
 Once the data was screened, it was found out that majority of the respondents are
Male rather than Female
 Based on the survey results it was found out that majority of the respondents are
young adult spectrum and they have contributed to the survey.
 From the classification it was found out that majority of the respondents are
graduates and post graduates.
 Upon completion of the data screening process, it was found that majority of the
respondents are employed and some of the respondents were students.
 Based on the survey results it was found out that respondents fall under all the
slabs of income asked in the questionnaire.
 From the classification, it was found out that majority of the respondents use
aeroplane as a mode of transport.
 From the data it was found out that majority of the respondents travel rarely in
year.
 Based on the survey results it was found out that majority of the respondents
agreed that construction of water aerodrome will contribute towards tourism in
India.
 From the classification, it was found out that majority of the respondents agreed
that water aerodrome is the safest mode of transportation.
 From the data collected it was found out that majority of the respondents agree
that usage of seaplane is safe.
83
 From the data collected it was found out that majority of the respondents has a
knowledge on what seaplanes are.
 Once the data was screened, it was found out that majority of the respondents
have not travelled through seaplanes even when they have knowledge of
seaplanes
 From the data collected it was found out that majority of the respondents has
knowledge of water aerodrome.
 From the classification, it was found that majority of the respondents have never
been to water aerodrome even though they have the knowledge of water
aerodrome.
agreed that water aerodrome uses seaplanes in order to transport people hence
reducing overall emission.
 From the classification, it was found out that majority of the respondents choose
to travel via seaplane if the cost is lesser than the commercial aeroplane.
agreed that comfort plays a main role in choosing seaplanes over commercial
aeroplanes.
 Upon completion of the data screening process, it was found out that majority of
the respondents agreed that frequency of services also plays main role in choosing
seaplanes over commercial aeroplanes.
 From the above data it was found out that of the respondents agreed that
environmental impact by seaplanes is lesser than commercial aeroplanes.
 From the classification, it was found out that of the respondents agreed that
maintenance of water aerodrome is significantly lesser than commercial airports.
 Based on the survey results it was found out that of the respondents agreed that
technological advancements are higher in seaplanes than commercial aeroplanes.
84
 From the classification, it was found out that of the respondents agreed that cost
of using seaplanes is cheaper than commercial aeroplanes.
 Based on the positive ANOVA analysis it was found out that the demography
agrees that the usage of water aerodrome has a positive outlook on the society.
 Based on the positive ANOVA analysis it was found out that the usage of water
aerodrome has a greater impact on social factor
 Based on the ANOVA analysis it was found out that the usage of water aerodrome
has a positive impact on cultural factor.
 Based on the positive Correlation analysis it was found out that the knowledge of
the respondents and the question asked to them are positively correlated with each
other.
 Based on the Regression analysis it was found out that our hypothesis is accepted
based on our model obtaining decent values based on the IDEAL concept value
methods.
85
5.2 LIMITATIONS OF THE STUDY:
 The collection of data seemed to be tedious because of awareness of water
aerodromes seemed to be a bit scattered among the population.
 Due to lack of understanding of water aerodromes, the data collected was not
accurate in some cases.
 If there was a larger sample size more accuracy of data could be achieved.
 This study was only limited to those who knew or flew in seaplanes or used a
water aerodrome before.
86
5.3 SUGGESTIONS:
 Some of the people has knowledge on water aerodrome and seaplane. So, by
increasing awareness we can increase the knowledge and increase the positive
outlook of the people.
 Awareness can be bought for implementing the water aerodrome concept not only
for tourist purpose but also for commercial purposes.
 The commercial purpose includes not only connecting inter cities but also inter
countries in the coastal side.
 By implementing the UDAN 3.0 scheme in India would help in increasing
tourism but when we implement it for commercial purpose also, we can increase
the economy of the country.
 Implementing the safety and security measure same as the commercial
aerodrome.
 By setting the price of the ticket as budget friendly will increase the revenue and
help in promoting various seaplane operations.
 By increasing the frequency of the seaplanes can increase in means of profit for
the company which also helps in increasing the revenue of the aerodrome.
 By giving proper maintenance for aircraft and aerodrome will increase in means
of safety of both aircraft and aerodrome.
 By bringing this concept it helps in easier and fastest mode of transport between
the coastal areas.
 The major importance of seaplanes is fire fighting in forest areas.
 By bringing this concept it offers the public the speed of an aeroplane and the
utility of a boat.
 Seaplanes being “First of its kind” in India, air connectivity will fulfil the
aspirations of the people and the entire country.
87
 Bringing this concept will help in opening an opportunity for utilization of unused
water bodies across the country connecting remote and tourist destinations.
 This concept will be helpful in local employment of the state and helps in
reducing unemployment.
 It also brings an opportunity for people to gaze at the scenic beauty enroute and
an aerial view.
 Seaplanes also enables us to have a more eco- friendly water body as we can
reduce dumping of waste into the ocean for more cleaner and greener take offs
and landings. This when compared to CO2 emissions by planes will be
comparatively lesser than sea dumping.
88
CHAPTER 6
CONCLUSION
6.1 CONCLUSION:
In conclusion, water aerodromes have the potential to bring about a significant
transformation in air transportation in India. They offer several benefits, including
increased connectivity, supporting economic growth through tourism and commerce,
and providing alternative transportation options. Water aerodromes can serve as an
alternative to land-based airports, which are often crowded and limited in number. They
can also be used for medical emergencies, disaster response, and other essential
services. By using water bodies for air transportation, the country can create a
sustainable and more efficient transportation network, especially in regions that are
geographically challenging.
However, implementing water aerodromes in India comes with several challenges.
Regulatory issues are one of the significant hurdles in implementing water aerodromes
in India. The regulation of water aerodromes in India is fragmented, and the absence of
clear rules and guidelines could lead to confusion and non-compliance towards
operations. Additionally, environmental concerns are another challenge, with
construction and operation of water aerodromes impacting the surrounding ecosystem.
To ensure sustainability, the country must adopt eco-friendly practices that minimize
the impact of water aerodromes on the environment. Safety concerns, such as the risk
of accidents or mishaps, must be addressed with proper training, equipment, and
maintenance to ensure that water aerodromes are safe for passengers and crew.
To overcome these challenges, stakeholders must work collaboratively to promote
responsible and sustainable development of water aerodromes in India. The government
must formulate a comprehensive regulatory framework that ensures compliance with
safety standards, environmental regulations, and other guidelines. Additionally,
partnerships between the public and private sector can help bring in the necessary capital
89
and expertise to support the development of water aerodromes. The government must
also invest in infrastructure development to support water aerodromes, including the
construction of dedicated jetties, berthing facilities, and other essential infrastructure.
Finally, the implementation of water aerodromes can contribute significantly to the
economic development of India. They can create new job opportunities, support
tourism, and connect remote areas to urban centers, leading to overall economic growth.
Moreover, water aerodromes can reduce the time taken to transport goods and services,
resulting in a more efficient and cost-effective transportation system.
In conclusion, the implementation of water aerodromes in India has the potential to
transform the country's air transportation system, leading to increased connectivity,
economic growth, and sustainability. While there are several challenges to overcome,
proper planning, investment, and regulation can ensure the responsible and sustainable
development of water aerodromes in India.
90
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94
APPENDIX
1. What is your name?
2. What is your Gender?
 Male
 Female
 Other
3. What is your age?
 Below 18
 18 – 25
 26 – 35
 36 – 45
 45 and above
4. What is your Educational qualification?
 Bachelor’s Degree
 Post Graduate Degree
 PhD
 Professional Course Certified
 Student
5. What is your Occupation?
 Student
 Employed
 Unemployed
 Self – Employed
95
6. What is your Annual Family Income?
 Low (Below Rs. 2,50,000)
 Lower – Middle (Rs. 2,50,000 – Rs. 5,00,000)
 Upper – Middle (Rs. 5,00,000 – Rs. 7,50,000)
 High (Above Rs. 7,50,000)
7. What is your highly preferred mode of transport?
 Roadways
 Seaways
 Railways
 Airways
8. Do you use aeroplane as a mode of transport?
 Yes
 No
9. Do you travel often?
 Very Frequently
 Frequently
 Neutral
 Rarely
 Very Rarely
10. Do you think usage of plane is safe?
 Strongly Agree
 Agree
 Neutral
 Disagree
 Strongly Disagree
96
11. How frequently do you fly?
 Rarely in a year
 Six months once
 Three months once
 Monthly
 Weekly
 Very often
12. How safe do you consider air transportation to be?
 Very safe
 Safe
 Neutral
 Unsafe
 Very Unsafe
13. Would you be open to other mode of transport?
 Yes
 No
 Maybe
14. Do you have knowledge on water aerodrome?
 Yes
 No
15. Do you know what seaplanes are?
 Yes
 No
 Maybe
97
16. Have you travelled by a seaplane?
 Yes
 No
 Maybe
17. Have you ever been in a water aerodrome?
 Yes
 No
 Maybe
18. Did you know which country offers the services of a water aerodrome and
seaplanes?
19. Do you think that the construction of water aerodrome will help in economic
growth?
 Strongly agree
 Agree
 Neutral
 Disagree
 Strongly disagree
20. Water aerodrome are not useful to the Indian airline industry?
 Strongly agree
 Agree
 Neutral
 Disagree
98
21.Water aerodromes will contribute towards tourism in India?
 Strongly agree
 Agree
 Neutral
 Disagree
22. Water aerodrome are a safe mode of transportation?
 Strongly agree
 Agree
 Neutral
 Disagree
23. Water aerodromes helps connect cities on the coastal areas?
 Strongly agree
 Agree
 Neutral
 Disagree
24. Water aerodrome uses seaplanes in order to transport people hence reducing
overall emission?
 Strongly agree
 Agree
 Neutral
 Disagree
99
25. The cost of construction of water aerodrome is significantly higher than usage of
commercial airports?
 Strongly agree
 Agree
 Neutral
 Disagree
26. The usage of seaplanes seems to be a base among people in foreign nations?
 Strongly agree
 Agree
 Neutral
 Disagree
27. Do you think the cost of using seaplanes is cheaper than commercial planes?
 Strongly agree
 Agree
 Neutral
 Disagree
28. The usage of seaplanes would not be prioritized over aeroplanes?
 Strongly agree
 Agree
 Neutral
 Disagree
100
29. Do you think that the technological advancements are higher in seaplanes?
 Strongly agree
 Agree
 Neutral
 Disagree
30. Do you think the maintenance of water aerodrome is significantly lesser than
commercial airport?
 Strongly agree
 Agree
 Neutral
 Disagree
31. Do you think the facilities provided at commercial airports is equal to water
aerodrome?
 Strongly agree
 Agree
 Neutral
 Disagree
32. Do you think the environmental impact of seaplanes are significantly lesser than
commercial aeroplane?
 Strongly agree
 Agree
 Neutral
 Disagree
101
33. The cost of the ticket from Chennai to Kolkata cost around Rs. 5,000 in a
commercial aeroplane. If it cost around Rs. 3,800 in a seaplane would you prefer
to travel via seaplane?
 Yes
 No
 Maybe
34. Pricing plays a key role in choosing seaplane over commercial aeroplane?
 Strongly agree
 Agree
 Neutral
 Disagree
35. Comfort of passengers also plays a main role in choosing seaplane over
 Strongly agree
 Agree
 Neutral
 Disagree
36. Frequency of services also plays a vital role in choosing seaplane over
 Strongly agree
 Agree
 Neutral
 Disagree
102

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UNDERSTANDING THE USAGE OF

WATER AERODROMES IN INDIA

IYER HARIHARAN KRISHNAN (219208160001)

Under the Guidance of

Partial fulfillment for the award of the degree

MASTER OF BUSINESS ADMINISTRATION

AIRLINE AND AIRPORT MANAGEMENT

REMO INTERNATIONAL COLLEGE, CHENNAI

ALAGAPPA UNIVERSITY: KARAIKUDI - 630 003.

(UNDER COLLABORATIVE PROGRAMME)

REMO INTERNATIONAL COLLEGE

Certified that this project report “UNDERSTANDING THE USAGE OF

Mr. Dilip Fernandez, Mr. Dilip Theophil Antony Fernandez,

Dr. G. PRABHAKARAN Dr. RITHIK BALAJI,

Submitted for the examination held on ____________________

INTERNAL EXAMINER EXTERNAL EXAMINER

S. Name of the Name of the

INTERNAL EXAMINER EXTERNAL EXAMINER

I am feeling oblige in taking the opportunity to sincerely thanks to Head of the

Water aerodromes is the futuristic way of promoting tourism in any country. It

Keywords: Coastline, Covid, Data sampling, Pandemic, Water aerodromes

LIST OF FIGURES AND GRAPHS xii

LIST OF TABLES xix

1.1.1.1 SITE SELECTION 2

1 1.1.1.2 FLOATING PLATFORM 3

1.1.1.3 SIZE OF THE RUNWAY 4

1.1.1.6 VISUAL AIDS 5

1.1.1.7 FIRE FIGHTING 5

1.1.1.8 RESPONSE TIME 6

1.1.1.9 MANNING LEVEL 6

1.1.1.11 FIRST AID KIT 6

1.2 HISTORY OF WATER AERODROME 7

1.3.1 TYPES OF SEAPLANES 9

1.4 NEW SEAPLANE SERVICE AND COUNTRIES

1.4.1 SEAPLANES IN MALDIVES 9

1.4.2 SEAPLANE IN UNITED ARAB EMIRATES 10

1.4.3 SEAPLANES IN AUSTRALIA 11

1.4.4 SEAPLANES IN PHILIPPINES 11

1.4.5 SEAPLANE IN SRI LANKA 12

1.4.6 SEAPLANE IN SINGAPORE 12

1.4.7 SEAPLANE IN GREECE 13

1.5 WATER AERODROME IN INDIA 14

1.5.1.2 ENHANCE CONNECTIVITY 15

1.6 VARIABLES OF THE STUDY 16

1.7 OBJECTIVES OF THE STUDY 16

1.7.1 PRIMARY OBJECTIVE 16

1.7.2 SECONDARY OBJECTIVE 16

1.8 CONCEPTUAL FRAMEWORK 17

1.9 NEED OF THE STUDY 17

1.11 RESEARCH PROBLEM 18

2 CHAPTER 2 REVIEW OF LITERATURE 20

CHAPTER 3 RESEARCH METHODOLOGY 30

3.2 RESEARCH DESIGN 30

3 3.3 RESEARCH POPULATION 31

3.4 RESEARCH SAMPLE 31

3.5 SAMPLE UNIT 31

3.6 SAMPLING SIZE 32

3.7 SAMPLE TECHNIQUE 32