Dabolim Airport, officially designated as Goa International Airport, has proudly served as the principal aerodrome for the illustrious state of Goa, India, until January 2023.
Situated in Dabolim, this pivotal transport hub has played an indispensable role in linking the region to a myriad of domestic and international destinations. Over the decades, it has evolved into a crucial gateway for millions of travellers eager to immerse themselves in the breathtaking allure of Goa's natural splendour.
In January 2023, the Mopa Airport, officially designated as Manohar International Airport (Mopa), an ambitious endeavour aimed at enhancing the connectivity of India’s smallest state, Goa, was inaugurated in North Goa. This greenfield airport is expected to revolutionise the travel experience for both domestic and international travellers. This is to be operated by GMR International.
Goa being a premier tourist destination, the Mopa Airport is heralded as strategically vital for enhancing tourism and bolstering the state’s economy. Anticipated to accommodate approximately 13 million passengers annually, the airport is meticulously designed to alleviate congestion at the existing Dabolim Airport and to offer a contemporary facility for travellers.
The current capacity of Dabolim stands at 11.3 million passengers and is projected to reach 13.3 million upon the completion of its latest ongoing expansion. Thus, one may question the necessity of constructing a new airport when the existing facility possesses the projected capacity. A parallel taxiway was undoubtedly essential, and the infrastructure at Mopa is more closely aligned with global standards for air travel. Could not Dabolim be upgraded, as is currently being undertaken?
Remember, individuals flock to Goa regardless of their travel experience. Mopa cannot rival the initial impression that visitors receive upon arriving at Dabolim, where they are greeted by picturesque vistas of lush landscapes and the shimmering expanse of the Arabian Sea. Each arrival is imbued with a palpable sense of excitement and anticipation, as the warm hospitality of the Goan people permeates the atmosphere, stirring the soul and beckoning exploration.
Now discussions about the possible closure of Dabolim Airport have garnered significant attention among the public, eliciting a tapestry of opinions that reflect the diverse interests of stakeholders, which include local residents, tourism operators, taxi-men and environmental advocates.
The decision to transition operations to Mopa reflects more on the fact that other considerations were at play rather than a forward-thinking approach that is anchored in the pursuit of creating a more spacious, efficient and environmentally-friendly airport infrastructure.
From April 2024 to March 2025, Dabolim Airport accommodated 7.3 million passengers, contrasting sharply with a peak of 8.46 million in 2018-19. In comparison, Mopa Airport managed a total of 4.6 million passengers. Notably, this aggregate does not surpass Dabolim’s capacity of 13 million passengers. This indicates that Dabolim processed nearly twice the number of passengers as Mopa, despite airlines reallocating their operations. Thus, contrary to prevailing notions, Dabolim remains vibrant and operational, notwithstanding what seem to be covert endeavours to undermine its viability and facilitate its closure. Furthermore, the administration's assurances regarding its continued operation appear more as mere platitudes than substantive commitments.
The landing charges at Dabolim are comparatively lower; however, airlines are increasingly gravitating towards Mopa. Can the AAI officials effectively compete with the private sector in selling landing slots and wooing airlines? This presents an inequitable advantage. There exists a substantial amount of underutilised space at Dabolim that could be capitalised, transforming it into shopping and dining experiences akin to those at Mopa.
Yet, who possesses the ability to initiate such change? It is evident that AAI officials, encumbered by bureaucratic constraints, lack the operational flexibility enjoyed by private operators. The data indicates that passengers exhibit a preference for Dabolim, despite the limited airline options, as carriers continue their migration to Mopa. It is imperative to communicate to airlines that Dabolim holds greater allure for travellers from Goa, given that Mopa is perceived as inconvenient, costly, and time-consuming
Then there is the troubling scenario in which the Government of Goa, through a perplexing cabinet resolution, granted GMR International—operators of Mopa—an extension in remitting the revenue share of 36.99% under the pretext of the COVID-19 pandemic’s impact.
Such leniency was not afforded to any other business in Goa. Despite this, Dabolim has consistently generated profits annually without any form of subsidy. Is this not a glaring instance of preferential treatment towards Mopa?
However, the most audacious manoeuvre was thwarted by Retd Cdr Atul Pant and Sanjay Redkar when they petitioned the High Court and secured a stay on the unlawful Dabolim flyover. This flyover, initiated by the National Highway Authority of India (NHAI), necessitated a mandatory No Objection Certificate (NOC) from the Navy, given that it comes under the Obstacle Limitation Surfaces (OLS). The structure contravened the height restrictions stipulated in the notification of the International Civil Aviation Organisation (ICAO), which delineates the maximum permissible surface heights for each airport. Noncompliance with these regulations would preclude the operation of commercial flights. The consent of the Navy is imperative, as outlined in the Ministry of Civil Aviation Notification dated September 30, 2015, which asserts: “The following steps shall be taken for calculating the maximum permissible heights for cases where there is a requirement of NOC from AAI or from Defence authorities.”
It appears that a significant oversight has occurred, as evidenced by a response to an unstarred question, number 1655, in Parliament in August 2024. The Union Minister of Surface Transport asserted that the height of the flyover, being constructed at a cost of 368 crores, was within permissible limits. However, in May 2025, the National Highways Authority of India (NHAI) obtained a No Objection Certificate (NOC) from the Navy after reducing the proposed flyover's height, indicating that someone undoubtedly misled the Minister.
The elevation of 17 columns necessitates a reduction; many of these have already been constructed. How will the height be diminished, and in what manner will the new design be superimposed upon the existing framework? Will the underpasses have the mandatory 5.5 mt height? If a reduction in height is feasible, why was the flyover not initially designed in accordance with ICAO standards? Furthermore, why did the flyover commence without the requisite approvals? Had it not been for the intervention of the petitioners, once completed, no commercial flights would have been authorised, potentially resulting in the closure of Dabolim Airport.
Will those accountable for misleading Parliament, thereby incurring a detriment to the Exchequer through the illicit commencement of the flyover and alterations to its design, be held to account and face repercussions, or will this matter be conveniently obscured? Will the Government respond as it did in the instance involving the Chief Town Planner of the TCP Department?
Dabolim has served Goa admirably and continues to possess the potential for further contributions; however, it requires the unwavering support and vigilant oversight of all well-meaning citizens. Long live Dabolim Airport.
(The author prefers to write rather than chat in a balcao)