Volume-II (Introduction, Analysis of Alternative Sites and Project Description)

CITY AND INDUSTRIAL DEVELOPMENT CORPORATION
OF MAHARASHTRA LIMITED
ENVIRONMENTAL IMPACT ASSESSMENT (EIA)

STUDY OF NAVI MUMBAI INTERNATIONAL AIRPORT
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.
NAVI MUMBAI
INTERNATIONAL AIRPORT
Volume - II
Chapter - 1 – Introduction
Chapter - 2 – Analysis of Alternative Sites
Chapter - 3 – Project Description
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF

NAVI MUMBAI INTERNATIONAL AIRPORT
June 2010
CENTER OF ENVIRONMENT SCIENCE & ENGINEERING, CIDCO

INDIAN INSTITUTE OF TECHNOLOGY, MUMBAI
EIA Study of Navi Mumbai International Airport I
CONTENTS
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
CESE, IIT Mumbai CIDCO

EIA Study of Navi Mumbai International Airport II
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 : Description of Environment
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 : Environmental Impacts & Mitigation Measures
5.0 : 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 99
: ANNEXURE-I
: ANNEXURE II
: ANNEXURE III
: ANNEXURE IV
: ANNEXURE V

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 3

Maharashtra.:
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 13
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
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
During Pre Monsoon Season
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 100
Monsoon Season
4.35 Results Of Water Quality Analysis Of Ground Water In The Project 102
Area During Post Monsoon Season
4.36 Results Of Water Quality Analysis Of Ground Water In The Project 103
Area During Pre Monsoon Season
4.37 Values Of Ground Water Quality Parametres During Monsoon 104

Season

EIA Study of Navi Mumbai International Airport XIV
4.38 Nsf Water Quality Index (Wqi) Calculated For Ground Water For Post 116
Monsoon Season
4.39 Nsf Water Quality Index (Wqi) Calculated For Ground Water For Pre 117
Monsoon Season
4.40 Nsf Water Quality Index (Wqi) Calculated For Water For Monsoon 118
Season
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 125
Stations Of The Project Area During The Post Monsoon Season
4.42( b) Monthwise Measured Values Of Pm10 (G/M3) In Air At Various 126

4.42 (c) Monthwise Measured Values Of Nox (G/M3) In Air At Various 127
4.42 (d) Monthwise Measured Values Of So2 (G/M3) In Air At Various 128
4.42 (e) Monthwise Measured Values Of Nh3 (G/M3) In Air At Various 129
4.42 (f) Monthwise Measured Values Of Co (Mg/M3) In Air At Various 130

4.42 (g) Monthwise Measured Values Of Hc (G/M3) In Air At Various 131

4.42 (h) Monthwise Measured Values Of Tsp (G/M3) In Air At Various 131
Stations Of The Project Area During The Winter Season
4.42 (i) Monthwise Measured Values Of Pm10 (G/M3) In Air At Various 133
4.42 ( j) Monthwise Measured Values Of Nox (G/M3) In Air At Various 134

4.42 (k) Monthwise Measured Values Of So2 (G/M3) In Air At Various 135
4.42 (l) Monthwise Measured Values Of Nh3 (G/M3) In Air At Various 136
4.42 (m) Monthwise Measured Values Of Co (G/M3) In Air At Various 137

Stations
4.42 (n) Monthwise Measured Values Of Hc (G/M3) In Air At Various 138

Stations
4.42 (o) Monthwise Measured Values Of Tsp (G/M3) In Air At Various 139
Stations Of The Project Area During The Pre Monsoon Season

EIA Study of Navi Mumbai International Airport XV
4.42 (p) Monthwise Measured Values Of Pm10 (G/M3) In Air At Various 140
4.42 (q) Monthwise Measured Values Of Nox (G/M3) In Air At Various 141
4.42 ( r) Monthwise Measured Values Of So2 (G/M3) In Air At Various 142

4.42 (s) Monthwise Measured Values Of Nh3 (G/M3) In Air At Various 143
4.42 (t) Monthwise Measured Values Of Co (G/M3) In Air At Various 144

4.42 (u) Monthwise Measured Values Of Hc (G/M3) In Air At Various 145

4.42 (v) Monthwise Measured Values Of Tsp (G/M3) In Air At Various 146
Stations Of The Project Area During The Monsoon Season
4.42 (w) Monthwise Measured Values Of Pm10 (G/M3) In Air At Various 147
4.42 (x) Monthwise Measured Values Of Nox (G/M3) In Air At Various 148
4.42 (y) Monthwise Measured Values Of So2 (G/M3) In Air At Various 149
4.42 (z) Monthwise Measured Values Of Nh3 (G/M3) In Air At Various 150
4.42 (z’) Monthwise Measured Values Of Co (G/M3) In Air At Various Stations 151
Of The Project Area During The Monsoon Season
4.42 (z”) Monthwise Measured Values Of Hc (G/M3) In Air At Various 152

4.43 Average Values Of Different Air Pollutants Concentration At Various 153

Stations Of The Project Area During Post Monsoon Season

Stations Of The Project Area During Winter Season

Stations Of The Project Area During Pre Monsoon Season

Stations Of The Project Area During Monsoon Season
4.47 Air Quality Index (Aqi) And Air Quality Status At Various Station Of 163
The Project Area During Post Monsoon Season

EIA Study of Navi Mumbai International Airport XVI
4.48 Air Quality Index (AQI) And Air Quality Status At Various Station Of 164
The Project Area During Winter Season
The Project Area During Pre Monsoon Season
The Project Area During Monsoon Season
4.51 Average Air Quality Index (Aqi) And Overall Air Quality Status At 167
Various Station Of The Project Area During Post Monsoon, Pre
Monsoon, Monsoon Season
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 191

Monsoon Season
4.54 Summary Of Meteorological Data Recorded At Panvel During Winter 193

Season
4.55 Summary Of Meteorological Data Recorded At Panvel During Pre 194

Monsoon Season
4.56 Grand Summary Of Meteorological Data Recorded At Panvel 196
4.57 Frequency Of Cloud Cover In Oktas Observed In The Project Area 211
During Post Monsoon Season
During Winter Season

EIA Study of Navi Mumbai International Airport XVII
During Pre Monsoon Season
During Monsoon Season
4.61 (a) Type Of Cloud Cover Observed During The Month Of November’ 213
2007
4.61 (b) Type Of Cloud Cover Observed During The Month Of December, 214
2007
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, 228
2008
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 236
the project site
4.67 Ambient Noise Quality Standards 237
4.68 (a) Hourly Leq Values At Various Location Of The Project Area During 241
Post Monsoon Season
4.68 (b) Hourly Leq Values At Various Location Of The Project AreaDuring 243
Pre Monsoon season
4.68 (c) Hourly Leq Values At Various Locations Of The Project Area During 245
Monsoon Season
4.69 (a) Area wise Noise Characteristics In The Project Area During Post 251
Monsoon Season (January, 2008)

EIA Study of Navi Mumbai International Airport XVIII
4.69 (b) Area wise Noise Characteristics In The Project Area During Pre 252
Monsoon Season (April, 2008)
4.69 (c) Area wise Noise Characteristics In The Project Area During Monsoon 253
Season (October, 2008)
4.70 Index Ranges 248
4.71 (a) Ambient Noise Level At Various Location Of The Project Area During 255
Post Monsoon Season
4.71 (b) Ambient Noise Level At Various Location Of The Project Area During 256
Pre Monsoon Season
4.71 (c) Ambient Noise Level At Various Location Of The Project Area During 257
Monsoon Season
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, Butterflies, Reptiles & Mammals 267

Encountered During The Site Visits In Different Seasons
4.76 Fish, Amphibians, Prawns & Crabs Encountered During The Site 268
Visits In Different Seasons
4.77 (a) Ecological Indices for the Flora of Terrestrial Habitats in Project Area 283
Surveyed During Pre Monsoon Season
4.77 (b) Ecological Indices for the Flora of Terrestrial Habitats in Project Area 288
Surveyed During Monsoon Season
4.77 (c) Ecological Indices for the Flora of Terrestrial Habitats in Project Area 295
Surveyed During Post Monsoon Season
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, 306
Ulwe River and Panvel Creek during Pre-Monsoon Season
4.80 (b) Phytoplankton species encountered at all collection stations from 307
Gadhi River, Ulwe River and Panvel Creek in Monsoon Season
4.80 (c) Phytoplankton species encountered at all collection stations from 308
Gadhi River, Ulwe River and Panvel Creek in Post Monsoon
4.81 (a) Primary Production of Water at Different Stations along Gadhi River, 311
Ulwe River and Panvel Creek in Pre Monsoon Season
4.81 (b) Primary Production of Water Collected From Different Stations along 312
Gadhi River, Ulwe River and Panvel Creek in Monsoon Season

EIA Study of Navi Mumbai International Airport XIX
4.81 (c) Primary Production of Water Collected From Different Stations along 313
Gadhi River, Ulwe River and Panvel Creek in Post Monsoon Season
4.82 (a) Species Composition of Zooplankton from Various Stations in Aquatic 315
Habitats in the Project Area during Pre- Monsoon Season
4.82 (b) Zooplankton Species encountered in waters collected from different 316
sites along Gadhi River, Ulwe River And Panvel Creek during
monsoon
4.82 (c) Species encountered in waters collected from different sites along 317
Gadhi River, Ulwe River And Panvel Creek during Post monsoon
4.83 (a ) Ecological Indices Calculated For The Zooplankton at Various 318

Locations Along Gadhi River, Panvel Creek And Ulwe River during
Pre Monsoon Season
4.83 (b) Ecological Indices for Zooplankton Species at Various Locations 319
Along Gadhi River, Panvel Creek And Ulwe River during Monsoon.
4.83 (c) Ecological Indices Calculated For The Zooplankton From Various 320
Locations Along Gadhi River, Panvel Creek And Ulwe River during
Post Monsoon.
4.84 (a) Dry Organic Weight of the Zooplankton Collected From Various 321
Stations along Gadhi River, Panvel Creek and Ulwe River During Pre
Monsoon Season
4.84 (b) Dry Organic Weight of the Zooplankton Collected From Various 323
Stations along Gadhi River, Panvel Creek and Ulwe River During
Monsoon Season
4.84 (c) Dry Organic Weight of the Zooplankton Collected From Various 324
Stations along Gadhi River, Panvel Creek and Ulwe River during Post
Monsoon Season
4.85 (a ) Benthic Forms Encountered in the Sediments Collected at Various 326

Stations along Gadhi River, Panvel Creek and Ulwe River during Pre
Monsoon Season.
4.85 (b) Benthic Forms Encountered in the Sediments Collected at Various 327
Stations along Gadhi River, Panvel Creek and Ulwe River during
Monsoon Season.
4.85 (c ) Benthic Forms Encountered in the Sediments Collected at Various 328

Stations along Gadhi River, Panvel Creek and Ulwe River during Post
Monsoon Season.
4.86 (a ) Organic Matter Content of Sediments from Various Stations along 329
Gadhi River, Ulwe River and Panvel Creek during Pre Monsoon
Season
4.86 (b) Organic Matter Content of Sediments from Various Stations along 330
Gadhi River, Ulwe River and Panvel Creek during Monsoon Season

EIA Study of Navi Mumbai International Airport XX
4.86 (c) Organic Matter Content of Sediments from Various Stations along 331
Gadhi River, Ulwe River and Panvel Creek during Post Monsoon
Season
4.87 (a) Results Of Water Quality Analysis Of Gadhi River During Post 333
Monsoon Season
4.87 (b) Results Of Water Quality Analysis Of Gadhi River During Pre 334
Monsoon Season
4.87 (c) Results Of Water Quality Analysis Of Gadhi River During Monsoon 335
Season
4.87 (d) Results Of Water Quality Analysis Of Ulve River During Post 336
Monsoon, Premonsoon And Monsoon
4.87 (e) Results Of Water Quality Analysis Of Panvel Creek During Post 337
Monsoon, Pre-Monsoon & Monsoon Season
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 391
Airport
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 26

Code
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 65

South Runway)

North Runway )

centreline of Airport)
4.21 Sub-Soil profile of Airport (Longitudinal Sectional Profile along 69

Northen bank of river)
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 197
November, 2007 And October 2008
4.26 (b) Hourly Variation Of Average Temperature For The Month Of 198
4.26 (c) Hourly Variation Of Average Relative Humidity For The Month Of 198
4.26 (d) Hourly Variation Of Average Solar Radiation For The Month Of 199
4.27 (a) Hourly Variation of Average Wind Speed for the Month of December, 199
2007, January, 2008 and February, 2008
4.27 (b) Hourly Variation of Average Temperature for the Month of December, 200
2007, January, 2008 and February, 2008
4.27 (c) Hourly Variation of Average Relative Humidity Speed for the Month of 200
December, 2007, January, 2008 and February, 2008
4.27 (d) Hourly Variation of Average Solar Radiation for the Month of 201
December, 2007,January, 2008 And February, 2008
4.28 (a) Hourly Variation of Average Wind Speed for the Month of March, 201
2008, April, 2008 and May, 2008
4.28 (b) Hourly Variation of Average Temperature for the Month of March, 202
2008, April, 2008 and May, 2008
4.28 (c) Hourly Variation of Average Relative Humidity Speed for the Month of 202
March, 2008, April, 2008 and May, 2008
4.28 (d) Hourly Variation of Average Solar Radiation for the Month of March, 203
2008, April, 2008 and May, 2008
4.29 (a) Hourly Variation of Average Wind Speed for the Month Of June, 203
2008, July, 2008, August, 2008 and September, 2008
4.29 (b) Hourly Variation of Average Temperature for the Month Of June, 204
2008, July, 2008, August, 2008 and September, 2008
4.29 (c) Hourly Variation Of Average Relative Humidity For The Month Of 204
June, 2008, July, 2008, August, 2008 And September, 2008
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 346
Linkages
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 412

Mumbai
4.59 Navi Mumbai International Airport With The Training Of Gadhi And 413
Diversion Of Ulwe Rivers
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
EIA Study of Navi Mumbai International Airport Sheet 1 of 49
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

Chapter 1
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

Chapter 1
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.

Chapter 1
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
Number Share Pax
Category
Airports 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.

Chapter 1
 Mumbai 25.86 million (22.1% of AAI Total)
 Delhi 23.97 million (20.5% of AAI Total)
 Chennai 10.66 million (9.1% of AAI Total)
 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

Chapter 1
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 11,450 25,564 37,014
1996-97 12,224 24,276 36,500 -1.4%
1997-98 12,783 23,849 36,632 0.4%
1998-99 12,917 24,073 36,989 1.0%
1999-00 13,293 25,742 39,035 5.5%
2000-01 14,009 28,018 42,027 7.7%
2001-02 13,625 26,359 39,983 -4.9%
2002-03 14,826 28,898 43,723 9.4%
2003-04 16,641 32,138 48,780 11.6%
2004-05 19,424 39,859 59,284 21.5%
2005-06 22,255 51,043 73,298 23.6%
2006-07 25,778 70,625 96,403 31.5%
2007-08 29,814 87,059 116,873 21.2%
2008-09 * 32,100 77,404 109,505 -6.3%
GACR
1995-2003 4.8% 2.9% 3.5%
2003-2007 15.7% 28.3% 24.4%
Source: AAI
* 2008-09 estimated based on data for first 10
months

Chapter 1
Table 1.3
National Air Freight Data (in tonnes)

2001-02 854,277 294,051 1,148,328
2002-03 646,137 333,222 979,359 -14.7%
2003-04 693,362 375,083 1,068,445 9.1%
2004-05 823,608 456,662 1,280,270 19.8%
2005-06 920,150 483,794 1,403,944 9.7%
2006-07 1,021,263 529,643 1,550,906 10.5%
2007-08 1,146,641 567,319 1,713,960 10.5%
2008-09 * 1,169,646 550,623 1,720,269 0.4%
GACR
2001-2008 4.6% 9.4% 5.9%
2003-2007 13.4% 10.9% 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

Chapter 1
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

Chapter 1
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

Chapter 1
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
Greater Mumbai Other Maharashtra Other Western India

Year CSIA Juhu Pune Augrangabad Nagpur Goa Ahmedabad Vadodara
JV-Inter Domestic Custom Domestic Intern. Intern. Intern. Domestic
2001-02 11,291,431 228,236 372,520 91,957 187,225 790,626 768,135 238,804
2002-03 12,260,284 218,144 410,136 104,896 229,205 841,894 818,018 361,302
2003-04 13,284,445 130,108 466,295 110,383 254,402 987,681 976,687 312,447
2004-05 15,664,787 134,821 600,949 133,221 277,830 1,265,410 1,289,747 361,959
2005-06 18,410,234 104,166 919,635 137,388 376,446 1,672,666 1,893,590 360,489
2006-07 22,248,929 137,205 1,573,962 170,498 662,583 2,211,804 2,490,782 404,242
2007-08 25,864,753 138,311 1,679,409 197,820 851,651 2,578,248 3,163,647 501,744
2008-09* 23,610,722 147,706 1,677,944 195,773 780,478 2,220,670 2,822,373 451,577
GAGR
2001-2008 11.1% -6.0% 24.0% 11.4% 22.6% 15.9% 20.4% 9.5%
2003-2007 18.1% 1.5% 37.8% 15.7% 35.3% 27.1% 34.2% 12.6%
2008-09* -8.7% 6.8% -0.1% -1.0% -8.4% -13.9% -10.8% -10.0%
Source: AAI
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.

Chapter 1
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)
Greater Mumbai Other Maharashtra Other Western India

Year CSIA Juhu Pune Augrangabad Nagpur Goa Ahmedabad Vadodara
JV-Inter Domestic Custom Domestic Intern. Intern. Intern. Domestic
2001-02 293,520 350 3,597 710 1,074 3,386 8,046 1,021
2002-03 325,751 475 5,326 813 1,445 3,474 10,696 1,826
2003-04 342,922 409 7,379 880 2,099 3,486 13,153 2,079
2004-05 415,317 395 8,791 1,064 2,780 4,856 16,692 3,265
2005-06 443,950 248 8,666 1,063 3,180 5,168 16,878 3,435
2006-07 493,430 315 13,043 994 3,358 4,898 20,211 3,422
2007-08 548,566 365 9,985 1,058 4,062 4,969 23,576 3,377
2008-09* 556,018 428 10,691 935 3,839 3,830 23,990 2,336
GAGR
2001-2008 9.6% 2.9% 16.8% 4.0% 20.0% 1.8% 16.9% 12.6%
2003-2007 12.5% -2.8% 7.9% 4.7% 17.9% 9.3% 15.7% 12.9%
2008-09* 1.4% 17.3% 7.1% -11.7% -5.5% -22.9% 1.8% -30.8%
Source: AAI
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

Chapter 1
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 flights 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

Chapter 1
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 Ai 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.

Chapter 1
 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 Annual Passengers
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.

Chapter 1
Table 1.6
Annual Commercial Passengers, CSIA(in ‘000 of Passengers)

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%
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.

Chapter 1
 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 Internat.
Domestic
Annual Pax (millions)
20 Total
15
10
0
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
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%.

Chapter 1
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 Total
Embarked Disembarked Transit Pax
2003-2004 2,532 2,285 519 5,336
2004-2005 2,864 2,636 588 6,088
2005-2006 3,191 2,916 621 6,728
2006-2007 3,562 3,224 560 7,347
2007-2008 4,055 3,591 338 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.

Chapter 1
Fig 1.3
Comparison of Annual Passenger Growth Rates, CSIA & National
40%
CSIA
Annual Growth Rates - Total Passengers
30% India
20%
10%
0%
-10%
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
-20%
1.4.2 Peak Period Passengers
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.

Chapter 1
Fig 1.4
Monthly Distribution of Total Passengers in Recent Years, CSIA
2,500
2,000
Passengers (thousands)
1,500
1,000
500
Nov.
June
Jan.
July
March
April
Aug.
Sept.
Oct
Dec.
Feb.
May
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.

Chapter 1
Fig 1.5
Monthly Passengers During 2007-08, CSIA
2,500
Passengers (thousands)
2,000
1,500
1,000
500
Nov.
June
Jan.
July
March
April
August
Sept.
Dec.
Feb.
Oct
May
Internat. Domestic Total
Table 1.8
Peak Months for Commercial Passengers, CSIA
Year Peak Peak % Annual Avg. Day
Month Month Pax Pax Peak Month
2003-04 January 1,277,685 10.01% 41,216
2004-05 December 1,537,007 10.19% 49,581
2005-06 December 1,750,676 9.84% 56,473
2006-07 January 2,122,655 9.79% 68,473
2007-08 December 2,351,165 9.21% 75,844
Peak Month Average: 1,807,838 9.74% 58,317
1.5 Aircraft Movement (ATM) Trends
1 . 5 . 1 A n n u a l Ai 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.

Chapter 1
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

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%

Chapter 1
Fig 1.6
Annual Commercial Aircraft Movements, CSIA
250,000
Internat.
200,000 Domestic
Total
Aircraft Movements
150,000
100,000
50,000
0
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
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%.

Chapter 1
Table 1.10
Breakdown of Total Aircraft Movements for 2006-07, CSIA
ATM %
International Scheduled 45,590 21.4%
International Non Scheduled 2,206 1.0%
International Cargo 4,933 2.3%
Domestic Scheduled 146,596 68.7%
Domestic Non-Scheduled 0 0.0%
Domestic Cargo 2,475 1.2%
Military 1,256 0.6%
Business Aviation 10,221 4.8%
Total 213,277
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.

Chapter 1
Fig 1.7
Annual Other Aircraft Movements, CSIA
12,000
Annual Aircraft Movements
10,000
8,000
Military
6,000
G.A
4,000
2,000
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 fleet 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

Chapter 1
Table 1.11
Current Fleet Mix – Scheduled Weekly Arrivals, CSIA (January 2008)
Aircraft Seats ICAO Domestic International Total

(1) Code ATM % ATM % ATM %
CRJ-200 50 B 14 0.8% 14 0.6%
ATR-42 48 C (turbo) 70 4.0% 70 2.9%
ATR-72 62-66 C (turbo) 61 3.4% 61 2.5%
B737 122-170 C 708 40.0% 48 7.5% 756 31.3%
A319 124-144 C 112 6.3% 112 4.6%
A320 142-180 C 646 36.5% 95 14.8% 741 30.7%
A321 170-177 C 140 7.9% 8 1.2% 148 6.1%
B757 158 D 13 2.0% 13 0.5%
A310 201-213 D 89 13.8% 89 3.7%
A300 230-261 D 21 1.2% 8 1.2% 29 1.2%
B767 216-269 D 38 5.9% 38 1.6%
A330 229-305 E 95 14.8% 95 3.9%
B777 221-385 E 128 19.9% 128 5.3%
A340 269-311 E 40 6.2% 40 1.7%
B747 276-431 E 82 12.7% 82 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 ICAO Domestic International Total

(1) Code ATM % ATM % ATM %
CRJ-200 50 B 35 4.5% 35 3.3%
ATR-42 48 C (turbo) 14 1.8% 14 1.3%
ATR-72 62-66 C (turbo) 55 7.1% 55 5.1%
B737 122-170 C 451 58.4% 18 5.9% 469 43.6%
A320 142-180 C 210 27.2% 30 9.9% 240 22.3%
Tu-204 122-164 C 6 2.0% 6 0.6%
B757 158 D 6 2.0% 6 0.6%
A310 201-213 D 36 11.8% 36 3.3%
A300 230-261 D 7 0.9% 13 4.3% 20 1.9%
DC-10 264 D 13 4.3% 13 1.2%
B767 216-269 D 38 12.5% 38 3.5%
A330 229-305 E 34 11.2% 34 3.2%
B777 221-385 E 26 8.6% 26 2.4%
A340 269-311 E 11 3.6% 11 1.0%
B747 276-431 E 73 24.0% 73 6.8%
TOTAL 772 304 1076

Chapter 1
Fig 1.8
Distribution of Total Arriving Aircraft by ICAO Code
Total - 2004 Total - 2008
Code D Code E
Code D
7% 14%
15%
Code E
Code B
13%
1%
Code B
Code C
3%
(turbo)
Code C 5%
(turbo)
6%
Code C Code C
(jet) (jet)
63% 73%
Fig 1.9
Distribution of International and Domestic Arriving Aircraft by ICAO Code
Domestic Terminals - 2004 International Terminals - 2004
Code E
Code D 39%
1%
Code B
5%
Code C Code C
(jet) (turbo)
9% Code C
85%
(jet)
17%
Code D
44%
Domestic Terminals - 2008 International Terminals - 2008
Code E
Code D 54%
1%
Code B
1%
Code C
(jet) Code C
91% (turbo)
7%
Code C
(jet)
23%
Code D
23%

Chapter 1
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 flights.
 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 Ai 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

Chapter 1
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
Commercial Aircraft Movements
20,000
15,000
10,000
5,000
0
Nov.
June
Jan.
July
Aug
March
April
Sept.
Dec.
Feb.
Oct
May
Internat. Domestic Total

Chapter 1
Fig 1.11
Hourly Distribution of Weekly Scheduled ATMs, January 2008, CSIA
300
Domestic
International
250
Weekly ATMs (arrivals + departures)
200
150
100
50
0
000
100
200
300
400
500
600
700
800
900
1000
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
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.

Chapter 1
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 Mail Total Growth

Loaded Unloaded Total 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 137,767 73,246 211,013 76,797 17,562 305,372 4.4%
2001-2002 132,407 67,559 199,966 75,975 17,579 293,520 -3.9%
2002-2003 146,598 77,470 224,068 83,537 18,146 325,751 11.0%
2003-2004 149,625 84,355 233,980 92,497 16,445 342,922 5.3%
2004-2005 169,006 104,259 273,265 129,450 12,602 415,317 21.1%
2005-2006 171,442 117,518 288,960 142,360 12,630 443,950 6.9%
2006-2007 186,969 141,053 328,022 152,158 13,250 493,430 11.1%
2007-2008 205,296 168,474 373,770 159,821 14,975 548,566 11.2%
GAGR
1980-2003 6.8% 7.4% 7.0% 7.3% 0.9% 6.5%
2003-2008 8.2% 18.9% 12.4% 14.7% -2.3% 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.

Chapter 1
Fig 1.12
Breakdown of Total Air Cargo in 2007-08, CSIA
Domestic Imports
30% 32%
Exports
38%
Fig 1.13
Breakdown of International Air Cargo by Commodity, CSIA
(April 2007 to January 2008)
Exports Imports
Auto/
Other Machine
48% Parts
Leather Luggage
16%
Goods 2%
1% Electricals
2%
Hazardous
2% Electronics/
Computer
Chemicals
Pharmaceuti 10%
3%
cals Perishable
Automobile 19%
Textiles 3%
9% Other
18% Hazardous 64%
3%

Chapter 1
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,

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

Sheet No.
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

Chapter 1
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 Elephanta at a distance of 13 Kms. West

Importance place.
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.

Chapter 1
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.

Chapter 1
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

Chapter 1
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.

Chapter 1
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.

Chapter 1
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.

Chapter 1
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.

Chapter 1
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.

Chapter 1
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.

Chapter 1
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 including environmentally sensitive area will be studied.

Chapter 1
Figure 1.14
Study Area

Chapter 1
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

Chapter 1
Ground water
 Water table
 Flow regime
 Water quality
 Recharge rate
 Aquifer characteristics
 Existing use and proposed plans
Species and population
 Terrestrial flora, 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

Chapter 1
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

Chapter 1
Intensity, duration and frequency of noise levels generated during flight

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

Chapter 1
Chapter7: Disaster Management Plan
Volume-V
Chapter 8: Additional studies
Chapter 9: Disclosure of Consultants

Chapter - 2
Analysis of Alternative sites
Chapter 2
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.

Chapter 2
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:

Chapter 2
Fig. 2. 2
Map Showing Rewas Mandwa Site On Toposheet
Fig. 2. 3
Map Showing Rewas Mandwa Site On Imagery

Chapter 2
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.

Chapter 2
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.

Chapter 2
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.

Chapter 2
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.

Chapter 2
Fig. 2. 4
Map Showing Navi Mumbai Site On Toposheet
Fig. 2. 5
Map Showing Navi Mumbai Site On Imagery
Supporting Infrastructure

Chapter 2
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.

Chapter 2
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 flowing 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 influence 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.

Chapter 2
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  Allows unconstrained growth
 Site accessible by all modes of  Obstruction free approach path
transport  Possess Hub potential
 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 Partnership
 CIDCO, in a unique position will fast
track the project.
 Seismic Zone III
B) WEAKNESSES
 Acquisition of 457 Ha. of land.  Acquisition of 2000 Ha. of land.
 Relocation of existing EHT line of Tata  Rehabilitation of 14 villages
and MSEB. (30,000 Population)
 Diversion of Ulwe river and training of  Absence of basic infrastructure.
Gadhi river.  Absence of commuter rail link
 Falls in CRZ area.  High capital cost.
 Rehabilitation of Ten Settlements  Requires development of
(15000 Population) 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.

Chapter 2
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  Opportunity to expand – meeting
Mumbai and main land the demand beyond the year
 Create healthy competition between the 2030
two airports  Boost the development of Konkan
 Relieve congestion at existing airport area in MMR
 Better image of Mumbai in aviation field  Create healthy competition
 Increase business on State and National between the two airports
Level  Relieve congestion at existing
airport
 Better image of Mumbai in
aviation field
 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.

Chapter 2
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 reflects 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
d. Central Business District 0 to 37.5km 37.5 to 75km 75 to 112.5 to 6

of Mumbai 112.5km 150km
135

Chapter 2
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- 15000-30000 70

15000
(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

Chapter 2
Table 2.2
XI Social Culture 0-2 2-4 4-6 6-8 30
XII Air Noise Pollution
a) Minor Habitants 0-5000 5000-10000 10000- 15000-30000 35

15000
(Nos.) 30000
b) Major Habitants 0 to 1 lac 1 to 2 lacs 2 to 3 lacs 3 to 4 lacs 35
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 River side Creek Coast Line 70

Topography
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 and 60
15000 above
XIX Drainage Pattern Natural Moderate Diversion Obstruction 70

Slope Change
Total 1000

Chapter 2
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 25 to 37.5 to 50km 6

25km 37.5km
0.5
c.Broad Guage Railway 0 to 2.5km 2.5 to 5km 5 to 7.5km 7.5 to 10km 6
d.Central Business District 0 to 37.5km 37.5 to 75 to 112.5 to 150km 6

of Mumbai 75km 112.5km
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- 15000-20000 70

10000 15000
(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
VII Sensitive Location nearby 20-15 15-10 10-5 5-0 30
12.5
VIII Loss of Environmental General Internal Creek line Coast line 30

Land
Aesthetics 
IX Physical Infrastructure cost 0-40 40-80 80-120 120-160 30
(Crores) 

Chapter 2
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
XII Air Noise Pollution
a) Minor Habitants 0-5000 5000- 10000- 15000-20000 35

10000 15000
(Nos.) 15000
b) Major Habitants 0 to 1 lac 1 to 2 lacs 2 to 3 lacs 3 to 4 lacs 35
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 River side Creek Coast Line 70

Topography
 0.5
XVII Hospital Availability 0 to 5km 5 to 10km 10 to 15km 15 to 20km 30
2.5
XVIII Capital Project Cost 0-5000 5000- 10000- 15000 and 60

(Crores) 10000 15000 above
XIX Drainage Pattern Natural Slope Moderate Diversion Obstruction 70

Change

Chapter 2
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 Sensitivity index Weightage Score
Measurement
Rew. N Mum. Rew. N Mum. Rew. N Rew. N Mum.

Mand. Mand. Mand. Mum. Mand.
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 135 60 0.9 0.4 6 6 5.4 2.4

District of Mumbai
e.Ports 60 15 0.75 0.1875 6 6 4.5 1.125
Land Acquisition 5000 1140 0.83 0.19 70 70 58.33 13.3

(Acres)

Chapter 2
Table 2.4

Measurement

Reduction of built-up 6000 3000 1 0.75 50 50 50 37.5
Structures (Nos.)
Displacement of 30000 15000 1 0.75 70 70 70 52.50

Population (Nos.)
Land Reclamation 5000 3500 0.83 0.58 70 70 58.33 40.83

(Acres)
Length of Coast Line 10 5 1 0.5 70 70 70 35
Sensitive Location 0 12.5 - 0.375 30 30 0.00 18.75

nearby
Loss of Environmental 1 0.75 1 0.75 30 30 30 22.5

Aesthetics
Physical Infrastructure High Low 1.00 0.25 30 30 23.43 7.50

cost Marine Environment
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 125 80 0.781 0.50 15 15 11.715 7.50

(Nos.)
Social Culture 5 3 0.625 0.375 30 30 18.75 11.25
Air Noise Pollution
a) Minor Habitants 30000 15000 1 0.75 35 35 35 26.25

(Nos.)
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 - - 0.75 0.5 70 70 52.5 35

Landscaping
Hospital Availability 15 2.5 0.75 0.125 30 30 22.5 3.75
Capitol Project Cost 12000 4700 1 0.47 60 60 60 28.20

(Crores)

Chapter 2
Table 2.4

Measurement

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
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.

Chapter 3
Fig 3.1
Location of Navi Mumbai Airport

Chapter 3
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

Chapter 3
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.

Chapter 3
Fig 3.3
NMIA – Transportation Network & Linkages

Chapter 3
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.

Chapter 3
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.

Chapter 3
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.

Chapter 3
Table 3.1
MMR Air Traffic Forecast
Year Terminal Passengers (‘000) Total Passengers (‘000)

Intern. Domestic Total Transit Total
2007-08 7,645 17,881 25,526 338 25,865
2014-15 12,150 32,849 44,999 586 45,585
2017-18 15,078 40,768 55,846 773 56,619
2022-23 20,489 55,396 75,885 1,153 77,038
2027-28 26,179 70,780 96,959 1,604 98,563
2031-32 31,594 85,421 117,015 2,062 119,077
Average Annual Growth Rate:
2007-2017 7.0% 8.6% 8.1% 8.6% 8.1%
2018-2031 5.4% 4.0% 4.0% 5.4% 4.0%
2007-2031 5.3% 5.9% 5.7% 6.7% 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.

Chapter 3
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)
Terminal Passengers Total Passengers

Fiscal Year
Intern. Domestic Totall Transit Total
2014-15 2,833 7,659 10,492 137 10,629
2017-18 5,547 14,996 20,543 284 20,827
2022-23 10,588 28,626 39,214 596 39,810
2027-28 15,894 42,973 58,867 974 59,841
2031-32 16,381 44,290 60,671 1,069 61,740

Chapter 3
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
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

Chapter 3
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
20,102 45,245 83,216 102,426
Aircraft Operations
Domestic Commercial
67,136 150,534 275,296 337,574
Aircraft Operations
Total Commercial Aircraft
87,238 195,779 358,512 440,000
Operations
Cargo Aircraft Operations 6,105 11,527 22,023 29,124
Other Type of Aircraft
2,747 5,357 8,532 9,879
Operations
Total Aircraft Operations 96,089 212,663 389,067 479,004
International Terminal
2,833 6,558 12,580 16,012
Commercial Passengers
Domestic Terminal
7,659 17,730 34,012 43,291
Total Terminal
10,492 24,288 46,592 59,303
Transit Commercial
137 343 733 997
Passengers
Total Passengers 10,629 24,630 47,325 60,300
International Aircraft Peak
7 15 26 31
Hour
Domestic Aircraft Peak
16 32 54 66
Hour
Total Aircraft Peak Hour 19 38 65 78
International Departure 5 11 18 22

Chapter 3
Opening Short-Term Medium-Term Long-Term

Aircraft Peak Hour
Domestic Departure
10 21 36 43
Aircraft Peak Hour
Total Departure Aircraft
14 29 50 60
Peak Hour
International Arrival
5 11 18 22
Aircraft Peak Hour
Domestic Arrival Aircraft
10 21 36 43
Peak Hour
Total Arrival Aircraft Peak
14 28 48 58
Hour
International Passenger
1,950 4,049 7,248 9,053
Peak Hour
Domestic Passenger Peak
1,931 4,011 7,180 8,968
Hour
Total Passenger Peak
2,869 5,958 10,667 13,323
Hour
International Departure
1,227 2,549 4,563 5,699
Passenger Peak Hour
Domestic Departure
1,431 2,972 5,320 6,644
Passenger Peak Hour
Total Departure
2,244 4,660 8,342 10,420
Passenger Peak Hour
International Arrival
991 2,057 3,684 4,601
Passenger Peak Hour
Domestic Arrival
1,330 2,761 4,943 6,174
Passenger Peak Hour
Total Arrival Passenger
1,979 4,110 7,358 9,190
Peak Hour
International Loaded
87,833 168,918 301,084 379,916
Cargo (tonnes)
International Unloaded
100,923 241,417 546,026 769,925
Cargo (tonnes)
Total International Cargo
188,757 410,336 847,111 1,149,841
(tonnes)
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.

Chapter 3
Fig 3.4
NMIA Airport Layout Plan – Long-Term Phase

Chapter 3
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.

Chapter 3
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 include 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

Chapter 3
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 Taxiway 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.

Chapter 3
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.

Chapter 3
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.

Chapter 3
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.

Chapter 3
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.

Chapter 3
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.

Chapter 3
Table 3.7
Number Passengers per Development Phase
Medium-
Year / Phase Opening Short-Term 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
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.

Chapter 3
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.

Chapter 3
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,

Chapter 3
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, including 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.

Chapter 3
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.

Chapter 3
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 1116.82 93.07

taxiways along runways,
connecting parallel taxiways
to runways)
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

Land Use Category Area (sq. m.) %

Chapter 3
Fig 3.6
Landuse plan of Aeronautical areaof Total Area

Chapter 3
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),

Chapter 3
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 Surplus
Consumpti
on
2009- 30 60 100 350 - 540 390 150

10
2015- 30 60 185 450 100 825 525 300

16
2020- 30 60 185 450 250 970 650 320

21
2030- 30 60 185 450 250 970 840 130

31
Source: CIDCO

Chapter 3
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.

Chapter 3
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.

Chapter 3
Table 3.12
Navi Mumbai Demand and Supply of Energy

(In MVA)
Year Installed Capacity of Consumption Surplus

Sub-Stations (12 Nos.)
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;

Chapter 3
• 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, flushing 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.

Chapter 3
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 flight path of airport, the
question of bird hazard due to solid waste does not arise.

Chapter 3
Fig. 3.7
Map showing Solid Waste Management Site at Chal

Chapter 3
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.

Chapter 3
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.
Elements Phase-1 Phase-2 Phase-3 Phase-4
No.
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 - - -

Chapter 3
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

1200.00 1350.00 1503.00 562.00
Buildings.
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.

Chapter 3
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.
Year 2007 2008 2009 2010 2011 2012 2013

1 Union Cabinet Approval
2 State Govt. Approval
3 Master Plan & DPR Study
4 Invitation of EOI
5 Issue of Bid Documents
6 Selection of Developer
7 Financial closure
8 Project execution
9 Trial operation
10 Commissioning of Airport
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.

Chapter 3
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

Chapter 3
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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CITY AND INDUSTRIAL DEVELOPMENT CORPORATION

ENVIRONMENTAL IMPACT ASSESSMENT (EIA)

CENTER OF ENVIRONMENT SCIENCE & ENGINEERING,

ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF

CENTER OF ENVIRONMENT SCIENCE & ENGINEERING, CIDCO

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

1.11.3 : Solid waste 36

CESE, IIT Mumbai CIDCO

1.11.5 : Traffic & transport 37

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

1.14 : Structure of the Report 48

Chapter 2 : Analysis of alternative Sites

2.2 : Mahapan in Sindhudurg District 1

2.3.1 : Salient Features 2

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

Chapter 3 : Project Description

CESE, IIT Mumbai CIDCO

3.1.2 : Navi Mumbai 1

3.1.3 : Regional Setting 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

3.5.2 : Taxiway System 17

3.5.3 : Navigational Aids 18

3.5.4 : Commercial Apron 19