Documente Academic
Documente Profesional
Documente Cultură
K Y
C M
K Y
C M
K Y
NAVI
MUMBAI
INTERNATIONAL
AIRPORT
NAVI MUMBAI INTERNATIONAL AIRPORT
C M
K Y
C M
K Y
CIDCO - THE COUNTRY'S PREMIER TOWN Navi Mumbai. In March 1971, CIDCO was designated as
PLANNING & DEVELOPMENT AGENCY the New Town Development Authority for the project.
When Mumbai's population shot up by 40% in the CIDCO started functioning as a fully-owned Government
decade of 1951-61 and by 43.80% in the following of Maharashtra Company. It was entrusted the daunting
decade, it resulted in rapid upheaval in the way of life for yet ambitious task of developing the necessary social and
C M physical infrastructure to urgently ease the burden in
K
the majority of the population, living in the city.
Y Mumbai. It was also entitled to recover all cost of
Development projects could not be implemented to
counter the growing needs of the population, of industry, development from the sale of land and constructed
of trade and of commerce. Difficulties such as traffic properties.
congestion and lack of open spaces and play fields were a
growing reality. There was also an acute shortage of
WHY THERE IS A NEED FOR A SECOND AIRPORT
housing and over concentration of industry in the Current Facilities
metropolitan and suburban areas of the city. All this had
Mumbai currently boasts of the Chhatrapati Shivaji
become detrimental for the staggering metropolis.
International Airport, which has been a regular feature of
the city to facilitate air travel. It currently is built to
accommodate up to 25 million passengers per annum. It
is a state-of-the-art facility and a credit to the commercial
capital of the country.
C M
Need of the hour K Y
C M
K Y
C M
K Y
C M
K Y
C M
K Y
economic Feasibility Study (TEFS) was conducted presentation to Hon'ble Chief Minister, Govt. of
through M/s. Carter & Burgess Inc. (USA) for Maharashtra on 16th Sept. 2000 in the presence of the
development of domestic airport and submitted to senior officials of the Ministry of Civil Aviation and
Govt. of India through Govt. of Maharashtra. Realizing Airport Authority of India (AAI).
the problems at other potential sites in M.M.R. and on
The proposal of CIDCO was considered technically &
M behest of Govt. of Maharashtra, the proposal of
C financially viable, environmentally less disturbing and
K domestic airport was upgraded to International airport
Y supported by the local people. Thereafter CIDCO,
and accordingly a 'Technical Feasibility Report'
through Government of Maharashtra (GoM),
prepared by CIDCO was submitted to Govt. of India
submitted the proposal enclosing a pre-feasibility
through Govt. of Maharashtra in 1997.
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 MoCA, GoI, in turn, through AAI, constituted a
technical team to examine the pre-feasibility report.
According to the team, the Navi Mumbai site was
operationally feasible for locating the second
international airport for Mumbai. The team suggested
carrying out of geographical / geotechnical, C M
K
hydrological, traffic and environmental studies, Y
etc. in 2000.
The seed of this mammoth project was sown in the
same year. To make the Airport project a reality, a
Committee was constituted by the Ministry of Civil
Aviation (MoCA), Govt. of India in 1997. The
Committee thoroughly examined the Navi Mumbai site,
along with Rewas-Mandwa and Mhapan in Sindhudurg
district. In 2000, the Committee recommended the
Rewas–Mandwa site as the most suitable site, while it
determined the Navi Mumbai site suitable for domestic
airport but unsuitable for international airport, owing to
a single runway.
Then incorporating the provision for a parallel runway,
CIDCO revised its original proposal and made a
C M
K Y
C M
K Y
CIDCO carried out the exercise and accommodated carrying out EIA Study for environment clearance.
parallel independent runways with 1,035 m spacing
between the centerline of two runways and terminal
building in North.
The simulation study for assessing the interoperability
of Mumbai Airport with the proposed Navi Mumbai
International Airport was carried out in 2006 by
Technical Co-operation 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 and the
second part a real-time simulation under the
supervision of AAI. The simulation study concluded
that with appropriate procedures in place,
C M
K Y
C M
K Y
The above application was referred to National Coastal ordination with other Consultants such as; Central
Zone Management Authority (NCZMA), who in turn Water Power & Research Station (CWPRS), Pune,
recommended the amendment to CRZ Notification of Mumbai University, Ground Water Surveys and
1991 to make Navi Mumbai Airport development Development Agency (GSDA), GoM, Gujarat Ecology
permissible in CRZ areas with mitigation measures for Commission (GEC), Govt of Gujarat, M/s. Hemant Sahai
C M environment damage in October 2007. & Associates (Legal Consultant), M/s. DHI, India and
K Y
M/s. Lewis Environmental Sciences, USA. Expert
Appraisal Committee of MoEF, visited the Navi Mumbai
airport site in December, 2009 and issued the
Additional ToR in Feb., 2010.
The Draft EIA Study report was submitted to
Maharashtra Pollution Control Board (MPCB) for
conducting Public Hearing in Mach 2010. MPCB
conducted Public Hearing and submitted the Public
Hearing report to MoEF in May, 2010. The final EIA
Report incorporating the observations in Public Hearing
Report was prepared by CIDCO and submitted to MoEF
for Environment and CRZ Clearance in June, 2010.
After constant persuasion by the State Govt. and The Expert Appraisal Committee (EAC) of C M
K
MoCA for amendment of CRZ Notification, MoEF "Infrastructure works and Other projects of MoEF Y
advised GoM/CIDCO to obtain Mumbai High Court appraised the project for Environment & CRZ
approval in the context of Writ Petition No.3246 of clearance" considered the proposal in its 89th Meeting
2004 for considering the construction of Navi Mumbai
Airport in CRZ area. Hon'ble High Court at Mumbai
allowed the Prayer of CIDCO/GoM for Amendment of
CRZ Notification of 1991. MoEF issued notification of
amending the CRZ Notification of 1991 permitting
Green Field Airport at Navi Mumbai in CRZ areas,
subject to environmental safe guards in 2009.
CIDCO submitted fresh application for approval of ToR
for carrying out EIA for Environment and CRZ clearance
to the MoEF. MoEF conveyed the ToR for carrying out
EIA study in August, 2009. Accordingly, IIT, Mumbai
commenced the preparation of EIA work in close co-
C M
K Y
C M
K Y
C M
K Y
C M
K Y
In the 93rd Meeting, the various suggestions made MILESTONES IN THE PROCESS
in the last meeting were submitted and appraised by
the EAC. Given below is a brief chronology of the Airport from the
time of its conception:
The original proposal of Navi Mumbai International
Nov. 1997: The year that marked the beginning.
Airport envisaged spread over an area of 1,615 Ha.
C M consisting of 1,200 Ha. for aeronautical activities and Ministry of Civil Aviation (MOCA), Govt. of India (GOI)
K Y 415 Ha. for non-aeronautical activities with training of constituted a Committee to examine the various sites
Gadhi river and diversion of Ulwe river has undergone for second airport for Navi Mumbai.
several modification in accordance with the brief of June 2000: The GOI Committee, which had a Member
EAC given in the above EAC meetings. from the Ministry of Environment & Forest (MoEF),
recommended Rewas - Mandawa suitable since Navi
Mumbai Airport was proposed with one runway.
Sept. 2000: CIDCO / Govt. of Maharashtra (GOM)
revised the proposal to provide for two runways and
submitted a feasibility report.
Nov. 2000: A sub-Committee constituted by AAI,
examined the Navi Mumbai site and found it
technically and operationally feasible, and suggested C M
to carry out a detailed Techno Economic Feasibility K Y
Study (TEFS).
C M
K Y
C M
K Y
Sept. 2001: It was the year when CIDCO / GOM Aug. 2007: CIDCO made application to MoEF for
submitted TEFS comprising various technical studies. approval of Terms of Reference (TOR) for carrying out EIA.
Various technical queries and clarifications raised by Nov. 2007: National Coastal Zone Management
AAI have been successfully completed by CIDCO. AAI Authority (NCZMA) recommended amendment to CRZ
suggested to carryout a Simulation Study to examine Notification of 1991 to make Navi Mumbai Airport
C M the inter-operability of two airports in singe airspace. development permissible in CRZ areas with mitigation
K Y measures for environment damage.
Feb. 2008: Maharashtra Coastal Zone Management
Authority (MCZMA) recommended the proposal with
compensatory forestation.
March 2008: CIDCO appoints M/s. Louise Berger Group
(LBG) consortium, USA as prime consultants for the
proposed airport.
C M
Aug. 2006: International Civil Aviation Organization K Y
(ICAO) conducted Simulation Study sponsored jointly
by CIDCO / GOM & AAI. The Study confirmed that
simultaneous operation of two airports is possible with
appropriate procedures in place.
Feb. 2007: This year saw CIDCO / GOM submitting
Project Feasibility and Business Plan Report to
MOCA / GOI.
July 2008: GOM granted approval and appointed
July 2007: MOCA obtained in principal approval from CIDCO as the nodal agency for implementation.
the Union Cabinet for the 2nd Airport in Navi Mumbai
and conveyed to GOM. Feb. 2009: MOEF directed to obtain Hon. Mumbai High
Court approval for amendment of CRZ regulations.
Sept. 2007: CIDCO appointed IIT, Mumbai, for
Environment Impact Assessment (EIA) study and April 2009: Hon'ble High Court at Mumbai allowed the
CWPRS, Pune for conducting required hydraulic model Prayer of CIDCO / GOM for Amendment of CRZ
studies. Notification of 1991.
C M
K Y
C M
K Y
C M
K Y
C M
K Y
C M
K Y
C M
K Y
C M
K Y
C M
K Y
C M
K Y
C M
K Y
C M
K Y
The main passenger processing facility is a five-level Number of Remote Aircraft Positions: 24
facility, including two mezzanines, a facility with an 150 plus counters for the ease and convenience of the
additional three-level office complex located at its passengers
centre. This facility processes both international and
domestic passengers. The terminal has access from Main Processing Unit
both the north and south sides and has three curbs on
C M The main passenger terminal building processing unit
K each side, one on grade and two elevated.
Y described by level is shown below:
The first level curb is dedicated to the commercial
Level 1
vehicles, the second level curb is for arrivals and the
third level curb is for departures. Baggage sorting area
Commercial Ground transportation curb access lobby
Commercial Ground transportation curb
Train Station
Level 2 (mezzanine)
In-line explosive detection screening areas
Bridge connections to parking areas and train station
Offices and mechanical rooms
C M
Level 3 (Arrival Level) K Y
C M
K Y
C M
K Y
C M
K Y
C M
K Y
AIRPORT ACCESS ROAD The eastern primary access road will have the following
elements:
The primary airport access roads will provide access to the
airport from the neighbouring community road system. Four lanes (4) on each side having total lane width
There will be two main primary access roads to NMIA, of 14 m.
from western and eastern fronts of the airport. The Pedestrian Walkway on either side (3m - 6m).
C M western primary access road will have the following One lane undivided service road with width of 7 m,
K Y elements: serving ancillary facilities cargo, hangars, jet fuel farm,
etc. on both sides.
A service corridor of 5 m width on both side to serve
electrical, mechanical and telecommunication facilities.
A total right of way of 88 m, for the eastern primary
access road, will be required in the ultimate phase of
NMIA development.
C M
K Y
C M
K Y
A project of such magnitude understandably involves The R&R entitlement includes the allottment of fully
various activities, including land development by cutting developed plot of equivalent to loss of area besides other
of hills and filling, development of airport in phases, re- benefits in accordance with the above policy. The R&R
coursing of Ulwe river, shifting of EHVT line, development Policy will be implemented after obtaining State
of non-aeronautical activities, off-site physical Government's approval.
infrastructure in terms of roads, interchange, water supply,
STPs, power, etc., and development of utility lines required
IMPACT ON THE ENVIRONMENT
for airport zone. To compensate the loss of a mangrove Our Responsibility
area admeasuring 98 Ha, a mangrove park is also CIDCO has stressed enormously on the well being of the
proposed to be developed on Waghivali Island. It will help environment even as it has developed into an entity,
protect the environment and ecology of Navi Mumbai. which is now synonymous with growth and development.
C M
K Y
C M
K Y
PHASES OF DEVELOPMENT
Development Phases
The facility as awe inspiring as it is will be completed over
a phase of four stages.
A 245 Ha mangrove park, along with area of 310 Ha. The airport will be operational first in end of 2014 and
at Kamothe and 60 Ha. at Moha Creek for will facilitate 10 million passengers in the 1st stage.
C M
regeneration of mangroves will be developed and Phase-I K Y
maintained in the nearby area, thus providing the
1. Runway 1 (North) 6. Remote Stand 5 Nos.
ecological balance of the area.
2. Taxiway 2 (North) 7. General Aviating
A large water body in north is also being retained. 3. Comm. Apron 3,55,925 sq.m Apron 6,000 sq.m
4. Passenger 8. ATC Tower
IMPACT ON COMMERCE Terminal 86,068 sq.m 9. Cargo 32,994 sq.m
5. Contact Gates 15 Nos. 10. Basic Construction ` 4,424 Cr.
Impact beyond Air Travel
The massive Navi Mumbai International Airport has a Stage 2 will see the capacity of the passengers shoot
huge employment-generation potential, and will up to 25 million and will be ready by 2020.
generate 1 lakh new jobs directly, along with another 1 Phase-II
lakh jobs on an indirect level.
1. Runway 1 (South) 6. Remote Stand 5 Nos.
The Airport would boost the Mumbai-Pune-Ahmednagar 2. Taxiway 2 (South) 7. General Aviating
Corridor and especially the Konkan belt, along with the 3. Comm. Apron 3,00,000 sq.m Apron 6,000 sq.m
golden triangle of Mumbai-Nashik-Pune, and would 4. Passenger 8. ATC Tower –
Terminal 80,000 sq.m 9. Cargo 32,994 sq.m
ensure a steady growth rate in its air traffic.
5. Contact Gates 20 Nos. 10. Basic Construction ` 1,934 Cr.
C M
K Y
C M
K Y
C M
K Y
C M
K Y
C M
K Y
Contact us:
Tanaji Satre, IAS, VC & MD, CIDCO
Tel.: +91.22.2202.6665, 6791.8211 • Fax: +91.22.2756.2129 • E-mail: md@cidcoindia.com, satretanaji@gmail.com
J. R. Kulkarni, GM (Airport) Soma Vijaykumar, Addl. Chief Transportation Engineer
Tel.: +91.22.6791.8681, 6791.8673 • Fax: +91.22.6791.8166 Tel.: +91.22.6791.8616 • Fax: +91.22.6791.8166
E-mail: gm.sez@cidcoindia.com, jrk50@indiatimes.com E-mail: vijaykumar.s@cidcoindia.com
CITY AND INDUSTRIAL DEVELOPMENT CORPORATION OF MAHARASHTRA LTD.
CIDCO Bhavan, 6th Floor, CBD Belapur, Navi Mumbai – 400 614.
www.cidcoindia.com
C M
K Y
C M
K Y