Hyderabad Airport reported an increase of 26% YoY on its non-aero revenues for the third quarter of FY 2025-26. The airport earned 580 Cr from retail, f&B, forex, advertising and car parking areas for the Oct. – Dec. ‘25 period over last year.
Spend per passenger (SPP) grew from INR 784 for 9M FY 24-25 to INR 823 for 9M FY 25-26. Domestic Retail revenues have grown 19% YoY to INR 1,70 Cr while F&B revenues have grown 26% to INR 120 Cr.
Though Ad-revenues grew a whopping 30% YoY to 80 Cr during the quarter, site utilisation dropped to 38% from 44$ a year ago.
Hyderabad Airport was among the first greenfield airports that were approved by the UPA Government led by the Indian National Congress Party in 2004.
Along with Bangalore International, Rajiv Gandhi International Airport at Hyderabad were inaugurated in May 2008.
Delhi International Airport reported an increase of 11% YoY on its non-aero revenues for the third quarter of FY 2025-26. The airport earned 2,690 Cr from retail, f&B, forex, advertising and car parking areas for the Oct. – Dec. ‘25 period over last year.
Spend per passenger (SPP) grew from INR 1,026 for 9M FY 24-25 to INR 1,073 for 9M FY 25-26.
Domestic Retail revenues have grown 5% YoY to INR 710 Cr while F&B revenues have grown 26% to INR 290 Cr.
Though Ad-revenues grew a modest 12% YoY to 190 Cr during the quarter, site utilisation remained at 61% compared the the same period in the previous financial year.
Indira Gandhi International Airport were among the two brownfield airports that were approved for modernisation in 2004 by the then UP Government.
While Chennai and Kolkata Airport staff resisted the privatisation, Mumbai Airport was handed over to GVK Group in 2006.
Ever since taking over, the GMR Group has invested over USD 5 Bn (47,000 Cr) to date, constructing 2 new runways, several passenger amenities and maintaining the largest civil airport in the country.
Editor’s Note
Delhi Airport handles 23% of India’s overall air passenger traffic. Yet, the non-aero revenues are a pittance when compared to global airports such as Dubai, Singapore, Frankfurt, etc.
One of the key reasons for the low passenger spends, is that only 30% of our air traffic is international (including connecting passengers from outside India).
Indian air carriers such as Indigo and the outdated Maharaja Airline that is Air India have failed to build global hub capabilities in India, despite over 20,000 acres of land utilised by six private airports operators at Mumbai, Navi Mumbai, New Delhi, Noida (upcoming), Bangalore and Hyderabad.
Thanks to a fragment aero-approach by successive governments, India still does not boast of global capabilities of carrying passengers across continents.
Due to the over-dependance of domestic passengers, airport operators charge heavily from the concessionaires (Read: Retailers, Brands F&B partners, Car Parking Operators and Advertising Agencies).
This exorbitantly heavy cost of operations is passed on to the passenger, thereby making a cappuccino cost INR 250 and a pair of Samosas for INR 200, let alone other F&B items.
Retailers on the other hand have failed to create an exclusive airport line over the last 20 years, to cater especially to travellers who not only expect an interesting range of products but also at competitive prices.
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