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NAVI MUMBAI INTERNATIONAL AIRPORT

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Soaring towards economic growthSoaring towards economic growthSoaring towards economic growthSoaring towards economic growthSoaring towards economic growth

NAVIMUMBAI

INTERNATIONALAIRPORT

NAVIMUMBAI

INTERNATIONALAIRPORT


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CIDCO - THE COUNTRY'S PREMIER TOWNPLANNING & DEVELOPMENT AGENCY

When Mumbai's population shot up by 40% in thedecade of 1951-61 and by 43.80% in the followingdecade, it resulted in rapid upheaval in the way of life forthe majority of the population, living in the city.Development projects could not be implemented tocounter the growing needs of the population, industry,trade and commerce. Difficulties such as trafficcongestion and lack of open spaces and play fields were agrowing reality. There was also an acute shortage ofhousing and over concentration of industry in themetropolitan and suburban areas of the city. All this hadbecome detrimental for the staggering metropolis.

To try and remedy the situation, The City and IndustrialDevelopment Corporation of Maharashtra Limited(CIDCO) was incorporated on 17th March, 1970 under theIndian Companies Act, 1956. Alongwith the formation ofCIDCO took place the birth of Navi Mumbai. By February1970, the Government of Maharashtra had notified theacquisition of privately owned land. In March 1971,CIDCO was designated as the New Town Development

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Authority for the Navi Mumbai project covering 95 villagesand admeasuring 344 sq. km. area.

CIDCO started functioning as a fully-owned Governmentof Maharashtra Company. It was entrusted the dauntingyet ambitious task of developing the necessary social andphysical infrastructure to urgently ease the burden onMumbai. It was also entitled to recover all cost ofdevelopment from the sale of land and constructedproperties.

WHY THERE IS A NEED FOR A SECOND AIRPORTCurrent Facilities

Mumbai currently boasts of the Chhatrapati ShivajiInternational Airport, which has been the main stay ofthe city to facilitate air travel. It currently is built toaccommodate up to 25 million passengers per annum. Itis a state-of-the-art facility and a credit to the commercialcapital of the country.

Need of the hour

However, it is in immediate need of expansion toaccommodate the ever growing wants of the population -


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one that is prospering and slowly but surely awakening toair transport as the preferred way to travel. Also, ifMaharashtra is to keep attracting Foreign DirectInvestment, its aviation facilities need considerableenhancement.

CIDCO OFFERS A BREAKTHROUGH

CIDCO's Objective

CIDCO has always been in the forefront of pioneeringdevelopment in the city of Navi Mumbai. The city hasoften been looked upto, to reduce the congestion thatcurrently hampers the smooth functioning in Mumbai. Itaimed to achieve its goals by providing the populationwith another urban alternative, which will allure thecitizens wishing to relocate to a city living with peace andcomfort.

CIDCO aims to provide basic civic amenities to elevatestandards of living for all social and economic strata, andoffer a healthy environment and energizing atmosphere.

Forging SolutionsCIDCO will not limit its capabilities to just the ground. Ithas always strived to fuel the ambition of its expansions

while trying to improve life of society in general. With thisthought as the cornerstone of its development planning,CIDCO has emerged with the solution for a brand new –state–of–the art airport in Navi Mumbai.

The BreakthroughThis avant garde facility was first conceived in the year1997. Since then it has gone through several changes andmodifications in the conceptual stage itself. It is nowfinally planned and is waiting to be executed.

HOW THE PROJECT TOOK SHAPE

The Navi Mumbai International Airport is a giant projectwhich promises to change the course of air travel formillions within the Mumbai region. A project of suchmammoth proportions had to be planned and worked onto the finest detail, so as to ensure that factors like theenvironment and the socio economic effect on thepopulation is considered in the greatest measure.

� Considering the city's increasing need of air transport,CIDCO had proposed a domestic airport as a part ofthe Navi Mumbai development process. A Techno-


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economic Feasibility Study (TEFS) was conductedthrough M/s. Carter & Burgess Inc. (USA) fordevelopment of domestic airport and submitted toGovt. of India through Govt. of Maharashtra. Realizingthe problems at other potential sites in M.M.R. and onbehest of Govt. of Maharashtra, the proposal ofdomestic airport was upgraded to International airportand accordingly a 'Technical Feasibility Report'prepared by CIDCO was submitted to Govt. of Indiathrough Govt. of Maharashtra in 1997.

� The seed of this mammoth project was sown in thesame year. To make the Airport project a reality, aCommittee was constituted by the Ministry of CivilAviation (MoCA), Govt. of India in 1997. TheCommittee thoroughly examined the Navi Mumbai site,along with Rewas-Mandwa and Mhapan in Sindhudurgdistrict. In 2000, the Committee recommended theRewas–Mandwa site as the most suitable site, while itdetermined the Navi Mumbai site suitable for domesticairport but unsuitable for international airport, owing toa single runway.

� CIDCO then revised its original proposal incorporatingthe provision for a parallel runway, and made a

presentation to Hon'ble Chief Minister, Govt. ofMaharashtra on 16th Sept. 2000 in the presence of thesenior officials of the Ministry of Civil Aviation andAirport Authority of India (AAI).

� The proposal of CIDCO was considered technicallyfeasible & financially viable, environmentally lessdisturbing and supported by the local people.Thereafter CIDCO, through Government ofMaharashtra (GoM), submitted the proposal enclosinga pre-feasibility report detailing air travel demand,project facilities, phasing, costing and financial viabilitywith dual runway to the Ministry of Civil Aviation(MoCA), Government of India (GoI).

� The MoCA, GoI, in turn, through AAI, constituted atechnical team to examine the pre-feasibility report.According to the team, the Navi Mumbai site wasoperationally feasible for locating the secondinternational airport for Mumbai. The team suggestedcarrying out of geographical / geotechnical,hydrological, traffic and environmental studies,etc. in 2000.

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� In 2001, CIDCO conducted a techno-economicfeasibility study, inter-alia, to address the issues raisedby the technical team and submitted the report toAAI. All the clarifications sought by the AAI werereconciled and finally narrowed down to only twopoints i.e. the provision of parallel independent runwaywith a spacing of 1,035 m and carrying out theSimulation study to establish the conflict freeoperation of Mumbai and Navi Mumbai Airport.CIDCO carried out the exercise and accommodatedparallel independent runways with 1,035 m spacingbetween the centerline of two runways and terminalbuilding in North.

� The simulation study for assessing the interoperabilityof Mumbai Airport with the proposed Navi MumbaiInternational Airport was carried out in 2006 byTechnical Co-operation Bureau (TCB) of InternationalCivil Aviation Organization (ICAO) through their subcontractor NAV CANADA in two parts, the first being afast time simulation using TAAM and the second parta real-time simulation under the supervision of AAI.The simulation study concluded that with appropriate

procedures in place, simultaneous and independentoperation of both airports is safe and feasible.

� CIDCO achieved a major breakthrough when, with thepositive result of simulation study, it submitted theProject Feasibility and Business Plan in 2007 to MoCAthrough GoM for approval. The Union Cabinet granted"In principal" approval for development of Greenfieldairport at Navi Mumbai on Public-Private Partnership(PPP) basis in August, 2007. The Govt. of Maharashtraalso granted approval for setting-up Greenfield airportat Navi Mumbai and appointed CIDCO as a NodalAgency for implementing the airport Project vide Govt.Resolution No.CID-3307/1549/Pra.K.144/07/UD-10dtd. 30th July, 2008.

� After receiving the green signal, CIDCO immediatelyappointed IIT, Mumbai for Environment ImpactAssessment (EIA) study and CWPRS, Pune forconducting required hydraulic model studies and madeapplication to Ministry of Environment & Forest(MoEF) for approval of Terms of Reference (ToR) forcarrying out EIA Study for environment clearance.

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The above application was referred to National CoastalZone Management Authority (NCZMA), who in turnrecommended the amendment to CRZ Notification of1991 to make Navi Mumbai Airport developmentpermissible in CRZ areas with mitigation measures forenvironment damage in October 2007.

� After constant persuasion by the State Govt. andMoCA for amendment of CRZ Notification, MoEFadvised GoM/CIDCO to obtain Mumbai High Courtapproval in the context of Writ Petition No.3246 of2004 for considering the construction of Navi MumbaiAirport in CRZ area. Hon'ble High Court at Mumbaiallowed the Prayer of CIDCO/GoM for Amendment ofCRZ Notification of 1991. MoEF issued notification ofamending the CRZ Notification of 1991 permittingGreen Field Airport at Navi Mumbai in CRZ areas,subject to environmental safe guards in 2009.

� CIDCO submitted fresh application for approval of ToRfor carrying out EIA for Environment and CRZ clearanceto the MoEF. MoEF conveyed the ToR for carrying outEIA study in August, 2009. Accordingly, IIT, Mumbaicommenced the preparation of EIA work in close co-

ordination with other Consultants such as; CentralWater Power & Research Station (CWPRS), Pune,Mumbai University, Ground Water Surveys andDevelopment Agency (GSDA), GoM, Gujarat EcologyCommission (GEC), Govt of Gujarat, M/s. Hemant Sahai& Associates (Legal Consultant), M/s. DHI, India andM/s. Lewis Environmental Sciences, USA. ExpertAppraisal Committee of MoEF, visited the Navi Mumbaiairport site in December, 2009 and issued theAdditional ToR in Feb., 2010.

� The Draft EIA Study report was submitted toMaharashtra Pollution Control Board (MPCB) forconducting Public Hearing in Mach 2010. MPCBconducted Public Hearing and submitted the PublicHearing report to MoEF in May, 2010. The final EIAReport incorporating the observations in Public HearingReport was prepared by CIDCO and submitted to MoEFfor Environment and CRZ Clearance in June, 2010.

� The Expert Appraisal Committee (EAC) of"Infrastructure works and Other projects of MoEFappraised the project for Environment & CRZclearance" and considered the proposal in its 89th

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Meeting held on 21st July 2010, 90th Meeting held on20th August, 2010, 91st Meeting held on 22ndSeptember, 2010, 92nd Meeting held on 21st October,2010 and 93rd Meeting held on 10th November, 2010.

The Members of the EAC also visited the airport siteon 20th October, 2010. The 89th Meeting started withthe initial appraisal of various approvals from the State& Central Govt., Selection of Site, Project details, CRZarea, etc. and ended with an advice to carry out thestudy for selection of site within 100 km from Mumbaiairport, Social Impact Assessment study and High tideand Low tide survey by authorized agency andpreparation of CRZ Map.

In the 90th Meeting, the Committee appraised theselection of sites report, the base line, data,aeronautical and non-aeronautical area of airport zoneand suggested to shift the non-aeronautical area onsouth of runway, shift the aeronautical area towardssouth to save the Gadhi river, re-examine the airportdrainage plan, effect of noise pollution on the avianhabitat of Karnala and Matheran hills and constructionof runway on airport stilt.

In the 91st Meeting, the Committee appraised thesubmission made and further suggested to re-examinethe aeronautical area by reducing the spacingbetween the runway, staggering of runway,re-designing of the terminal area to save the Gadhiand Ulwe rivers, examination of non-aeronautical areaon south of airport, re-rating of airport sites withadded parameters of environment cost & impact andsecurities, submission of CRZ map to MCZMA andNCZMA, traffic and transportation study with phaseddevelopment and cost of transport infrastructureanalysis of air quality monitoring data and landdetails.

In the 92nd Meeting, the Committee appraised the re-rating of airport sites, non-aeronautical area of 276Ha., recourse of Ulwe river, Mangrove analysis, trafficand transportation study, etc., and suggested tosubmit mainly the revised water quality and ecologyreport, retaining the north of airport area formangrove aforestation, details of recourse of Ulweriver, etc.

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In the 93rd Meeting, the various suggestions madein the last meeting were submitted and appraised bythe EAC.

� The original proposal of Navi Mumbai InternationalAirport envisaged spread over an area of 1,615 Ha.consisting of 1,200 Ha. for aeronautical activities and415 Ha. for non-aeronautical activities with training ofGadhi river and diversion of Ulwe river has undergoneseveral modification in accordance with the brief ofEAC given in the above EAC meetings.

� The final outcome of such brief is broadly to shift thenon-aeronautical activities earlier planned in WaghivaliIsland to South of airport and to reduce the runwayspacing to 1.55 km. from 1.85 km. as originallyproposed so as to save the training of Gadhi river. Thevarious compliance sought by the EAC in the abovemeetings were given by CIDCO and a revised MasterPlan of airport with 1.55 km. Runway spacing with offsite infrastructure is submitted to MoEF for processingthe proposal from their end for finally grantingEnvironment and CRZ clearance and the same isawaited.

MILESTONES IN THE PROCESS

Given below is a brief chronology of the Airport from thetime of its conception:

� Nov. 1997: The year that marked the beginning.Ministry of Civil Aviation (MoCA), Govt. of India (GoI)constituted a Committee to examine the various sitesfor second airport including Navi Mumbai.

� June 2000: The GOI Committee, which had a Memberfrom the Ministry of Environment & Forest (MoEF),recommended Rewas - Mandawa suitable since NaviMumbai Airport was proposed with one runway.

� Sept. 2000: CIDCO / Govt. of Maharashtra (GOM)revised the proposal to provide for two runways andsubmitted a feasibility report.

� Nov. 2000: A sub-Committee constituted by AAI,examined the Navi Mumbai site and found ittechnically and operationally feasible, and suggestedto carry out a detailed Techno Economic FeasibilityStudy (TEFS).

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� Sept. 2001: It was the year when CIDCO / GOMsubmitted TEFS comprising various technical studies.Various technical queries and clarifications raised byAAI have been successfully completed by CIDCO. AAIsuggested to carryout a Simulation Study to examinethe inter-operability of two airports in singe airspace.

� Aug. 2006: International Civil Aviation Organization(ICAO) conducted Simulation Study sponsored jointlyby CIDCO / GOM & AAI. The Study confirmed thatsimultaneous operation of two airports is possible withappropriate procedures in place.

� Feb. 2007: This year saw CIDCO / GOM submittingProject Feasibility and Business Plan Report toMOCA / GOI.

� July 2007: MOCA obtained in principal approval fromthe Union Cabinet for the 2nd Airport in Navi Mumbaiand conveyed to GOM.

� Sept. 2007: CIDCO appointed IIT, Mumbai, forEnvironment Impact Assessment (EIA) study andCW & PRS, Pune for conducting required hydraulicmodel studies.

� Aug. 2007: CIDCO made application to MoEF forapproval of Terms of Reference (TOR) for carrying out EIA.

� Nov. 2007: National Coastal Zone ManagementAuthority (NCZMA) recommended amendment to CRZNotification of 1991 to make Navi Mumbai Airportdevelopment permissible in CRZ areas with mitigationmeasures for environment damage.

� Feb. 2008: Maharashtra Coastal Zone ManagementAuthority (MCZMA) recommended the proposal withcompensatory forestation.

� March 2008: CIDCO appoints M/s. Louis Berger Group(LBG) consortium, USA as prime consultants for theproposed airport.

� July 2008: GOM granted approval and appointedCIDCO as the nodal agency for implementation.

� Feb. 2009: MOEF directed to obtain Hon. Mumbai HighCourt approval for amendment of CRZ regulations.

� April 2009: Hon'ble High Court at Mumbai allowed thePrayer of CIDCO / GOM for Amendment of CRZNotification of 1991.

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� May 2009: MoEF issues notification of amending theCRZ Notification of 1991 permitting Green FieldAirport at Navi Mumbai in CRZ areas, subject toenvironmental safeguards.

� June 2009: CIDCO submitted fresh application forapproval of TOR for carrying out EIA to the MoEF & toMCZMA for approval of CRZ clearance.

� July 2009: MCZMA considered the proposal for CRZapproval and recommended to MoEF.

� Aug. 2009: MoEF conveyed the TOR for carrying outEIA study and IIT, Mumbai, commenced thepreparation of EIA work in consultation with CentralWater Power & Research Station (CWPRS), Pune andMumbai University, Ground Water Survey Dept.Agency (GSDA), GOM, Gujarat Ecology Commission(GEC), Govt of Gujarat, M/s. Hemant Sahai &Associates (Legal Consultant), M/s. DHI, India and M/s.Lewis Environmental Sciences, USA.

� Dec. 2009: Expert Appraisal Committee (MoEF), visitedthe Navi Mumbai Airport site.

� Feb. 2010: MOEF gave additional TOR for EIA study.

� Mar. 2010: CIDCO submitted draft EIA report toMaharashtra Pollution Control Board (MPCB), forconducting Public Hearing.

� May 2010: MPCB conducted Public Hearing andsubmitted the Public Hearing report to MoEF.

� June 2010: CIDCO submitted final EIA Reportincorporating observations of Public Hearing to MoEF.

� July 2010: MCZMA in its 63rd meeting approved minormodifications to CZMP and recommended to MoEF.

� July 2010: EAC considered the proposal in its 89th,90th, 91st, 92nd, and 93rd Meetings, spread over 5months, starting from 21st July 2010 for grantingEnvironmental and CRZ clearance.

� Nov. 2010: EAC and CRZ clearance granted.

THE NAVI MUMBAI INTERNATIONAL AIRPORTState-of-the-ArtThe Navi Mumbai International Airport will be a state-of-the-art airport, with modular facilities for both domesticand international passengers and cargo with capacity toaccommodate the projected demand throughout theplanned period.

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Facilities Par Excellence

The facilities planned include passenger and cargoterminal buildings, runway system, aprons, taxiways,airfield lighting system, air traffic control tower, NAVAIDs,general aviation, cargo complex, maintenance hangars,long-term aircraft parking, catering, GSE, utilities andinfrastructure including roads, car parking, power supplysystem, storm water drainage system, sewage treatmentplant, etc.

Step by Step Development

The overall plan will be sequentially developed, managed,and operated to internationally recognized standards. Thedesign and development of high quality facilities willprovide the users with a high level of service, positiveworking environment, a safe environment, advancedtechnologies (online check-in and passport controlprocedures, etc.), long life cycles, and excellentperformance.

World's Envy, Navi Mumbai's Pride

Not simply a way of moving people and goods quickly andefficiently, the new airport shall be a symbol of nationaland regional manifest, which demonstrates the nation'sstatus and its economic growth. A sense of welcome in thequest for excellence and competitiveness in airtransportation will truly be firmly established.

THE LOCATIONThe proposed Airport is situated on National Highway No.4B near Panvel in the geographical centre of NaviMumbai, having longitude of 73O.4'.18" and latitude of18O.59'.33", and at a distance of approx. 35 km from theexisting airport in Mumbai.

The 4-lane National Highway 4B abutting the easternboundary of the proposed Airport is the main access to theAirport from the east, whereas the 4-lane concrete roadcalled Aamra Marg touches the western boundary of theAirport. Not just by road but the Airport is also accessiblethrough the existing Mankhurd-Belapur-Panvel commuterrail corridor from Khandeshwar Railway Station.

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THE EXPANSEAs per the revised plan, the area of the proposed Airportzone is about 1,405 Ha. It consists of an On-Airport areafor aeronautical use (1,160 Ha) and an Off-Airport areafor Mangrove Park (245 Ha) as a compensatory major forloss of mangrove as well as regeneration of mangrove inan area of 310 Ha. at Kamothe and 60 Ha. at MohaCreek. The non-aeronautical activities related to theAirport have been now planned at the south over an areaof 276 Ha, spread over in three pockets and offsiteinfrastructure such as interchanges access roads etc. in279 Ha.

The total area earmarked for Airport development is2020 Ha, which includes an airport zone, area required forre-coursing of Ulwe river, and area required for non-aeronautical activities, Mangrove Park and off-site physicalinfrastructure. Out of this, 1333 Ha (66%) land is inpossession of CIDCO, about 263 Ha (13%) of Govt.land is being transferred and about 424 Ha (21%) isprivate land.

HIGHLIGHTS THAT COMPLIMENT ITSMAGNITUDE

� The scale on which the Navi Mumbai InternationalAirport has been planned is humongous. No stone hasbeen left unturned to demonstrate the sheer grandeurand technical competence of all the concerned partiesin the project. These below highlights will onlydemonstrate the sheer magnitude of the task at hand:

� It is a complete 'Greenfield' airport with a capacity tocater to 60 million passengers per annum. This makesit the largest of its kind in the country.

� Its modernistic design allows it to complement theever growing needs of aeronautical technology andaccommodate the new large aircraft A-380, which iscompatible to ICAO Standard for aerodrome 4-F.

� It boasts of 2 parallel runways (3,700 m x 60 m, and arunway safety area of 150 m x 60 m, and approachlighting of 900 m) with a spacing of 1.55 km forindependent traffic movement of aircrafts. This byitself is unique for the city of Mumbai.

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� The terminal design is both distinct and aestheticwhile also being functional not just for the authoritiesbut also for the passengers. The terminal will be builtin the middle of both the runways and will have fulland complete access from either side - a uniquefeature.

� The passenger and his travel time conveniences havebeen placed very high while designing and planningthe airport. It boasts of an 80% contact gate to theaircraft for the passenger, which is considered to bethe highest in the world today. To facilitate this further,it even accommodates for full length parallel taxi ways(3,890 m x 25 m, on each runway), which run parallelto the runways.

� The airport is not just a boon for the passenger but willalso facilitate cargo operations with state-of-the-artfacilities to load and unload up to several tons of cargoin and from the facility.

� The airport will be made accessible to the citizens ofMumbai and Navi Mumbai through all major forms oftransport including the road networks, the metro, thesuburban railways and even via a hovercraft service.

� The planning should in fact be complemented as morethan 276 Ha has been dedicated for non-aeronauticalactivities.

� The environment has been completely taken care ofwith several Ha of Mangroves and even a water bodyto add to the scenic beauty of the surroundings.

THE TERMINAL - AN EPICENTREThe EpicentreEvery major operation needs a nerve centre to drive it ona daily basis and the Mid Terminal designed to fitbetween the two parallel runways is a clear example ofthe same.� The terminal is a one-of-its-kind unique structure,

which is accessible to the general public from bothsides, hence facilitating ease and convenience for boththe passenger and the loved one.

� The passenger terminal building and supportingfacilities have been designed to support up to 60million passengers per annum during the ultimatephase of development.

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� The main passenger processing facility is a five-levelfacility, including two mezzanines, a facility with anadditional three-level office complex located at itscentre. This facility processes both international anddomestic passengers. The terminal has access fromboth the north and south sides and has three curbs oneach side, one on grade and two elevated.

� The first level curb is dedicated to the commercialvehicles, the second level curb is for arrivals and thethird level curb is for departures.

The main characteristics of the passenger terminalbuilding are:

� H-Shape Concept (central processing unit and twoconcourses)

� Total Area (including all levels): 3.5 lacs sq. m� Main Terminal Building (including all levels):

84000 sq. m� North Concourse (including all levels): 1.32 lacs sq. m� South Concourse (including all levels): 1.32 lacs sq. m� Number of Contact Aircraft Positions: 77

� Number of Remote Aircraft Positions: 24� 150 plus counters for the ease and convenience of the

passengers

Main Processing Unit

The main passenger terminal building processing unitdescribed by level is shown below:

Level 1� Baggage sorting area� Commercial Ground transportation curb access lobby� Commercial Ground transportation curb� Train Station

Level 2 (mezzanine)� In-line explosive detection screening areas� Bridge connections to parking areas and train station� Offices and mechanical rooms

Level 3 (Arrival Level)� International baggage claim and government

inspections� Domestic baggage claim� Ground transportation / commercial lobby� International meeters / greeters area� Domestic meeters / greeters area� Public arrivals curbs

Level 4 (mezzanine)� Departure passenger access to concourses� Arrival passenger access from concourses to claim

areas� Bridge connections to parking areas

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Level 5 (Departure Level)� Passenger check-in Lobby� Well wishers area

Level 6 (centre of building)� Concessions area� Access to office building

Levels 7 & 8 (centre of building)� Offices

CONCOURSES

There are two concourses, the north concourse and thesouth concourse. During Phase 1 and 2, the northconcourse will be divided in two, processing bothinternational and domestic passengers. In later phases,the south concourse will serve as the internationalconcourse and the north as the domestic concourse.Following is a description by level of both the north andsouth concourses:

Level 1� Remote gate lounges & bus pick-up� Remote gate bus drop-off and sterile corridor access� Ramp / Airline support� Mechanical areas

Level 2� Sterile arrivals corridor� Contact gate departure lounges� Transit/Transfer airline counters� Transit/Transfer security and concourse access� Business Class lounges

� Immigration counters (south concourse)� Contact gate fixed connection bridges

Level 3

� Concessions� Security screening� Exit passport control (south concourse)� Departures access corridor

CARGO

Provisioning for CargoThe Airport has been designed to accommodate thevarious requirements that bulk cargo loading and un-loading would require.

� Building Area (Ultimate Condition): 1,00,000 sq. m(International and Domestic)

� International Cargo Building (Phase 1): 27,000 sq. m� Domestic Cargo Building (Phase 1): 33,000 sq. m� Cargo Apron: 15 wide-body aircraft stands

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AIRPORT ACCESS ROADThe primary airport access roads will provide access to theairport from the neighbouring community road system.There will be two main primary access roads to NMIA,from western and eastern fronts of the airport. Thewestern primary access road will have the followingelements:

� Five lanes (5) on each side having total lane width of17.5 m.

� Pedestrian walkway on either side (3m - 6m).� One lane undivided service road with width of 7 m,

serving ancillary facilities cargo, hangars, jet fuel farm,etc. on both sides.

� A service corridor of 5 m width on both side to serveelectrical, mechanical and telecommunication facilities.

� A single line central metro corridor with right of wayof 12 m.

� A total right of way of 100 m, for western primaryaccess road, will be required in the ultimate phase ofNMIA development.

The eastern primary access road will have the followingelements:� Four lanes (4) on each side having total lane width

of 14 m.� Pedestrian Walkway on either side (3m - 6m).� One lane undivided service road with width of 7 m,

serving ancillary facilities cargo, hangars, jet fuel farm,etc. on both sides.

� A service corridor of 5 m width on both side to serveelectrical, mechanical and telecommunication facilities.

� A total right of way of 88 m, for the eastern primaryaccess road, will be required in the ultimate phase ofNMIA development.

OTHER FACILITIES THAT MAKE IT COMPLETEAircraft Maintenance Hangar Facilities� Facility total area (including parking access, etc.):

181,500 sq.m� Space for 6 hangars� Building area (Phase 1): 79,000 sq. m

Air Rescue and Fire Fighting Facility� Two Stations (Category 9) in Ultimate Condition� Three Fire Fighting Vehicles at each station in Ultimate

Condition� Building Area (Phase 1): 1,000 sq. m (one station)

Fuel Farm� Facility Area: 1,28,000 sq. m� Jet A1 fuel tanks and AVGas Cisterns� Maintenance Areas

Ground Handling Equipment Maintenance� Total Area: 19,800 sq. m

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Catering Facility� Facility total area (Ultimate Condition): 24,000 sq. m

(including vehicular parking, access, etc.)� Building area in Phase 1: 3,500 sq. m

Airport Maintenance Area� Facility total area: 96,500 sq. m

General Aviation� Building Area (Phase 1): 1,200 sq. m

PROJECT ACTIVITIES & OFF-SITE INFRASTRUCTUREA project of such magnitude understandably involvesvarious activities, including land development by cuttingof hills and filling, development of airport in phases, re-coursing of Ulwe river, shifting of EHVT line, developmentof non-aeronautical activities, off-site physicalinfrastructure in terms of roads, interchange, water supply,STPs, power, etc., and development of utility lines requiredfor airport zone. To compensate the loss of mangrove areaadmeasuring 98 Ha, a mangrove park is also proposed tobe developed on Waghivali Island. It will help protect theenvironment and ecology of Navi Mumbai.

PROJECT RE-SETTLEMENT & REHABILITATIONTo bring such magnificent facility to life involves majorupheavals, and the Airport is no exception. The NMIAproject is going to affect number of households, minorbusiness activities and structures in the Airport area, andthe same are required to be re-located. A preliminaryestimate indicates that approximately 3,000 families willhave to be re-located due to the NMIA project.But the kind of socially responsible organisation thatCIDCO is, it has accordingly prepared the Draft R&R Policyfor Airport Project Affected Persons (APAP) keeping in linewith the Central and State Government's policies. TheGaothans of villages of Panvel Taluka proposed for theAirport project are as under:

Name of Village Name of PadasTarghar Targhar, KombhadbhujeUlwe Ulwe, GaneshpuriOwle Vaghivilivada, Upper OwlePargaon KoliKopar KoparVadgar ChinchpadaWaghivali Waghivali

The R&R entitlement includes the allottment of fullydeveloped plot of equivalent to loss of area besides otherbenefits in accordance with the above policy. The R&RPolicy will be implemented after obtaining StateGovernment's approval.

IMPACT ON THE ENVIRONMENTOur ResponsibilityCIDCO has stressed enormously on the well being of theenvironment even as it has developed into an entity,which is now synonymous with growth and development.

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Measures TakenThe measures taken to develop the environment and tokeep the near by area green and beautiful are increasinglyapplause worthy.

� A 245 Ha mangrove park, along with area of 310 Ha.at Kamothe and 60 Ha. at Moha Creek forregeneration of mangroves will be developed andmaintained in the nearby area, thus providing theecological balance of the area.

� A large water body in north is also being retained.

IMPACT ON COMMERCEImpact beyond Air Travel� The massive Navi Mumbai International Airport has a

huge employment-generation potential, and willgenerate 1 lakh new jobs directly, along with another 1lakh jobs on an indirect level.

� The Airport would boost the Mumbai-Pune-AhmednagarCorridor and especially the Konkan belt, along with thegolden triangle of Mumbai-Nashik-Pune, and wouldensure a steady growth rate in its air traffic.

� This in turn, would assure steady revenue to theinvestors, and attract a lot of investments in theregion.

� Moreover, enhanced aviation facilities, particularly inCargo, will open up a huge opportunity for export ofthe State's agriculture produce, floriculture and hi-techvalue industries to the world market.

� It will also make the export / import of time-criticalcargo economical, efficient and fast from the proposedNavi Mumbai Special Economic Zone.

PHASES OF DEVELOPMENTDevelopment Phases

The facility as awe inspiring as it is will be completed overa phase of four stages.� The airport will be operational first in end of 2014 and

will facilitate 10 million passengers in the 1st stage.

Phase-I1. Runway 1 (North) 6. Remote Stand 5 Nos.2. Taxiway 2 (North) 7. General Aviating3. Comm. Apron 3,55,925 sq.m Apron 6,000 sq.m4. Passenger 8. ATC Tower ✓

Terminal 86,068 sq.m 9. Cargo 32,994 sq.m5. Contact Gates 15 Nos. 10. Basic Construction ` 4,424 Cr.

� Stage 2 will see the capacity of the passengers shootup to 25 million and will be ready by 2020.

Phase-II1. Runway 1 (South) 6. Remote Stand 5 Nos.2. Taxiway 2 (South) 7. General Aviating3. Comm. Apron 3,00,000 sq.m Apron 6,000 sq.m4. Passenger 8. ATC Tower –

Terminal 80,000 sq.m 9. Cargo 32,994 sq.m5. Contact Gates 20 Nos. 10. Basic Construction ` 1,934 Cr.

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CORE TEAM:Mr. T. C. Benjamin, IAS, PS (UD) GoM

Mr. Tanaji Satre, IAS, VC & MD, CIDCOMr. Satyendu Sinha, Ex-ACTE, CIDCO

Mr. J. R. Kulkarni, GM (Airport)Mr. Soma Vijayakumar, ACTE, CIDCOMrs. Geeta Pillai, TE (South), CIDCO

Mr. Praful Ohale, Sr. AE, CIDCOand Panel of Consultants

� A capacity of 45 million in the year of 2025 will completestage 3.

Phase-III1. Runway – 6. Remote Stand 8 Nos.2. Taxiway – 7. General Aviating3. Comm. Apron 4,21,625 sq.m Apron 12,000 sq.m4. Passenger 8. ATC Tower –

Terminal 1,23,000 sq.m 9. Cargo 37,000 sq.m5. Contact Gates 30 Nos. 10. Basic Construction ` 1,728 Cr.

� The airport will be fully functional and will operate atcomplete capacity at the end of stage 4 by 2030.

Phase-IV1. Runway – 6. Remote Stand 6 Nos.2. Taxiway – 7. General Aviating3. Comm. Apron 1,50,000 sq.m Apron 9,100 sq.m4. Passenger 8. ATC Tower –

Terminal 50,000 sq.m 9. Cargo –5. Contact Gates 12 Nos. 10. Basic Construction ` 636 Cr.

PLAN OF ACTIONWith the expectation of Environment and CRZ Clearanceforthcoming from MoEF soon, simultaneous actions on thefollowing activities are taken up:i) Obtaining Forest Clearanceii) Obtaining Defense Clearanceiii) Acquisition of Private Land & Transfer of Govt. Landiv) Rehabilitation & Re-settlementv) Master Plan & Detailed Project Reportvi) Airport Business Planvii) Selection of Bidder

CIDCO'S PRIDE - ELEVATING NAVI MUMBAITO THE GLOBAL RADARConvenience PersonifiedThe Navi Mumbai International Airport will also be a boonfor frequent air travellers, the number of which is on the

rise as we speak. A facility so state-of-the-art, so modernand yet most importantly, so convenient and user-friendlyfor the urban passenger always in a hurry to reach hisdestination.The Airport will most definitely be a modern architecturaland design marvel and will prove to be an inspiration formany in the years to follow. The airport will just beanother crown jewel in the growing list of accolades thatCIDCO can take credit for, in its quest for measured yetprogressive development.It will most definitely help to accelerate Navi Mumbai'srise as a meteorological super power in the annals ofworld development.

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Printed & Published by:Dr. Mohan Ninawe, PRO, CIDCO Ltd., CIDCO Bhavan, CBD Belapur, Navi Mumbai - 400 614

March 2011All photos are indicative only and all content is for information only.

Contact us:

J. R. Kulkarni, GM (Airport)Tel.: +91-22-6791 8681, 6791 8673 • Fax: +91-22-6791 8166

E-mail: [email protected], [email protected]

Soma Vijayakumar, Addl. Chief Transportation EngineerTel.: +91-22-6791 8616 • Fax: +91-22-6791 8166E-mail: [email protected], [email protected]

CITY AND INDUSTRIAL DEVELOPMENT CORPORATION OF MAHARASHTRA LTD.CIDCO Bhavan, 6th Floor, CBD Belapur, Navi Mumbai – 400 614.

www.cidcoindia.com

Tanaji Satre, IAS, VC & MD, CIDCOTel.: +91-22-2202 6665, 6791 8211 • Fax: +91-22-2756 2129 • E-mail: [email protected], [email protected]

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