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CITY AND INDUSTRIAL DEVELOPMENT CORPORATION

OF MAHARASHTRA LIMITED

ENVIRONMENTAL IMPACT ASSESSMENT (EIA ) STUDY OF NAVI MUMBAI INTERNATIONAL AIRPOR T

Volume - II

Chapter - 1 – Introduction Chapter - 2 – Analysis of Alternative Sites Chapter - 3 – Project Description

June 2010

CENTER OF ENVIRONMENT SCIENCE & ENGINEERING, INDIAN INSTITUTE OF TECHNOLOGY, MUMBAI.

NNAAVVII MMUUMMBBAAII IINNTTEERRNNAATTIIOONNAALL AAIIRRPPOORRTT

Volume - II

Chapter - 1 – Introduction Chapter - 2 – Analysis of Alternative Sites Chapter - 3 – Project Descr iption

ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF NAVI MUMBAI INTERNATIONAL AIRPORT

Jun e 201 0 CENTER OF ENVIRONMENT SCIENCE & ENGINEERING, INDIAN INSTITUTE OF TECHNOLOGY, MUMBAI

CIDCO

EIA Study of Navi Mumbai International Airport I

CESE, IIT Mumbai CIDCO

C O N T E N T S

VOLUME - I

Executive Summary

VOLUME - II

Chapter 1 : Introduction Page

No.

1.1 : Background 1

1.2 : Project Proponent 3

1.3 : Airport Sector Profile 4

1.3.1 : National Airport System 4

1.3.2 : Western Region Airport System 9

1.3.3 : Mumbai Region Airport System 13

1.4 : Passenger Traffic Trends 14

1.4.1 : Annual Passengers 14

1.4.2 : Peak Period Passengers 18

1.5 : Aircraft Movement (ATM) Trends 20

1.5.1 : Annual Aircraft Movements 20

1.5.2 : Peak Period Aircraft Movements 27

1.6 : Air Cargo Trends 29

1.7 : Conclusions of Air Traffic Analysis 32

1.8 : Policy, Legal and Administrative Framework 32

1.9 : Purpose of Study 32

1.10 : Project Brief 33

1.11 : Terms of Reference 34

1.11.1 : Site analysis 34

1.11.2 : Water 36

1.11.3 : Solid waste 36

1.11.4 : Energy 36

EIA Study of Navi Mumbai International Airport IV


1.11.5 : Traffic & transport 37

1.11.6 : CRZ 38

1.11.7 : Noise 39

1.11.8 : EMP, DMP 40

1.11.9 : Additional Terms of Reference 41

1.12 : Scope of work 42

1.12.1 : Study Area 43

1.13 : Scoping 45

1.14 : Structure of the Report 48

Chapter 2 : Analysis of alternative Sites

2.1 : Introduction 1

2.2 : Mahapan in Sindhudurg District 1

2.3 : Rewas-Mandwa 2

2.3.1 : Salient Features 2

2.3.2 : Accessibility 4

2.3.3 : Power, Water & Telecommunication infrastructure 4

2.3.4 : Township Development 4

2.3.5 : Site Constraints 5

2.3.6 : Environment sensitive factors 5

2.4 : Navi Mumbai Site 7

2.4.1 : Salient Features 7

2.4.2 : Site Constraints 9

2.5 : Selection of Alternative Sites 11

2.5.1 : SWOT Analysis 11

2.5.2 : Site Sensitivity Analys 13

2.6 : Conclusion 20

Chapter 3 : Project Description

3.1 : Geographical Setting 1

3.1.1 : Location 1


EIA Study of Navi Mumbai International Airport III

3.1.2 : Navi Mumbai 1

3.1.3 : Regional Setting 3

3.1.4 : Linkages 3

3.1.5 : Transport Systems and Network 4

3.1.6 : Project Accessibility 6

3.1.7 : Project Area 6

3.2 : Project Activities 7

3.3 : Project structure 7

3.4 : Aviation Demand Forecast 8

3.4.1 : Air Traffic Forecast 8

3.4.2 : MMR Air Traffic Forecast 8

3.4.3 : MMR Air Cargo Demand 9

3.4.4 : Navi Mumbai Air Traffic Forecast 10

3.4.5 : Navi Mumbai Air Cargo Forecast 11

3.4.6 : Air Traffic Summary 12

3.5 : Airport Facilities 15

3.5.1 : Runways 16

3.5.2 : Taxiway System 17

3.5.3 : Navigational Aids 18

3.5.4 : Commercial Apron 19

3.5.5 : Long-Term Aircraft Parking 20

3.5.6 : General Aviation 21

3.5.7 : Cargo Apron 21

3.5.8 : Passenger Terminal Building 21

3.5.9 : Air Cargo Building 23

3.6 : Roadway System 23

3.6.1 : Primary Access Road 23

3.6.2 : Terminal Area Access Road 24

3.6.3 : Terminal Frontage Road 24


EIA Study of Navi Mumbai International Airport IV

3.6.4 : Service Roads 24

3.7 : Vehicular and Cargo Parking 25

3.7.1 : Vehicular Parking 25

3.7.2 : Cargo Parking 25

3.8 : Technical Building and Control Tower 25

3.9 : Fuel Farm 25

3.10 : Air Rescue and Fire Fighting 26

3.11 : Catering Facility 26

3.12 : Ground Handling Equipment Maintenance 27

3.13 : Aircraft Maintenance Hangar Facilities 27

3.14 : Airfield Maintenance Area 27

3.15 : Landuse of Aeronautical area 28

3.16 : Water Requirements 30

3.17 : Power Supply 32

3.18 : Sewerage Treatment Plant 35

3.19 : Solid Waste Generation & Disposal 35

3.20 : Development of Non-aeronautical Area 38

3.21 : Project Cost 39

3.22 : Implementation Programme 40

3.23 : Construction Material 41

3.24 : Construction Environment 42 VOLUME - III

Chapter 4 :

4.1 :

Description of Environment

Introduction

1

4.2 : Environmental Setting 2

4.3 : Hydrometeorology 3

4.4 : Physiography 5

4.5 : Geology 8

4.6 : Drainage 11


EIA Study of Navi Mumbai International Airport V

4.6.1 : Gadhi river 12

4.6.2 : Kalundri River 13

4.6.3 : Kasadi- Taloja river 14

4.6.4 : Ulwe River 15

4.7 : Land Environment 16

4.7.1 : Particle Size Distribution 19

4.7.2 : Electrical conductivity (EC) and SAR (Sodium Adsorption Ratio) 21

4.7.3 : Cation Exchange Capacity (CEC) 23

4.7.4 : Permeability 24

4.7.5 : Porosity 25

4.7.6 : Calcium, Magnesium and Potassium 26

4.7.7 : Total Soil Quality 35

4.7.8 : Sub-Soil Characteristics of Airport Area 36

4.7.9 : Pedological Suvey 36

4.7.10 : Sub-Soil Investigation during TEF Stage 40

4.7.11 : Sub-Soil Investigation During DPR Stage 59

4.8 : Water Environment 71

4.8.1 : Water Quality 71

4.8.2 : Water Quality Index 74

4.8.3 : Water Quality Results 77

4.8.4 : Results of Water Quality Analysis 84

4.9 : Air Environment 120

4.9.1 : Air Quality 120

4.9.2 : Air Quality Index (AQI) 123

4.9.3 : Air Quality Results 124

4.9.4 : Total Air quality 162

4.9.5 : Meteorology 169

4.10 : Noise Environment 234

4.10.1 : Ambient Noise Quality 234


EIA Study of Navi Mumbai International Airport VI

4.10.2 : Equivalent Continuous Sound Levels 237

4.10.3 : Traffic Noise Index 246

4.10.4 : Noise Pollution Index (NPI) 247

4.10.5 : Average Noise Level 249

4.11 : Ecology 259

4.11.1 : Terrestrial Habitats 263

4.11.2 : Avifauna 263

4.11.3 : Habitats Encountered In the Project Area 269

4.11.4 : Streams 274

4.11.5 : Community analysis for Terrestrial Habitats 279

4.12 : Forest 300

4.12.1 : Forest Types 303

4.13 : Aquatic Ecosystem 305

4.13.1 : Phytoplankton 305

4.13.2 : Zooplankton 314

4.13.3 : Benthos 325

4.13.4 : Water Quality Status of Major aquatic Habitat in the Project Area 332

4.14 : Traffic & Transportation Study 338

4.14.1 : Land Side Access 338

4.14.2 : Site accessibility 339

4.14.3 : Rail Linkages 341

4.14.4 : Water Transport 342

4.14.5 : Road Linkages 342

4.14.6 : Mode Share 344

4.14.7 : Road Traffic Forecast 347

4.14.8 : Test Of Adequacy 351

4.14.9 : Intersection Analysis 352

4.14.10 : Assessments of intersection 360

4.14.11 : Intersection Evaluation by V/C Ratio 376


EIA Study of Navi Mumbai International Airport VII

4.15 : Land Status & Settlement 389

4.16 : Demographic Socio-Economic 393

4.16.1 : Socio-demographic profile for urban area 394

4.16.2 : Socio-economic profile of rural area 396

4.17 : Land Use Pattern 399

4.17.1 : Study Area 399

4.17.2 : Project Area 403

4.18 : Places of Ecological, Historical & Cultural Importance 405

4.18.1 : The Elephanta Caves 405

4.18.2 : Karnala Bird Sanctuary 406

4.18.3 : Matheran Eco-sensitive Zone 408

4.19 : Costal Regulation Zone 409 VOLUME-IV

Chapter 5 :

5.0 :

Environmental Impacts & Mitigation Measures

Background

1

5.1 : Impact Identification, Classification and Prioritization 2

5.1.1 : Impact Identification 2

5.1.2 : Evaluation and Classification of Impacts 13

5.1.3 : Prioritization of Impacts and Identification of Environmental 24 Sectors affected

5.2 : Mitigation Measures 29

Chapter 6 : Environmental Management Plan

6.1 : Background 1

6.2 : Scope 1

6.3 : Objectives 2

6.4 : Government Policies 2

6.5 : Key Players for Implementation of EMP 3

6.6 : Environmental Management Cell Structure 3

6.7 : Environmental Management Action Plan 8

6.8 : Environmental Monitoring Plan 33


EIA Study of Navi Mumbai International Airport VIII

6.9 : Financial Plan 44

6.9.1 : EMP budget estimates 44

6.10 : Reporting Strategies 46

6.11 : Responsible organizations for implementation of EMP 47

Chapter 7 : Disaster Management Plan


7.1 : Natural Disasters 1

7.2 : Aircraft Accident Related Disasters 2

7.3 : Terror Attack, Plane Hijack, Sabotage 2

7.4 : Disaster Management Plan 2

7.4.1 : Purpose & Scope 3

7.4.2 : Categorization of Emergencies 4

7.5 : Emergency Procedures 5

7.6 : Role and Responsibility in Handling Emergencies 13

7.7 : Operation and Management Control 15

7.7.1 : Airport Emergency Managing Committee 15

7.7.2 : Airport Emergency Operation/Co-ordination Centre 16

7.8 : Training and Education 23

7.9 : Mock Drills and Exercises 24

7.10 : Updating of Disaster Management Plan 25

VOLUME-V

Chapter 8 : Additional Studies


8.1 : Legal Opinion on Permissibility of Activities in CRZ Area 1

8.2 : Training & Diversion of Rivers Study 22

8.2.1 : Background 22

8.2.2 : Need for Training & Diversion of Rivers 23

8.2.3 : Proposed River Training & Diversion 25

8.3 : Reorientation of runways Study 31


EIA Study of Navi Mumbai International Airport IX

8.3.1 : Background 31

8.3.2 : Runway Orientation 31

8.3.3 : NMIA Runway Orientation 34

8.3.4 : Presence of Mangroves in Airport area 35

8.3.5 : Reducing runway spacing 36

8.3.6 : Reorienting the runways 37

8.4 : Ground Water Study 38

8.5 : Vaghvli Island & Coastal line Study 39

8.5.1 : Methodology 40

8.6 : Mathematical & Physical Model Study 46

8.7 : Mangrove Analysis, Plantation & Management Study 47

8.7.1 : Field Observation 47

8.7.2 : Density and Dispersal 49

8.7.3 : Satellite Remote Sensing Study of mangroves 54

8.7.4 : Mangrove Plantation 64

8.7.5 : Management of Mangrove 65

8.8 : Air Quality & Noise Assessment 77

8.8.1 : Surface Traffic Emission 77

8.8.2 : Aircraft Emission 80

8.8.3 : Noise Quality Assessment 82

8.8.4 : Integrated Noise Model 89

8.9 : Rehabilitation & Re-settlement ( R & R ) Plan 98

8.9.1 :

R & R Entitlements

98

8.9.2 :

:

:

:

:

:

R & R Cost

ANNEXURE-I

ANNEXURE II

ANNEXURE III

ANNEXURE IV

ANNEXURE V

99


EIA Study of Navi Mumbai International Airport X

: ANNEXURE VI

: ANNEXURE VII

Chapter 9 : Disclosure of Consultants

9.0 : List of Consultants 1

9.1 : Centre for Environmental Science and Engineering, IIT, Bombay 1

9.2 : M/s.LBG-INECO-RITES Consortium, USA 1

9.3 : Central Water and Power Research Station (CWPRS), Pune 2

9.4 : Hydraulic Advisor 2

9.5 : Review Consultant (DHI) 2

9.6 : Mumbai University 2

9.7 : M/s. Lewis Environment Service Inc., (Lewis) USA 3

9.8 : Gujarat Ecology Commission 3

9.9 : Ground water Survey & Development Agency (GSDA), Govt. of Maharashtra.:

3

9.10 : Legal Consultants 3

9.11 : Maharashtra Maritime Board, Govt. of Maharashtra 4

9.12 : Center of Studies in Resource Engineering (CSRE), IIT Mumbai 4

9.13 : P. N. Shidhore and Company 4


EIA Study of Navi Mumbai International Airport XI

List of Tables VOLUME-II

Chapter 1

1.1 National Airport System 4

1.2 National Air Passenger data 6

1.3 National Air freight Data 7

1.4 Regional and State Airports Passenger Data 10

1.5 Regional and State Airports Freight Data 11

1.6 Annual Commercial Passengers , CSIA 15

1.7 Breakdown of International Passengers , CSIA 17

1.8 Peak Months for Commercial Passengers , CSIA 20

1.9 Historical Commercial Aircraft Movements , CSIA 21

1.10 Breakdown of Total Aircraft Movements for 2006-2007, CSIA 23

1.11 Current Fleet Mix – Scheduled Weekly Arrivals, CSIA ( January 2008) 25

1.12 Current Fleet Mix – Scheduled Weekly Arrivals, CSIA ( Summer 2004) 25

1.13 Historical Air Cargo& Mail, CSIA 30

1.14 Geographical & Environmental Setting of The Airport Site ( 10 Km 33

Radius)

Chapter 2

2.1 SWOT - Navi Mumbai – Rewas Mandwa 11

2.2 Sensitivity Analysis of Rewas Mandwa 13

2.3 Sensitivity Analysis of Navi Mumbai 16

2.4 Comparison of Attribute Score 18

Chapter 3

3.1 MMR Air Traffic Forecast 9

3.2 MMR Air Cargo Traffic Forecast 10

3.3 NMIA Air Traffic Forecast 10

3.4 NMIA Air cargo Traffic 11

3.5 Airport development Phasing – NMIA 11

3.6 NMIA Air Traffic Forecast Summary 12


EIA Study of Navi Mumbai International Airport XII

3.7 Number of Passengers per Development Phasing 1

3.8 Land Use Statement for Aeronautical Area 28

3.9 Phase-wise Water Requirements 30

3.10 Demand & Supply of Water 31

3.11 Phase-wise Power Requirement 33

3.12 Navi Mumbai Demand and Supply of Energy 34

3.13 Land use Statement for Non Aeronautical Area 38

3.14 Basic Cost Estimate of Airport Zone 39

3.15 Quantities of basic Materials ( Approx) 42

3

VOLUME-III

Chapter 4

4.1 Geographical & Environmental Setting of Study Area 2

4.2 Soil Quality Monitoring Stations In The Project Area 17

4.3 Usda Soil Textural Classification System 20

4.4 Classification Based On Sodium Adsorption Ratio And Electrical 22 Conductivity

4.5 Classification of soil based on CEC value 24

4.6 Classification Of Soil Based On Permeability 25

4.7 Values Of Different Soil Quality Parametres At Various Stations Of 27

The Project Area During Post Monsoon Season

4.8 Values Of Different Soil Quality Parametres At Various Stations Of 28 The Project Area During Pre Monsoon Season

4.9 Values of Different Soil Quality Parameters at Various Stations of 30

The Project Area during Monsoon Season

4.10 Texture And Particle Size Distribution Of Soil In The Project Area 31 During Post Monsoon Season

4.11 Texture And Particle Size Distribution Of Soil In The Project Area 32

During Pre Monsoon Season

4.12 Texture And Particle Size Distribution Of Soil In The Project Area 33 During Monsoon Season

4.13 Navi Mumbai Soil Groups 39

4.14 Standard Penetration Test 47


EIA Study of Navi Mumbai International Airport XIII

4.15 Soil Properties (UDS Samples) 48

4.16 Soil Properties (DS Samples) 50

4.17 Rock Sample Test Results 51

4.18 Chemical Analysis 52

4.19 Design Parameters (Summary) 53

4.20 Soil Properties (UDS Samples) 60

4.21 Soil Properties (DS Samples) 61

4.22 Rock Sample Test Results 63

4.23 Marine Water Quality Monitoring Stations in the Project Area 72

4.24 Ground Water Quality Monitoring Stations in the Project Area 73

4.25 Descriptor Categories For Various Nsf-Wqi Values 76

4.26 Results Of Water Quality Analysis Of Gadhi River During Post 78 Monsoon Season

4.27 Results Of Water Quality Analysis Of Gadhi River During Pre 79

Monsoon Season

4.28 Results Of Water Quality Analysis Of Gadhi River During Monsoon 80 Season

4.29 Results Of Water Quality Analysis Of Ulve River during Post 81

Monsoon, Pre-monsoon and Monsoon

4.30 Results Of Water Quality Analysis Of Panvel Creek During Post 82 Monsoon, Pre-Monsoon & Monsoon Season

4.31 Receiving Sea Water Standards for SW II Category(Commercial 83

Fishing, Contact Recreation, Bathing water)

4.32 Nsf Water Quality Index (Wqi) Calculated For Creek Water For Post 98 Monsoon Season

4.33 NSF Water Quality Index (Wqi) Calculated For Creek Water For Pre 99

Monsoon Season

4.34 NSF Water Quality Index (Wqi) Calculated For Creek Water For Monsoon Season

100

4.35 Results Of Water Quality Analysis Of Ground Water In The Project

Area During Post Monsoon Season 102

4.36 Results Of Water Quality Analysis Of Ground Water In The Project

Area During Pre Monsoon Season 103

4.37 Values Of Ground Water Quality Parametres During Monsoon

Season 104


EIA Study of Navi Mumbai International Airport XIV

4.38 Nsf Water Quality Index (Wqi) Calculated For Ground Water For Post

Monsoon Season 116

4.39 Nsf Water Quality Index (Wqi) Calculated For Ground Water For Pre

Monsoon Season 117

4.40 Nsf Water Quality Index (Wqi) Calculated For Water For Monsoon

Season 118

4.41 Selection of Air Monitoring Stations in the Project Area 121

4.42 (a) Monthwise Measured Values Of Tsp (G/M3) In Air At Various

Stations Of The Project Area During The Post Monsoon Season 4.42( b) Monthwise Measured Values Of Pm10 (G/M3) In Air At Various

Stations Of The Project Area During The Post Monsoon Season 4.42 (c) Monthwise Measured Values Of Nox (G/M3) In Air At Various

Stations Of The Project Area During The Post Monsoon Season 4.42 (d) Monthwise Measured Values Of So2 (G/M3) In Air At Various

Stations Of The Project Area During The Post Monsoon Season 4.42 (e) Monthwise Measured Values Of Nh3 (G/M3) In Air At Various

Stations Of The Project Area During The Post Monsoon Season

125 126 127 128 129

4.42 (f) Monthwise Measured Values Of Co (Mg/M3) In Air At Various

Stations Of The Project Area During The Post Monsoon Season 4.42 (g) Monthwise Measured Values Of Hc (G/M3) In Air At Various

Stations Of The Project Area During The Post Monsoon Season 4.42 (h) Monthwise Measured Values Of Tsp (G/M3) In Air At Various

Stations Of The Project Area During The Winter Season 4.42 (i) Monthwise Measured Values Of Pm10 (G/M3) In Air At Various

Stations Of The Project Area During The Winter Season 4.42 ( j) Monthwise Measured Values Of Nox (G/M3) In Air At Various

Stations Of The Project Area During The Winter Season 4.42 (k) Monthwise Measured Values Of So2 (G/M3) In Air At Various

Stations Of The Project Area During The Winter Season 4.42 (l) Monthwise Measured Values Of Nh3 (G/M3) In Air At Various

Stations Of The Project Area During The Winter Season 4.42 (m) Monthwise Measured Values Of Co (G/M3) In Air At Various

Stations 4.42 (n) Monthwise Measured Values Of Hc (G/M3) In Air At Various

Stations 4.42 (o) Monthwise Measured Values Of Tsp (G/M3) In Air At Various

Stations Of The Project Area During The Pre Monsoon Season

130 131 131 133 134 135 136 137 138 139


EIA Study of Navi Mumbai International Airport XV

4.42 (p) Monthwise Measured Values Of Pm10 (G/M3) In Air At Various Stations Of The Project Area During The Pre Monsoon Season

4.42 (q) Monthwise Measured Values Of Nox (G/M3) In Air At Various


4.42 ( r) Monthwise Measured Values Of So2 (G/M3) In Air At Various Stations Of The Project Area During The Pre Monsoon Season

4.42 (s) Monthwise Measured Values Of Nh3 (G/M3) In Air At Various


4.42 (t) Monthwise Measured Values Of Co (G/M3) In Air At Various Stations Of The Project Area During The Pre Monsoon Season

4.42 (u) Monthwise Measured Values Of Hc (G/M3) In Air At Various


4.42 (v) Monthwise Measured Values Of Tsp (G/M3) In Air At Various Stations Of The Project Area During The Monsoon Season

4.42 (w) Monthwise Measured Values Of Pm10 (G/M3) In Air At Various

Stations Of The Project Area During The Monsoon Season

4.42 (x) Monthwise Measured Values Of Nox (G/M3) In Air At Various Stations Of The Project Area During The Monsoon Season

4.42 (y) Monthwise Measured Values Of So2 (G/M3) In Air At Various

Stations Of The Project Area During The Monsoon Season

4.42 (z) Monthwise Measured Values Of Nh3 (G/M3) In Air At Various Stations Of The Project Area During The Monsoon Season

140 141 142 143 144 145 146 147 148 149 150

4.42 (z’) Monthwise Measured Values Of Co (G/M3) In Air At Various Stations

Of The Project Area During The Monsoon Season

4.42 (z”) Monthwise Measured Values Of Hc (G/M3) In Air At Various Stations Of The Project Area During The Monsoon Season

151 152

4.43 Average Values Of Different Air Pollutants Concentration At Various

Stations Of The Project Area During Post Monsoon Season 153


Stations Of The Project Area During Winter Season 154


Stations Of The Project Area During Pre Monsoon Season 155


Stations Of The Project Area During Monsoon Season 156

4.47 Air Quality Index (Aqi) And Air Quality Status At Various Station Of

The Project Area During Post Monsoon Season 163


EIA Study of Navi Mumbai International Airport XVI

4.48 Air Quality Index (AQI) And Air Quality Status At Various Station Of

The Project Area During Winter Season 164


The Project Area During Pre Monsoon Season 165


The Project Area During Monsoon Season 166

4.51 Average Air Quality Index (Aqi) And Overall Air Quality Status At

Various Station Of The Project Area During Post Monsoon, Pre Monsoon, Monsoon Season

167

4.52 (a) Meteorological Data Recorded At Panvel For November, 2007 172

4.52 (b) Meteorological Data Recorded At Panvel For December, 2007 174

4.52 (c) Meteorological Data Recorded At Panvel For January, 2008 175

4.52 (d) Meteorological Data Recorded At Panvel For February, 2008 177

4.52 (e) Meteorological Data Recorded At Panvel For March, 2008 178

4.52 (f) Meteorological Data Recorded At Panvel For April, 2008 180

4.52 (g) Meteorological Data Recorded At Panvel For May, 2008 182

4.52 (h) Meteorological Data Recorded At Panvel For June, 2008 184

4.52 (i) Meteorological Data Recorded At Panvel For July, 2008 185

4.52 (j) Meteorological Data Recorded At Panvel For August, 2008 187

4.52 (k) Meteorological Data Recorded At Panvel For September, 2008 188

4.52 (l) Meteorological Data Recorded At Panvel For October, 2008 190

4.53 Summary Of Meteorological Data Recorded At Panvel During Post

Monsoon Season 191

4.54 Summary Of Meteorological Data Recorded At Panvel During Winter

Season 193

4.55 Summary Of Meteorological Data Recorded At Panvel During Pre

Monsoon Season 194

4.56 Grand Summary Of Meteorological Data Recorded At Panvel 196

4.57 Frequency Of Cloud Cover In Oktas Observed In The Project Area

During Post Monsoon Season 211

4.58 Frequency Of Cloud Cover In Oktas Observed In The Project Area

During Winter Season 211

4.59 Frequency Of Cloud Cover In Oktas Observed In The Project Area 212


EIA Study of Navi Mumbai International Airport XVII

During Pre Monsoon Season

4.60 Frequency Of Cloud Cover In Oktas Observed In The Project Area During Monsoon Season

212

4.61 (a) Type Of Cloud Cover Observed During The Month Of November’

2007 213

4.61 (b) Type Of Cloud Cover Observed During The Month Of December,

2007 214

4.61 (c) Type Of Cloud Cover Observed During The Month Of January, 2008 216

4.61 (d) Type Of Cloud Cover Observed During The Month Of February, 2008 217

4.61 (e) Type Of Cloud Cover Observed During The Month Of March, 2008 219

4.61 (f) Type Of Cloud Cover Observed During The Month Of April, 2008 220

4.61 (g) Type Of Cloud Cover Observed During The Month Of May, 2008 222

4.61 (h) Type Of Cloud Cover Observed During The Month Of June, 2008 223

4.61(i) Type Of Cloud Cover Observed During The Month Of July, 2008 225

4.61 (j) Type Of Cloud Cover Observed During The Month Of August, 2008 226

4.61 (k) Type Of Cloud Cover Observed During The Month Of September,

2008 228

4.61 (l) Type Of Cloud Cover Observed During The Month Of October, 2008 229

4.62 Visibility Observed Within Study Area During Post Monsoon Season 231

4.63 Visibility Observed Within Study Area During Winter Season 232

4.64 Visibility Observed Within Study Area During Pre Monsoon Season 233

4.65 Visibility Observed Within Study Area During Monsoon Season 234

4.66 Locations of Ambient Noise Quality Monitoring stations in and around

the project site 236

4.67 Ambient Noise Quality Standards 237

4.68 (a) Hourly Leq Values At Various Location Of The Project Area During

Post Monsoon Season 241

4.68 (b) Hourly Leq Values At Various Location Of The Project AreaDuring

Pre Monsoon season 243

4.68 (c) Hourly Leq Values At Various Locations Of The Project Area During

Monsoon Season 245

4.69 (a) Area wise Noise Characteristics In The Project Area During Post

Monsoon Season (January, 2008) 251


EIA Study of Navi Mumbai International Airport XVIII

4.69 (b) Area wise Noise Characteristics In The Project Area During Pre

Monsoon Season (April, 2008) 252

4.69 (c) Area wise Noise Characteristics In The Project Area During Monsoon

Season (October, 2008) 253

4.70 Index Ranges 248

4.71 (a) Ambient Noise Level At Various Location Of The Project Area During

Post Monsoon Season 255

4.71 (b) Ambient Noise Level At Various Location Of The Project Area During

Pre Monsoon Season 256

4.71 (c) Ambient Noise Level At Various Location Of The Project Area During

Monsoon Season 257

4.72 Ambient Noise Quality Standards 254

4.73 Monitoring Stations In The Project Area For Ecological Studies 260

4.74 List of Avifauna recorded in the study area 264

4.75 Gastropods, Pelecypods, Butterf lies, Reptiles & Mammals

Encountered During The Site Visits In Different Seasons 267

4.76 Fish, Amphibians, Prawns & Crabs Encountered During The Site

Visits In Different Seasons 268

4.77 (a) Ecological Indices for the Flora of Terrestrial Habitats in Project Area

Surveyed During Pre Monsoon Season 283

4.77 (b) Ecological Indices for the Flora of Terrestrial Habitats in Project Area

Surveyed During Monsoon Season 288

4.77 (c) Ecological Indices for the Flora of Terrestrial Habitats in Project Area

Surveyed During Post Monsoon Season 295

4.78 List of Protected Forests in the Study Area 300

4.79 List of Reserve Forests in the Study Area 303

4.80 (a) Phytoplankton Species Encountered in Marine Water of Gadhi River,

Ulwe River and Panvel Creek during Pre-Monsoon Season 306

4.80 (b) Phytoplankton species encountered at all collection stations from

Gadhi River, Ulwe River and Panvel Creek in Monsoon Season 307

4.80 (c) Phytoplankton species encountered at all collection stations from

Gadhi River, Ulwe River and Panvel Creek in Post Monsoon 308

4.81 (a) Primary Production of Water at Different Stations along Gadhi River,

Ulwe River and Panvel Creek in Pre Monsoon Season 311

4.81 (b) Primary Production of Water Collected From Different Stations along

Gadhi River, Ulwe River and Panvel Creek in Monsoon Season 312


EIA Study of Navi Mumbai International Airport XIX

4.81 (c) Primary Production of Water Collected From Different Stations along Gadhi River, Ulwe River and Panvel Creek in Post Monsoon Season

313

4.82 (a) Species Composition of Zooplankton from Various Stations in Aquatic

Habitats in the Project Area during Pre- Monsoon Season 315

4.82 (b) Zooplankton Species encountered in waters collected from different

sites along Gadhi River, Ulwe River And Panvel Creek during monsoon

316

4.82 (c) Species encountered in waters collected from different sites along

Gadhi River, Ulwe River And Panvel Creek during Post monsoon 317

4.83 (a ) Ecological Indices Calculated For The Zooplankton at Various

Locations Along Gadhi River, Panvel Creek And Ulwe River during Pre Monsoon Season

318

4.83 (b) Ecological Indices for Zooplankton Species at Various Locations

Along Gadhi River, Panvel Creek And Ulwe River during Monsoon. 319

4.83 (c) Ecological Indices Calculated For The Zooplankton From Various

Locations Along Gadhi River, Panvel Creek And Ulwe River during Post Monsoon.

320

4.84 (a) Dry Organic Weight of the Zooplankton Collected From Various

Stations along Gadhi River, Panvel Creek and Ulwe River During Pre Monsoon Season

321

4.84 (b) Dry Organic Weight of the Zooplankton Collected From Various

Stations along Gadhi River, Panvel Creek and Ulwe River During Monsoon Season

323

4.84 (c) Dry Organic Weight of the Zooplankton Collected From Various

Stations along Gadhi River, Panvel Creek and Ulwe River during Post Monsoon Season

324

4.85 (a ) Benthic Forms Encountered in the Sediments Collected at Various

Stations along Gadhi River, Panvel Creek and Ulwe River during Pre Monsoon Season.

326

4.85 (b) Benthic Forms Encountered in the Sediments Collected at Various

Stations along Gadhi River, Panvel Creek and Ulwe River during Monsoon Season.

327

4.85 (c ) Benthic Forms Encountered in the Sediments Collected at Various

Stations along Gadhi River, Panvel Creek and Ulwe River during Post Monsoon Season.

328

4.86 (a ) Organic Matter Content of Sediments from Various Stations along Gadhi River, Ulwe River and Panvel Creek during Pre Monsoon Season

329

4.86 (b) Organic Matter Content of Sediments from Various Stations along

Gadhi River, Ulwe River and Panvel Creek during Monsoon Season 330


EIA Study of Navi Mumbai International Airport XX

4.86 (c) Organic Matter Content of Sediments from Various Stations along Gadhi River, Ulwe River and Panvel Creek during Post Monsoon Season

331

4.87 (a) Results Of Water Quality Analysis Of Gadhi River During Post Monsoon Season

333

4.87 (b) Results Of Water Quality Analysis Of Gadhi River During Pre Monsoon Season

334

4.87 (c) Results Of Water Quality Analysis Of Gadhi River During Monsoon Season

335

4.87 (d) Results Of Water Quality Analysis Of Ulve River During Post Monsoon, Premonsoon And Monsoon

336

4.87 (e) Results Of Water Quality Analysis Of Panvel Creek During Post Monsoon, Pre-Monsoon & Monsoon Season

337

4.88 Direct Connectivity To Catchment Area And The Rest Of The Country 341

4.89 Traffic growth Rates for NH4B,AAMRA MARG,SH54&NH4 347

4.90 PCU Factors of Vehicles 348

4.91 Natural Traffic Forecast 349

4.92 Airport Traffic 350

4.93 Total Traffic 351

4.94 Peak Hour Volume & Capacity 351

4.95 Details of Intersections 353

4.96 Summary of data collected 361

4.97 Traffic volume forecast at Belapur Intersection 362

4.98 Traffic volume forecast at Kalamboli Intersection 363

4.99 Traffic volume forecast at D. Y. Patil Intersection 364

4.100 Traffic volume forecast at Panvel Intersection 365

4.101 Traffic volume forecast at Uran Intersection 366

4.102 Traffic volume forecast at Taloja Intersection 367

4.103 Traffic volume forecast at sanpada Intersection 368

4.104 Parameters Selected For Node Evaluation 370

4.105 Intersection Evaluation for Belapur Intersection 371

4.106 Intersection Evaluation for Kalamboli Intersection 372


EIA Study of Navi Mumbai International Airport XXI

4.107 Intersection Evaluation for D.Y. Patil Intersection 373

4.108 Intersection Evaluation for Panvel Intersection 373

4.109 Intersection Evaluation for Uran-JNPT Intersection 374

4.110 Intersection Evaluation for Taloja Intersection 374

4.111 Intersection Evaluation for Sanpada Intersection 375

4.112 a V/C Ratio for Belapur Intersection of Approach 12 377

4.112 b V/C Ratio for Belapur Intersection of Approach 14 378

4.112 c V/C Ratio for Belapur Intersection of Approach 16 379

4.112 d V/C Ratio for Belapur Intersection of Approach 18 380

4.113 a V/C Ratio for Kalamboli Intersection of Approach 62 381

4.113 b V/C Ratio for Kalamboli Intersection of Approach 64 382

4.113 c V/C Ratio for Kalamboli Intersection of Approach 66 383

4.113 d V/C Ratio for Kalamboli Intersection of Approach 68 384

4.113 e V/C Ratio for Kalamboli Intersection of Approach 69 385

4.114 a V/C Ratio for D Y Patil Intersection of Approach 42 386

4.114 b V/C Ratio for D Y Patil Intersection of Approach 44 387

4.114 c V/C Ratio for D Y Patil Intersection of Approach 46 388

4.115 Status Of Land For The Project 390

4.116 Villages, Settlements Area & Population and Househols within Airport

391

4.117 Landcover Of Study Area 2009 402

4.118 Existing Landcover Of Project Zone 2009 403

VOLUME-IV

Chapter 5

5.1 Phasing of Activities 3

5.2 NMIA Location : Activities & Impact 4

5.3 NMIA Project Design – Activities & Impact 8

5.4 NMIA Construction Phase – Activities & Impacts 10

5.5 NMIA Operation Phase – Activities & Impact 12

5.6 Details of Project Activities Influences 15


EIA Study of Navi Mumbai International Airport XXII

5.7 NMIA Evaluation– Overall significance of Impact 17

5.8 NMIA Location – Impact Matrix 25

5.9 NMIA - Project Design Impact Matrix 26

5.10 NMIA Construction Phase Impact Matrix 27

5.11 NMIA Operation Phase Impact Matrix 29

5.12 Environmental sector – Air 30

5.13 Environmental sector – Biodiversity and Forests 32

5.14 Environmental sector - Ecosystems 33

5.15 Environmental sector – Energy 34

5.16 Environmental sector – Health and Safety 35

5.17 Environmental sector – Land 36

5.18 Environmental sector – Noise 38

5.19 Environmental sector – Socio-cultural 40

5.20 Environmental sector – Waste 41

5.21 Environmental sector – Water and Wastewater 42 Chapter 6

6.1 Environmental Management Action Plan 9

6.2 Environmental monitoring Plan 34

6.3 EMP cost during construction phase 44

6.4 EMP cost during operational phase 45

6.5 Organizations Responsibility 47

6.6 List of equipments needed 48 Chapter 7

7.1 Assignment of Responsibilities 13

7.2 Medical Priorities in Triage Area 21

VOLUME V

Chapter 8

8.1 Mangrove plants within the Project Area 52

8.2 Structural composition 53


EIA Study of Navi Mumbai International Airport XXIII

8.3 Importance value index 54

8.4 Details of Images 55

8.5 a Surface Traffic Air Quality Assessment CO 77

8.5 b Surface Traffic Air Quality Assessment NOX 78

8.5 c Surface Traffic Air Quality Assessment SO2 79

8.5 d Surface Traffic Air Quality Assessment CO 80

8.5 e Surface Traffic Air Quality Assessment NOX 81

8.6 a Projected noise level Sion-Panvel Highway 83

8.6 b Projected noise level-National Highway No.4 B 83

8.6 c Projected noise level-National Highway No.4 84

8.6 d Projected noise level – Amra Marg 84

8.6 e Projected noise level-State Highway 54 85

8.7 Noise level due to Aircraft 87

8.8 Predicted noise levels due to Air traffic 88

8.9 Traffic Mix – 2014 91

8.10 Area between NEF Contour Values 93


EIA Study of Navi Mumbai International Airport XXIV

List of Figures

VOLUME II

Chapter 1

1.1

Map of major Airports in India

5

1.2 Annual Commercial Passengers , CSIA 16

1.3 Comparison of Annual Passenger Growth rates, CSIA & National 18

1.4 Monthly Distribution of Total Passengers in Recent Years, CSIA 19

1.5 Monthly Passengers During 2007-08, CSIA 20

1.6 Annual Commercial Aircraft Movements, CSIA 22

1.7 Annual Other Aircraft Movements, CSIA 24

1.8 Distribution of Total Arriving Aircraft by ICAO Code 26

1.9 Distribution of International and Domestic Arriving Aircraft by ICAO Code

26

1.10 Monthly Commercial ATMs during 2006-07, CSIA 28

1.11 Hourly Distribution of Weekly Scheduled ATMs, January 2008, CSIA 29

1.12 Breakdown of Total Air Cargo in 2007-08, CSIA 31

1.13 Breakdown of International Air Cargo by Commodity, CSIA 31

1.14 Study Area 44

Chapter 2

2.1 Map showing location of Rewas Mandwa & Navi Mumbai airports 2

2.2 Map showing Rewas Mandwa site on Toposheet 3

2.3 Map showing Rewas Mandwa site on Imagery 3

2.4 Map showing Navi Mumbai site on Toposheet 8

2.5 Map showing Navi Mumbai site on Imagery 8

Chapter 3

3.1 Location of Navi Mumbai Airport 2

3.2 Navi Mumbai Airport Zone 3

3.3 NMIA-Transportation Network & Linkages 5

3.4 NMIA Airport Layout Plan – Long Term Phase 4


EIA Study of Navi Mumbai International Airport XXV

3.5 Terminal Area Plan 22

3.6 Landuse plan of Aeronautical area 29

3.7 Map showing Solid Waste Management Site at Chal 37 VOLUME III

Chapter 4

4.1 Study Area 1

4.2 Geomorphology of study area 6

4.3 Ground Slope of study area 7

4.4 Geology & Dykes 8

4.5 Drainage in the study area 12

4.6 Independent Catchment Of Gadhi River Upto Kalundri Junction 13

4.7 Catchment of Kalundri River 14

4.8 Catchment of Kasadi –Taloja river 15

4.9 Catchment of Ulwe River 16

4.10 Location of Soil Monitoring Stations 18

4.11 Textural Triangle Showing The Percentage Of Sand, Silt And Clay 20

4.12 Soil map of Navi Mumbai 37

4.13 Soil Map of Navi Mumbai International Airport 38

4.14 Location of Boreholes 41

4.15 Sub-Soil profile of Airport Site (Longitudinal Sectional Profile ) 57

4.16 Sub-Soil profile of Airport Site (Cross Sectional Profile) 58

4.17 Location of boreholes 64

4.18 Sub-Soil profile of Airport Site (Longitudinal Sectional Profile along South Runway)

65

4.19 Sub-Soil profile of Airport Site (Longitudinal Sectional Profile along North Runway )

66

4.20 Sub-Soil profile of Airport Site (Longitudinal Sectional Profile along centreline of Airport)

68

4.21 Sub-Soil profile of Airport (Longitudinal Sectional Profile along Northen bank of river)

69

4.22 Sub-Soil profile of Airport (Longitudinal Sectional Profile along 70


EIA Study of Navi Mumbai International Airport XXVI

Southern bank of river) 4.23 Location of Stations for Studying Existing Water Quality Status 77

4.24 Locations of Air Monitoring Stations 122

4.25 Location of meteorological station 169

4.26 (a) Hourly Variation Of Average Wind Speed For The Month Of

November, 2007 And October 2008 197

4.26 (b) Hourly Variation Of Average Temperature For The Month Of


4.26 (c) Hourly Variation Of Average Relative Humidity For The Month Of


4.26 (d) Hourly Variation Of Average Solar Radiation For The Month Of


4.27 (a) Hourly Variation of Average Wind Speed for the Month of December,

2007, January, 2008 and February, 2008 199

4.27 (b) Hourly Variation of Average Temperature for the Month of December,

2007, January, 2008 and February, 2008 200

4.27 (c) Hourly Variation of Average Relative Humidity Speed for the Month of

December, 2007, January, 2008 and February, 2008 200

4.27 (d) Hourly Variation of Average Solar Radiation for the Month of

December, 2007,January, 2008 And February, 2008 201

4.28 (a) Hourly Variation of Average Wind Speed for the Month of March,

2008, April, 2008 and May, 2008 201

4.28 (b) Hourly Variation of Average Temperature for the Month of March,

2008, April, 2008 and May, 2008 202

4.28 (c) Hourly Variation of Average Relative Humidity Speed for the Month of

March, 2008, April, 2008 and May, 2008 202

4.28 (d) Hourly Variation of Average Solar Radiation for the Month of March,

2008, April, 2008 and May, 2008 203

4.29 (a) Hourly Variation of Average Wind Speed for the Month Of June,

2008, July, 2008, August, 2008 and September, 2008 203

4.29 (b) Hourly Variation of Average Temperature for the Month Of June,

2008, July, 2008, August, 2008 and September, 2008 204

4.29 (c) Hourly Variation Of Average Relative Humidity For The Month Of

June, 2008, July, 2008, August, 2008 And September, 2008 204

4.30 (a) Wind Rose For The Month Of November, 2007 205

4.30 (b) Wind Rose For The Month Of December, 2007 205


EIA Study of Navi Mumbai International Airport XXVII

4.30 (c) Wind Rose For The Month Of January, 2008 206

4.30 (d) Wind Rose For The Month Of February, 2008 206

4.30 (e) Wind Rose For The Month Of March, 2008 207

4.30 (f) Wind Rose For The Month Of April, 2008 207

4.30 (g) Wind Rose For The Month Of May, 2008 208

4.30 (h) Wind Rose For The Month Of June, 2008 208

4.30 (i) Wind Rose For The Month Of July, 2008 209

4.30 (j) Wind Rose For The Month Of August, 2008 209

4.30 (k) Wind Rose For The Month Of September, 2008 210

4.30 (l) Wind Rose For The Month Of October, 2008 210

4.31 Location of Noise quality monitoring stations 235

4.32 Locations of Monitoring Stations for Ecological Studies 262

4.33 Forest Map of Study Area 302

4.34 Location and Catchment area of the Proposed airport in Navi Mumbai 340

4.35 Master Plan Of Water Transport System 343

4.36 Land Access Modes Of Navi Mumbai Airport - The Important Linkages

346

4.37 Location of Intersections 353

4.38 Belapur Intersection 354

4.39 Kalamboli Intersection 355

4.40 D.Y.Patil Intersection 356

4.41 Panvel Intersection 357

4.42 Uran Intersection 358

4.43 Taloja Intersection 359

4.44 Sanpada Intersection 360

4.45 Traffic volume forecast at Belapur Intersection 363

4.46 Traffic volume forecast at Kalamboli Intersection 364

4.47 Traffic volume forecast at D. Y. Patil Intersection 365

4.48 Traffic volume forecast at Panvel Intersection 366

4.49 Traffic volume forecast at Uran Intersection 367


EIA Study of Navi Mumbai International Airport XXVIII

4.50 Traffic volume forecast at Taloja Intersection 368

4.51 Traffic volume forecast at Sanpada Intersection 369

4.52 Settlements Falling within Airport Zone 392

4.53 Landcover Of Study Area 2009 – on Imagery 400

4.54 Landcover Of Study Area 2009 401

4.55 Landcover Of Project Area 2009 404

4.56 Approved Map Of Navi Mumbai Costal Zone Management Plan-1 410

4.57 Approved Map Of Navi Mumbai Costal Zone Management Plan-2 411

4.58 Navi Mumbai International Airport on Approved CZMP Of Navi Mumbai

412

4.59 Navi Mumbai International Airport With The Training Of Gadhi And Diversion Of Ulwe Rivers

413

4.60 Proposed minor changes in the CZMP Of Navi Mumbai 414

VOLUME IV

Chapter 5

5.1 Identification and Evaluation and Development of Mitigation Options - 1 Flow Diagram

5.2 Project timelines 3

5.3 Project Activities – Influence & Impact Evaluation 14

Chapter 6

6.1 Proposed Environmental Management Cell at NMIA 5

VOLUME V

Chapter 8

8.1 Diversion of Ulwe River & Training of Gadhi River 28

8.2 Cross Sections for Proposed Training of Gadhi River 29

8.3 Cross Sections for Proposed Diversion of Ulwe River 30

8.4 Digitized shape of Vaghvli island & the coastal lines imagery 40

8.5 Digitized shape of Vaghvli island & the coastal lines imagery 1992 41

8.6 Digitized shape of Vaghvli island & the coastal lines imagery 1995 42

8.7 Digitized shape of Vaghvli island & the coastal lines on Iknos imagery 43 2001


EIA Study of Navi Mumbai International Airport XXIX

8.8 Digitized shape of Vaghvli island & the coastal lines on imagery 2006 44

8.9 Digitized shape of Vaghvli island & the coastal lines on imagery 2009 45

Chapter - 1 Introduction

Chapter 1 Sheet 1 of 49 EIA Study of Navi Mumbai International Airport


Chapter-1

INTRODUCTION 1.1 Background

The Mumbai Metropolitan Region (MMR) is spread over an area of 4355 Sq. Km.

and comprises mainly of Greater Mumbai, Thane, Kalyan, Vasai-Virar and Navi

Mumbai. The population of MMR was 189.80 lakhs in 2001. The population of the

MMR is projected to grow substantially from the current 189.80 lakhs count to

approximately 235 lakhs by the year 2011 and over 300 lakhs beyond the year

2022.

Mumbai Metropolitan Region is experiencing a significant growth in economy.

MMR in terms of income, contributes nearly 40% of total Net Domestic Product

(NDP) of Maharashtra as well as employment. The Regional Domestic Product

(RDP) is expected to grow from Rs. 7,967 crores at 1980-81 prices to Rs.28612

crores in 2011. Accordingly, the corresponding per capita income of Rs.4822 at

1980-81 price level will grow to Rs.12750 in the year 2011. Similarly the

employment in MMR is projected to reach 0.8225 crores in the year 2011 from

0.323 crores in 1990. The share of manufacturing sector employment is expected

to decline from 35 % to 27% and share of tertiary sector employment is expected

to increase from 64% to 72% over the 1990-2011 period. This clearly indicates

that a shift is emerging from traditional manufacturing activities in the region to

trading and servicing activities.

To meet the expected demand for the above activities in the Region, there is

need to provide highest order of infrastructure. One of the major infrastructure

that need immediate attention is to increase the capacity of airports in the Region

since the existing airport in Mumbai is experiencing tremendous pressure in

meeting the air travel demand.

Considering the need of air travel of city population, City and Industrial

Development Corporation of Maharashtra (CIDCO) , as a part of Navi Mumbai

development, had proposed a domestic airport. With the initial site feasibility

study conducted by M/s.RITES, a location near Panvel was selected. Further, a



Techno-economic Study (TEFS) was conducted through M/s.Carter & Burgess

Inc. (USA) for development of domestic airport. The TEFS report was submitted

to Govt. of India in 1997.

Realising the problems at other identified sites in MMR and at the behest of

Govt. of Maharashtra, the proposal of domestic airport was upgraded to

International airport and accordingly a ‘Technical Feasibility Report’ was

submitted to Govt. of India in 1998.

The Committee constituted in 1998 by the Ministry of Civil Aviation, Govt. of India

to identify suitable site for 2nd airport for Mumbai examined Navi Mumbai site

along with Rewas-Mandawa and Mhapan in Sindhudurg district and

recommended the Rewas-Mandwa site as most suitable site in 2000. The Navi

Mumbai site, while considered suitable for a domestic airport, was determined

unsuitable for international airport as no parallel runway had been proposed.

CIDCO then revised its original proposal incorporating the provision for a parallel

runway and made a presentation for development of Navi Mumbai International

Airport (NMIA) The proposal of CIDCO was considered financially viable,

environmentally less disturbing, supported by the local people. Thereafter

CIDCO, through Government of Maharashtra(GOM), submitted the proposal

enclosing a pre-feasibility report detailing air travel demand, project facilities,

phasing, costing and financial viability with dual runway to the Ministry of Civil

Aviation(MOCA), Government of India(GOI).

The Ministry of Civil Aviation, Government of India, in turn through the Airport

Authority of India, constituted a technical team to examine the pre-feasibility

report. The team concluded that the Navi Mumbai site is operationally feasible

for locating the second International Airport for Mumbai, and suggested to

conduct studies such as geological/geo-technical, hydrological, traffic and

environmental studies etc.

A techno-economic feasibility study was conducted in 2001, by CIDCO, inter-alia,

to address the issues raised by the above technical team which included

Geological/geo-technical, hydrological, aeronautical, traffic and environmental

studies and submitted the report to AAI. All the clarifications sought by the AAI



were reconciled and finally narrowed down to only two points i.e. the provision of

parallel independent runways with a spacing of 1035 mt. and carrying out the

Simulation study to establish the conflict free operation of Mumbai and Navi

Mumbai Airports. CIDCO carried out the exercise and accommodated parallel

independent runways with 1035 spacing between the centerline of two runways.

The simulation study for assessing the interoperability of Mumbai international

Airport and the proposed Navi Mumbai international Airport was carried out by

Technical Cooperation Bureau (TCB) of International Civil Aviation Organization

(ICAO) with their sub contractor NAV CANADA in two parts i.e. the first being a

fast time simulation using TAAM, second part a real–time simulation in 2007.

The study concluded that with appropriate procedures in place, simultaneous and

independent operation of both airports is safe and feasible.

Upon the positive findings of the simulation study, the Union Cabinet in the

Ministry of Civil Aviation, Govt. of India, granted “In Principle” approval in July,

2007 for development of second airport at Navi Mumbai on public private

partnership basis based on the Project Feasibility & Business Plan report

submitted by Govt. of Maharashtra. The Govt. of Maharashtra also granted

approval in July 2008 for the development of Navi Mumbai International Airport

and appointed CIDCO as a Nodal Agency for implementation.

1.2 Project Proponent

As stated above, Ministry of Civil Aviation, Govt. of India has granted “In

Principle” approval for setting-up a Greenfield airport through public-private

partnership (PPP) at Navi Mumbai, Maharashtra; to Govt. of Maharashtra. The

Govt. of Maharashtra, in turn appointed City & Industrial Development

Corporation Ltd. (CIDCO), a company incorporated under the Companies Act,

1956, wholly owned by Govt. of Maharashtra, as a “Nodal Agency” for

implementation of Navi Mumbai International airport project. A Special Purpose

Company (SPC) will be incorporated by CIDCO/AAI and project developer to be

selected through competitive bidding to take up the implementation of NMIA

project at Navi Mumbai.



1.3 Airport Sector Profile

1.3.1 National Airport System

The Airports Authority of India (AAI) is currently responsible for 126

airports of which 46 manage at least 100,000 annual passengers.

These are divided into five main categories, as broken down in Table1.1;

with their respective share of total passenger traffic during the first 10

months of the 2008-09 fiscal year.

Table 1.1

National Airport System

Category Number Airports

Share Pax

2008-09

Joint-Venture International 5 59.4%

International 12 28.2%

Custom 8 5.1%

Domestic 21 6.2%

Other 80 1.2%

Total 126 100.0%

Source: LBG Consultant

The first category covers airports operated through joint-ventures with

private airport operators and currently includes the two largest airports in

the country (Delhi and Mumbai), as well as Cochin and two new greenfield

airports that began operations during 2008 (Bangalore and Hyderabad).

The four largest Indian airports (Mumbai, Delhi, Chennai, and Bangalore)

each handle more than 10 million annual passengers and accounted for

more than 60% of national passenger traffic during the fiscal year 2007-

08.



Mumbai

25.86 million (22.1% of AAI Total)

Delhi


Chennai


Bangalore

10.12 million (8.7% of AAI Total) Fig 1.1 provides a map showing the location of the major international

and domestic airports in India

Fig 1.1

Map of Major Airports in India

India has just come through a period characterized by a major expansion

of the air transportation industry.

As can be seen in Table 1.2, the total number of commercial passengers

using Indian airports more than doubled over the eight years between

1998-99 and 2006-07 from 37 million to more than 96 million, before



increasing to almost 117 million upto end of fiscal year 2007-08. Most

growth has taken place since 2003/04, averaging 24.4% per year, with

particularly high growth in domestic traffic.

Air Freight has also increased substantially in recent years, though not

quite to the same extent as passengers (see Table 1.3). Total air freight

has grown from 1,068,445 tonnes in 2003-04 to 1,713,960 tonnes in

2007-08 at an average annual growth rate of 12.5%.

Table 1.2

National Air Passenger Data (in ‘000 of Passengers)

Year International Domestic Total Growth 1995-96 1996-97 1997-98 1998-99 1999-00 2000-01 2001-02 2002-03 2003-04 2004-05 2005-06 2006-07 2007-08

2008-09 *

11,450 12,224 12,783 12,917 13,293 14,009 13,625 14,826 16,641 19,424 22,255 25,778 29,814 32,100

25,564 24,276 23,849 24,073 25,742 28,018 26,359 28,898 32,138 39,859 51,043 70,625 87,059 77,404

37,014 36,500 36,632 36,989 39,035 42,027 39,983 43,723 48,780 59,284 73,298 96,403

116,873 109,505

-1.4% 0.4% 1.0% 5.5% 7.7%

-4.9% 9.4%

11.6% 21.5% 23.6% 31.5% 21.2% -6.3%

GACR 1995-2003 2003-2007

4.8% 15.7%

2.9% 28.3%

3.5% 24.4%

Source: AAI * 2008-09 estimated based on data for first 10



Table 1.3

National Air Freight Data (in tonnes)

Year International Domestic Total Growth 2001-02 2002-03 2003-04 2004-05 2005-06 2006-07 2007-08

2008-09 *

854,277 646,137 693,362 823,608 920,150

1,021,263 1,146,641 1,169,646

294,051 333,222 375,083 456,662 483,794 529,643 567,319 550,623

1,148,328 979,359

1,068,445 1,280,270 1,403,944 1,550,906 1,713,960 1,720,269

-14.7%

9.1% 19.8%

9.7% 10.5% 10.5% 0.4%

GACR 2001-2008 2003-2007

4.6% 13.4%

9.4% 10.9%

5.9% 12.5%

Source: AAI * 2008-09 estimated based on data for first 10 months

The driving forces behind this rapid growth in air traffic are:

1. Deregulation of the aviation sector: A policy of liberalization of

international bilateral agreements has coincided with a lowering the cost

base for the sector by reducing a number of taxes and charges has

opened the sector to more domestic and international airlines. This

combination has resulted in a more competitive environment and lower

fares for aviation services and a more dynamic sector of the economy.

Key reductions in taxes and charges include:

The abolition of the Inland Air Travel Tax (IATT) in January 2004,

resulting in a reduction in domestic fares of 15%

The abolition of the Foreign Travel Tax (FTT) in January 2004,

translating into a 2% reduction in international fares

Reduction in the excise on aviation turbine fuel (ATF) from 16% to

8%

Reduction in landing charges for domestic flights by 15%

Elimination of landing charges on domestic flights with less than

80 seats

Rationalization of navigational charges



2. Positive macro economic trends: Recent years have seen a

relatively high growth in GDP driven by domestic demand and

exports including those of high tech industries. Together, they have

resulted in an increased use of air travel by the business sector and

an expanding middle class with discretionary disposable income

willing to travel to domestic and international destinations by air.

Business persons and individuals are increasingly making use of

domestic and international shipping air cargo services.

3. Tourism: Foreign tourists have discovered India as a major

destination. The last few years have seen a rapid growth of foreign

visitors with double digit annual growth rates in visitors (18% per

annum between 2003 and 2006). As indicated above, the increasing

growth of the middle class will be a major factor in the domestic

tourism industry, which also feeds the growth of aviation services.

4. The Emergence of Low Cost and Premium Service Carriers:

Several Low Cost Carriers (LCCs) have started services in the

region in recent years and many new ones have announced or are

considering initiating services. The experience in other continents

during the past two decades demonstrates that the potential for LCC

traffic growth is huge, with a combination of low fares and higher

disposable income. These carriers are particularly important in the

case of major markets such as Mumbai, where the emergence of

LCCs services can generate latent demand way above any prior

experience anywhere in the world. In addition to LCCs in India, other

airlines have been very successful in establishing themselves as a

high service premium brand, emphasizing another market segment,

and thereby also helping increase demand by offering reliability,

frequency and quality.

This boom period seems to have recently been interrupted as the

industry was hit hard by high fuel costs this past summer and the

current worldwide financial crisis. Traffic figures for the first 10

months of the 2008-09 fiscal year indicate that while international

passengers have continue to increase by 7.7% compared to those

same six months during 2007, domestic passengers actually



declined by -11.1% as compared to year 2007. The LCCs were

particularly hard hit.

It’s important to note that many of the factors that led to the recent boom

in traffic are still relevant and growth can be expected to resume once

economic conditions improve.

1.3.2 Western Region Airport System

There are also several other major commercial airports in Western India

that can be considered to be in the same region as Mumbai, based on a

criteria of being within one day travel by land. These are:

Goa

Ahmedabad

Vadodara

There are currently four primary commercial airports in Maharashtra State

with more than 100,000 annual passengers. They are:

Mumbai (CSIA)

Pune

Nagpur

Aurangabad

Finally, it is also important to consider the Juhu Aerodrome in

Mumbai. While it handles more than 100,000 annual passengers,

it does not receive scheduled passenger operations. Juhu does

play an important role for private, corporate and general aviation.

Other smaller airports in Maharashtra include:

Kolhapur

Latur

Nanded

Nasik

Solapur



Table 1.4 presents a summary of recent air passenger traffic at each of the

primary regional airports in terms of total passengers.

Table 1.4

Regional and State Airports Passenger Data

Year

Greater Mumbai Other Maharashtra Other Western India CSIA Juhu Pune Augranga ba d Nagpur Goa A hmedaba d Vadodara

JV-Inter Domestic Custom Domestic Intern. Intern. Intern. Domestic 2001-02 2002-03 2003-04 2004-05 2005-06 2006-07 2007-08 2008-09*

11,291,431 12,260,284 13,284,445 15,664,787 18,410,234 22,248,929 25,864,753 23,610,722

228,236 218,144 130,108 134,821 104,166 137,205 138,311 147,706

372,520 410,136 466,295 600,949 919,635

1,573,962 1,679,409 1,677,944

91,957 104,896 110,383 133,221 137,388 170,498 197,820 195,773

187,225 229,205 254,402 277,830 376,446 662,583 851,651 780,478

790,626 841,894 987,681

1,265,410 1,672,666 2,211,804 2,578,248 2,220,670

768,135 818,018 976,687

1,289,747 1,893,590 2,490,782 3,163,647 2,822,373

238,804 361,302 312,447 361,959 360,489 404,242 501,744 451,577

GAGR 2001-2008 2003-2007

11.1% 18.1%

-6.0% 1.5%

24.0% 37.8%

11.4% 15.7%

22.6% 35.3%

15.9% 27.1%

20.4% 34.2%

9.5% 12.6%

2008-09* -8.7% 6.8% -0.1% -1.0% -8.4% -13.9% -10.8% -10.0% Source: AAI * 2008-09 estimated based on data for first 10 months

The fastest growing airports during the current decade have been Pune,

Nagpur, Ahmedabad and Goa. But it is also these last two that have

suffered the sharpest downturns in traffic during 2008-09. In general, the

Maharashtra airports have all proved to be less affected by the current

crisis than those in the neighbouring states, with Pune and Aurangabad

performing particularly well in maintaining traffic levels.



Table 1.5 presents a summary of air freight data for these same airports.

Outside of CSIA, only Ahmedabad and Pune handle a significant amount of

cargo.

Table 1.5

Regional and State Airports Freight Data (in tonnes)

Year Greater Mumbai Other Maharashtra Other Western India

CSIA Juhu Pune A ugrangabad Nagpur G oa Ahmedaba d Vadodara JV-Inter Domestic Custom Domestic Intern. Intern. Intern. Domestic

2001-02 2002-03 2003-04 2004-05 2005-06 2006-07 2007-08 2008-09*

293,520 325,751 342,922 415,317 443,950 493,430 548,566 556,018

350 475 409 395 248 315 365 428

3,597 5,326 7,379 8,791 8,666

13,043 9,985

10,691

710 813 880

1,064 1,063

994 1,058

935

1,074 1,445 2,099 2,780 3,180 3,358 4,062 3,839

3,386 3,474 3,486 4,856 5,168 4,898 4,969 3,830

8,046 10,696 13,153 16,692 16,878 20,211 23,576 23,990

1,021 1,826 2,079 3,265 3,435 3,422 3,377

2,336 GAGR 2001-2008 2003-2007

9.6% 12.5%

2.9% -2.8%

16.8% 7.9%

4.0% 4.7%

20.0% 17.9%

1.8% 9.3%

16.9% 15.7%

12.6% 12.9%

2008-09* 1.4% 17.3% 7.1% -11.7% -5.5% -22.9% 1.8% -30.8% Source: AAI * 2008-09 estimated based on data for first 10 months

Below is a brief description of each of these airports:

Mumbai: The Chhatrapati Shivaji International Airport (CSIA) located in

Mumbai is the busiest in the country and provides the primary gateway

into Western India. The characteristics of air traffic at this airport are

analyzed in detail in a separate para.

Pune Airport is located approximately 10 kilometres north-east of the City

of Pune. The airport is operated by the Airports Authority of India, but

shares its runway with an Indian Air Force Airbase. Up until recently, this

airport offered only domestic commercial operations, but Air India/Indian

Airlines introduced direct flights from Pune to Dubai and Singapore, thus

giving it international status. Pune has also been experiencing spectacular

growth in its domestic traffic, increasing from 466 thousands to 1.68

million domestic passengers in just the four years through 2007-08. A



brand new greenfield Pune International Airport is currently being

planned.

Aurangabad Airport: The Chikkalthana Airport is a relatively small

domestic facility located over 200 km to the northeast of Pune that serves

the city of Aurangabad and central Maharashtra. It has experienced

relatively moderate growth rates (by current Indian standards) averaging

15.6% per year during the peak boom years between 2003-04 and 2007-

08.

Nagpur Airport: The Dr. Ambedkar International Airport is the primary

commercial airport in eastern Maharashtra. Nagpur is a tourist

destination, but similar to Pune, it has only started receiving direct

international service in recent years, beginning with connections to

Sharjah and Bangkok. Domestic destinations include Delhi, Mumbai,

Kolkata and Hyderabad. Growth rates between 2003-04 and 2007-08

were quite spectacular, averaging over 35% annually. There are plans to

develop an important cargo hub and Air India’s Boeing aircraft

maintenance unit at this airport.

Goa Airport: The Dabolim International Airport serves one of India’s most

important tourist destinations, located along the coast 600 km to the south

of Mumbai. The airport accounts for as much as 90% of India’s

international charter traffic. Dabolim's scheduled international flights are

sporadic; primarily short-haul f lights operated by Air India/Indian and Sri

Lankan Airlines. On the other hand, scheduled domestic traffic has been

increasing rapidly, surpassing 2.1 million annual passengers in 2007-08,

having more than doubled over the previous three years. Airport facilities

are shared with the Navy which has resulted in some restrictions on hours

of operation.

Ahmedabad Airport: The Sardar Vallabhbhai Patel International Airport

is the eighth busiest in India with over 3.1 million annual passengers. The

airport is served by seven international carriers and various domestic

carriers, which includes functioning as a secondary hub for Spice Jet and

Kingfisher Airlines. The airport has been undergoing considerable

expansion with new domestic and international terminals so as to be able

to accommodate rapidly increasing traffic levels (total passengers grew by



an annual average of 34.2% over the four years following 2003-04. It is

located in the state of Gujarat, some 545 km to the north of Mumbai.

Vadodara Airport: A small domestic commercial airport serving eastern

Gujarat that has experienced relatively slower single digit growth rates in

recent years (well below the national average).

1.3.3 Mumbai Region Airport System

Commercial air service to the Mumbai area is currently concentrated in

the Chhatrapati Shivaji International Airport (CSIA). This airport handles

the highest traffic volumes in the country, surpassing 25 million annual

passengers during the 2007-08 fiscal year and accounting for over 22% of

the total number of passengers handled by Indian airports.

The city also has the smaller Juhu Aerodrome, which is limited to private

and general aviation.

C h h a t r a p a t i S h i v a j i I n t e r n a t i o n a l A i r p o r t ( C S I A )

CSIA is located 30 km north of the Mumbai City centre at a height of 8 m

above sea level. The airport reference point is located at the centre of the

intersection of Runways 14-32 and 09-27, which have the following

geometrical features: Runway 14-32 has dimensions of 2,517 m x 46 m

while Runway 09-27 has dimensions of 2,951 m x 46 m. The airport is

rated for international traffic with ICAO category 4E (IFR/VFR). The

primary Runway is 09-27, while Runway 14-32 is only used during

periodic maintenance works on the main runway. It could be said that

CSIA is functionally a single runway airport with a parallel taxiway.

Passenger terminals are located in different areas of the airport:

The International terminal is situated on the northeast of the airport

property and comprises of 2 terminals (2A & 2C) with an area of

41,600 sq. m and 68,895 sq. m, respectively.

Terminal 1A is a domestic terminal situated on the northwest

section of the airport property and has an area of 28,960 sq. m.



Terminal 1B is a second domestic terminal situated on the

northwest near Terminal 1A and has an area of approximate

27,600 sq. m.

The airport is currently operated by the Mumbai International Airport Ltd.

(MIAL); a joint venture company owned by the consortium of GVK Group,

Airports Company South Africa and Bidvest (74%) and Airports Authority

of India (26%) formed in 2006 to manage and develop the airport. MIAL is

in the process of constructing a new combined international and domestic

passenger terminal in the vicinity of the existing international terminal.

This terminal will be built in three phases, with the final phase to be

completed by December 2012. Once completed, the terminal is to have

56 contact gates, supplemented by remote aircraft stands and will

significantly increase the capacity of the landside facilities to permit the

handling of up to 40 million annual passengers while maintaining a Level

of Service C. 1.4 Passenger Traffic Trends

1 . 4 . 1 A n n u a l P a s s e n g e r s

Table 1.6 and Figure 1.2 show the historical trends for the CSIA in terms

of the number of international and domestic commercial passengers

between 1980-81 and 2007-08.



Table 1.6

Annual Commercial Passengers, CSIA(in ‘000 of Passengers)

Year International Domestic Total Growth

1980-1981 2,638 2,416 5,054

1990-1991 4,338 3,764 8,102

2000-2001 5,175 7,003 12,177 5.3%

2001-2002 4,765 6,527 11,291 -7.3%

2002-2003 5,088 7,172 12,260 8.6%

2003-2004 5,336 7,948 13,284 8.4%

2004-2005 6,088 9,577 15,665 17.9%

2005-2006 6,728 11,682 18,410 17.5%

2006-2007 7,347 14,902 22,249 20.9%

2007-2008 7,984 17,881 25,865 16.3%

2008-2009 * 8,227 15,384 23,611 -8.7%

GAGR

1980-2003 3.1% 5.3% 4.3%

2003-2007 10.6% 22.5% 18.1%

* 2008-09 estimated based on data for first 10 months


This data permits the following conclusions:

CSIA experienced relatively modestly slow growth in the number

of passengers over the two decades preceding the liberalization of

the Indian air transportation industry during 2003-04.

Though the overall trend during those two decades was generally

positive, there was significant year to year variation, with

temporary declines in traffic during the economic recession of the

early 1990’s and in the period immediately following the terrorist

attacks of September 11, 2001.



Internat. Domestic Total

Annu

al P

ax (m

illio

ns)

1980

-81

1981

-82

1982

-83

1983

-84

1984

-85

1985

-86

1986

-87

1987

-88

1988

-89

1989

-90

1990

-91

1991

-92

1992

-93

1993

-94

1994

-95

1995

-96

1996

-97

1997

-98

1998

-99

1999

-00

2000

-01

2001

-02

2002

-03

2003

-04

2004

-05

2005

-06

2006

-07

2007

-08

2008

-09

From 2004-05 to 2007-08, the impact of the liberalization of the

market was quite spectacular with annual growth rates averaging

over 18%, as traffic has almost doubled once again in the span

of only four years.

This growth trend has been interrupted during the current year

(2008- 09); initially by spiking fuel prices last summer, followed by

the impact of the worldwide financial crises.

During both previous periods, the number of domestic passengers

had grown at over twice the rate of international passengers, but it

is also the traffic segment most affected by the current crisis.

Fig 1.2

Annual Commercial Passengers, CSIA

30

25

20

15

10

5

0

This boom period seems to have recently come to an end as the industry

was hit hard by high fuel costs this past summer and the current

worldwide financial crisis. Traffic figures for the first six months of the

2008-09 fiscal year indicate that while international passengers have

continue to increase by 6.2% compared to those same six months during

2007, domestic passengers actually declined by -8.0%.



A further important trend becomes apparent when direct international

transit passengers are broken out. As can be seen in Table 1.7, during

the current boom in the air transportation market, while non-transit

international passengers have increased by over 12% per annum,

international transit passengers have actually declined significantly. This

decline has taken place primarily over the past two years. It should be

noted that these transit figures do not include transfer passengers

connecting to an international carrier from a domestic carrier and vice-

versa.

Table 1.7

Breakdown of International Passengers, CSIA

(in ‘000 of Passengers)

Year O/D Mumbai International

Transit

Total

Pax Embarked Disembarked

2003-2004

2004-2005

2005-2006

2006-2007

2007-2008

2,532

2,864

3,191

3,562

4,055

2,285

2,636

2,916

3,224

3,591

519

588

621

560

338

5,336

6,088

6,728

7,347

7,984

GAGR

2003-2008 12.5% 12.0% -10.2% 10.6%


The overall trends for CSIA have followed a similar pattern as those at the

national level; though with somewhat lower growth rates in recent years

(see Figure 1.3).

Much of this difference in growth rates has been taken place over the past

four or five years, during which already consolidated airports like CSIA,

Delhi and Chennai have naturally grown at a somewhat lower rate than

many of the traditionally secondary airports that began the current decade

with very low traffic levels.



Annu

al G

row

th R

ates

- To

tal P

asse

nger

s

1996

-97

1997

-98

1998

-99

1999

-00

2000

-01

2001

-02

2002

-03

2003

-04

2004

-05

2005

-06

2006

-07

2007

-08

2008

-09

Fig 1.3

Comparison of Annual Passenger Growth Rates, CSIA & National

40%

30%

CSIA India

20%

10%

0%

-10%

-20%

1 . 4 . 2 P e a k P e r i o d P a s s e n g e r s

Figure 1.4 presents the monthly breakdown of passengers for the past

five complete fiscal years; indicating that December and January have

consistently been the peak months for both international and domestic

traffic, with a secondary peaks in March and May.



Pass

enge

rs (t

hous

ands

)

April

May

June

July

Aug.

Sep

t.

Oct

Nov

.

Dec.

Jan.

Feb.

Mar

ch

Fig 1.4 Monthly Distribution of Total Passengers in Recent Years, CSIA

2,500

2,000

1,500

1,000

500

0

2003-04 2004-05 2005-06 2006-07 2007-08

In the specific case of 2007-08, December was the peak month for total

passengers. The 2.35 million total passengers recorded that month

represent 9.2% of the annual total. The month of December was followed

closely by January and November with 9.2% and 9.1% of the annual total,

respectively. The month with the smallest number of passengers was

September with 1.9 million passengers; representing 7.6% of the annual

total.

As can be seen in. Figure 1.5 both international and domestic

passengers followed a similar trend, though in the case of the later,

November was the peak month. On average over the past five years, the

peak month represented 9.7% of the total passengers per year. This

percentage has been gradually declining during this period as the peaks

level out. Table 1.8 presents the commercial passengers peak months at

CSIA.



Pas

seng

ers

(thou

sand

s)

Ap

ril

May

June

July

Augu

st

Sep

t.

Oct

Nov.

Dec.

Jan.

Feb.

Mar

ch

Fig 1.5

Monthly Passengers During 2007-08, CSIA

2,500

2,000

1,500

1,000

500

0


Table 1.8 Peak Months for Commercial Passengers, CSIA

Year Peak

Month

Peak

Month Pax

% Annual

Pax

Avg. Day

Peak Month

2003-04

2004-05

2005-06

2006-07

2007-08

January

December

December

January

December

1,277,685

1,537,007

1,750,676

2,122,655

2,351,165

10.01%

10.19%

9.84%

9.79%

9.21%

41,216

49,581

56,473

68,473

75,844

Peak Month Average: 1,807,838 9.74% 58,317

Source: LBG Consultant 1.5 Aircraft Movement (ATM) Trends

1 . 5 . 1 A n n u a l A i r c r a f t M o v e m e n t s

Table 1.9 and . Figure 1.6 present the trend for annual commercial

aircraft movements at CSIA over the past 25 years.



Total annual commercial passenger ATMs has experienced an important

increase over the past four years in particular, from 137,212 in 2003-04 to

an estimate of over 230,000 for 2007-08. But while the general trend for

aircraft movements in the CSIA is similar to that of the passengers,

average growth rates have been somewhat lower. This is particularly true

during the current boom, primarily because of a significant increase in the

average number of passengers per domestic ATM from 79 in 2003-04 to

over 105 in 2007-08 as domestic airlines have been moving towards using

larger aircraft.

Table 1.9

Historical Commercial Aircraft Movements, CSIA Year International Domestic Total Growth

1980-1981 23,256 22,778 46,034

1990-1991 28,831 27,411 56,242

2000-2001 34,597 73,812 108,409 1.1%

2001-2002 35,891 79,389 115,280 6.3%

2002-2003 35,100 90,451 125,551 8.9%

2003-2004 37,560 99,652 137,212 9.3%

2004-2005 43,743 109,423 153,166 11.6%

2005-2006 49,186 121,959 171,145 11.7%

2006-2007 52,729 149,071 201,800 17.9%

2007-2008 61,658 170,861 232,519 15.2%

2008-2009 * 65,804 162,054 227,858 -2.0%

GAGR

1980-2003 2.1% 6.6% 4.9%

2003-2007 13.2% 14.4% 14.1%


* 2008-09 estimated based on data for first 10 months




Airc

raft

Mov

emen

ts

1980

-81

1982

-83

1984

-85

1986

-87

1988

-89

1990

-91

1992

-93

1994

-95

1996

-97

1998

-99

2000

-01

2002

-03

2004

-05

2006

-07

2008

-09

Fig 1.6

Annual Commercial Aircraft Movements, CSIA

250,000

200,000

150,000

100,000

50,000

0

Table 1.10 presents a breakdown of total aircraft movements for 2006-

07, including cargo and non-commercial aircraft. Scheduled passenger

aircraft movements accounted for 90.1% of total ATMs during that year,

with freighters accounting for another 3.5%.



Table 1.10

Breakdown of Total Aircraft Movements for 2006-07, CSIA

ATM

%

International Scheduled International Non Scheduled

International Cargo

Domestic Scheduled

Domestic Non-Scheduled

Domestic Cargo

Military Business Aviation

Total

45 ,5 90

2,206

4,933

146,596

0

2,475

1,256

10,221

213,277

21.4%

1.0%

2.3%

68.7%

0.0%

1.2%

0.6%

4.8%


Military and business aviation operations have not experienced the same

rapid growth experienced by commercial passenger and cargo ATM,

remaining relatively stable in recent years; though with considerable year

to year variation (see Figure 1.7). It would also be important to add that

most General Aviation activity in Mumbai is concentrated at the Juhu

Aerodrome, which in recent years has handled from 20,000 to 25,000

aircraft movements per year, representing approximately 10% of the

ATM’s for the Mumbai system.



Ann

ual A

ircr

aft M

ovem

ents

Fig 1.7 Annual Other Aircraft Movements, CSIA

12,000

10,000

8,0 00

6,0 00

Military G.A

4,0 00

2,0 00

0

2005-06 2006-07 2007-08

1 Flights arriving to CSIA’s international terminals from other airports in India are included as international, as they either originated in another country or will continue on overseas

after departing Mumbai.

An estimate was made for the current f leet mix for regular passenger

operations based on the January 2008 flight schedule for CSIA (Table

1.11 ). This is compared to the fleet mix at the airport for August 2004 so

as to identify any recent trends (See Table 1.12 , Figure 1.8 and

Figure 1.9 ). This fleet mix was organized according to the aircraft

categories established by the ICAO and distributed between the

international and domestic terminals.1



Table 1.11 Current Fleet Mix – Scheduled Weekly Arrivals, CSIA (January 2008)

Aircraft Seats (1)

ICAO Code

Domestic International Total ATM % ATM % ATM %

CRJ-200 50 B 14 0.8% 14 0.6% ATR-42 ATR-72

48 62-66

C (turbo) C (turbo)

70 61

4.0% 3.4%

70 61

2.9% 2.5%

B737 A319 A320 A321

122-170 124-144 142-180 170-177

C C C C

708 112 646 140

40.0% 6.3%

36.5% 7.9%

48

95 8

7.5%

14.8% 1.2%

756 112 741 148

31.3% 4.6%

30.7% 6.1%

B757 A310 A300 B767

158 201-213 230-261 216-269

D D D D

21

1.2%

13 89 8

38

2.0% 13.8% 1.2% 5.9%

13 89 29 38

0.5% 3.7% 1.2% 1.6%

A330 B777 A340 B747

229-305 221-385 269-311 276-431

E E E E

95 128 40 82

14.8% 19.9% 6.2%

12.7%

95 128 40 82

3.9% 5.3% 1.7% 3.4%

TOTAL 1772 644 2416 (1) Range of seat configurations used by airlines at CSIA


Table 1.12

Current Fleet Mix – Scheduled Weekly Arrivals, CSIA (Summer 2004)

Aircraft Seats (1)

ICAO Code

Domestic International Total ATM % ATM % ATM %

CRJ-200 50 B 35 4.5% 35 3.3% ATR-42 ATR-72

48 62-66

C (turbo) C (turbo)

14 55

1.8% 7.1%

14 55

1.3% 5.1%

B737 A320

Tu-204

122-170 142-180 122-164

C C C

451 210

58.4% 27.2%

18 30 6

5.9% 9.9% 2.0%

469 240 6

43.6% 22.3% 0.6%

B757 A310 A300 DC-10 B767

158 201-213 230-261

264 216-269

D D D D D

7

0.9%

6 36 13 13 38

2.0% 11.8% 4.3% 4.3%

12.5%

6 36 20 13 38

0.6% 3.3% 1.9% 1.2% 3.5%

A330 B777 A340 B747

229-305 221-385 269-311 276-431

E E E E

34 26 11 73

11.2% 8.6% 3.6%

24.0%

34 26 11 73

3.2% 2.4% 1.0% 6.8%

TOTAL 772 304 1076




Fig 1.8 Distribution of Total Arriving Aircraft by ICAO Code

Total - 2004 Total - 2008

Code D 15% Code E

13%

Code B 3%

Code C (tur bo) 6%

Code D 7%

Code E 14%

Code B 1%

Code C (tur bo)

5%

Code C

(je t) 63%

Code C (jet) 73%

Fig 1.9 Distribution of International and Domestic Arriving Aircraft by ICAO Code

Domestic Terminals - 2004 International Terminals - 2004

Code C (jet) 85%

Code D

1%

Code B 5%

Code C (turbo)

9%

Code D

44%

Code E 39%

Code C

(jet) 17%

Domestic Terminals - 2008 International Terminals - 2008

Code C (jet) 91%

Code D

1%

Code B 1%

Code C (turbo)

7%

Code E 54%

Code D

23%

Code C

(jet) 23%



The key findings of this fleet mix analysis are:

The market is currently dominated by ICAO Code C narrow-body

aircraft with less than 200 seats, representing 78.1% of total

scheduled commercial passenger arrivals. A large majority of

these were either Boeing 737 series or Airbus 320 aircraft, which

together account for 62% of scheduled ATMs at the airport.

Another 5.4% were Code C ATR turboprop aircraft.

Code C aircraft have actually increased their overall share of the

market in recent years. This is a function of both the relatively

faster growth of domestic traffic compared to international arrivals

and an increase in the use of narrow body Code C aircraft on

international f lights.

Wide-body aircraft accounted for 21.3% of total scheduled

commercial passenger arrivals and 76.5% of international

arrivals in January 2008.

There has been an increase in the relative size of the Code C

aircraft towards Boeing 737-800’s and 900’s, as well as the Airbus

321. This along with the change in seat configurations used by the

new low cost carriers is what accounts for an overall increase in

the average number of passengers per aircraft movement from

107 to 115 during the same period.

Also, Air Sahara (now Jet Lite) has replaced its regional jets with

Boeing 737-800 aircraft on most routes into Mumbai, reducing the

domestic share of Code B aircraft down to less than 1% of total

arrivals compared to 4.5% in 2004.

1 . 5 . 2 P e a k P e r i o d A i r c r a f t M o v e m e n t s

As was the case with passengers, the peak month for scheduled

ATMs in 2006-07 was January. However, there is little monthly

variation and this peak month only represents 9.2% of the annual

total (See Figure 1.10).

Figure 1.11 shows the hourly distribution of weekly passenger

aircraft movements according to the January 2008 schedule, split



Com

mer

cial

Airc

raft

Mov

emen

ts

April

May

June

July

Aug

Sept

.

Oct

Nov.

Dec

.

Jan.

Feb.

Mar

ch

between CSIA’s international and domestic terminals. As could be

expected in an airport that is nearing saturation, traffic is

relatively well distributed; with more than at least 29 scheduled

movements for every hour between 5:00 and midnight on every

single day of the week. Specific findings were:

The hour with the most scheduled total weekly movements per day

was at 21:00-21:59, followed closely by 6:00-6:59 and 10:00-

10:59. The busiest hour for total arrivals was 22:00-22:59, while it

was 6:00-6:69 for total departures.

For international aircraft movements, the busiest hour was spread

out between 21:00-1:59 depending on the day of the week,

while for domestic it was 10:00-10:59, followed closely by 18:00-

18:59.

Fig 1.10 Monthly Commercial ATMs During 2006-07, CSIA

25,000

20,000

15,000

10,000

5,000

0




Wee

kly

ATM

s (a

rriv

als

+ de

part

ures

)

000

10

0

200

300

40

0

500

60

0

700

80

0

900

1000

11

00

1200

13

00

1400

15

00

1600

17

00

1800

1900

20

00

2100

22

00

2300

Fig 1.11

Hourly Distribution of Weekly Scheduled ATMs, January 2008, CSIA

300

250

Domestic

International

200

150

100

50

0

Hour

Breaking down this data for each day of the week allows the following conclusions:

The peak hour for total passenger traffic was 21:00-21:59 on

Wednesdays, with 40 scheduled ATM’s.

The peak hour for scheduled international movements was 17 (on

Tuesdays and Wednesdays at 1:00-1:59, as well as Saturdays at

4:00:4:59).

The peak hour for scheduled domestic movements was 33, which

occurred on Tuesdays, Wednesdays, Fridays and Sundays at

10:00-10:59. 1.6 Air Cargo Trends

Table 1.13 presents historical data on the air cargo and mail handled at CSIA

over the past 27 years. As was the case with passengers and aircraft

movements, air cargo has also experienced very rapid growth rates over the past

few years, increasing from 307,600 tonnes in 2002-03 to an estimate of over

533,000 tonnes in 2007-08.



Mail, on the other hand, has actually decreased somewhat after reaching a high

of 18,146 tonnes in 2002-03.

Table 1.13

Historical Air Cargo & Mail, CSIA

Year International Cargo Domestic Total

Mail T otal Growth Loaded Unloaded Total

1980-1981 33,252 16,503 49,755 18,227 13,342 81,324 1990-1991 96,108 44,837 140,945 39,108 10,843 190,896 2000-2001 2001-2002 2002-2003 2003-2004 2004-2005 2005-2006 2006-2007 2007-2008

137,767 132,407 146,598 149,625 169,006 171,442 186,969 205,296

73,246 67,559 77,470 84,355

104,259 117,518 141,053 168,474

211,013 199,966 224,068 233,980 273,265 288,960 328,022 373,770

76,797 75,975 83,537 92,497

129,450 142,360 152,158 159,821

17,562 17,579 18,146 16,445 12,602 12,630 13,250 14,975

305,372 293,520 325,751 342,922 415,317 443,950 493,430 548,566

4.4% -3.9% 11.0% 5.3%

21.1% 6.9%

11.1% 11.2%

GAGR 1980-2003 2003-2008

6.8% 8.2%

7.4% 18.9%

7.0% 12.4%

7.3% 14.7%

0.9% -2.3%

6.5% 12.5%


In 2007-08, 70% of the cargo handled by the airport was international, with the

remaining 30% domestic (see Figure 1.12 ). Though exports make up most of

the international cargo, imports have been growing at a much higher rate as a

result of the growth of the domestic market. The primary imports are consumer

items, as well as electronic, computer and machine parts, all of which are

increasingly in demand. Figure 1.1.13 presents the breakdown of international

air cargo by commodity at CSIA.

Partial data for 2008-09 would indicate that total air freight has increased by only

1.4% over the first 10 months of the year, a significant decline compared to the

growth rates of previous years that reflects the ongoing economic crisis.



Fig 1.12 Breakdown of Total Air Cargo in 2007-08, CSIA

Do mestic 30 %

Imports 32%

Exports 38 %

Fig 1.13 Breakdown of International Air Cargo by Commodity, CSIA

(April 2007 to January 2008)

Exports Imports

Leather Goods

1%

Hazardous 2%

Chemicals 3%

Automobile 9%

Other 48%

Textiles

18%

Pharmaceuti

cals 19%

Auto/ Machine

Parts 16% Luggage

2% Electricals

2%

Electronics/ Computer

10%

Perishable 3%

Hazardous 3%

Other 64%



1.7 Conclusions of Air Traffic Analysis

With the above air traffic, Mumbai is experiencing congestion. The congestion of

traffic particularly becomes excessive during the peak hours. Thus the airport has

reached its saturation level. With the proposed expansion after modernisation,

the capacity of this airport would be 40 mppa capable of meeting the air traffic

demand upto 2013-14. Thus there is a need to develop the second airport at

Navi Mumbai for which the sanction of MOCA and GOM is already obtained. The

step now is to obtain environmental clearance, for which Environmental Impact

Assessment study is to be carried out.

1.8 Policy, Legal and Administrative Framework

The principal Environment Regulatory Agency in our country is the

Ministry of Environment & Forest (MoEF). The environment policies and

environment clearances process for various projects are laid down by MoEF.

The State Pollution Control Board (SPCB) grants No Objection Certificate (NOC)

and consent for establishment and operation of the project.

As per the EIA Notification of MoEF issued on 14th September, 2006 an

airport project is treated as Category “A” which requires Environment Clearance

from Ministry of Environment and Forests (MoEF) for which an EIA/EMP study is

a primary requirement. The assignment of preparing the Comprehensive EIA

study has been assigned to The Centre for Environmental Science and

Engineering, Indian Institute of Technology, Bombay. This document presents

the Comprehensive Draft EIA report based on the data generated over a period

from 2008-09. 1.9 Purpose of Study

The purpose of carrying out Environment Impact Assessment (EIA) study is to

assist in the decision making process and to ensure that the project option under

consideration is environmentally sustainable and sound. EIA identifies ways and

means for improving the project environmentally friendly by preventing,



minimizing, mitigating or compensating for adverse impact, so as to achieve a

sustainable development

1.10 Project Brief

The proposed site falls in Panvel Taluka of Raigad Dist. of Maharashtra State

located west of Panvel City in the Geographical centre of Navi Mumbai and MMR

with a longitude of 73°.04’.18” and latitude of 18°.59’.33”. The following Table

gives the Environmental setting along with the topographical features of study

area within the 10 kms. stretch from the Airport Reference Point (ARP).

Table1.14

Geographical & Environmental Setting of The Airport Site ( 10 Km Radius)

Sl.No.

Item

Details

1.

Location

Panvel Taluka, Raigad Dist., Maharashtra

State.

2.

Latitude

18°.58’.44.61” to 19°.0’.57.16”

3.

Longitude

73°.02’.54” to 73°.05’.39.61”

4.

General Elevation

Coastal (RL 1.5 mts.), Plain (RL 3.0 mts)

Hills (RL 82 mts.)

5.

Survey of India Topo

Sheet No.

47-A/16,A/13, E/4,F/1

6.

Topography

Sloping towards north west

7.

Soil type

Marine, Murum, Rocks

8.

Climatic conditions

Temperature – Max.32° Min.17°

Rainfall 1829 mm to 2741 mm

Wind Direction - West North West



9.

Present site land status

CIDCO owned and private land to be

acquired for airport development.

10

Nearest Highways

SH54, NH4B, Aamra Marg (Running on the

Boundary of Airport site).

11.

Nearest Rly. Station.

Panvel 1.5 kms. on Central Rly./Konkan Rly.

12.

Nearest Airport

Santacruz Mumbai 35 Kms. North.

13.

Nearest Water Bodies.

Panvel creek, Gadhi river, Taloja river and

Ulwe river running along and through the

boundary of the airport.

14.

Nearest Hill

Ulwe hill – RL 82 Mts. within the site.

15.

Archeologically

Importance place.

Elephanta at a distance of 13 Kms. West

16.

Seismic zone

Zone-III as per IS: 1893 (Part-I) 2002.

Source: IIT

1.11 Terms of Reference

An application was made to MoEF for approval of Terms of Reference (TOR) of the EIA in accordance with MoEF Notification dtd.14.09.2006 and amendment

made in CRZ regulation. The Environment Expert Appraisal Committee (EAC) of

MoEF considered the proposal in its 78th Meeting held on 20-22 July, 2009 and

finalized the following Terms of Reference.

1.11.1 Site analysis

1. Reasons for selecting the present site with details of alternative

sites examined earlier and rejected/selected on merits with

comparative statement.



2. Describe the project site, geology, topography, climate, transport

and connectivity, demographic aspects, socio cultural and

economic aspects, villages, settlements and meteorological data.

3. Examine details of land use around 10 km radius of the project

site. Analysis should be made based on latest satellite imagery for

land use with raw images.

4. Submit details of environmentally sensitive places, land acquisition

status, rehabilitation of communities/ villages and present status of

such activities.

5. Examine the impact of airport location on the nearest settlements.

6. Examine baseline environmental quality along with projected

incremental load due to the project.

7. Environmental data to be considered in relation to the airport

development would be (a) land, (b) groundwater, (c) surface water,

(d) air, (e) bio-diversity, (f) noise and vibrations, (g) socio

economic and health.

8. The data and details submitted is of year 2007. It is suggested to

collect the latest data.

9. Submit a copy of the contour plan with slopes, drainage pattern of

the site and surrounding area.

10. Examine the details of the land use break-up for the proposed

project.

11. Soil investigation along the runway alignment has to be carried out

as the runway is to be constructed in a mud flat.

12. Physical model studies should cover both with and without

proposed development.



1.11.2 Water

1. Two rivers are proposed for diversion/trained, therefore, a

scientific study should be conducted to explain the quality and

quantity of ground water in the impact zone. In addition to above,

examine and submit details of Surface water quality with respect to

SPM, turbidity during the progress of construction work including

river training.

2. Diversion of rivers flowing through the area, the work will involve

training of river, hydrology, erosion, flooding and cost implications.

3. Source of water vis-à-vis waste water to be generated along with

treatment facilities to be proposed.

4. Examine the details of water requirement, use of treated waste

water and prepare a water balance chart.

5. Rain water harvesting proposals should be made with due

safeguards for ground water quality. Maximize recycling of water

and utilization of rain water. Examine details.

6. Examine soil characteristics and depth of ground water table for

rainwater harvesting.

1.11.3 Solid waste

1. Examine the location of solid waste treatment and disposal sites

around the airport to avoid any bird menace.

2. Examine details of Solid waste generation treatment and its

disposal.

1.11.4 Energy

1. Since building construction activities are also included in the

various project activities, the water requirement, sewage disposal



and treatment, electrical load, energy conservation measures etc.

should also be included in the EIA report.

2. Examine and submit details of use of solar energy and alternative

source of energy to reduce the energy consumption.

3. DG sets are likely to be used during construction and operational

phase of the project. Emissions from DG sets must be taken into

consideration while estimating the impacts on air environment.

Examine and submit details.

1.11.5 Traffic & transport

1. Examine road/rail connectivity to the project site and impact on the

traffic due to the proposed project. Present and future traffic and

transport facilities for the region should be analysed with measures

for preventing traffic congestion and providing faster trouble free

system to reach different destinations in the city.

2. A detailed traffic and transportation study should be made for

existing and projected passenger and cargo traffic.

3. Examine the details of transport of materials for construction which

should include source and availability.

4. Examine the details of construction of expressways and

augmenting rail facilities if any.

5. The evaluation of impacts should be analyzed depending upon the

nature (positive and negative), duration (short term and long term)

reversibility, and magnitude (negligible, low, medium, high), etc. of

the impacts based the objective assessments.

6. As Caline-4 model for predicting the vehicular pollution under

urban conditions is not reliable, it is suggested to use the best

model available involving international experiences.



1.11.6 CRZ

1. Diversion of rivers and quarrying/cutting of mountains/earth is not

a permissible activity under CRZ Notification, 1991. Re-examine

the proposal.

2. Examine the details of the impact on creeklets which originates

from the mountains and join the river, backwater which are

proposed to be reclaimed.

3. Examine the details of flooding of the site in the Mumbai flooding

on 26th July, 2005 and the mitigation steps incorporated in the

project.

4. Examine the details of probability of flooding of the agricultural

land, residential areas and other areas due to the proposed

development /construction of the airport.

5. Examine the details of impact of sea level rise on the project in the

next 100 years.

6. A mathematical and physical modeling to be carried out by

CWPRS to study the impact of the activities relating to the project

on the hydrodynamics/flow in the rivers/backwater/ creeks.

7. Diversion or altering the flow of the rivers should be avoided,

since, it is prohibited activity under the CRZ Notification, 1991.

Examine the impact of the activity on the rivers.

8. Examine the details of sediment transport in the Panvel and Thane

creek and impact of the project on various infrastructures located

in Thane and Panvel creek including in JNPT.

9. Cost implications of providing engineering solutions and design

changes in order to avoid changes in the reverse course and

hillock status.



10. Extent of tidal creeks whether alteration to the tidal creek allowed

under CRZ Notification and management measures.

11. Examine and submit the details of location of mangrove area,

destruction of mangroves and management measures in detail

with the help of Satellite imagery of the last 15 years.

12. Examine the impact of reclamation of the mangroves and the low

lying areas on the territorial/aquatic flora and fauna, hydrology of

the area.

13. Examine and submit details of the erosion of soil / coastal line in

the last 50 years.

14. Submit a map demarcating HTL / LTL prepared through an

authorized agency and superimposing the layout plan.

15. Submit recommendations of the SCZMA regarding the

development of airport in CRZ area.

16. Examine and submit the details of all the cases related to

destruction of mangroves related High Court rulings and the

clarifications which may be required from the Hon’ble High Court

and what are the measures to be taken.

17. Impact of High Court stay orders on the destruction of mangroves,

if so, necessary permission shall be obtained. Examine the

possibility of non-destruction of mangroves and non-diversion of

rivers.

1.11.7 Noise

1. Examine and submit the details of Noise modeling studies and

mitigative measures.

2. Examine noise levels - present and future with noise abatement

measures.



3. Noise pollution has always been a major concern for Airport

projects during the operational phase. It is suggested that noise

monitoring should be carried out at critical locations at the

surrounding areas may be incorporated in environmental

monitoring programme during the whole operational phase of the

project.

4. Natural and artificial noise barriers may be considered for critical

locations.

5. A thick green belt should be planned all around the project site to

mitigate noise and vibrations to the nearby settlements. The

identification of species/plants should be made based on the

botanical studies.

6. Landscape plan, green belts and open spaces may be described.

7. Examine the details of afforestation measures indicating land and

financial outlay.

1.11.8 EMP, DMP

1. The project shall also require housing facilities for 90,000

permanent employees who will be working at the airport and also

other facilities shall be required such as Hotels, transit lounges

and guest houses etc. Prepare a integrated development plan and

examine the impact on the environment.

2. Identify, predict and assess the environmental and sociological

impacts on account of the project.

3. A detailed description with costs estimates of CSR should be

incorporated in the EIA / EMP report.

4. Examine separately the details for construction and operation

phases both for Environmental Management Plan and

Environmental Monitoring Plan with cost and parameters.



5. Submit details of a comprehensive Disaster Management Plan

including emergency evacuation during natural and man-made

disaster.

Public hearing to be conducted for the project as per provisions of Environmental

Impact Assessment Notification 2006 and the issues raised by the public should

be addressed in the Environmental Management Plan. Involve the NGOs/Public

and the result should be shared in the public hearing as per the EIA Notification.

1.11.9 Additional Terms of Reference

a) The Expert Appraisal Committee (EAC) undertook the site visit on 23rd

December, 2009 and given the following additional Terms of Reference.

Detailed studies should be carried out to examine the findings as confirmed

through satellite imagery regarding the site as below;

i) To study whether the island has merged with the land area due to

sedimentation as compared to the position in 2003.

ii) Would closing of inlets lead to greater tidal ingression.

iii) To study the adverse impact of quarrying the stones from nearby hillocks

particularly effecting the settlements.

iv) In case of the construction of the airport, there would be a necessity to

divert this rain water, so that it does not cause flooding the habitations

adjacent to the proposed site of the airport. Would there be necessity to

divert the rainwater presently flowing from hillocks to the coast to avoid

flooding.

v) Is diversion of the rivulet and the existing river courses is likely to cause

greater inundation of the existing habitations.

b) Examine whether the two runways proposed may be reoriented and /or shifted by

redefining the boundaries of the proposed project site so that(a) alignment of the

two rivers are not disturbed or minimum damage to the rivers take place (b)

mangroves present at the site are either not disturbed or minimum disturbance to

them take place.



c) The proposal involves filling the site to a height of about 5 - 6 m. by rock

cuttings obtained by blasting of hillocks in nearby areas. A detailed environment

impact assessment of the entire scheme involving (i) blasting (ii) transporting of

the blasted material and (iii) placing and compaction may be carried out.

d) Is there any other area identified for the purpose of airport which conforms better

to environmental parameters within acceptable limits.

e) Give a detailed drainage network for the area which will drain away the rain water

efficiently without affecting the region.

f) How the proposed transport systems to serve the airport would be effective in

reducing travel time to the main city and help in reducing air pollution and noise

levels besides providing comfort, convenience and safety to users.

Based on the above TOR, prescribed by MOEF, the scope of work in brief, study

area, scoping and structure of the environmental impact study have been worked

out and same is narrated below: 1.12 Scope of work

The environmental impact assessment study termed as draft is prepared based

on the Terms of Reference prescribed by the MoEF for conducting public hearing.

The public hearing was conducted by Maharashtra Pollution Control Board

(MPCB) on 5th May, 2010 at Anant Pandurang Bhoir Vidhyalaya & Kanistha Maha

Vidhyalaya, Pargaon, Dapoli, Tal:Panvel, Dist: Raigad located in close proximity

of project area. On receipt of proceedings of Public Hearing Report, this

comprehensive EIA Study Report is prepared for submission to MoEF for

consideration and grant of Environment Clearance for Navi Mumbai International

Airport.



Assessment of the impact on the environment is based on the nature of activities,

project location & questionnaire and procedures prescribed by the Ministry of

Environment and Forests (MoEF). They are :

1. The Environmental feasibility of the selected site

2. The present status of the environment

3. Identification of likely impacts on the environment, if any, due to proposed

airport

4. Assessment of impacts on all relevant environmental attributes

5. Preparation of EMP with estimate to ameliorate adverse impacts

6. Rehabilitation and Resettlement Plan

7. Delineation of post project environmental quality monitoring program

8. Disaster management plan 1.12.1 Study Area

Figure 1.14 shows the study area around airport falling within the radius of

10Kms. The study area is further extended upto 20 km. as fringe area. The core

area covers the area within the radius of 10km, in which all the scoped

environmental parameters will be studied to understand the magnitude of impact.

In the remaining area i.e. fringe area places of historical importance, aesthetic,

cultural inc luding environmentally sensitive area will be studied.



Figure 1.14 Study Area



1.13 Scoping

Based on the approved TOR, Screening and Scoping was carried out to identify

key environmental parameters that are likely to be affected due to the project in

the study area. The parameters that are considered are:

Atmosphere

Meteorology Visibility Air quality

Noise and Vibration

Intensity Duration Frequency

Land

Land forms including coastal zone Lithology and geomorphology Soil composition and characteristics Slope stability Subsidence and characteristics Seismicity/seismic zone characteristics Floodplains/ swamps Landuse Engineering and mineral resources Buffer zones ( part of national park and wildlife habitats) Soil erosion Catchment area treatment

Surface Water

Shoreline Bottom interface Flow variation /ocean currents Water quality Drainage pattern/water logging Water balance Flooding Existing and planned future use Siltation



Ground water

Water table Flow regime Water quality Recharge rate Aquifer characteristics Existing use and proposed plans

Species and population

Terrestrial f lora, fauna Other terrestrial vegetation Aquatic /marine for a fauna Fish

Habitats and Communities

Terrestrial Aquatic/marine/estuarine communities

including

spawning, breeding and nesting grounds Migratory birds’ route Benthic flora and fauna Ecologically sensitive areas

Socio Economic

Agriculture land Employment /training Housing Education Utilities Amenities ( Water, sanitation, electricity, transportation) Community health

Aesthetic/ Cultural

Landscape Wilderness Climate Tranquility/sense of community Community structure Religious places and structures Historic/archaeological place or structure



Health and safety

Physical psychological occupational parasitic disease Water born disease & communicable diseases Disease vectors

The scoping is carried out in identifying the valued ecosystem and magnitude of

impact due to the project activities

Geology

Geological and hydro-geological implications on sub-soil, lithology, removal of

hills and ground water availability.

Hydrology

Hydrological implications on sub surface water movements, flood planes, closure

of creeklets and retraining of Ulwe and Gadhi Rivers.

Coastal Zone

Impacts on aquatic ecology including due to retraining of rivers as well as CRZ

implications.

Land-use

Change in land use due to project.

Atmosphere

Change in ambient levels and ground level concentration due to total emission

from point, line and area sources and their effects. Changes in air quality due to

increased vehicular traffic and aircraft operation including visibility and

meteorology.

Noise / vibration level



Intensity, duration and frequency of noise levels generated during f light

operations, from equipment and vehicular operations and their impacts.

Water quality

Impacts on ground, surface and marine water quality including contamination

Socioeconomics

Displacement of population, assessment of assets lost as well as gains to

regional economy

The environmental impact assessment has been designed and planned keeping

in view of the above scoped valued ecosystem components. Descriptive checklist

methodology as well as matrix methodology is followed for prediction of impacts

except for air and noise where computer aided models are used.

1.14 Structure of the Report

The purpose of the report is to carry out environmental studies, identify areas of

positive and negative impacts and evolve environmental management plan as

per the guidelines of decision-making authorities for environmental clearance.

The structure of the report is as follows:

Volume-I

Executive Summary

Volume-II

Chapter 1: Introduction

Chapter2: Analysis of Alternative sites

Chapter3: Project Description

Volume-III

Chapter4: Description of Environment

Volume-IV

Chapter5: Environmental Impacts & Mitigation Measures

Chapter6: Environment Management Plan



Chapter7: Disaster Management Plan

Volume-V

Chapter 8: Additional studies

Chapter 9: Disclosure of Consultants

Chapter - 2 Analysis of Alternative sites



Chapter-2

ANALYSIS OF ALTERNATIVE SITES

2.1 Introduction

Mumbai is the commercial capital of the country. The increasing demands of

trading and servicing activities have necessitated the development of another

airport besides the Santacruz airport in the region. The preferred site for airport

development and operation should have an obstruction free approach,

operational suitability, minimum disturbance to population, availability of land,

accessibility and availability of physical and social infrastructure. The following

sites were considered and analysed.:

i) Mahapan in Sindhudurg District

ii) Rewas-Mandwa in Raigad District

iii) Navi Mumbai Airport

2.2 Mahapan in Sindhudurg District

The location of Mahapan in Sindhudurg district cannot be considered as a site

for second International Airport for Mumbai, since the site is approximately 350

km. away from Mumbai and would take about 8-10 hours by road to reach the

site.

Therefore, the exercise for analysis of alternative sites is restricted to Rewas

Mandwa and Navi Mumbai sites for the reasons that the topography of the

Mumbai Metropolitan Region (MMR) being unique i.e. coastal, plain and range

of hills from the Sahyadri, restricts the selection of site for meeting the technical

and operational requirement of airport. No other suitable site could be identified

for the purpose of airport, owing to non-availability of land to the tune of 20

Sq.km., free from urbanization, more importantly fulfilling the technical &

operational requirement of airport as well as accessibility within the reach of one

& half hour from the major urban centres in the MMR.



Fig. 2.1

Map Showing Location Of Rewas Mandwa & Navi Mumbai Airports

2.3 Rewas-Mandwa

2.3.1 Salient Features

The site is located near Rewas-Mandwa, abutting the Dharamatar creek.

An area of about 2000 Ha. would be required for the airport. The site is

about 120 km away by road from Mumbai airport. The airport is planned

with two parallel runways along with other facilities such as domestic

terminal, international terminal and satellite aprons located between the

two parallel runways. The availability of various infrastructure required for

the development of airport is totally absent at this site. A brief about the

same is described below:



Fig. 2. 2

Map Showing Rewas Mandwa Site On Toposheet

Fig. 2. 3

Map Showing Rewas Mandwa Site On Imagery



2.3.2 Accessibility

The site is accessible through circuitous route of 120 km via Sion-Panvel

Highway, National Highway No. 17 and State highway. This will result in

journey time of about 3 hours to reach the proposed airport from Mumbai,

exceeding the international norms of travel time to airport for international

passengers of 1.5 hours. To make the site accessible within an hour and

half, there is a need to construct trans-harbour link from Sewri to Nhava

upto NH 4B and then construct the road of 17 km with a bridge of 2.5 Km

length over Dharamatar Creek to reach airport. To establish this route,

huge investment would be required to be made by the State and Central

Government. Unless this link is established, locating airport in Rewas-

Mandwa will not serve the very purpose of creating the aviation facility in

the region.

2.3.3 Power, Water & Telecommunication infrastructure:

The site in question does not have adequate power, water and tele-

communication facilities and the same are required to be tapped from the

nearest sources available in Navi Mumbai and directly taken to Rewas-

Mandwa for the airport. The power supply can be tapped from the

nearest grid of MSEB at Uran and a separate EHT line from Uran to the

airport site is required to be laid which will call additional investment. A

separate water supply line of 30 Km. is required to be laid from the

available Hetwane project at Pedghar to proposed site of international

airport. The cost on this account will also be an additional cost.

Similarly, the telecommunication network facility needs to be created for

airport.

2.3.4 Township Development

To support the airport, there is a need for developing a residential and

commercial area which will house at least 50,000 families engaged

directly or indirectly in the operation of the airport. This township will

again give rise to acquisition of at least 500 Ha. of land and creation of

required basic infrastructure in the township. The development of

township is a slow process & requires huge investment.



2.3.5 Site Constraints

i) Land Acquisition

The land of about 1500 Ha. needs to be acquired from the 14 villages

only for the operational needs of the airport. In addition to this about 500

Ha. of land would also be required for the development of township.

Thus, there is a need to acquire at least 2000 Ha. of land for the project.

Most of the lands are either salt pans, mud flats involving fishing

activities, agriculture land as well as newly developed farmhouses,

holiday homes, recreational areas & beautiful coastal line with huge

green belt. The acquisition of land under the present circumstances

would be an insurmountable task.

ii) Rehabilitation

About 14 villages fall within the operational area of airport which are to be

shifted to suitable locations. The population of these villages is in the

range of 20,000 to 30,000. Rehabilitation of such a large population by

shifting from their original villages appears to be a difficult task

considering the stiff opposition from the local population.

iii) Reclamation

More than 50% of the airport area falls in the deep mud abutting the sea

and entire land is required to be developed to a safe level as the site is

fronting the main sea subjected to swells, waves and roughness of the

sea requiring a strong sea wall for the purpose of protection.

2.3.6 Environment sensitive factors

The coastal strip from Revas to Kihim is marked by a number of

geographical as well as biological features such as estuaries, creeks,

bays, rocky and/or coastal lands. These locations have their

distinguished biological features in the form of flora and fauna.



The region harbours over 350 species of plants (of which over 150

species are utilized by the indigenous communities as medicines), about

150 species of resident birds (about 40 species of migratory birds are

known to visit this region), and over 125 species of fish most of which are

of commercial importance, are observed in this region

The areas in and around Mandwa show scrub vegetation (73), though in

the foot hills of some of the disturbed hillocks, such as Vitsaral hill, a

considerably good amount of secondary forest exists,

Coastal areas constitute different life forms of plants such as mangroves

and associates. They could be either creepers such as Sessuvium

Portulacastrum or trees of pure stands of Avicennia marina or even sand

binders like Ipomoea pescarpe.

Hills near the coast (such as Mandwa-Rahatle) show man made plant

diversity while some of the xerophytic Euphorbia tirucalli along with the

other economically important plants help enrich the plant diversity of the

hills.

A few mangrove associates such as Sesuvium protulacastrum as well as

Ipomoea pescrpe form a continuous mat on the muddy as well as sandy

shores, while Salvadora persica stands occupy the upper shore areas of

the intertidal regions. A continuous stretch of Acasia arabica is also

conspicuous bordering the salt affected lands which are brought under

agriculture.

A mangrove such as Avicennia marina is one of the most common

species which can withstand any change in substratum, salinity as well

as other environmental conditions. Thespesia populnea grows as

monoculture in many borderline areas of the coast.

This plant and fish diversity also justifies the fact that there is enormous

amount of faunal diversity (both micro and macro faunal elements) which

is directly dependent on habitats rich in plant as well as animal diversity.



Agricultural biodiversity is the outcome of man’s effort (such as

agricultural diversity observed at Mandwa) while maintaining indigenous

flora and developing agro forestry modes has brought about noticeable

change in upliftment of economic status/ livelihoods of coastal as well as

inland rural communities.

Efforts have also taken by local villagers as well as the forest department

to introduce some of the naturally occurring species of coastal areas to

check the invasion of coastal tidal water on potential agricultural lands.

2.4 Navi Mumbai Site

2.4.1 Salient Features

The site of Navi Mumbai airport is selected near Panvel town in an area

admeasuring 1615 Ha. of land which is situated about 45 km away from

the CBD of Mumbai. The airport is planned with two runways of 3700 M

with parallel taxiways designed to suit the new generation large aircraft.

The other facilities include the domestic terminal, international terminal,

cargo terminal, airfield lighting, city side facilities etc. The phasewise

development approach has been adopted to suit the air travel demand.



Supporting Infrastructure

Fig. 2. 4

Map Showing Navi Mumbai Site On Toposheet

Fig. 2. 5

Map Showing Navi Mumbai Site On Imagery



The availability of the supporting infrastructure plays a vital role for

deciding the site for any airport as it helps in saving in capital

expenditure on this account. The entire land is within the jurisdiction of

CIDCO and more than 78% of land is in possession of the corporation.

The site is accessible by NH-4B, SH- 54 and city scale road called Aamra

marg. Presently, the commuter rail is available near the site towards the

east and another commuter rail is under construction towards the west.

The site is also proposed to be accessed from Mumbai by high-speed

water transportation system abutting airport site. Power and water supply

primary distribution lines are already existing very near to the site.

Similarly, the tele-communication infrastructure in Navi Mumbai is of a

very high standard and the telephone lines are available on demand.

Ready-made infrastructure with well planned townships of Navi Mumbai

are available for accommodating the residential and commercial

requirements of airport working population as well as for the airport

users. This makes the Navi Mumbai site not only attractive but also

eliminates the need of huge investment that may go in the development

of basic supporting infrastructure needed for an airport at any other

location.

2.4.2 Site Constraints

The Navi Mumbai site has certain site constraints as detailed below

which can be overcome easily by taking an appropriate action:-

i) Rehabilitation

The ten settlements belonging to seven villages falls within the

operational area of airport which are required to be shifted to

other suitable location. The population of these settlements is

more than 15000. The Rehabilitation and Re-settlement of above

families is proposed as the entire population supports the

development of airport.



ii) Shifting of Extra High Tension (EHT) Line:

There are 4 Extra High Tension Lines existing in the Airport

Operational Area and in the surroundings which are required to be

re-routed to suitable place outside the horizontal surface of Airport

area. These lines will be re-routed either over-head or

underground by cables. The pre-feasibility of this task has been

done and it is possible to re-route the above EHT.

iii) Training & Diversion of River:

A portion of Gadhi river and Ulwe river f lowing through the airport

site need to be trained and diverted along the boundary of airport

zone to make available the land for development of airport. A

detailed exercise by conducting the mathematical and physical

model study by CWPRS, Pune has revealed that the same is

feasible without having any adverse impact.

iv) Reclamation:

More than 50% of the airport area falls in the shallow mud abutting

the creek and the entire land is required to be developed to a safe

level. The northern side of the airport will be abutting the Panvel

Creek which is calm and shelter area.

v) Environment sensitive factors:

Based on the floristic survey conducted along the coast of Navi

Mumbai site, the mangrove flora is composed of two mangrove

species i.e. Avicennia marina and Acanthis illcipholivs and

associated mangrove species Salvadora persica, succulent

creeping herb, sesurium porlulercastum and small much branded

grass species aeluropus lagopides. The mangrove patches were

recorded along tidal inf luence zones of Panvel Creek and Gadhi

and Ulwe river. Avicennia marina predominantly forms the

patches throughout the airport site admeasuring about 150 Ha.

These mangrove species are heavily degraded with stunted

growth as low as 0.25 m – 0.75 m. in height with low diversity.



2.5 Selection of Alternative Sites

The analysis of alternative sites is done based on following two methods.

2.5.1 SWOT Analysis

The swot analysis brings the strength, weakness, opportunity and threat of both the sites. It is a qualitative analysis which considers the various features including technical and financial.

Table 2.1

SWOT TABLE Navi Mumbai Rewas Mandwa

A. STRENGTHS Land available with CIDCO Site accessible by all modes of

transport Availability of all basic supporting

infrastructure Availability of townships to house

airport working population Support from local population Provide alternative air-field in MMR Less Capital Cost.

(Financially viable project) Attractive for development through

Public and Private Partne rship CIDCO, in a unique position will fast

track the project. Seismic Zone III

Allows unconstrained growth Obstruction free approach path Possess Hub potential

B) WEAKNESSES Acquisition of 457 Ha. of land. Relocation of existing EHT line of Tata

and MSEB. Diversion of Ulwe river and training of

Gadhi river. Falls in CRZ area. Rehabilitation of Ten Settlements

(15000 Popu la tion )

Acquisition of 2000 Ha. of land. Rehabilitation of 14 villages

(30,000 Popu la tion ) Absence of basic infrastructure. Absence of commuter rail link High capital cost. Requires development of

township for 50,000 families Destruction to scenic coastal

beauty Falls in CRZ area. Falls in sensitive zone. Airport closure during Naval

practice. Stiff opposition from local

population.



Table 2.1

SWOT TABLE Navi Mumbai Rewas Mandwa

Project financially un-viable. Unattractive for development

through public-private partnership.

Seismic Zone IV C) OPPORTUNITIES

Will boost the development of Navi Mumbai and main land

Create healthy competition between the two airports

Relieve congestion at existing airport Better image of Mumbai in aviation field Increase business on State and National

Level

Opportunity to expand – meeting the demand beyond the year 2030

Boost the development of Konkan area in MMR

Create healthy competition between the two airports

Relieve congestion at existing airport

Better image of Mumbai in aviation fie ld

Increase business on State and National level

D) THREATS Trans harbour link with high

speed airport road towards main land costing about Rs 8000 crores is essential

Difficult to fund huge capital

The above SWOT analysis clearly reveals that the Navi Mumbai site has many positive aspects, compared to Rewas-Mandwa site.



2.5.2 Site Sensitivity Analysis

The site sensitivity analysis brings the site sensitiveness of both the sites considering various environmental parameters scoped earlier. The site scoring minimum marks is considered as best environmentally selected site.

Delphi technique is used to work out the site sensitivity index for both the alternatives.

The development of new airport ref lects basically air & noise pollution and if the project is nearer to marine environment, the related issues have to be taken into account i.e. effect on marine environment, land development, effect on coastline, drainage pattern. The other important parameters associated with any development project are also important in respect of land acquisition, displacement of population, effect on social and cultural activities. In view of above, these factors are considered and allocated more marks.

The following tables give the score for each attribute separately for Rewas Mandwa and Navi Mumbai.

Table 2.2

Sensitivity Analysis of Rewas Mandwa

Sensitivity Index 0-0.25 0.25-0.50 0.50-0.75 0.75-1.00 Weightage

Attribution I Accessibility

a. State Highway 0 to 5km 5 to 10km 10 to 15km 15 to 20km 6

15

b. National Highway 0 to 12.5km 12.5 to 25km 25 to 37.5km 37.5 to 50km 6

40

c. Broad Guage Railway 0 to 2.5km 2.5 to 5km 5 to 7.5km 7.5 to 10km 6

8

d. Central Business District of Mumbai

0 to 37.5km 37.5 to 75km 75 to 112.5km

112.5 to 150km

6

135



Table 2.2



e. Ports 0 to 20km 20 to 40km 40 to 60km 60 to 80km 6

60 II Land Acquisition (Acres) 0-1500 1500-3000 3000-4500 4500-6000 70

5000 III Reduction of built-up 0-1000 1000-2000 2000-3000 3000-6000 50

Structures (Nos.) 6000 IV Displacement of Population 0-5000 5000-10000 10000-

15000 15000-30000 70

(Nos) 30000 V Land Reclamation 0-1500 1500-3000 3000-4500 4500-6000 70

(Acres) 5000 VI Length of Coast Line 0 to 2.5km 2.5 to 5km 5 to 7.5km 7.5 to 10km 70

10 VII Sensitive Location nearby 20-15 15-10 10-5 5-0 30

nil VIII Loss of Environmental General Internal Land Creek line Coast line 30

Aesthetics � IX Physical Infrastructure cost 0-40 40-80 80-120 120-160 30

(Crores) √ X Marine Environment

a) Plant Species 0-100 100-200 200-300 300-400 40

(Nos.) 350

b) Birds Species 0-40 40-80 80-120 120-160 15

(Nos.) 150

c) Fishes Species 0-40 40-80 80-120 120-160 15

(Nos.) 125



Table 2.2



XI Social Culture 0-2 2-4 4-6 6-8 30

5 XII Air Noise Pollution

a) Minor Habitants 0-5000 5000-10000 10000- 15000

15000-30000 35

(Nos.) 30000

b) Major Habitants 0 to 1 lac 1 to 2 lacs 2 to 3 lacs 3 to 4 lacs 35

0 XIII Water Pollution Sea Creek River Nalla 50

� XIV Siltation and Erosion River Creeklet Creek Sea 50

� XV Construction Material 0 to 5km 5 to 10km 10 to 15km 15 to 20km 50

2.5 XVI Disfiguring of Landscaping Natural

Topography River side Creek Coast Line 70

� XVII Hospital Availability 0 to 5km 5 to 10km 10 to 15km 15 to 20km 30

15 XVIII Capital Project Cost (crores) 0-5000 5000-10000 10000-

15000 15000 and

above 60

√ XIX Drainage Pattern Natural

Slope Moderate Change

Diversion Obstruction 70

�

Total 1000



Table 2.3

Sensitivity Analysis of Navi Mumbai

SENSITIVITY INDEX 0-0.25 0.25-0.50 0.50-0.75 0.75-1.00 Weightage

Attribution I Accessibility

a.State Highway 0 to 5km 5 to 10km 10 to 15km 15 to 20km 6

0.5

b.National Highway 0 to 12.5km 12.5 to 25km

25 to 37.5km

37.5 to 50km 6

0.5 c.Broad Guage Railway 0 to 2.5km 2.5 to 5km 5 to 7.5km 7.5 to 10km 6

2 d.Central Business District

of Mumbai 0 to 37.5km 37.5 to

75km 75 to

112.5km 112.5 to 150km 6

60

e.Ports 0 to 20km 20 to 40km 40 to 60km 60 to 80km 6

15 II Land Acquisition (Acres) 0-1500 1500-3000 3000-4500 4500-6000 70

1140 III Reduction of built-up 0-1000 1000-2000 2000-3000 3000-4000 50

Structures (Nos.) 3000 IV Displacement of Population 0-5000 5000-

10000 10000- 15000

15000-20000 70

(Nos.) 15000 V Land Reclamation 0-1500 1500-3000 3000-4500 4500-6000 70

(Acres) 3500 VI Length of Coast Line 0 to 2.5km 2.5 to 5km 5 to 7.5km 7.5 to 10km 70

5 VII Sensitive Location nearby 20-15 15-10 10-5 5-0 30

12.5 VIII Loss of Environmental General Internal

Land Creek line Coast line 30

Aesthetics � IX Physical Infrastructure cost 0-40 40-80 80-120 120-160 30

(Crores) �



Table 2.3



X Marine Environment

a) Plant Species 0-100 100-200 200-300 300-400 40

(Nos.) 139

b) Birds Species 0-40 40-80 80-120 120-160 15

(Nos.) 59

c) Fishes Species 0-40 40-80 80-120 120-160 15

(Nos.) 80 XI Social Culture 0-2 2-4 4-6 6-8 30

3 XII Air Noise Pollution

a) Minor Habitants 0-5000 5000- 10000

10000- 15000

15000-20000 35

(Nos.) 15000 b) Major Habitants 0 to 1 lac 1 to 2 lacs 2 to 3 lacs 3 to 4 lacs 35

3 XIII Water Pollution Sea Creek River Nalla 50

� 0.6 XIV Siltation and Erosion River Creeklet Creek Sea 50

� XV Construction Material 0 to 5km 5 to 10km 10 to 15km 15 to 20km 50

2.5 XVI Disfiguring of Landscaping Natural

Topography River side Creek Coast Line 70

� 0.5 XVII Hospital Availability 0 to 5km 5 to 10km 10 to 15km 15 to 20km 30

2.5 XVIII Capital Project Cost

(Crores) 0-5000 5000-

10000 10000- 15000

15000 and above

60

� XIX Drainage Pattern Natural Slope Moderate

Change Diversion Obstruction 70

�



Table 2.3



Total 1000

The overall score have been worked out on the basis of site sensitivity index for these parameters and integration of total impact is worked out & categorized as below-

Categorisation Criteria

Overall scale Level of Environmental Impact 750-1000 Very high

600-750 High

450-600 Moderate

300-450 Low

Less than 300 Very low

Having allocated the score for each attribute, the following Table 2.4 compares the attributes score between two sites.

Table 2.4

Comparison of Attribute Score

Attribution Attribution

Measurement Sensitivity index Weightage Score

Rew. Mand.

N Mum. Rew. Mand.

N Mum. Rew. Mand.

N Mum.

Rew. Mand.

N Mum.

Accessibility a.State Highway 15 0.5 0.75 0.025 6 6 4.5 0.15

b.National Highway 40 0.5 0.8 0.01 6 6 4.8 0.06

c.Broad Guage Railway 8 2 0.8 0.2 6 6 4.8 1.2

d.Central Business District of Mumbai

135 60 0.9 0.4 6 6 5.4 2.4

e.Ports 60 15 0.75 0.1875 6 6 4.5 1.125

Land Acquisition (Acres)

5000 1140 0.83 0.19 70 70 58.33 13.3



Table 2.4


Attribution Attribution Measurement

Sensitivity index Weightage Score

Rew. Mand.

N Mum. Rew. Mand.

N Mum. Rew. Mand.

N Mum.

Rew. Mand.

N Mum.

Reduction of built-up 6000 3000 1 0.75 50 50 50 37.5

Structures (Nos.) Displacement of Population (Nos.)

30000 15000 1 0.75 70 70 70 52.50

Land Reclamation (Acres)

5000 3500 0.83 0.58 70 70 58.33 40.83

Length of Coast Line 10 5 1 0.5 70 70 70 35

Sensitive Location nearby

0 12.5 - 0.375 30 30 0.00 18.75

Loss of Environmental Aesthetics

1 0.75 1 0.75 30 30 30 22.5

Physical Infrastructure cost Marine Environment

High Low 1.00 0.25 30 30 23.43 7.50

a) Plant Species (Nos.) 350 139 0.925 0.3475 40 40 37 13.9

b) Birds Species (Nos.) 150 59 0.9375 0.368 15 15 14.06 5.52

c) Fishes Species (Nos.)

125 80 0.781 0.50 15 15 11.715 7.50

Social Culture 5 3 0.625 0.375 30 30 18.75 11.25

Air Noise Pollution a) Minor Habitants

(Nos.) 30000 15000 1 0.75 35 35 35 26.25

b) Major Habitants 0 3 0 0.75 35 35 0 26.5

Water Pollution 0.25 0.6 0.25 0.6 50 50 12.5 30

Siltation and Erosion sea creek 1 0.75 50 50 50 37.5

Construction Material 2.5 2.5 0.125 0.125 50 50 6.25 6.25

Disfiguring of Landscaping

- - 0.75 0.5 70 70 52.5 35

Hospital Availability 15 2.5 0.75 0.125 30 30 22.5 3.75

Capitol Project Cost (Crores)

12000 4700 1 0.47 60 60 60 28.20



Table 2.4


Attribution Attribution Measurement

Sensitivity index Weightage Score

Rew. Mand.

N Mum. Rew. Mand.

N Mum. Rew. Mand.

N Mum.

Rew. Mand.

N Mum.

Drainage Pattern 0.9 0.6 0.9 0.6 70 70 63 42

1000 1000 773.95 498.69

After comparison the scores were added. The Rewas-Mandwa score is 773.95 and Navi Mumbai is 498.69.

Thus the comparison of Rewas-Mandwa & Navi Mumbai is worked out as below:

Site Rewas-Mandwa Navi Mumbai

Score 773.95 498.69

Category Very high impact Moderate impact

2.6 Conclusion:

From the categorisation criteria, the Navi Mumbai site has moderate impact in terms of environment score whereas Rewas-Mandwa site has very high impact. This exercise establishes that Navi Mumbai site is less sensitive to environment.

Considering the SWOT and Sensitivity Analysis Navi Mumbai site is technically and environmentally preferred site when compared to Rewas Mandwa.

Chapter - 3 Project Description



Chapter-3

PROJECT DESCRIPTION 3.1 Geographical Setting

3.1.1 Location:

The Navi Mumbai International Airport is located between the existing

National Highway No.4B (east side) and Aamra marg (west side), near

Panvel in the geographical centre of Navi Mumbai having Airport

Reference Point (ARP)’s longitude 73°.04’.18” and latitude 18°.59’.33”, at

a distance of approx. 35 kms. from existing airport at Santa Cruz. The

total area earmarked for airport development is 2054 Ha. consisting of

1615 Ha. as airport zone and remaining for off-site infrastructure, such as;

diversion & training of rivers, approach road, railways, interchanges and

utility lines, etc. The entire area of the airport zone falls in Raigad District

in Panvel & Uran Tahasil covering its 16 villages. Figures 3.1 and 3.2 show the location of Navi Mumbai Airport.

3.1.2 Navi Mumbai:

Navi Mumbai is being developed as a counter magnet to the main city to

achieve the goal of de-congestion of Mumbai. This city, planned for a

population of 20 lakhs and employment of 8 lakhs, is expected to relieve

congestion and reduce deterioration of civic amenities of Mumbai. This is

the largest new town planning and development project undertaken in

Asia.



Fig 3.1

Location of Navi Mumbai Airport



Fig 3.2 Navi Mumbai Airport Zone

3.1.3 Regional Setting

Navi Mumbai is located across Thane Creek i.e. on the eastern side of

Mumbai, on the main land of Mumbai Metropolitan Region (M.M.R). The

city is spread over an area of 344 sq. km in Thane and Raigad districts.

Northern and Eastern sides of the city are bound by the Parsik Hills (part of

the Western Ghats). Thane, the next major town in the region is on the

north side of Navi Mumbai.

3.1.4 Linkages

The city is well connected to Mumbai and other parts of the country

through a well-established road network, consisting of National Highways



and State Highways. NH-4 (Mumbai-Pune-Bangalore) and NH-4B, passing

through the city and connecting other National Highways i.e., NH-17 & NH-

3, provide the regional linkages. Sion-Panvel Expressway provides the

major link between Mumbai and Navi Mumbai. The suburban rail line

between Chhatrapati Shivaji Terminus (CST, formerly, Victoria Terminus)

and Panvel cater to the commuter movements along with Thane-Nerul-

Vashi corridor. The Konkan Railway (coastal rail link connecting Mumbai-

Goa-Mangalore) also passes through the city.

The high-tech Jawaharlal Nehru Port (JNPT) catering to International

Container Cargo traffic at Nhava-Sheva is located on the southern side of

the city. This high-tech.port is emerging as one of India’s leading ports.

The proposal to provide water transport service from South Mumbai to

Navi Mumbai is under active consideration.

3.1.5 Transport Systems and Network

Navi Mumbai is presently connected to Mumbai and other parts of the

country by multi-modal integrated transport system such as expressways,

highways, mass rapid transit facilities. The intra-city road network consisting

of expressways of about 200 kms., and major arterial & link roads that are

being planned and developed to meet the travel demand. The rail commuter

system of Navi Mumbai will have six corridors of 157-km length and with 30

railway stations. Thane-Vashi-Uran, Ring Railway, Mansarovar-Taloja,

Kalwa-Turbhe-Nerul, and Panvel-Uran and existing CST-Belapur-Panvel

are the six rail corridors being planned and developed in phased manner.

The city transport network and linkages plan is shown in Fig.3.3.



Fig 3.3 NMIA – Transportation Network & Linkages



3.1.6 Project Accessibility

The airport site is presently accessible by existing four lane road called

National Highway-4B from the east side, State Highway-54 which runs on

the southern boundary of airport as well as four lane concrete road called

Aamra marg from the west side. The airport will be made accessible by

constructing interchanges on the NH4B as well as on Aamra marg for

smooth and speedy entry and exit from the airport. The existing Mankurd-

Belapur-Panvel Commuter Railway line passes on the northeast of airport

area and the nearest station is Khandeshwar located at a distance of less

than 1 km. The airport zone is also proposed to be connected to Belapur,

Khandeshwar, Mansarowar located on the above commuter railway line.

The other commuter line called Nerul-Uran railway line is under

construction and the nearest station to approach the airport is Targhar

located at a distance of 1.5 km. from the airport boundary. Panvel Rly.

Station on Central/Kokan Rly. Is located at a distance of 1.5 km. from the

airport site which will provide the rail accessibility at the Regional, State

and National level.

3.1.7 Project Area

A total area of about 2054 Ha. is earmarked for the development of Navi

Mumbai International Airport consisting of airport zone and the area

required for off site infrastructure such as; diversion and training of rivers,

construction of approach roads, railways, interchanges and laying of utility

lines. The airport zone is about 1615 Ha. consisting of on-airport area of

about 1200 Ha. for aeronautical and off-airport area of about 415 Ha for

non-aeronautical activities related to the airport, accommodating the

physical, social, institutional, residential and commercial supporting

infrastructure. The balance area of about 439 Ha. is required for diversion

and training of rivers, construction of approach roads & railway,

interchanges and utility services.



3.2 Project Activities

The project activities envisaged in the airport zone and its surrounding for the

Navi Mumbai International Airport which will be taken for implementation are

described below:

i) Development of Airport in four phases

ii) Training of Gadhi river

iii) Diversion of Ulve river

iv) Shifting of EHT Lines

v) Development of off-airport site (non-aeronautical area)

vi) Approach roads, railways, interchanges, water transport service to airport zone in the vicinity and far

vii) Re-settlement and Rehabilitation

viii) Development of various Utilities in the airport zone

3.3 Project structure

In accordance with the “ In principle” approval obtained from the Union Govt., the

project is proposed to be executed on the basis of public-private-partnership

(PPP). Accordingly, a Special Purpose Company (SPC) will be incorporated as

private company, under the Companies Act, 1956 in which 26% equity will be

held by CIDCO/AAI and the rest with the strategic partner to be selected through

the public bidding process. The SPC will raise the required resources, design,

build, market, manage and operate, maintain the airport during the concession

period. The project will be transferred back to the Govt. on expiry of the

concession period.



3.4 Aviation Demand Forecast

3.4.1 Air Traffic Forecast

A comprehensive exercise to forecast the air traffic demand was carried

out after reviewing the various past studies carried out nationally and

internationally. A two step approach for forecasting the air traffic demand

is adopted owing to multi-airport environment, i.e. to estimate the over all

aggregate demand for the Mumbai Region as a whole and thereafter

allocate the future air traffic among the two airports i.e. Mumbai and Navi

Mumbai.

3.4.2 MMR Air Traffic Forecast

An econometric model based on the regression analysis technique is

developed in independent variable of population, National GDP, State

GDP for forecasting the domestic passenger and State NDP, National

GDP and Population for international passengers. Based on the air travel

demand forecasted using the above model is further adjusted to take care

of world wide financial crisis, fuel price and terrorist attack in Mumbai.

Table 3.1 below present the summary of Air Travel Forecast for the

Mumbai Metropolitan Region for the period of 2014-2032.



Table 3.1

MMR Air Traffic Forecast

Year Terminal Passengers (‘000) Total Passengers (‘000) Intern. Domestic Total Transit Total

2007-08 2014-15 2017-18 2022-23 2027-28 2031-32

7,645 12,150 15,078 20,489 26,179 31,594

17,881 32,849 40,768 55,396 70,780 85,421

25,526 44,999 55,846 75,885 96,959

117,015

338 586 773

1,153 1,604 2,062

25,865 45,585 56,619 77,038 98,563

119,077 Average Annual Growth Rate: 2007-2017 2018-2031 2007-2031

7.0% 5.4% 5.3%

8.6% 4.0% 5.9%

8.1% 4.0% 5.7%

8.6% 5.4% 6.7%

8.1% 4.0% 5.7%

Source: LBG Consultant.

3.4.3 MMR Air Cargo Demand

The methodology used to prepare the forecast for air cargo is similar to

that used to passengers. A statistical regression was carried out for each

primary traffic segment to identify correlations between historical cargo

trends and combinations of the socio-economic variables for the last 15

years. The independent variable of State NDP and National Export are

used for arriving at the international cargo and State NDP for domestic

cargo. Table 3.2 below present the summary of Air Cargo Demand for

the Mumbai Metropolitan Region for the period of 2014-2032.



Table 3.2

MMR Air Cargo Traffic Forecast (Tonnes per Annum)

Year AIR CARGO TRAFFIC Total

International Domestic 2014-15 636,595 276,483 913,078 2017-18 809,180 335,543 1,144,723 2022-23 1,180,644 458,218 1,638,863 2027-28 1,714,946 619,357 2,334,303 2031-32 2,338,063 783,946 3,122,009


3.4.4 Navi Mumbai Air Traffic Forecast The Mumbai Airport with proposed expansion plan and modernisation

plan could be able to handle 40 MPPA due to inherent constraints as also

due to non availability of land for future expansion. Keeping the above in

view and the geographical location of both the airports, the allocation of

traffic to Navi Mumbai airport was made and the same is indicated in

Table 3.3 below:

Table 3.3

NMIA Air Traffic Forecast (In ‘ 000 Passengers)

Fiscal Year Terminal Passengers Total Passengers Intern. Domestic Total Transit Total

2014-15 2017-18 2022-23 2027-28 2031-32

2,833 5,547

10,588 15,894 16,381

7,659 14,996 28,626 42,973 44,290

10,492 20,543 39,214 58,867 60,671

137 284 596 974

1,069

10,629 20,827 39,810 59,841 61,740

Source: LB G Consultant



3.4.5 Navi Mumbai Air Cargo Forecast Considering the expansion plan of Mumbai airport, as well as the

geographical location of airport, its catchment area and the economic

activities, the allocation of cargo traffic for Navi Mumbai Air Cargo

Forecast are shown in Table 3.4 :

Table 3.4

NMIA Air Cargo Traffic

(Tonnes per Annum)

Year AIR CARGO TRAFFIC Total International Domestic

Forecast 2014-15 189,815 74,139 263,954 2017-18 350,510 136,393 486,903 2022-23 687,159 255,014 942,173 2027-28 1,152,505 399,441 1,551,945 2031-32 1,152,505 399,441 1,551,945 Source: LBG Consultant

Based on the above forecast for passenger and cargo, the phasing of

development of airport in terms of design year, design passenger and

cargo has been worked out for detailing the master plan of Navi Mumbai

International Airport. Table 3.5 below gives the details of above :

Table 3.5

Airport Development Phasing




3.4.6 Air Traffic Summary

Based on the traffic forecast described above, the air traffic summary

indicating the aircraft operation for passenger and cargo, domestic and

international terminal commercial passenger, peak aircraft movement,

hourly departure and arrival of domestic and international aircraft, peak

passenger demand for domestic and international have been worked out

for detailing the various components of airport. Table 3.6 shows the

summary of traffic forecast in various phases spread-over in the entire

development period.

Table 3.6

NMIA Air Traffic Forecast Summary

Opening

Short-Term

Medium-Term

Long-Term International Commercial Aircraft Operations

20,102

45,245

83,216

102,426 Domestic Commercial Aircraft Operations

67,136

150,534

275,296

337,574 Total Commercial Aircraft Operations

87,238

195,779

358,512

440,000 Cargo Aircraft Operations 6,105 11,527 22,023 29,124 Other Type of Aircraft Operations

2,747

5,357

8,532

9,879 Total Aircraft Operations 96,089 212,663 389,067 479,004 International Terminal Commercial Passengers

2,833

6,558

12,580

16,012 Domestic Terminal Commercial Passengers

7,659

17,730

34,012

43,291 Total Terminal Commercial Passengers

10,492

24,288

46,592

59,303 Transit Commercial Passengers

137

343

733

997 Total Passengers 10,629 24,630 47,325 60,300 International Aircraft Peak Hour

7

15

26

31 Domestic Aircraft Peak Hour

16

32

54

66 Total Aircraft Peak Hour 19 38 65 78 International Departure 5 11 18 22



Opening

Short-Term

Medium-Term

Long-Term Aircraft Peak Hour Domestic Departure Aircraft Peak Hour

10

21

36

43 Total Departure Aircraft Peak Hour

14

29

50

60 International Arrival Aircraft Peak Hour

5

11

18

22 Domestic Arrival Aircraft Peak Hour

10

21

36

43 Total Arrival Aircraft Peak Hour

14

28

48

58 International Passenger Peak Hour

1,950

4,049

7,248

9,053 Domestic Passenger Peak Hour

1,931

4,011

7,180

8,968 Total Passenger Peak Hour

2,869

5,958

10,667

13,323 International Departure Passenger Peak Hour

1,227

2,549

4,563

5,699 Domestic Departure Passenger Peak Hour

1,431

2,972

5,320

6,644 Total Departure Passenger Peak Hour

2,244

4,660

8,342

10,420 International Arrival Passenger Peak Hour

991

2,057

3,684

4,601 Domestic Arrival Passenger Peak Hour

1,330

2,761

4,943

6,174 Total Arrival Passenger Peak Hour

1,979

4,110

7,358

9,190 International Loaded Cargo (tonnes)

87,833

168,918

301,084

379,916 International Unloaded Cargo (tonnes)

100,923

241,417

546,026

769,925 Total International Cargo (tonnes)

188,757

410,336

847,111

1,149,841 Domestic Cargo (tonnes) 70,810 153,246 299,490 390,246 Total Cargo (tonnes) 259,667 563,582 1,146,601 1,540,087


Figure 3.4 presents the long-term development plan of the Navi Mumbai International Airport.



Fig 3.4 NMIA Airport Layout Plan – Long-Term Phase



3.5 Airport Facilities

The airport will be developed as a greenfield airport; therefore, all major

components of the airport facility shall be developed in a phased manner

commensurate with the air travel demand. It will be a state-of-the-art airport,

with modern facilities for both domestic and international passengers and cargo

capacity to accommodate the projected demand throughout the planned period.

The Navi Mumbai Airport is a very significant and integral part of the national and

regional infrastructure. The immediate and long-term planning horizons of the

new air terminal development, in conjunction with the airfield facilities, are to be

planned to serve the growth as forecasted and to meet the region’s needs for an

airport complex. The overall plan shall demonstrate a commitment to the

development of a new Greenfield Airport that will be maintained, sequentially

developed, managed, and operated to internationally recognized standards.

Therefore, the planning process will have to be based on the design and

development of high quality facilities that will provide the users with a high level

of service, positive working environment, a safe environment, advanced

technologies (check-in and passport control procedures, etc.), long life cycles,

and excellent performance.

The overall airport complex shall introduce travel facilities, which will provide a

new and refreshed gateway to the region and specifically to Mumbai and its

surrounding region. Not simply a way of moving people and goods quickly and

efficiently, the new Airport Plan shall be a symbol of national and regional

manifest, which demonstrates the nation's status, its economic health, and sense

of welcome in the quest for excellence and competitiveness in air transportation.



The airport is ultimately designed with a level of service adequate to satisfy a 60

million passengers’ demand by provision of two runways and a terminal building

with one processing unit with two associated parallel concourses.

The facilities planned include passenger and cargo terminal buildings, runway

system, aprons, taxiways, airfield lighting system, air traffic control tower with

ATS Complex, gate/aircraft parking position, contact gate position, NAVAIDs,

utilities and infrastructure including roads, car parking, power supply system,

water supply system, storm water drainage system, underground sewerage

system , sewage treatment plant, etc.

3.5.1 Runways

In the ultimate horizon, the airfield will consist of two parallel runways with

083º east northeast – 263º west southwest orientations at both the South

and the North of the site and designated as 08R/26L and 08L/26R,

respectively, with a take-off available distance of 3,700 metres and 60

metres of runway width to accommodate the Super-Jumbo A380 aircraft.

The runway will inc lude shoulders 7.5 metres wide at each side of the

runways. Beyond the runway ends, blast pads of 60 x 60 metres at both

ends of the runway will be provided with the objective of protecting from

blast erosion. The terrain around the runway will be set up and graded as

required by ICAO standards to provide the adequate runway strip with a

longitudinal slope not exceeding 1.3% and downward transverse slope not

exceeding 2.5%. At both ends of the runway strip a rectangular area of

240 m long x 60 m wide will be prepared for the runway end safety area.

Runway Exits

In order to optimize the runway occupancy time to an efficient level of 50

seconds approximately, both runways will be provided with two rapid exits

for each approach configuration at an angle of 30º located at 1,975 metres

and 2,450 metres from each runway threshold. Two perpendicular runway



exits at each runway end will be provided with a minimum distance

between them of 97.5 metres according to taxiway minimum separation

distances. The runway exits will be protected of any obstacle within a

strip of 57.5 metres and providing a graded area of 30 m with a transverse

slope not exceeding 2.5% upward or 5% downward from the taxiway

centreline at each side of the connectors.

Bypass Holding Bays

With the purpose of allowing controllers vary relatively the takeoff

clearance or delay the departures of some aircraft due to unexpected

circumstances, and pilots to make either technical verifications in the

aircraft before takeoff, engine tests in the turboprop aircraft, or VOR

heading verifications, one bypass holding bay is provided at both

thresholds of runway 08R and runway 08L and two bypass holding bays

at runway 26R threshold and runway 26L threshold. The bypass holding

bays consist of a taxiway designed to provide room for one or two wide-

body aircraft by means of a deviation road parallel to the taxiway

connector to the runway so that the latter can be avoided. The bypass

holding taxilane is separated from the taxiway connector centreline 107.5

metres so that the holding aircraft do not interfere with the electronic

signal of the radio aids. The bypass holding bay area is extended 17.5

metres with paved shoulders and protected of any obstacle within a strip

of 57.5 metres with a graded area of 30 m so that the transverse slope

does not exceed 2.5% upward or 5% downward from the holding taxilane.

3.5.2 Taxiw ay System

Runway 08R/26L exits and Runway 08L/26R exits connect each to a full

parallel taxiway of 3,890 metres long and 25 metres wide plus paved

shoulders of 17.5 metres wide at each side of the taxiway located at 190

metres from the corresponding runway centreline.



The main parallel taxiways, six perpendicular taxiway connectors 25

metres wide plus paved shoulders of 17.5 metres at each side of the

taxiways wide link up to a second parallel partial taxiway of 2,464 metres

located at 97.5 metres from the main taxiways is provided.

A dual parallel taxiway system will be provided at the West and East sides

of the airfield connecting the main parallel taxiways to each runway with

the following characteristics:

Each taxiway is 1,473 metres long and 25 metres wide plus paved

shoulders of 17.5 metres wide at each side of the taxiway.

The taxiway centrelines of both dual taxiway systems are

separated by 97.5 metres, whereas the inner taxiways of the dual

taxiway system are 2,270 metres away from each other’s

centreline.

3.5.3 Navigational Aids

Both runways will be equipped with both elevated and inset lights for at-

all-time operations consisting of a CAT I approach system before each

runway threshold which comprises a row of lights, along the extension of

the runway centreline, to a distance of 900 m.

The runway lighting system is completed with runway centreline inset

lights, as recommended by DGCA CAR for precision approach category I

when the runway is used by aircraft with high landing speeds or the

distance between runway edge lights is greater than 50 metres, and

runway edge elevated lights at both sides of the runway.

Also, runway threshold lights and runway end lights will be installed. Blue

elevated taxiway edge lights will be installed at each runway exit and

taxiways.



The airport shall be equipped with a DVOR/DME intended for the purpose

of en-route navigation including non-precision approach. The Airport

Surveillance Radar (ASR) shall be established for terminal control area

extending to distance of 60 NM from the airport. A PAPI approach slope

indicator system of a 4-element wing bar placed on the left side of each

runway will be installed.

All runway approaches are equipped with Instrument Landing System

antennas category I which consists of a localizer (LOC) antenna located

300 metres from runway end and a glide path (GP/DME) antenna located

120 m from runway centreline and 300 m from runway threshold at the

side of the runway offering the least possibility of signal reflections.

3.5.4 Commercial Apron

The main aircraft parking aprons associated to the northern and southern

piers will consist of an approximated paved area of 555,925 m2 and

571,625 m2, respectively, consisting of contact aircraft position, vehicular

service road, ground handling zone and push back truck area.

To serve passengers with a suitable pier service level of about 95% of

annual passengers it is anticipated that 15 MARS (Multiple Aircraft Ramp

Stand) positions, which are able to accommodate two Code C aircraft

(Boeing 737 or Airbus A320 size) at the same time or servicing one

aircraft of the size of a Boeing 747 or Airbus A340, and 2 narrow-body (or

Code C) aircraft parking contact stands will be required.

MARS composite aircraft parking envelope will be made up of a rectangle

area of 7,650 m2 (90 m x 85 m) consisting of aircraft parking stand for 2

Code C aircraft or 1 Code E/F aircraft, a GSE staging area, tow truck zone

area and a vehicular service road between the aircraft parking stand and

the pier of 20 mt. wide in each direction.



The apron taxiway system will consist of one apron taxilane with aircraft

stand taxilane for Code D aircraft along with a partial aircraft stand

taxilane at the remote apron.

There is also a requirement for 20 remote single stands located at 160.5

m from the contact stand borderline covering an area of 101,852 m2 at the

northern apron and 110,447 m2 at the southern apron, including a parallel

aircraft stand taxilane 33 m long located at 102.5 m from the contact stand

borderline, a ground vehicle service road of 10 m wide running between

the commercial apron and the aircraft positions, Nine (9) single aircraft

stand for Code D aircraft at the northern remote apron and eleven (11) single aircraft stand for Code D aircraft at the southern remote apron,

Aircraft tow truck zone of 10 m long in front of the aircraft, and A ground

handling equipment staging area of 3,975 m2 located at one side of the remote aircraft aprons.

3.5.5 Long-Term Aircraft Parking

Aircraft long term parking area will be provided at the East side of the

airport and south side of the Eastern access road. Aircraft long-term

parking covers an area of 179,140 m2 making a rectangle of 676 m x 265

m with the long side parallel to the airport access road, consisting of

Aircraft stands at both sides, a service road running behind the aircraft at

the inner part of the apron, and apron stand taxilane from the vehicle

service roads at both sides. The aircraft long-term parking area will allow

parking for up to 50 aircraft at the same time. Blue elevated edge lights

will be installed at both the taxiway connecting to the long-term parking

aprons and the entire shoulder of the long-term parking aprons.



3.5.6 General Aviation

The General Aviation area is proposed to be located at the Wast side of

the airport taking advantage of the Western airport access road without

interfering the heavy development proposed at the West side of the airport

and 488 m from the commercial apron. The GA apron will have an area of

33,100 m2.

3.5.7 Cargo Apron

Two cargo aprons, located at the west side of the commercial apron and

at both sides of the airport Western access road, will be connected each

one from the Northern or Southern commercial aprons by a taxiway of 25

m wide plus shoulders of 17.5 m wide.

The Southern cargo apron is designed to accommodate up to 7 wide-body

freighters at the same time with a total area of 100,400 m2 and the Northern cargo apron provides a capacity for 8 wide-body freighters with a

total area of 110,056 m2, consisting of unit loading area, cargo road for

ground ramp vehicles, staging area for storage of ground handling

equipment, aircraft nose loading area, Aircraft stand and apron taxilane.

3.5.8 Passenger Terminal Building

The main passenger processing facility is a five level facility with an

additional three level office complex located at its centre. This facility

processes both international and domestic passengers. The terminal has

access from both the north and south sides and has three curbs on each

side, one on grade and two elevated. The first level curb is dedicated to

the commercial vehicles, the second level curb is for arrivals and the third

level curb is for departures. The Fig 3.5 below shows the terminal area

plan. The terminal footprint (shown in yellow) has an area of

approximately 266,000 square metres.



A number of terminal concepts were studied and this, the “H” concept,

was selected. This concept consists of a central processing terminal with

two concourses on either side, running parallel to the runways. One

important reason for the selection of the “H” concept is that it

accommodates terminal access both from the east and the west of the

airport property. Another important reason for the selection is that this

concept works well for a single runway (Phase 1) as well as for double

runways (later Phases).

Fig 3.5

Terminal Area Plan

The passenger terminal building and supporting facilities have been

designed to support up to 60 million passengers per annum during the

ultimate phase. The following Table 3.7 shows the passenger counts,

peak hour passenger and the terminal area to be developed in each

phase.



Table 3.7 Number Passengers per Development Phase

Year / Phase

Opening

Short-Term

Medium- Term

Long-Term

Total Annual Passengers 10,628,833 24,630,358 47,325,286 60,300,000 Peak Hour Passengers 2,869 5,958 10,667 13,323

Terminal Area sq.mt 86068 1,78,748 3,19,995 3,99,677 Source: LBG Consultant

3.5.9 Air Cargo Building

The air cargo complex is located on the west side of the site. To satisfy

the projected demand, the air cargo building will grow in each

development phase from an area of 32,994 m2 on the opening phase to

103,463 m2 in the long-term development phase. In addition of the air

cargo building, the air cargo complex will consist of an apron and taxiway

as detailed earlier and vehicular parking space for cars and tucks. 3.6 Roadway System

3.6.1 Primary Access Road

The primary airport access roads will provide access to the airport from

the neighbouring community road system. There will be two main primary

access roads to the airport, from western and eastern fronts having

configuration of dual carriage way of 5 lane each with pedestrian walkway,

service corridor and a service road on either side to serve the ancillary

facility such as; cargo, hangers, jet fuel farm, electrical, mechanical,

telecommunication facilities, etc. A corridor of 12 mt. has been reserved

from western side for accommodating the metro rail line.



3.6.2 Terminal Area Access Road

The terminal area access roads will serve airport passengers, visitors, and

employees and connect primary airport access roads with terminal

buildings and parking facilities. In Phase 4, six lanes of terminal area

access roads will be required.

3.6.3 Terminal Frontage Road

These roads distribute vehicles directly to the terminal buildings. Since

considerable merging from through lanes to and from the curb front occurs

on these roadways, at least three lanes should be provided adjacent to

the curb.

The inside lane, sized at 8 feet (2.4 m), provides terminal curb frontage

and the 12 foot (3.6 m) outside lanes serves through traffic and

manoeuvring to the terminal curb frontage.

Additional 12 foot (3.6 m) 4 lanes for through traffic should be provided at

a rate of 600 vehicles per lane per hour. Separate cub frontage, for

departures and arrivals, are provided for each one of their respective

level. The proposed system will have 6 lanes on each curb front until the

build out year.

3.6.4 Service Roads

Service roads will be divided into two user categories: general and

restricted. General-use service roads are used for the delivery of goods,

services, air cargo, flight kitchen supplies, and the like. There are two

service roads on either side of the primary access roads providing access

to the ancillary facilities. One lane undivided road having road widths of

3.5 m will be provided until the ultimate phase.



3.7 Vehicular and Cargo Parking

3.7.1 Vehicular Parking

Employees and passengers will park in parking decks in front of the

respective terminal located within a reasonable walking distance. A

parking deck will be six-storied high and will accommodate 7 levels of

parking including the roof. The top of the deck will be lower than the roof

of the airport, and seamlessly integrate with the airport terminal, offering

an aesthetically pleasing look. A deck is expected to be built in its entirety

during at each corresponding stage for cost beneficial and construction

simplicity reasons. In Phase 4, there will be 4 parking decks having a total

area of 230,175 m2.

3.7.2 Cargo Parking

Trucks carrying cargo goods will park in the parking dedicated for trucks

by the cargo terminal building. A total area of 3,600 m2 with 60 cargo truck

parking spaces will be provided in Phase 4. The parking lot will be

accessed using a service road running parallel to the primary access road. 3.8 Technical Building and Control Tower

Based on the international standards recommendations an area of 1.6 ha is

reserved adjacent to the East side of the passenger processor terminal for

accommodating the technical building of aeronautical services, car parking and

the control tower. The control tower will have a total height to the ATC cabin of 50

metres. 3.9 Fuel Farm

The aviation fuel farm will be located near the Eastern border of the airport property and at the North side of the Eastern airport access road. The fuel farm

will cover an area of 81,200 m2, including Jet A1 fuel tanks, AVGas cisterns,

maintenance, storage of water for fire fighting, fuel pumps, administrative offices,



and car parking lots. The Storage supply facility of airport will involve following

considerations

Four ATF Storage tanks of 4000KL Capacity at Fuel Farm

Underground Pipeline from JNPT to Airport of 250mm Diameter/Oil bouzers.

Provision of ATF Supply to aircrafts by oil hydrant lines and oil bouzers 3.10 Air Rescue and Fire Fighting

Two ARFF stations are required to serve the dual runway system. The level of

protection provided at the airport will be in compliance with airport category 9, at

least, if the A380 does not exceed the criterion of 700 annual movements in the

busiest consecutive three months.

Minimum usable amounts of extinguishing agents will correspond to 36,400 litres

of water, foam solution of 16,600 litres per minute, and 450 kg of dry chemical

powders. Rescue equipment will be adequate to meet DGCA CAR requirements.

The minimum number of ARFF vehicles at each station will be 3.

A paved emergency access road of 5 metres wide will be provided from the

locations of the ARFF facilities to both runways. A communication and alerting

system will be provided linking the ARFF station with the control tower and ARFF

vehicles. 3.11 Catering Facility

The catering facility will be located within the airport service area near the long

term aircraft parking apron, inc luding truck parking, kitchens, food preparation

areas, refrigerated storage, storage, break rooms, locker facilities with showers

and restrooms, offices, delivery areas, and automobile parking. The overall size

of the facility area will be 24,218 m2.



3.12 Ground Handling Equipment Maintenance

The GSE maintenance area will include garages, workshops, restrooms, break

areas, mess facilities, storage rooms, paint booths, waste disposal, offices and

employee parking. The facility is located at the East side of the airport between

the East access road and the Northern long-term aircraft parking apron. The

proposed GSE maintenance compound will have an overall size of 24,500 m2,

approximately. 3.13 Aircraft Maintenance Hangar Facilities

The area required for aircraft maintenance, including apron, hangars and car

parking, is expected to be 181,500 m2. The aircraft maintenance facilities are

estimated to provide space for 6 hangars. Blue elevated edge lights will be

installed at both the taxiway connecting to the hangar apron and the entire

shoulder of the hangar apron.

3.14 Airfield Maintenance Area

The airfield maintenance area will be located at the East side of the airport

adjacent to the long-term parking apron and will comprise of diverse maintenance-

related facilities, such as buildings / offices, workshops, parking, garages and

staging areas for runway sweepers (summer service), landscaping equipment

(excavator, mower, etc.), transport equipment such as flatbed trucks, and airfield

electrical services for servicing medium voltage switchgears, airfield lighting

systems and communication network within the airport. The proposed

maintenance compound will have an overall size of 96,500 m2, approximately.



3.15 Landuse of Aeronautical area

An area of about 1200 Ha. out of 1615 Ha. of airport zone is earmarked for

aeronautical development, which will house the various activities described

above. This area would accommodate the parallel independent runway for

simultaneous and independent operation with a provision of full length taxi way on

one side of the runway along with the activities such as; terminal building, cargo

building, support area, surface/garage parking, public/semi-public area, hangers,

etc. A broad land use of aeronautical area is indicated in Fig.3.6 as well as in

the following table:

Table 3.8

Land Use Statement for Aeronautical Area

Sl.No.

Land Use

Area (Ha.)

% age

1.

Airside (runways, parallel taxiways along runways, connecting parallel taxiways to runways)

1116.82

93.07

2.

ATC

0.38

0.03

3.

Hangars

9.86

0.82

4.

Terminal Buildings

27.41

2.28

5.

Airport Access

19.06

1.59

6.

Cargo

23.98

2.00

7.

Parking

6.77

0.56

Total Area

1200

100




Fig 3.6 Landuse plan of Aeronautical area



3.16 Water Requirements

The daily water requirement for the proposed airport zone is estimated @ 30

Lit./Passenger per day, 70 Lit. per employee per day, 45 Lit./Capita/day

commercial land use and 180 Lit./Capita/day for residential and other uses. The

water requirement for A C mark up as 10% and 1 MLD per day has been

considered for landscaping and irrigation. 0.2 million litres per day (tank

availability) has been kept for fire fighting. Based on this, the water requirement

for airport zone consisting of aeronautical and non-aeronautical area is

estimated taking into consideration all requirement of passengers, visitors, staff,

commercial facilities, air and land side facilities, residential, conference facilities,

as well as AC Plant, irrigation for planted area, fire-fighting, etc. The total

requirement of water supply for the airport as worked out is given in Table 3.9

Table 3.9

Phase-wise Water Requirements

Phase Design Year Total Daily Water Demand in MLD (Cumulative)

Phase-I 2016-17 9.00

Phase-II 2020-21 18.00

Phase-III 2026-27 30.00

Phase-IV 2030-31 39.00


The above mentioned Water requirement shall be met from the water supply

system of Navi Mumbai being maintained by City & Industrial Development

Corporation (CIDCO), Navi Mumbai Municipal Corporation (NMMC),



supplemented by Maharashtra Industrial Development Corporation (MIDC) and

Maharashtra Jeevan Pradhikaran (MJP). The water supply for present population

of the City of Navi Mumbai is being served mainly by CIDCO and NMMC having

their own sources of Water Supply as well as partly MJP and MIDC.

CIDCO has developed its own source at Hetawane which is presently supplying

100 MLD water and with the sanctioned capacity of 185 MLD. Similarly, CIDCO is

in the process of developing a water source from the Balganga Dam with a

installed capacity of 350 MLD with the sanctioned capacity of 250 MLD for Navi

Mumbai. NMMC has already developed its own water source known as Morbe

Dam which has installed capacity of 450 MLD and presently supplying 350 MLD to

the city. The following Table 3.10 gives the details of sources of Water,

availability of water, daily water consumption and surplus water:

Table 3.10

Demand & Supply of Water

(in MLD)

Year MIDC MJP Hetawane Morbe Balganga Total Daily Consumpti on

Surplus

2009- 10

30 60 100 350 - 540 390 150

2015- 16

30 60 185 450 100 825 525 300

2020- 21

30 60 185 450 250 970 650 320

2030- 31

30 60 185 450 250 970 840 130

Source: CIDCO



The above table clearly indicates that the demand of water supply for the airport

zone would be fulfilled from surplus water available from its own source as

described in the above table.

The potential for rain water harvesting within the project area is limited in view of

the absence of primary porosity to store the ground water in the underlying rocks,

except the secondly porosity weathering fracture stores ground water to some

extent. The rising trend of ground water table observed during the pre and post

monsoon further reinforces the limitation of rain water harvesting. However,

efforts would be made to make the water harvesting from the rain water being

discharged from the roof of various structures within the airport. 3.17 Power Supply

Electric energy will be supplied via 2 independent feeders from the national grid

to two power stations, one located at the East side of the airport near the catering

site and the second one at the West side between the West access road and the

airfield maintenance area.

Each power station will provide two circuits as follows:

i) A secure circuit with full redundancy for supplying electricity to the

systems that do not tolerate temporary power outage such as airfield

lighting, navigational aid systems, indoor lighting, check-in and baggage

handling systems, server rooms, ventilation and cold stores.

ii) A second circuit without full redundancy that supplies those airport users

that can tolerate occasional outage without strong adverse impact on

terminal operations such as e.g. electric drives, compressors for air

conditioning and water heaters.



The overall size of each power station area is 12,000 m2.

The power supply requirement has been determined based on the consumption

of various elements of airport as well as the land use proposed in the non-

aeronautical area of the airport zone and the same was checked with the ongoing

consumption at Delhi, Mumbai and Hyderabad airports. Accordingly, the power

requirement for the airport zone is given in Table 3.11 below:

Table 3.11

Phase-wise Power Requirement

Phase Design Year Power Demand in MVA (Cumulative)

Phase-I 2016-17 30.00

Phase-II 2020-21 70.00

Phase-III 2026-27 150.00

Phase-IV 2030-31 190.00


The above mentioned power requirement will be met from the Energy Distribution

Company of Govt. of Maharashtra from the nearest sub-station of 400/220/33 KV

sub-station located at Kharghar. A new sub-station for stepping down of power

to 132 KV and 33 KV shall be set-up in non-aeronautical area by the Distribution

Co. from where the power will be supplied to the airport. The following Table

3.12 gives the details of power supply stations, its capacity, load, consumption,

existing and planned for Navi Mumbai township.



Table 3.12

Navi Mumbai Demand and Supply of Energy (In MVA)

Year Installed Capacity of

Sub-Stations (12 Nos.) Consumption Surplus

2009-10 1145 668 447

2015-16 1825 1061 764

2020-21 2325 1585 730

2030-31 3275 2470 805


The demand and supply position planned for the Navi Mumbai township indicates

that the power requirement for the airport zone would be fulfilled from the surplus

available in the planned installed capacity.

Initially, the emergency power station shall consist of 5 X 500 KVA capable of

supplying power to the initial phase and subsequently augmentation of the same

will be carried out in accordance with the requirement of demand. All DG sets will

be synchronized through micro-processor based on PLC system with built-in

protection for electrical system and capable of restoring the power within 15 sec.

of disruption of power for air site consumer and maximum 60 sec. for other non-

critical areas.

At the proposed airport necessary measures will be taken for conservation of

energy in line with “Energy Conservation Building Code –2006” and “National

Building Code 2005”. Some energy conservation measures are described below:

• Selection of Energy Efficient Electrical Appliances & Equipment;



• Use of Energy Efficient Luminaries viz CFL & PL Lamps;

• Heating, Ventilation & Cooling (HVAC) shall be controlled by well

designed building management system (BMS);

• Roof, walls & fenestration products shall comply either the maximum U -

Factor or minimum insulation R- Values for Hot and dry climate;

• Variable Frequency Drives (VFD) will be proposed for the HVAC chillers,

pumps and blowers; etc

3.18 Sewerage Treatment Plant

The spillages, sludge and 100% waste water discharged from the various airport

facilities shall be treated by installation of a sewerage treatment plant in an area

of 2 Ha. located near the diverted channel in the south-east corner of the airport

using SBR technology for installed capacity of 15 MLD. Similar treatment plant

will also be located for the non-aeronautical area of airport zone having 30 MLD

installed capacity in an area of 3 Ha. Thus, the airport zone will have two

sewerage treatment plants for treating the waste generated from the airport as

well as off-airport area.

Treated waste water so discharged from the sewerage plant would be utilized to

the extent possible for gardening, f lushing and washing purpose. It is estimated

that 10% treated water would be made use for the above.

3.19 Solid Waste Generation & Disposal

Solid Waste in the form of bio-degradable waste and non bio-degradable waste

generated from the various activities within the airport and outside in the non-

aeronautical area need to be treated and disposal at least away from the airport

by a distance of 10 kms. The solid waste generated from the airport zone has

been estimated, initially about 10 tones daily and it will go ultimately to 40 tones.



The bio-degradable waste will be treated at the treatment plant by the land fills

method, whereas the non-biodegradable waste in the form of incinerators will be

either installed or made use of existing municipal facility.

A solid waste treatment plant at Chal, Taloja (Map given in Fig 3.7) has been

installed by the Corporation, which is located more than 12 kms. away from the

airport boundary. The total area of about 15 Ha. has been earmarked consisting

of 7 Ha area of land fills having 7 land fills cells with an ultimate capacity of

treating a solid waste of 3,65,000 MT., with a compost capacity of 65 M.T. daily.

The method of treatment adopted for solid waste is of Aerobic composting by

windrow method. Since the solid waste treatment plant is located in north-east

corner of airport at a long distance away from the normal f light path of airport, the

question of bird hazard due to solid waste does not arise.



Fig. 3.7

Map showing Solid Waste Management Site at Chal



3.20 Development of Non-aeronautical Area

An area of about 415 Ha. in airport zone has been earmarked for development of

airport related activities to facilitate the development, operation and functioning of

Navi Mumbai International Airport. The development of this area will be carried

out in close relation with the airport development. This area would mainly

accommodate airport related activities such as hotels, guest houses, transit

lodges, warehousing, bank, offices, housing, shopping, convention & exhibition

centre, leisure and entertainment, waterfront development, parking, garages,

inter-state bus terminal, etc. The broad land use of this area has been envisaged

as given in the following Table 3.13:

Table 3.13

Land Use Statement for Non-aeronautical Area

Sl.No. Type of Land Uses Area (In Ha.) % Area

1. Hotel, Guest House, Transits 41.50 10% 2. Warehousing 41.50 10%

3. Banks, Offices, etc. 41.50 10% 4. Housing 83.00 20%

5. Shopping, Convention Centre, Exhibition Centre 20.75 5% 6. Entertainment 20.75 5%

7. Waterfront and Open spaces 83.00 20%

8. Transport 83.00 20%

The airport and airport related activities are expected to generate the employment

to the tune of above 90000 within the airport zone. The housing needs of this

employment would be partly met in this zone and partly in the various developing

towns of Navi Mumbai such as; Ulwe, Dronagiri, Kharghar, Kamothe, Panvel, etc.

The above area will be well integrated with airport as well as surrounding

townships of Navi Mumbai by means of connectivity i.e. road, rail, etc., as well as

other physical and social infrastructure.



3.21 Project Cost

Based upon the facilities shown on the airport layout plan on-airport site and the

various activities on off-airport site and the phasing of the airport development, the

block cost estimates of the aeronautical activities and non-aeronautical activities

have been worked out based on the current rates. The cost estimate is based

upon the airport zone layout plan developed without the detail site survey, soil

investigation or preliminary engineering analysis of any element. The cost so

worked out does not include the following items:

Import taxes, tariffs and VAT or equivalent. Legal fees, agent fees, finance cost, etc. Finish and finishing for tenants area. Immediate off-site development cost associated with facilities outside airport

boundaries.

The basic cost estimate of Navi Mumbai International Airport is worked out and

same is shown under various head in following Table 3.14 up-dated to 2006-07

with escalation of 5% per annum.

Table 3.14

Basic Cost Estimate of Airport Zone Rs. in Crores

S. No.

Elements

Phase-1

Phase-2

Phase-3

Phase-4

1. Land Development

a) Reclamation cost.

990.00

-

-

b) River training

and diversion.

230.00

-

-

-

c) Retaining wall. 25.00 - - -

d) Off-site infrastructure cost.

300.00

-

-

-



e) E.H.T. electrical. 400.00 - - -

f) EMP and R & R 400.00 - - -

2.

Land Cost

550.00

-

-

-

3.

Air side works.

600.00

475.00

100.00

-

4.

Terminal and Other Buildings.

1200.00

1350.00

1503.00

562.00

5. Land side works & Other works.

57.00

34.00

75.00

74.00

6. Non-aeronautical area 200.00 300.00 200.00 -

SUB-TOTAL : 4952 2159 1878.00 636.00

TOTAL : 9625.00


Thus, the total cost of development of airport zone consisting of airport

aeronautical activities and non-aeronautical activities woks out to Rs.9625 Cr.

consisting of Phase-I cost of Rs.4952 Cr., Phase-II cost Rs.2159 Cr., Phase-III

cost Rs.1878 Cr. and finally Phase-IV cost Rs.636 Cr.

3.22 IMPLEMENTATION PROGRAMME :

Project implementation programme not only helps in financial planning but also

helps us in identifying the various activities which are required to be carried out

for success of the project. The implementation programme is based on demand

and capacity analysis based on which the various facilities are required to be

created on air and landside. Accordingly, the following programme has been

devised to identify the various activities which will lead to the opening of airport

facilities keeping the target date of 2013-14.



The year 2009-10 has been kept for obtaining Environmental Clearance for

Airport project from Ministry of Environment and Forests, (MOEF), Govt of India.

Thereafter, process of Selection of Strategic Partner would commence and

selection of developer would be completed by August 2010. Actual construction

work would start in October 2010 and first phase of work will be completed by

September 2013. Another three months would be required to testing and

commissioning the various equipments and airport would be ready for operation

in December , 2013.

The implementation programme will continue for second phase in the year 2013-

17, third phase in 2017-21 and fourth phase in 2022–26. The Chart below shows

the various activities to be performed during planning, design and construction

phases.

Ye ar 1 Union Ca binet Approval 2 Sta te Govt. Approval 3 Master Plan & DPR Study

4 Invita tion of EOI

5 Issue of Bid Doc ume nts

6 Selec tion of Developer 7 Financial c losure

8 Pro ject execution 9 Trial operation

10 Commis sioning of Airport

2007 2008 2009 2010 2011 2012 2013

3.23 Construction Material

As far as the construction material is concerned indigenous construction material

found in and around the region will be used for the construction purposes. Sand

from the Panvel creek mouth will be used after washing and earth, murrum and

rock obtained by cutting of the hill lying in the western fringe will be used as filling

materials. The other raw materials like cement & steel will be brought from the

nearby sources.



There will be batching/ready mix plant within the airport. Major construction

activities will be land development and concreting for which bulk raw material is

available with the airport area. The following Table 3.15 gives quantities (approx)

of various materials required for the horizontal development:

Table 3.15

Quantities of Basic Materials (Approx.)

Material Approx. Quantity

Stone Aggregates 3.5 million cum.

Cement 1.72 million tones.

Sand 1.70 million cum. Fly ash: 90000 tones

Steel 20000 tones

Asphalt 80000 tones

Murrum 16.15 million cum.

Rockfil 33.85 million cum.


In addition to above, these materials are also required for terminal building, cargo

buildings, and other ancillary buildings. Other materials required for construction

of buildings such as structural steel, aluminium frame works, glazing and other

finishing material are available in Mumbai/Navi Mumbai. 3.24 Construction Environment

During the construction stage of the proposed facilities a large number of local

and migrating, (comprising of both skilled and unskilled) workers approx. average

500/day initially and peaking to the level of 3000/day will be involved. For the

migrating workers temporary hutments with adequate drinking water, proper

sanitation facilities along with provision of fuel (kerosene or fuel) will be provided.

As far as the safety and health of the construction workers is concerned, workers

will be provided with helmets, ear mufflers and other safety gadgets. First aid

arrangement with ambulance facility will be provided along with a Medical



Examination (ME) room to attend the accidental cases and cases with minor

injuries. Proper hygiene and sanitation will be maintained in and around the

worker’s colony to avoid spread of any epidemic. Provision will be made to have

regular health check-up of the workers with proper treatment facilities to prevent

spread of common endemic air and water borne diseases. Adequate clearance

and treatment of domestic waste and sewage will be done as per IS 2470.

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