CHAPTER-3 PROJECT DESCRIPTION

8/6/2019 CHAPTER-3 PROJECT DESCRIPTION

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Chapter 3EIA Study of Navi Mumbai International Airport Sheet 1 of 37

CESE, IIT Mumbai CIDCO

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. Thetotal area earmarked for airport development is 1775 Ha. consisting of

1160 Ha. as airport areaand remaining for off-site infrastructure, such as;

recourse channel, approach road, railways, interchanges and utility lines,

etc. The entire area of the airport 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.


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Fig 3.1

Location of Navi Mumbai Airport


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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


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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 themajor 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 Indias 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, 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.


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Fig 3.3

NMIA Transportation Network & Linkages

3.1.6 Project AccessibilityThe 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


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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 lessthan 1 km. The airport 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 1775 Ha. is earmarked for the development of Navi

Mumbai International Airport consisting of airport and the area required for

off site infrastructure such as; recourse channel, construction of approach

roads, railways, interchanges and laying of utility lines. The airport area is

consisting of on-airport area of about 1160 Ha. for aeronautical and off-

airport area of about 276 Ha for non-aeronautical activities related to the

airport, accommodating the physical, social, institutional, residential and

commercial supporting infrastructure. The balance area of about 339 Ha.

is required for Recourse channels, construction of approach roads &

railway, interchanges and utility services.

3.2 Project Activities

The project activities envisaged in the airport 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) Recoursing and Connecting

iii) Shifting of EHVT Lines


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iv) Development of off-airport site (non-aeronautical area)

v) Mangrove Park & Regeneration of Mangroves

vi) Approach roads, railways, interchanges, water transport service to airportzone in the vicinity and far

vii) Re-settlement and Rehabilitation

viii) Development of various Utilities in the airport zone

3.3 Project structure

In accordance with the In principle approval obtained from the Union Govt., the

project is proposed to be executed on the basis of public-private-partnership

(PPP). Accordingly, a Special Purpose Company (SPC) will be incorporated as

private company, under the Companies Act, 1956 in which 26% equity will be

held by CIDCO/AAI and the rest with the strategic partner to be selected through

the public bidding process. The SPC will raise the required resources, design,

build, market, manage and operate, maintain the airport during the concession

period. The project will be transferred back to the Govt. on expiry of the

concession period.

3.4 Aviation Demand Forecast

3.4.1 Air Traffic Forecast

A comprehensive exercise to forecast the air traffic demand was carried

out after reviewing the various past studies carried out nationally and

internationally. A two step approach for forecasting the air traffic demand

is adopted owing to multi-airport environment, i.e. to estimate the over all

aggregate demand for the Mumbai Region as a whole and thereafter

allocate the future air traffic among the two airports i.e. Mumbai and Navi

Mumbai.

3.4.2 MMR Air Traffic Forecast

An econometric model based on the regression analysis technique is

developed in independent variable of population, National GDP, State


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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 careof world wide financial crisis, fuel price and terrorist attack in Mumbai.

Table 3.1 below present the summary of Air Travel Forecast for the

Mumbai Metropolitan Region for the period of 2014-2032.

Table 3.1

MMR Air Traffic Forecast

Year Terminal Passengers (000) Total Passengers (000)

Intern. Domestic Total Transit Total

2007-08 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.


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Table 3.2

MMR Air Cargo Traffic Forecast

(Tonnes per Annum)

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)

Source: LBG Consultant

AIR CARGO TRAFFICYear

International Domestic

Total

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


Intern. Domestic Totall Transit Total2014-15 2,833 7,659 10,492 137 10,629

2017-18 5,547 14,996 20,543 284 20,8272022-23 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

Terminal Passengers Total PassengersFiscal Year


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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 economicactivities, 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)

AIR CARGO TRAFFICYear

International Domestic

Total

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



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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 andinternational terminal commercial passenger, peak aircraft movement,

hourly departure and arrival of domestic and international aircraft, peak

passenger demand for domestic and international have been worked out

for detailing the various components of airport. Table 3.6 shows the

summary of traffic forecast in various phases spread-over in the entire

development period.

Table 3.6

NMIA Air Traffic Forecast Summary

Opening Short-Term Medium-Term Long-Term

International Commercial

Aircraft Operations20,102 45,245 83,216 102,426

Domestic Commercial

Aircraft Operations67,136 150,534 275,296 337,574

Total Commercial AircraftOperations

87,238 195,779 358,512 440,000

Cargo Aircraft Operations 6,105 11,527 22,023 29,124

Other Type of Aircraft

Operations2,747 5,357 8,532 9,879

Total Aircraft Operations 96,089 212,663 389,067 479,004

International Terminal

Commercial Passengers2,833 6,558 12,580 16,012

Domestic Terminal

Commercial Passengers 7,659 17,730 34,012 43,291

Total Terminal

Commercial Passengers10,492 24,288 46,592 59,303

Transit Commercial

Passengers137 343 733 997


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Total Passengers 10,629 24,630 47,325 60,300

International Aircraft Peak

Hour7 15 26 31

Domestic Aircraft Peak

Hour16 32 54 66

Total Aircraft Peak Hour 19 38 65 78

International Departure

Aircraft Peak Hour5 11 18 22

Domestic Departure


Total Departure Aircraft

Peak Hour14 29 50 60

International Arrival


Domestic Arrival Aircraft

Peak Hour10 21 36 43

Total Arrival Aircraft Peak

Hour14 28 48 58

International Passenger

Peak Hour 1,950 4,049 7,248 9,053

Domestic Passenger Peak

Hour1,931 4,011 7,180 8,968

Total Passenger Peak

Hour2,869 5,958 10,667 13,323

International Departure

Passenger Peak Hour1,227 2,549 4,563 5,699

Domestic Departure

Passenger Peak Hour

1,431 2,972 5,320 6,644

Total Departure


International Arrival

Passenger Peak Hour 991 2,057 3,684 4,601


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Domestic Arrival


Total Arrival Passenger

Peak Hour1,979 4,110 7,358 9,190

International Loaded

Cargo (tonnes)87,833 168,918 301,084 379,916

International Unloaded

Cargo (tonnes)100,923 241,417 546,026 769,925

Total International Cargo

(tonnes)188,757 410,336 847,111 1,149,841

Domestic Cargo (tonnes) 70,810 153,246 299,490 390,246

Total Cargo (tonnes) 259,667 563,582 1,146,601 1,540,087


Figure 3.4 presents the long-term development plan of the Navi Mumbai

International Airport.

Fig 3.4

NMIA Airport Layout Plan Long-Term Phase


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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 mannercommensurate 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 regions needs for an

airport complex. The overall plan shall demonstrate a commitment to the

development of a new Greenfield Airport that will be maintained, sequentially

developed, managed, and operated to internationally recognized standards.

Therefore, the planning process will have to be based on the design and

development of high quality facilities that will provide the users with a high level

of service, positive working environment, a safe environment, advanced

technologies (check-in and passport control procedures, etc.), long life cycles,

and excellent performance.

The overall airport complex shall introduce travel facilities, which will provide a

new and refreshed gateway to the region and specifically to Mumbai and its

surrounding region. Not simply a way of moving people and goods quickly and

efficiently, the new Airport Plan shall be a symbol of national and regional

manifest, which demonstrates the nation's status, its economic health, and sense

of welcome in the quest for excellence and competitiveness in air transportation.

The airport is ultimately designed with a level of service adequate to satisfy a 60

million passengers demand by provision of two runways and a terminal building

with one processing unit with two associated parallel concourses.


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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

083 east northeast 263 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 30 located at 1,975 metres

and 2,450 metres from each runway threshold. Two perpendicular runway

exits at each runway end will be provided with a minimum distance

between them of 97.5 metres according to taxiway minimum separation

distances. The runway exits will be protected of any obstacle within a

strip of 57.5 metres and providing a graded area of 30 m with a transverse


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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 3,840 metres long and 25 metres wide plus paved

shoulders of 17.5 metres wide at each side of the taxiway located at 190

metres from the corresponding runway centreline.

The main parallel taxiways, six perpendicular taxiway connectors 25

metres wide plus paved shoulders of 17.5 metres at each side of the

taxiways wide link up to a second parallel partial taxiways of 3,200 metres

in the north and 1,743 in the south located at 97.5 metres from the main

taxiways is provided.


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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 1,154 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 1,833 metres away from each others

centreline.

3.5.3 Navigational Aids

Both runways will be equipped with both elevated and inset lights for at-

all-time operations consisting of a CAT I approach system before each

runway threshold which comprises a row of lights, along the extension of

the runway centreline, to a distance of 900 m.

The runway lighting system is completed with runway centreline inset

lights, as recommended by DGCA CAR for precision approach category I

when the runway is used by aircraft with high landing speeds or the

distance between runway edge lights is greater than 50 metres, and

runway edge elevated lights at both sides of the runway.

Also, runway threshold lights and runway end lights will be installed. Blue

elevated taxiway edge lights will be installed at each runway exit and

taxiways.

The airport shall be equipped with a DVOR/DME intended for the purpose

of en-route navigation including non-precision approach. The Airport

Surveillance Radar (ASR) shall be established for terminal control area

extending to distance of 60 NM from the airport. A PAPI approach slope

indicator system of a 4-element wing bar placed on the left side of each

runway will be installed.

All runway approaches are equipped with Instrument Landing System

antennas category I which consists of a localizer (LOC) antenna located


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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 315,713 m2 and

418,318 m2, respectively, consisting of contact aircraft position, vehicular

service road, ground handling zone and push back truck area.

To serve passengers with a suitable pier service level of about 95% of

annual passengers it is anticipated that 15 MARS (Multiple Aircraft Ramp

Stand) positions, which are able to accommodate two Code C aircraft

(Boeing 737 or Airbus A320 size) at the same time or servicing one

aircraft of the size of a Boeing 747 or Airbus A340, and 2 narrow-body (or

Code C) aircraft parking contact stands will be required.

MARS composite aircraft parking envelope will be made up of a rectangle

area of 7,650 m2 (90 m x 85 m) consisting of aircraft parking stand for 2

Code C aircraft or 1 Code E/F aircraft, a GSE staging area, tow truck zone

area and a vehicular service road between the aircraft parking stand and

the pier of 20 mt. wide in each direction.

The apron taxiway system will consist of one apron taxilanes in each

apron as well as aircraft stand taxilanes to access some of the positions

on the other side of the concourses.

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


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service roads at both sides. The aircraft long-term parking area will allow

parking for up to 18 large aircraft at the same time. Blue elevated edge

lights will be installed at both the taxiway connecting to the long-termparking aprons and the entire shoulder of the long-term parking aprons.

3.5.6 General Aviation

The General Aviation area is proposed to be located north of the Runway

08L/26R (northern runway) at the Northwest side of the airport site taking

advantage of the northern service road without interfering the heavy

development proposed at the West side of the airport. The GA apron will

have an area of 33,124 m2

.

3.5.7 Cargo Apron

Two cargo aprons are proposed for NMIA:

1) located at the west side of the commercial apron and south of the

airport Western access road will be connected from the Southern

commercial aprons by a taxiway of 25 m wide plus shoulders of 17.5 m

wide.

2) A dedicated cargo complex located north of the northern Runway

08L/26R and connected directly from the runway by means of a

perpendicular taxiway of 25 m wide plus shoulders of 17.5 wide.

The Southern cargo apron is designed to accommodate up to 11 wide-

body freighters at the same time with a total area of 95,784 m2 and the

Northern cargo apron provides a capacity for 4 wide-body freighters with a

total area of 31,848 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


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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 tothe commercial vehicles, the second level curb is for arrivals and the third

level curb is for departures. The Fig 3.5 below shows the terminal area

plan. The terminal footprint (shown in yellow) has an area of

approximately 266,000 square metres.

A number of terminal concepts were studied and this, the H concept,

was selected. This concept consists of a central processing terminal with

two concourses on either side, running parallel to the runways. One

important reason for the selection of the H concept is that it

accommodates terminal access both from the east and the west of the

airport property. Another important reason for the selection is that this

concept works well for a single runway (Phase 1) as well as for double

runways (later Phases).

Fig 3.5

Terminal Area Plan

The passenger terminal building and supporting facilities have been

designed to support up to 60 million passengers per annum during the

ultimate phase. The following Table 3.7 shows the passenger counts,

peak hour passenger and the terminal area to be developed in each

phase.


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Table 3.7

Number Passengers per Development Phase

Year / Phase Opening Short-TermMedium-

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 satisfythe 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.

In addition, a dedicate cargo complex with capacity of four wide-body

aircraft will be built north of the northern runway.

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.


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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 terminalbuildings 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.


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3.7 Vehicular and Cargo Parking

3.7.1 Vehicular Parking

Employees and passengers will park in at grade parking areas locatednear the passenger terminal building for short-term parking and near the

entrances to the airport sites for long-term parking. The short-term

parking is located in front of the terminal within a reasonable walking

distance.

The western long-term parking will have an area of 123,013 m2 while the

eastern parking will have an area of 62,736 m2. The short-term parking

located at both sides of the passenger terminal building will have an area

of 24,000 m2 each.

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 60

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 75,000 m2, including Jet A1 fuel tanks, AVGas cisterns,

maintenance, storage of water for fire fighting, fuel pumps, administrative offices,


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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 19,000 m2.

3.12 Ground Handling Equipment Maintenance

The GSE maintenance area will include garages, workshops, restrooms, break

areas, mess facilities, storage rooms, paint booths, waste disposal, offices and

employee parking. The facility is located at the East side of the airport between


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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 3 large 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 96,095 m2, approximately.

3.15 Landuse of Aeronautical area

An area of about 1160 Ha. out of 1436 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 onone side of the runway along with the activities such as; terminalbuilding, cargo

building, support area, surface/garage parking, public/semi-public area, hangers,

etc. A broad land use of aeronautical area is indicated in the following table:


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Table 3.8

Land Use Statement for Aeronautical Area

Sl.No. Land Use Area (Ha.) % age

1. Airside (runways, parallel

taxiways along runways,

connecting parallel taxiways

to runways)

1050.4 90.5%

2. ATC 0.4 0.03%

3. Hangars 9.9 0.9%

4. Terminal Buildings 27.4 2.4%

5. Airport Access 19.1 1.6%

6. Cargo 29.6 2.5%

7. Parking 23.2 2.0%

Total Area 1160 100%

Land Use Category Area (sq. m.) %


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 isestimated 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.


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Table 3.9

Phase-wise Water Requirements

Phase Design Year Total Daily Water Demand in

MLD (Cumulative)

Phase-I 2016-17 9.00

Phase-II 2020-21 18.00

Phase-III 2026-27 30.00

Phase-IV 2030-31 39.00


The above mentioned Water requirement shall be met from the water supply

system of Navi Mumbai being maintained by City & Industrial Development

Corporation (CIDCO), Navi Mumbai Municipal Corporation (NMMC),

supplemented by Maharashtra Industrial Development Corporation (MIDC) and

Maharashtra Jeevan Pradhikaran (MJP). The water supply for present population

of the City of Navi Mumbai is being served mainly by CIDCO and NMMC having

their own sources of Water Supply as well as partly MJP and MIDC.

CIDCO has developed its own source at Hetawane which is presently supplying

100 MLD water and with the sanctioned capacity of 185 MLD. Similarly, CIDCO

is in the process of developing a water source from the Balganga Dam with a

installed capacity of 350 MLD with the sanctioned capacity of 250 MLD for Navi

Mumbai. NMMC has already developed its own water source known as Morbe

Dam which has installed capacity of 450 MLD and presently supplying 350 MLD

to the city. The following Table 3.10 gives the details of sources of Water,

availability of water, daily water consumption and surplus water:


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Table 3.10

Demand & Supply of Water

(in MLD) Year MIDC MJP Hetawane Morbe Balganga Total Daily

Consumption

Surplus

2009-10 30 60 100 350 - 540 390 150

2015-16 30 60 185 450 100 825 525 300

2020-21 30 60 185 450 250 970 650 320

2030-31 30 60 185 450 250 970 840 130

Source: CIDCO

The above table clearly indicates that the demand of water supply for the airport

zone would be fulfilled from surplus water available from its own source as

described in the above table.

The potential for rain water harvesting within the project area is limited in view of

the absence of primary porosity to store the ground water in the underlying rocks,

except the secondly porosity weathering fracture stores ground water to some

extent. The rising trend of ground water table observed during the pre and post

monsoon further reinforces the limitation of rain water harvesting. However,

efforts would be made to make the water harvesting from the rain water being

discharged from the roof of various structures within the airport.

3.17 Power Supply

Electric energy will be supplied via 2 independent feeders from the national grid

to two power stations, one located at the East side of the airport near the catering

site and the second one at the West side between the West access road and the

airfield maintenance area.

Each power station will provide two circuits as follows:

i) A secure circuit with full redundancy for supplying electricity to the

systems that do not tolerate temporary power outage such as airfield


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lighting, navigational aid systems, indoor lighting, check-in and baggage

handling systems, server rooms, ventilation and cold stores.

ii) A second circuit without full redundancy that supplies those airport users

that can tolerate occasional outage without strong adverse impact on

terminal operations such as e.g. electric drives, compressors for air

conditioning and water heaters.

The overall size of each power station area is 12,000 m2.

The power supply requirement has been determined based on the consumption

of various elements of airport as well as the land use proposed in the non-

aeronautical area of the airport zone and the same was checked with the ongoing

consumption at Delhi, Mumbai and Hyderabad airports. Accordingly, the power

requirement for the airport zone is given in Table 3.11 below:

Table 3.11

Phase-wise Power Requirement

Phase Design Year Power Demand in MVA

(Cumulative)

Phase-I 2016-17 30.00

Phase-II 2020-21 70.00

Phase-III 2026-27 150.00

Phase-IV 2030-31 190.00


The above mentioned power requirement will be met from the Energy Distribution

Company of Govt. of Maharashtra from the nearest sub-station of 400/220/33 KV

sub-station located at Kharghar. A new sub-station for stepping down of power

to 132 KV and 33 KV shall be set-up in non-aeronautical area by the Distribution

Co. from where the power will be supplied to the airport. The following Table


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3.12 gives the details of power supply stations, its capacity, load, consumption,

existing and planned for Navi Mumbai township.

Table 3.12

Navi Mumbai Demand and Supply of Energy

(In MVA)

Year Installed Capacity of

Sub-Stations (12 Nos.)

Consumption Surplus

2009-10 1145 668 447

2015-16 1825 1061 764

2020-21 2325 1585 730

2030-31 3275 2470 805


The demand and supply position planned for the Navi Mumbai township indicates

that the power requirement for the airport zone would be fulfilled from the surplus

available in the planned installed capacity.

Initially, the emergency power station shall consist of 5 X 500 KVA capable of

supplying power to the initial phase and subsequently augmentation of the same

will be carried out in accordance with the requirement of demand. All DG sets will

be synchronized through micro-processor based on PLC system with built-in

protection for electrical system and capable of restoring the power within 15 sec.

of disruption of power for air site consumer and maximum 60 sec. for other non-

critical areas.

At the proposed airport necessary measures will be taken for conservation of

energy in line with Energy Conservation Building Code 2006 and National

Building Code 2005. Some energy conservation measures are described below:

Selection of Energy Efficient Electrical Appliances & Equipment;

Use of Energy Efficient Luminaries viz CFL & PL Lamps;

Heating, Ventilation & Cooling (HVAC) shall be controlled by well designed

building management system (BMS);


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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, pumpsand 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 Gadhi river 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.

The bio-degradable waste will be treated at the treatment plant by the land fills

method, whereas the non-biodegradable waste disposal facility 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


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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-eastcorner 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.

Fig. 3.6

Map showing Solid Waste Management Site at Chal


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3.20 Development of Non-aeronautical Area

An area of about 276 Ha. South of airport zone has been earmarked for

development of airport related activities to facilitate the development, operationand 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, 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

The airport and airport related activities are expected to generate the employment

to the tune of above 90000 within the airport zone. The housing needs of this

employment would be partly met in this zone and partly in the various developing

towns of Navi Mumbai such as; Ulwe, Dronagiri, Kharghar, Kamothe, Panvel, etc.

The above area will be well integrated with airport as well as surrounding

townships of Navi Mumbai by means of connectivity i.e. road, rail, etc., as well as

other physical and social infrastructure.

3.21 Project Cost

Based upon the facilities shown on the airport layout plan on-airport site and the

various activities on off-airport site and the phasing of the airport development, the

block cost estimates of the aeronautical activities and non-aeronautical activities

Sl.No. Type of Land Uses Area (InHa.)

% Area

1. Warehousing 63 23%

2. Offices 72 26%

3. Institutional Services 104 38%

4. Housing 23 8%

5. Leisure / Recreational 14 5%


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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 soworked 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 3.14Basic Cost Estimate of Airport Zone

Rs. in Crores

Sr. No.Elements

Phase-1

Phase-2

Phase-3

Phase-4

Land Development1

a) Reclamation cost. 725 - - -

b)Recourse channel 92 - - -

c) Retaining wall. 25 - - -

d) Off-site infrastructure cost. 300 - - -

e) E.H.T. electrical. 400 - - -

f) EMP and R & R 400 - - -

2 Land Cost 550 - - -

3 Air side works. 600 475 100 -

4 Terminal and Other Buildings. 1200 1350 1503 562

5 Land side works & Otherworks. 57 34 75 74

6 Non-aeronautical area 75 75 50 -

SUB-TOTAL : 4424 1934 1728 636

TOTAL : 8722



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Thus, the total cost of development of airport zone consisting of airport

aeronautical activities and non-aeronautical activities woks out to Rs.8722 Cr.consisting of Phase-I cost of Rs.4424 Cr., Phase-II cost Rs.1934 Cr., Phase-III

cost Rs.1728 Cr. and finally Phase-IV cost Rs.636 Cr.

3.22 IMPLEMENTATION PROGRAMME :

Project implementation programm not only helps in financial planning but also

helps us in identifying the various activities which are required to be carried out

for success of the project. The implementation programme is based on demand

and capacity analysis based on which the various facilities are required to be

created on air and landside. Accordingly, the following programme has been

devised to identify the various activities which will lead to the opening of airport

facilities keeping the target date of 2013-14.

The year 2009-10 has been kept for obtaining Environmental Clearance for

Airport project from Ministry of Environment and Forests, (MOEF), Govt of India.

Thereafter, process of Selection of Strategic Partner would commence and

selection of developer would be completed by August 2011. Actual construction

work would start in October 2011 and first phase of work will be completed by

September 2014. Another three months would be required to testing and

commissioning the various equipments and airport would be ready for operation

in December, 2014.

The implementation programme will continue for second phase in the year 2014-

17, third phase in 2017-21 and fourth phase in 202226. The Chart belowshows

the various activities to be performed during planning, design and construction

phases.


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7 Financial closure

8 Project execution

9 Trial operation

10 Commissioning of Airport

5 Issue of Bid Documents

6 Selection of Developer

4 Invitation of EOI

Year

1 Union Cabinet Approval

2 State Govt. Approval

3 Master Plan & DPR Study

20112007 2008 2009 2010 2012 2013

3.23 Construction Material

As far as the construction material is concerned indigenous construction material

found in and around the region will be used for the construction purposes. Sand

from the Panvel creek mouth will be used after washing and earth, murrum and

rock obtained by cutting of the hill lying in the western fringe will be used as filling

materials. The other raw materials like cement & steel will be brought from the

nearby sources.

There will be batching/ready mix plant within the airport. Major construction

activities will be land development and concreting for which bulk raw material is

available with the airport area. The following Table 3.15 gives quantities (approx)

of various materials required for the horizontal development:Table 3.15

Quantities of Basic Materials (Approx.)

Material Approx. Quantity

Stone Aggregates 3.5 million cum.

Cement 1.72 million tones.

Sand 1.70 million cum. Fly ash: 90000 tones

Steel 20000 tones

Asphalt 80000 tones

Murrum 16.15 million cum.

Rockfil 33.85 million cum.



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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 otherfinishing material are available in Mumbai/Navi Mumbai.

3.24 Construction Environment

During the construction stage of the proposed facilities a large number of local

and migrating, (comprising of both skilled and unskilled) workers approx. average

500/day initially and peaking to the level of 3000/day will be involved. For the

migrating workers temporary hutments with adequate drinking water, proper

sanitation facilities along with provision of fuel (kerosene or fuel) will be provided.

As far as the safety and health of the construction workers is concerned, workers

will be provided with helmets, ear mufflers and other safety gadgets. First aid

arrangement with ambulance facility will be provided along with a Medical

Examination (ME) room to attend the accidental cases and cases with minor

injuries. Proper hygiene and sanitation will be maintained in and around the

workers 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.