How Punjab and Haryana’s political ego-battles, combined with questionable Central Government priorities, turned a regional airport into a cautionary tale whilst choking Delhi with pollution from millions of unnecessary vehicle journeys
Before diving into the political and financial scandal, let’s address the environmental elephant in the room that politicians deliberately ignore. The urgent need to strengthen Chandigarh Airport isn’t just about convenience—it’s about survival and clean air.
Delhi IGI Airport handled over 79.2 million passengers in FY 2024-25, the highest ever in the airport’s history. Conservative estimates suggest that nearly 40% of vehicles on Delhi’s major roads come from other states, including Punjab, Haryana, and surrounding regions.
The Pollution Mathematics
If we conservatively estimate that 15-20% of Delhi IGI’s traffic originates from Punjab, Haryana, Himachal Pradesh, and J&K regions, that’s approximately 12-16 million passenger journeys annually from areas that should logically be served if we strengthen Chandigarh Airport properly.
Mode of Travel Breakdown
For the 4-5 million passengers travelling by private vehicles (approximately 1.5-2 million vehicle trips, assuming an average of 2.5 passengers per vehicle):
Vehicular emissions account for approximately 41% of air pollution in Delhi according to India’s Ministry of Earth Sciences, with PM2.5 averaging 200 µg/m³ during winter—well into the “severe” category.
The Environmental Impact
Every year, an estimated 1.5-2 million vehicles make unnecessary 250 km trips to Delhi IGI Airport because efforts to strengthen Chandigarh Airport have failed, leaving only 2 international destinations. These vehicles contribute:
Delhi recorded its worst air quality of 2024 on November 18, with an AQI reading of 491, classified as “severe plus”. The Supreme Court of India in November 2019 stated that “Delhi has become worse than narak (hell)”, with air pollution estimated to kill about 2 million people in India every year.
The Question Nobody in Government Will Answer
If we strengthen Chandigarh Airport with proper international connectivity, how many of these 375-500 million polluting vehicle-kilometres could be eliminated annually? How much would Delhi’s air quality improve if millions stopped making unnecessary road journeys for air travel?
Politicians avoid discussing these brutal facts, but documented evidence reveals a troubling pattern of mismanagement and wasted resources that make the case to strengthen Chandigarh Airport even more urgent.
The Old Civil Enclave (2011):
The New Mohali Airport (2015):
For Context: The Chandigarh-Ambala Expressway (61.23 km, six lanes) is being built for ₹3,167 crore. Chandigarh Airport consumed nearly half that amount for an airport that still serves only 2 international destinations, whilst forcing millions to pollute Delhi’s air, proving we urgently need to strengthen Chandigarh Airport.
Whilst passengers struggled with inadequate connectivity and contributed to Delhi’s toxic air, Punjab and Haryana politicians engaged in a decade-long battle over airport naming rights. This wasn’t mere bureaucratic delay—it represented a fundamental failure to strengthen Chandigarh Airport, directly impacting millions of travellers and Delhi’s environment.
Punjab and Haryana politicians spent over a decade fighting over what to call the airport instead of focusing on how to strengthen Chandigarh Airport. Documented history reveals this absurdity:
The Timeline of Absurdity:
The Stakes in This Ego Battle:
The Result: Two state governments bickered over signboard names whilst failing to strengthen Chandigarh Airport with meaningful international expansion. Airlines hesitated to commit to routes. Expansion plans stalled indefinitely. Passengers continued their exhausting, polluting journey to Delhi for global connectivity.
Geography exposed the political circus: The runway is in Chandigarh (Union Territory), but the international terminal is in Mohali (Punjab). This quirk became the perfect excuse for both states to claim ownership whilst taking zero responsibility for the results.
The Unanswered Question: If Punjab and Haryana each hold 24.5% stakes and supposedly “jointly” manage this airport, why has it taken 10 years to strengthen Chandigarh Airport beyond UAE routes? Where is the accountability for this ₹1,400 crore investment and the resulting environmental damage to Delhi?
Travellers from Chandigarh face an ordeal politicians refuse to acknowledge, proving why we must strengthen Chandigarh Airport. Consider a typical journey to Bangkok with elderly parents:
Step-1: The Train/Bus to Delhi (3-4 hours)
Step-2: Navigate Delhi’s Transportation Maze
Step-3: Terminal 3 – The Long March
Step-4: The Return Nightmare (Midnight Arrival)
Total Additional Cost Per Trip: ₹3,000-8,000 per person. Total Time Wasted: 6-8 hours (both ways combined). Environmental Cost: 150-250 kg additional CO2 per passenger trip. Physical Toll: Immeasurable, especially for elderly passengers and families with young children
Now Multiply This By:
Even for domestic routes, inadequate timings prove why we must strengthen Chandigarh Airport with better operations. The airport closes between midnight and 5:00 AM, severely limiting flight schedules.
Operational Constraints:
The Reality:
Passengers report consistently poor timing for major routes. Flights to key business destinations like Mumbai or Bengaluru often depart at ungodly hours or arrive late at night, making day trips virtually impossible. This forces business travellers and families to either:
Comparison: Delhi IGI operates 24/7 with flexible timings. To strengthen Chandigarh Airport, restricted hours must be addressed so passengers don’t miss connecting international flights, can accommodate business schedules, and avoid exhaustion.
Delhi’s Indira Gandhi International Airport handled over 73.6 million passengers in FY 2024, including 54 million domestic and 19 million international travellers, making it the ninth-busiest airport globally.
The Theory That Makes Too Much Sense:
A significant portion of Delhi IGI’s traffic originates from Punjab, Haryana, Himachal Pradesh, and parts of Jammu & Kashmir—areas that should logically be served if we strengthen Chandigarh Airport. Politicians rarely discuss this traffic diversion, its economic implications, or its environmental costs.
Conservative Estimates:
The Political Math:
Delhi IGI Airport generates massive revenue streams. In FY 2024-25, it handled over 79.2 million passengers, the highest in its history. Benefits include:
The Critical Question: Does the Central Government have a vested interest in keeping regional airports deliberately underdeveloped to ensure Delhi IGI remains dominant—even at the cost of Delhi’s air quality and public health? This is precisely why we must strengthen Chandigarh Airport—to break this monopoly.
Instead of investing to strengthen Chandigarh Airport with proper international connectivity, ₹52,000 crore went to highways channelling passengers to Delhi. Meanwhile, the airport received ₹1,400 crore and delivers only 2 international routes, whilst adding to Delhi’s pollution crisis.
Major Highway Projects:
The Pattern Emerges Clearly:
The Central Government (through NHAI) has spent tens of thousands of crores building high-speed corridors that funnel Punjab’s population TO DELHI for air travel. A fraction of that amount invested to strengthen Chandigarh Airport could have created a genuine international hub serving the region, whilst dramatically reducing vehicular pollution in Delhi.
Hypothetical Alternative Investment:
Instead of spending ₹3,167 crore on the Chandigarh-Ambala expressway alone, consider if the government had invested in strengthening Chandigarh Airport:
Potential Outcomes if We Strengthen Chandigarh Airport:
The Return on Investment: Potentially far superior to building yet another highway channelling traffic to Delhi—and infinitely better for public health and environment.
Domestic Connectivity (Decent): 17 domestic destinations including Delhi, Mumbai, Bengaluru, Jaipur, Ahmedabad, Goa, Hyderabad, Kolkata, Lucknow, Pune, Srinagar, Leh and others, demonstrate reasonable domestic coverage.
International Connectivity (Pathetic):
Passenger Traffic: Approximately 4.15 million passengers and 28,331 aircraft movements in 2024-25 show growing demand that remains unmet by international expansion.
Awards and Accolades: Named ‘Best Airport by Hygiene Measures’ in the Asia-Pacific region in 2021 by Airports Council International—an accolade that highlights operational efficiency whilst underscoring the tragedy of limited international connectivity.
The Bitter Irony: The airport wins awards for customer satisfaction whilst serving the smallest international network of any so-called “international airport” in India with similar passenger volumes—proving we desperately need to strengthen Chandigarh Airport and forcing millions to contribute to Delhi’s air pollution crisis.
High Court Weighs In:
October 2024 saw the Punjab and Haryana High Court question why there’s been no effort to strengthen Chandigarh Airport when even “a district headquarters like Amritsar has more than 14 international flights to various countries”. The court directed the Secretary, Ministry of Civil Aviation, to explain this stagnation, following a long-standing PIL filed in 2015 by the Mohali Industries Association.
The Air Force Problem:
Operational challenges still prevent efforts to properly strengthen Chandigarh Airport. The airport shares a runway and airspace with the Indian Air Force. Operational implications include:
The Political Problem:
NHAI has faced significant land acquisition challenges in Punjab, with 15 of 37 projects totalling over ₹50,000 crore experiencing delays, with contractors even reporting they don’t feel safe. Similar political and administrative dysfunction affects plans to strengthen Chandigarh Airport with expansion.
Amritsar (Sri Guru Ram Dass Jee International Airport):
Jaipur International Airport:
Lucknow International Airport:
The Damning Question: Why did efforts to strengthen Chandigarh Airport fail when the airport has a strategic location, higher per-capita income, and proximity to multiple states, whilst comparable airports succeeded—and simultaneously contributed to Delhi’s air pollution crisis?
The Uncomfortable Answer: Political ego, misplaced priorities, possible deliberate underdevelopment to protect Delhi IGI’s monopoly status in North India, and complete disregard for environmental consequences or the urgent need to strengthen Chandigarh Airport.
The failure to strengthen Chandigarh Airport is not an isolated case of infrastructure mismanagement. It exemplifies a larger pattern visible across India with serious environmental consequences:
Capital Concentration: Delhi, Mumbai, Bengaluru, and Hyderabad receive the lion’s share of international connectivity, infrastructure investment, and policy attention—whilst bearing the environmental burden.
Regional Neglect: Tier-2 cities with significant populations remain chronically underserved, forcing residents to travel hundreds of kilometres for international flights—adding vehicular pollution.
Highway Dependency: Instead of developing air connectivity regionally, massive highway investments connect regions to mega-hubs, perpetuating centralisation and pollution.
Political Appeasement: Small-scale projects with big inaugurations create photo opportunities, but sustained development, long-term planning, and environmental considerations remain absent.
Lost Productivity:
Environmental Cost:
Opportunity Cost:
The Unspoken Truth:
Efforts to strengthen Chandigarh Airport aren’t just about convenience or economics—it’s a public health imperative. Every flight that originates from a strengthened Chandigarh Airport instead of forcing passengers to Delhi is one less vehicle trip contributing to the toxic air that kills thousands annually.
After reviewing all documented evidence about Chandigarh Airport and its environmental impact, the conclusion remains inescapable:
A ₹1,400 crore monument to political dysfunction, misplaced priorities, and the tyranny of national capital concentration that continues forcing millions of passengers through unnecessary hardship whilst contributing to one of the world’s worst public health crises.
If there’s genuine political will (which remains doubtful given the track record), here’s what needs to happen at Chandigarh Airport:
Transform Chandigarh Airport into a legitimate international hub serving:
Environmental Benefit:
This is not fantasy or unrealistic dreaming. This is what should have been the plan from day one for Chandigarh Airport—with environmental benefits as a core objective.
Chandigarh Airport currently serves only Dubai and Abu Dhabi internationally due to a combination of factors: political disputes between Punjab and Haryana governments lasting over a decade, lack of airline incentives, operational restrictions from sharing facilities with the Indian Air Force, and possibly deliberate underdevelopment to protect Delhi IGI Airport’s traffic. Despite spending ₹1,400 crore, proper bilateral negotiations and carrier development programmes remain absent, forcing millions to travel to Delhi and contribute to its air pollution crisis.
Chandigarh Airport (Shaheed Bhagat Singh International Airport in Mohali) cost ₹1,391 crore, comprising ₹452 crore for land acquisition (304 acres acquired in 2008) and ₹939 crore for construction. The airport was inaugurated in 2015, though international flights didn’t begin until September 2016. In October 2024, the Punjab and Haryana High Court questioned this massive investment for only 2 international destinations.
Passengers from Chandigarh travel to Delhi IGI Airport because Chandigarh Airport offers only 2 international destinations (Dubai and Abu Dhabi). For travel to Bangkok, Singapore, London, Europe, USA, Australia, and most other international destinations, passengers must undertake a 3-4 hour journey to Delhi, involving trains or buses, metro transfers, and significant additional costs of ₹3,000-8,000 per person. This creates an estimated 375-500 million vehicle-kilometres annually, contributing significantly to Delhi’s air pollution crisis.
The naming controversy at Chandigarh Airport lasted over a decade (2009-2022). Punjab wanted “Shaheed Bhagat Singh International Airport, Mohali” whilst Haryana objected to “Mohali” and wanted “Chandigarh” included. The dispute wasn’t resolved until August 2022 when both states agreed on “Shaheed Bhagat Singh International Airport” without city name specification. This political ego battle delayed development and international carrier recruitment whilst millions continued polluting Delhi’s air for international travel.
Chandigarh Airport handled approximately 4.15 million passengers and 28,331 aircraft movements in 2024-25. The airport serves 17 domestic destinations with decent connectivity to major Indian cities like Delhi, Mumbai, Bengaluru, Jaipur, Hyderabad, and Goa, but only 2 international destinations despite the ₹1,400 crore investment. An estimated 30-40% who need international connectivity travel to Delhi instead, adding vehicular pollution.
Yes, in October 2024, the Punjab and Haryana High Court questioned why Chandigarh Airport has only 2 international flights when “a district headquarter like Amritsar has more than 14 international flights to various countries.” The court directed the Secretary, Ministry of Civil Aviation, to explain this stagnation, following a 2015 PIL by the Mohali Industries Association that highlighted ₹1,400 crore spent with no international operations.
NHAI has invested ₹52,000 crore in Punjab for 1,500 km of national highways, including the ₹3,167 crore Chandigarh-Ambala Expressway and the Delhi-Amritsar-Katra Expressway. Critics argue this massive highway spending funnels passengers to Delhi IGI Airport rather than developing Chandigarh Airport’s international connectivity, whilst simultaneously adding vehicular pollution to Delhi’s already toxic air.
Chandigarh Airport is jointly owned by Punjab Government (via GMADA): 24.5%, Haryana Government (via HUDA): 24.5%, and Airports Authority of India: 51%. This joint ownership structure contributed to the decade-long naming dispute and lack of coordinated development strategy for international expansion or environmental impact assessment.
Conservative estimates suggest 15-20% of Delhi IGI’s traffic (approximately 12-16 million passenger journeys annually) originates from Punjab, Haryana, Himachal Pradesh, and J&K regions. With 35% travelling by private vehicles, this creates approximately 1.5-2 million vehicle trips covering 250 km to Delhi annually—totalling 375-500 million vehicle-kilometres. These vehicles contribute thousands of tonnes of CO, NOx, and PM emissions to Delhi’s air, which already has AQI levels reaching 491 and is called “the most harmful air quality of any major city in the world” by the US-based Health Effects Institute.
Chandigarh Airport closes between midnight and 5:00 AM, severely limiting flight schedules. Most morning departures occur between 5:00-8:00 AM, forcing passengers to wake at 3:00 AM, whilst evening arrivals often delay to 10:00-11:30 PM. The airport shares runway and airspace with the Indian Air Force, restricting slot availability. This creates inconvenient schedules for business travellers and families, forcing many to choose Delhi IGI Airport instead—adding to pollution and travel costs.
The Chandigarh Airport story masterfully demonstrates how political ego, bureaucratic inertia, and misplaced priorities can transform a promising infrastructure project into a cautionary tale of wasted potential, squandered public resources, and environmental catastrophe.
The Questions Citizens Must Ask:
The Answer Lies in Your Hands (And Lungs):
The next time a politician inaugurates a highway to Delhi or cuts a ribbon at Chandigarh Airport whilst offering zero new international routes, ask them:
“Why are you making me travel to Delhi when you could bring the world to Punjab—and why are you making me breathe poison to catch a flight?”
Demand documented answers, demand financial accountability, demand better infrastructure planning, and demand environmental impact assessments.
Because ₹1,400 crore of your tax money deserves more than 2 international destinations and a decade of political name-calling at Chandigarh Airport.
And Delhi’s 2.2 million children with damaged lungs deserve better than politicians who prioritise highways over health.
All claims in this investigation are backed by publicly available sources:
If state and central governments want to dispute these findings, they should release:
Transparency is not a courtesy. It’s a right.
Clean air is not a luxury. It’s survival.
Written for citizens who deserve to know where their tax money went, why they’re still travelling to Delhi for international flights, and why their children are breathing poison.
Share this. Question this. Demand better. Breathe easier.
Eccentric Blogger, Traveler and Consultant.
