Navi Mumbai Airport Planning

PROJECT DEVELOPMENT STUDIO
NAVI MUMBAI INTERNATIONAL AIRPORT
THE AIRPORT GROUP FACULTY GUIDE : Dr. Meera Mehta

SEMESTER 3 Prof. Mona Iyer
M. TECH INFRASTRUCTURE PLANNING) Ms. Rutool Sharma
FACULTY OF PLANNING & PUBLIC POLICY
SCHOOL OF PLANNING, CEPT UNIVERSITY
AHMEDABAD
Navi Mumbai Airport IP-2006-08
AIM
To understand the various phases in infrastructure project development
OBJECTIVE
To get acquainted with the aviation sector and in particular the air-transport
infrastructure facilities in India
To understand the various planning aspects for Greenfield airport development
To develop Air Traffic Forecasting model, Airport Master plan, framework for
bidding, R&R and EMP along with other contractual arrangements and the Project
Finance model

STRUCTURE OF THE PRESENTATION
CIVIL AVIATION OVERVIEW
2nd INTERNATIONAL
AIRPORT IN MMR
CONCEPTUAL AIRPORT
MASTERPLAN
IMPLEMENTATION
ARRANGEMENT

CIVIL AVIATION OVERVIEW INDIAN AVIATION SECTOR : A

BRIEF PROFILE
NEED FOR AUGMENTING

AVIATION INFRASTRUCTURE
2nd INTERNATIONAL
AIRPORT IN MMR
CONCEPTUAL AIRPORT
MASTERPLAN
IMPLEMENTATION
ARRANGEMENT

INDIAN AVIATION SECTOR : A BRIEF PROFILE
Aviation emerging mass transport Passenger ( MPPA) 15.5%
mode : effectively competing with road & 16.7%

5.4% 12.2%
rail -2.7% 8.8%
27.9%
24.0%
SECTOR PROFILE : AIRPORTS
9.6%
11.2%
-5.9%
8.8%
INTERNATIONAL 12
DOMESTIC 83
CIVIL ENCLAVES 28 ( 3 int)
CUSTOM 7 Aircraft Movement (000)
16.9%
19.9%
17.0%
8.0%
3.5% 4.5%
Factors contributing to air traffic
16.8%
growth:
10.5%
13.7%
9.7%
5.0%
4.0%
Economic Factors
Liberalization & Economic Reforms
11.7%
GDP growth 18.8%
Cargo (000 tonnes) 7.3%
Service sector growth 0.4%
15.3%
4.9%
Policy Factors
21.6%
12.7%
5.9%
13.3%
2.0%
8.6%
Open sky policy / Bilateral agreements

Private sector participation
License to new scheduled operators
Acquisition of new aircrafts Source : Ministry of Civil Aviation, Govt. of India

MAJOR AIRPORTS OF INDIA
Amritsar
Delhi
Around 47% of the traffic is handled

by Delhi & Mumbai Airports
Gauhati
MUMBAI AIRPORT
Ahmedabad
Rank 70th (Worlds top 100 airport)
Kolkata
Busiest airport in country
Mumbai Handles 26% of total passenger,
31% of cargo traffic and 21% of aircraft
movements
Go Hydrabad
a
Bangaluru DELHI AIRPORT
Chennai
Rank 109th in the world (mppa)
International Airport Second Busiest airport in the country
Cochin
Handles 21% of total passengers,
Thiruvanthampuram 29% of cargo traffic
Source : Ministry of Civil Aviation, Govt. of India

NEED FOR AUGMENTING AVIATION INFRASTRUCTURE
AAI forecast ( XI Fiver Year plan) : 2007-12
Overall passenger growth rate : 18.8% p.a. ( Intl :15.9% Dom : 19.9%)
Over all cargo growth rate : 11.4% p.a. (Intl :12.1% Dom : 10.1% )
Airports expected to handle 2.4 times (Intl) and 3 times (domestic) of the existing
passenger traffic
About 2 times (Intl) and 1.78 times (domestic) existing cargo traffic
XI Five Year Plan envisages investment of 40,000 crores in the sector
Particulars Airport Allocated cost (INR)
Modernization & Delhi & Mumbai 15,000

Upgradation
Chennai & Kolkata 5,000
Greenfield airports Bangalore, Hyderabad, Goa, Pune, Navi 10,000

Mumbai, Nagpur & G. Noida
Upgradation 25 selected Airports 7000
Modernization 55 airports 3000
*Source: Report of the Task Force : Financing Plan for Airports, GoI,2006-07

MUMBAI METROPOLITAN
2nd INTERNATIONAL
REGION - OVERVIEW
AIRPORT IN MMR
AIR TRAVEL DEMAND IN MMR
SUPPLY DEFICIT
CIDCOS PROPOSAL
POLICY ISSUES FOR THE 2ND

AIRPORT
LOCATION & SITE

CONCEPTUAL AIRPORT ASSESSMENT
MASTERPLAN
IMPLEMENTATION
ARRANGEMENT

MUMBAI METROPOLITAN REGION : OVERVIEW
Surrounding State To Nasik
Gujarat, MP, Chhattisgarh, AP, To Ahmedabad
Karnataka, Goa
Major Growth Center in MMR

Navi Mumbai, Greater Mumbai,
Thane, Vasai-Virar and Kalyan
Demography
International airport
Population 189 lakhs
Area 4355 sq.km
Density 4340 P/sq.km
NSDP of MMR 40% of
NMIA
Maharashtra
GDP Share in 2001

Primary 16%
Secondary 29%
Tertiary 55%
To Pune
Connectivity
By Highways To Goa
By Railway
By Air
M.M.R AIR TRAVEL DEMAND
Demand
for a New
Capacity shortfall airport

EXISTING MUMBAI AIRPORT
70th busiest airport in International
terminal
terms of traffic in the world
Busiest airport in India
Domestic
and South Asia terminal
Mumbai-Delhi route 7th
busiest domestic route in
the world based on the
number of flights per week
MIAL, a consortium of
GVK and ACSA, was
appointed to carry out
modernization in Feb 2006
Operational Year
Cross runways cannot be used
Area 5.9 sq.km
simultaneously
No. of runways 2
Less supporting Taxiways
Passenger handled (m) - 2006 20.29 Growth - Constrained by runway capacity
Cargo handled (mt) - 2006 2,88,960 No space for expansion
Aircraft movement - 2006 107354
MASTER PLAN (PROPOSED) MUMBAI AIRPORT
Airside Capacity Existing Planned
Peak Hour ATM 32 44
Annual ATM 165,000 295,000
Aircraft Stands 84 106 Cargo
- In contact 18 67 Sahar T2
30M
Santacruz
- Remote 66 39
T1 12M
Cityside
Car Parking 3,600 12,000
Phase 1: 2006 2010

Phase 2: 2010 2015
Phase 3: 2015 2020
Ultimate: upto 2026
Airport Capacity Existing Planned

Passengers 20 mppa 40 mppa *
Access to T2 Congested approach road New elevated access road
Cargo (tonnes per annum) 0.4 million 1 million *
POLICY ISSUES : GREEN-FIELD AIRPORT
Airport Infrastructure Policy (1997) states
A greenfield airport may be permitted ( as a replacement / simultaneous operation) where :
Existing airport is unable to meet the projected demand
New focal point of traffic emerges with sufficient viability
Not within the aerial distance of 150 km of the existing airport
Parameters of traffic distribution to be clearly spelt out
CIDCOs PROPOSAL
Sept.2001 : CIDCO through GOM submitted TEFS Report
Aug.2004 : CIDCO revised the master plan with spacing of parallel runways at 1035 m as per
International Civil Aviation Organization (ICAO) norms
Aug 2006 : The ICAO simulation study confirms that independent operation of both the
airports is feasible and safe.
July 2007 : MOCA obtains in-principle approval from Union Cabinet for Navi Mumbai
Airport

CONTESTANT AIRPORT SITES
Mahapan in Sindhudurg District
Rewas-Mandwa in Raigad District

Existing Mumbai Airport
Navi Mumbai Airport

NMIA Site
Revas Mandwa
Mahappan

SITE CONSIDERATION
Parameters Mahapan Revas Mandwa Navi Mumbai
350 km from 120 kms from mumbai 45 kms from mumbai
Distance
Mumbai airport airport airport
Time taken 8 to 10 hrs 3 hrs 1 hr approx
Land Requirement 6000 acres 2347 acres for airport
4585-Airport operation operation
1300-township dev
Accessibility Not easily accessible Easily accessible
Supporting infrastructure Absent Present in vicinity
Land Acquisition 5500 acres to be acquired Major portion under
Difficult-mostly mud land CIDCO possession
Land for Expansion Available Available

Economy of Construction Rs. 12000 crores Rs 4500 crores
Environmental Issues Very High Env Impact
Low Env Impact
Reclamation of mud
4 EHT lines
land
Rehabilitation of 10
i.e sea
settlements
Rehabilitation- 14
Retraining of river &
villages
creeks
Destruction of scenic
coastal beauty
CRZ I & III applicable
SITE ENVIRONS
Kharghar
Sio
nP
an Kalamboli
ve
Taloje creek lE
xp
re
s
Jui Kamothe sw ay
River
CBD Belapur Gadhi
Kamothe
Vaghvali
-4
Khande
NH
Panvel
Targhar
Creek Proposed Site For NMIA Panvel
Koli Kopar
Chinchpada
Vaghelivada
Ulwe Pargaon
Dungi Dapoli
Mulgaon Vovale
ne
4
Li
-5
Bombavi Kundevahal
ly
SH
R
el
nv
T
Pa
J NP
To
n
ra
U
NH-4B

LAND STATUS
Kharghar
Sio
n Pa Kalamboli
nv
el
Taloje creek Ex
pr
es
sw
Jui Kamothe ay
River
CBD Belapur Gadhi
Kamothe
Vaghvali
-4
Khande
NH
Panvel Targhar
Proposed Site For NMIA
Creek Panvel
Koli Kopar
Chinchpada
Vaghelivada
Ulwe Pargaon
Dungi Dapoli
Mulgaon Vovale
ne
4
Li
-5
Bombavi Kundevahal
ly
SH
R
el
nv
T
Pa
J NP Govt. Land
To
n
ra
Pvt. Land
U
NH-4B
CIDCO Land
2nd INTERNATIONAL
AIRPORT IN MMR
CONCEPTUAL AIRPORT AIR-TRAFFIC FORECASTING

MASTERPLAN FOR NMIA
VISION FOR THE AIRPORT
INTERNATIONAL CASE-
STUDIES
MASTERPLAN PROPOSAL
CONNECTIVITY & LINKAGES
EMP & R&R FRAMEWORK

IMPLEMENTATION
ARRANGEMENT
VISION FOR THE AIRPORT
Developing Navi Mumbai International airport as Indias premier

International airport in terms of service delivery
OBJECTIVES
To ensure timely provision of high quality airport infrastructure, on

both airside and land-side to meet the growing civil aviation demand
To establish a modern civil aviation facility with state-of-the art

infrastructure that adheres to the highest standard of service and
incorporates appropriate mix of aviation & non-aviation activities
To set an example in the country for innovative project structuring and

ideal financing mechanism

Econometric Method
Domestic Demand = F (Urban Population of MMR, Per Capita Income)
International Demand = F (Urban Population of western states, GDP)
MMR TOTAL AIR TRAVEL DEMAND (in million)
Year Domestic International Total
2011 17.0 12.0 28.9
2015 23.0 15.4 38.4
2021 35.9 23.3 59.2
2031 58.8 33.3 92.1
2035 70.2 38.6 108.8
Demand
for a New
airport

Percentage Share of Mumbai
AUTHORITY DOMESTIC INTERNATIONAL
AAI 7% to 10% 3% to 5%
Department of Planning 8% to 10% 6%
Foundation of Aviation and Sustain Tourisms 6% to 12% 5% to 10%
Indian Airlines 6% to 12% -
ICAO 7% 7.5%
National Council of Applied Economic
Research, New Delhi 6% 7.8%
Average Growth rate is about 7% to 9%
Share of Mumbai airport in Indian Aviation industry decrease from 49% to 26 %

from 1993 to 2003
Percentage share of five major airport in India International route
While forecasting the passenger demand for MMR we have also considered the
percentage share of five major airports in Indian Aviation industry
MMR AIR TRAVEL DEMAND
MMR AIR TRAVEL DEMAND (in million)

2011 19.2 13.0 32.2
2015 24.1 16.1 40.2
2021 33.9 21.2 55.1
2031 62.9 35.3 98.2
2035 80.0 43.7 123.7
Demand for
a New
airport

MMR AIR TRAVEL DEMAND
Comparison of Demand with various methods and with CIDCOs Projection
MMR TOTAL AIR TRAVEL DEMAND (in million)

% Share
Year Econometric Method CIDCO
Scenario
2011 28.9 32.2 22.4
2015 38.4 40.2 33.0
2021 59.2 55.1 49.4
2031 92.1 98.2 88.4

MMR AIR CARGO DEMAND
AAI has projected growth rate of 10.3% for year 2007-2012 & 9.1% for year
2012-2017
Share of Mumbai Airport in Indian cargo traffic decrease from 42% to 37% in past
10 years
MMR Air Cargo Forecast (Mt)

Year Domestic International Total CIDCO
2011 87,063 275,701 362,764 504,271
2015 120,252 380,797 501,049 683,364
2021 191,521 606,483 798,004 926,468
2031 376,741 1193012 1,569,752 1,256,615
2035 490,266 1,552,510 2,042,777 1,705,186

NAVI MUMBAI AIR CARGO DEMAND
Cargo for
New airport
Navi Mumbai Cargo Forecast (Mt)

2011 - - -
2015 - - -
2026 30,338 96,071 126,409
2031 136,741 433,012 569,752
2035 250,266 792,510 1,042,777

NAVI MUMBAI TOTAL AIR TRAVEL DEMAND
% Share Scenario( in million)
Year Optimistic Realistic Pessimistic
2013 13.5 12.0 6.0
2021 27.7 25.9 18.6
2031 72.2 66.2 58.2
2035 97.7 91.7 83.7
83.7
91.7million
million
97.7 million
Passengers
Passengers
Passengers
annual
annualbyby
annual by
2035
2035
2035
MMR Total Demand Optimistic Pessimistic Realistic

TOP 10 AIRPORTS
Airport Pax (m) Airport Cargo (mt) Airport Pax (m)
Atlanta 84.4 Memphis 3.7 Hongkong 44.4
Top 10 by Passenger
Chicago 77.0 Hongkong 3.6 Singapore 35.0
Top 10 by Cargo
Best 10 in Asia
London 67.5 Anchorage 2.7 Bangkok N.A.
Tokyo 65.8 Seoul 2.3 Dubai 28.7
Los Angeles 61.0 Tokyo 2.9 Korea N.A.
Dallas 60.2 Shanghai 2.1 Taiwan N.A.
Paris 56.8 Paris 2.1 Shanghai 17.1
Frankfurt 52.8 Frankfurt 2.1 Beijing 48.6
Beijing 48.6 Louisville 1.9 Kualalumpur 23.2
Denver 47.3 Singapore 1.9 Japan 12.3
London
Alaska Chicago
Memphis
Hong Kong
Texas Atlanta
Dubai
Singapore

PARAMETERS IN THE CASE STUDIES
Area of the Airport Shape i.e. rectangular etc
Length : Breadth ratio
Shape of the Airport
Maximum length on one side
Number of runways
Orientation of runways
Runway Length of runways

Capacity of the runways
Distance between the runways
Location of Terminal building

Terminal Building Area of Terminal building
Capacity of Terminal building
Inter - connectivity between the

terminals
Connectivity
Connectivity of the airport with the
city

INTERNATIONAL
WORLD'S CASE STUDIES
BUSIEST AIRPORT BY PASSENGER TRAFFIC
20
300 00
1200 1600
1600
300
0 0
30
Hartsfield Jackson Atlanta O'Hare Chicago Heathrow - London
57% of passengers go on Prior to 2005, the world's busiest Highest international passenger
connection flights elsewhere airport in terms of takeoffs and landings traffic in the world
One of only a few airports that Least punctual airport in US based on One of two international airports
can perform triple % of delayed flights located in Greater London Area
simultaneous landings
Hartsfield Jackson O'Hare Heathrow Runways
Operational Year 1926 1955 1946 Main terminal
Area 19.2 sq.km 32.5 sq.km 12.31 sq.km Concourses
No. of runways 5 6 2
International terminal
Pax. handled (m) 84.8 76.3 67.5
Cargo terminal
Cargo handled (mt) N.A 1.7 N.A
Aircraft movement (000) 976 958 477 Proposed terminal
Centrally located terminal Centrally located terminal buildings Disbursed terminal buildings
buildings Intersecting runways hindrance in No End-around taxiways
End-around taxiway operation Growth constrained by runway capacity
No End-around taxiways No space for expansion
WORLD'S BUSIEST AIRPORTS
350 1530 1050
1950
Dallas-Fort Worth -Texas US Memphis US Ted Stevens Anchorage US

Largest hub for American Airlines Home to FedEx's "World Hub FedEx &UPS operate major
(800 flight daily) & American Eagle FedEx's share of cargo has been trans pacific sorting hubs for
The new terminal is capable of at least 95% since 1992 cargo heading to & from Far East
handling 32,000 pas/day with an The third largest hub to UPA- Has 2 terminals, domestic has 3
integrated 298-room hotel working united parcel agency concourses at south &
as transit hub international at north
Dallas-Fort Worth Memphis Anchorage Runways
Operational Year 1927 1939 1951
Main terminal
Area 73.2 sq.km 15.6 sq.km 18 sq.km
Concourses
No. of runways 7 4 3
Pax. handled (m) 59.2 NA NA
International terminal
Cargo handled (mt) N.A 3.6 2.6 Cargo terminal
Centrally located buildings Disbursed terminal buildings Separate terminal buildings
End-around taxiway End-around taxiways End-around taxiways
Symmetrical layout easy for No space for expansion Proper segregation of activities
movement Proper segregation of activities
BUSIEST ASIAN AIRPORTS
1680
0
150 380
Chek Lap Kok Hong Kong Dubai-UAE Changi-Singapore

Intermodal transport hub- transit Hub to Dubai's international Has dedicated terminal catering
airport +trans-shipment centre airline & various other countries to the budget traveler
Driver less people mover inter- Will be complemented by a new Earns 60% of its total annual
terminal trains revenue from non-aeronautical
140 km airport that will handle the sources, with 30% from
High speed rail takes 24 mins from influx of travelers in future commercial space rental
central HK station to airport Has bus, sky train & taxi services
Hong Kong Dubai Singapore
Runways
Operational Year 1998 NA 1975
Main terminal
Area 12.8 sq.km NA 13 sq.km
No. of runways 2 2 2 Concourses
Pax. handled (m) 43.8 28 35 International terminal
Cargo handled (mt) 3.6 1.5 1.9 Cargo terminal
Centrally located buildings Separate terminal buildings Centrally located terminal buildings
End-around taxiway End-around taxiways Intermodal & transit hub
Easy traffic circulation No space for expansion Biggest non aeronautical activity centre
Biggest terminal building giving boost to airport economy.

ICAO GUIDELINES & INTERNATIONAL CASES
Where parallel non-instrument runways are intended for simultaneous use, the minimum
distance between their centre lines should be:
210 m where the higher code number is 3 or 4
150 m where the higher code number is 2
120 m where the higher code number is 1
Where parallel instrument runways are intended for simultaneous use, the minimum distance
between their centre lines should be:
1 035 m for independent parallel approaches
915 m for dependent parallel approaches
760 m for independent parallel departures
760 m for segregated parallel operations
Airport Length (m) Width (m) Distance
Hartsfield-Jackson 3624 45 1200 (330)
O'Hare 3962 N.A. 1600
Heathrow 3901 50 1600
Dellas-fort worth 4085 N.A. 1950
Memphis 3389 N.A. 1050 (300)
Chep Lap Kok 3800 60 1500
Changi Airport 4000 60 1680
Ted Stevens Anchorage 3531 N.A. 400
Dubai 4000 60 N.A.
Shenzhen Bao'an 3400 45 N.A.
Amsterdam Schiphol 3800 N.A. N.A.
DEMAND FOR DIFFERENT AIRCRAFTS - INDIA
TERMINAL AREA PER PASSENGER

Passenger Per passenger
Area No. of Passenger
Name Terminal Area
(Sq.km) runway handled Area (Sq.m)
(Sq.m)
Hartsfield-Jackson Atlanta 19.2 4 230,000 84,846,639 4.4
O'Hare - Chicago 32.5 6 441,951 77,028,134 9.4
Heathrow Airport - London 12.3 2 348,480 67,530,197 8.5
Ted Stevens Anchorage 18.0 3 160,000 27,000,000 9.7
Dellas -fort worth 73.2 7 186,000 60,226,138 5.1
Dubai international 14.2 1 100,000 28,000,000 5.8
Shenzhen Bao'an 10.8 1 146,000 10,000,000 24.1
Chep Lap Kok -Hong Kong 12.5 2 690,000 43,857,908 25.9
Changi Airport ,Singapore 13.0 3 1,063,020 35,033,083 50.1

PROPOSED MASTERPLAN BY CIDCO
Domestic International
terminal terminal
International Domestic
cargo cargo
Hangers
1035 m
Night
parking
The Airport is planned for 40 m passengers

The maneuvering distance of the aircraft is much larger
No connectivity between the two terminals
Independent operation of both the runway is not possible
PEAK HOUR CALCULATION
Passenger Forecast
Domestic
Peak day=1.23 Avg.day
2018 11,594,360 7,733,714 19,328,074 Peak hour=12% Peak
2023 19,357,841 11,943,236 31,301,077 day
2029 35,110,612 20,229,584 55,340,196 International
Peak day=1.2 Avg.day
2035 59,138,913 32,520,305 91,659,218 Peak hour=12% Peak
day
Terminal building area calculation
Domestic Peak Passenger Forecast International Peak Passenger Forecast
Year Annual Avg. day Peak day Peak hour Annual Avg. day Peak day Peak hour
2018 11,594,360 31,765 39,071 4,689 7,733,714 21,188 25,426 3,814
19,357,84
2023 53,035 65,233 7,828 11,943,236 32,721 39,265 5,890
1
2029 35,110,612 96,193 118,318 14,198 20,229,584 55,424 66,508 9,976
59,138,91
2035 162,024 199,290 23,915 32,520,305 89,097 106,916 16,037
3
No. of Aprons and Runways required
Domestic Aircraft operation International Aircraft operation
Total Avg. Pax Aircraft Avg. Peak Peak Total Avg. Pax Aircraft Avg. Peak Peak
Year Pax /Aircraft Operation day day hour Pax /Aircraft Operation day day hour
2018 11,594,360 150 77,296 221 271 32 7,733,714 198 39,059 107 128 15
19,357,84
2023 157 123,298 337 414 49 11,943,236 208 57,419 157 189 23
1
2029 35,110,612 165 212,792 583 717 86 20,229,584 218 92,796 254 305 37
59,138,91
2035 172 343,831 942 1158 139 32,520,305 228 142,633 391 469 56
Navi Mumbai
3 Airport IP-2006-08
AREA BREAKUP FOR MASTERPLAN
Terminal side infrastructure B.Area (sq.m) Land side infrastructure B.Area (sq.m)
Terminal building 928,472 Airport store & equipment 131,672
Cargo building & warehousing 130,920 Aircraft dumping ground 241,380
Technical block 19,702 Aircraft allied facilities 11,344
APM maintenance 11,340 Fuel farm 100,000
Terminal control building 13,400 Flight catering 68,052
Main apron control 13,400
Met. Facilities building 17,010 Offside infrastructure B.Area (sq.m)
Administrative offices 19,666 Water supply 79,750
CCR hall 17,010 Electric substation 132,368
Control tower 10,000 Police station 13,175
Navigational aids 22,678 Hospital 26,350
Source:- National & International case studies
2 Runways of length 4200 m & width 75 m
2 parallel taxiway of length 4200 m & 40 m
No. of aprons 116
No. of hangers 20
Night parking 35 (Big) & 103 (Medium & small)
The terminal building will be able to cater 61.23 m passenger per annum (considering
25 sq.m area per person) & 76.53 m passenger per annum (considering 20 sq.m area
per person)
PROPOSED MASTERPLAN
res
LP 5 130 Ac
res
LP 4 130 Ac
res
LP 3 130 Ac
res
LP 2 270 Ac
res
LP 1 330 Ac
Taxiway 190 m
Runway 190 m
Airport store Electric
Taxiway & substation
Equipment
Night Parking
Cargo Entry for
Aircraft 1470m Terminal Water Supply Cargo
&
Maintenance APM ATC Hangers
Fuel farm CCR hall Terminal
Catering
Building
T.block ARD
P.S Parking
Connector ing
Terminal T. Co. Bu. Aircraft Dump
Main ARD Airport Hotel Offices Metro Building Ground
Entry Parking Off. Station
Ho. Parking
Multi lvl
ARD
Com mercial parking
Parking Off.
ARD dev elopm ent
Nav. Aids
Catering
Aircraft Taxiway 190 m

&
Maintenance
Fuel farm Night Parking
Runway 190 m
Taxiway

PHASING
PHASE 1
(2008-2012)
res
LP 1 330 Ac
Electric
substation
Night Parking Entry for

Aircraft Water Supply Cargo
&
Maintenance APM
Fuel farm Catering
CCR hall
T.block ARD
P.S Parking
Main Airport Hotel Offices
Entry Ho. Parking
ARD
Com mercial
dev elopm ent

PHASING
PHASE 2
(2015-2018)
res
LP 2 270 Ac
res
LP 1 330 Ac

& substation
Equipment

&
Maintenance APM
Fuel farm Catering
CCR hall
T.block ARD
P.S Parking
Main Airport Hotel Offices
Entry Ho. Parking
ARD
Com mercial
dev elopm ent
Nav. Aids
Catering
Aircraft
&
Maintenance

PHASING
PHASE 3
(2020-2023)
res
LP 3 130 Ac
res
LP 2 270 Ac
res
LP 1 330 Ac

& substation
Equipment

&
Maintenance APM
Fuel farm Catering
CCR hall
T.block ARD
P.S Parking Aircraft Dump
ing
Main ARD Airport Hotel Offices Metro Ground
Entry Off. Station
Ho. Parking
Multi lvl
ARD
Off. Com mercial parking
ARD dev elopm ent
Nav. Aids
Catering
Aircraft
&
Maintenance

PHASING
PHASE 4
(2026-2029)
res
LP 5 130 Ac
res
LP 4 130 Ac
res
LP 3 130 Ac
res
LP 2 270 Ac
res
LP 1 330 Ac
Taxiway
Runway

Taxiway & substation
Equipment
Night Parking
Cargo Entry for
Aircraft Terminal Water Supply Cargo
&
Maintenance APM ATC Hangers
Fuel farm Catering
CCR hall
T.block ARD
P.S Parking
Connector ing
Airport Hotel T. Co. Bu. Aircraft Dump
Main ARD Offices Metro Ground
Entry Parking Off. Station
Ho. Parking
Multi lvl
ARD
Com mercial parking
Parking Off.
ARD dev elopm ent
Nav. Aids
Catering
Aircraft Taxiway
&
Maintenance
Runway
Taxiway

DEVELOPMENT OF NON-AERONAUTICAL AREA
TOTAL SITE AREA 400 HEC (990 ACRES) 4 SQ.KM
VAGHVALI 226 HEC (167 GOVT-59 PRIVATE)
, 804 PEOPLE , 133 HH
BELAPUR GOVT
VAGHVALI PANVEL
PV
T
I DCO
C

DEVELOPMENT OF NON-AERONAUTICAL AREA
Non aeronautical area development (i.e developing area around the airport) is an
upcoming trend in Indian aviation industry
Expansion plans of Delhi, Hyderabad & Bangalore have followed the examples of
Singapore, Hong Kong etc
Luxury facilities like hotels, premium apartments, retails like malls, multiplexes,
shopping centers, offices, exhibition centers, sports complex etc all benefit from the
airport and vice versa
At NMIA 4 sq.km of land parcel is reserved for non aviation related development
which has to be developed in phases according to demand
Assuming 1.5 FAR with 30% permissible ground coverage with G+2 structure (due
to radar restriction) thus providing more green spaces
Actual total Area Area FSI = 1.5 B.up FSI = 1.5

30 % G.C.
available ( Acres) ( sq.m) area(a) B.up area(m)
NA site 990 4,006,382 1485 6,009,572 1,802,872

LAND USE
ALTERNATIVE - 1
phasing 2008 2012 2015 2018 2021 2024 2027 2030

LPI 330 acre
LP2 270 acre
LP3 130 acre
LP4 130 acre
LP5 130 acre
LP5 130 acres
LP4 130 acre

s
LP3 130 acres
LP1 330 acres LP2 270 acres

LAND USE
ALTERNATIVE - 2
phasing 2008 2012 2015 2018 2021 2024 2027 2030

LP1 27 0 acre
LP2 130 acre
LP3 100 acre
LP4 490 acres
LP1 270 acres LP2 130 acres LP3 100 acres

ALTERNATIVE 1 ALTERNATIV E 2
PRODUCT MIX FOR NON AURONOTICA L ZONE LPI 330 LP2 27 0 LP3 130 LP4 130 LP5 130 LP1 27 0 LP2 130 LP3 100
HOTEL 40% 20% 10% 10% 10% 25% 15% 10%
5 Star Hotel 1 98 81 1 9.5 1 9.5 1 9.5 1 01 .25 29.25 15
4 Star Hotel
Budget Hotel
Serv ice Apartments Premium
Serv ice Apartments Budget (801 27 2) (327 7 93) (7 891 3.1 ) (7 891 3.1 ) (7 891 3.1 ) (4097 41 .25) (1 1 837 0) (607 02.3)
OFFICES 30% 20% 25% 25% 25% 20% 20% 25%
Large Conv ention Facility (MICE) 1 48.5 81 48.7 5 48.7 5 48.7 5 81 39 37 .5
Commercial as part of Hotel FSI (20% of Hotel FSI)
Airline offices, business centers on transfer assets

City side offices of Airlines, A ircraft Manufactures,
concessionnaires
BPO offices of telecom, trav el portals, airlines
Corporate City side offices of Trav el portals,
Telecom companies
Corporate offices of Banks, Exchange Beureaus
City side offices of Freightforwarders and Logistics
Companies (600953.4) (327 7 93) (1 97 282.7 5) (1 97 282.7 5) (1 97 282.7 5) (327 7 93) (1 57 826.2) (1 51 7 55.7 5)
RETAIL 20% 30% 15% 15% 15% 30% 15% 15 %
General Retail Mall as part of General Av iation 99 1 21 .5 29.25 29.25 29.25 121 .5 29.25 22.5
Complex
Duty Free Sales (in shops that otherwise cater to
general public) in a high street format - Located on
Ground & First Floor of Office Buildings
Luxury Retail at Airport Village
Restaurants in High street Format (400635.6) (491 689.5) (1 1 8369.65) (1 1 8369.65) (1 1 8369.65) (491 689.5) (1 18369.65) (91 053.45)
WAREHOUSE 2% 5% 5%
HOSPITALS 1% 1% 1% 1% 1% 1% 1% 1%
RECREATIONAL 3% 15% 10% 10% 10% 15% 10% 10%
amusement park 1 4.85 60.7 5 1 9.5 1 9.5 1 9.5 60.7 5 1 9.5 15
ex hibition centre
sports complex (60095.34) (245844.7 5) (7 891 3.1 ) (7 891 3.1 ) (7 891 3.1 ) (245844.7 5) (7 891 3.1 ) (607 02.5)
INSTITUTIONA L 1% 1% 1% 1% 1%
RESIDENTIA L 30% 30% 30% 30% 30%
high income group 58.5 58.5 58.5 58.5 45
medium income group
low income group (2367 39.3) (2367 39.3) (2367 39.3) (2367 39.3) (1 821 07 )
AMENITIES 5% 10% 8% 8% 8% 5% 8% 8%
roads 24.7 5 40.5 1 5.6 1 5.6 1 5.6 20.25 1 5.6 12
open spaces
water tank
power (1 001 590) (1 63896.5) (631 30.48) (631 30.48) (631 30.48) (81 948.250 (631 30.48) (48561 .84)

PROPOSED AIRPORT CONNECTIVITY
Important activity points to be

connected with the proposed
airport:
JNPT 16 kms
MUMBAI BMT 40 kms
Sahar Airport 30 kms

EXISTING
AIRPORT NAVI MUMBAI Dronagiri 13 kms
Kalomboli 10 kms
PROPOSED
AIRPORT
PORT
JNPT
NMSEZ

ROAD
VASAI
2.15 hr
THANE
1.3 hr Airoli Bridge
POWAI
1.3 hr
JUHU 1.15 hr
2 hr SAHAR AIRPORT
TCB
VASHI
Sion Panvel
BANDRA Highway
Palm Beach road
20 min
PANVEL Si
BELAPUR PROPOSED Hi on P
gh a
VT AIRPORT wa nv
y el
MARINE DRIVE
Mumbai Pune
2.5 hr expressway
JNPT
SH54
35 min
NH4B

ROAD
VASAI
Base year and projected traffic volume data has
been taken from the report of MTHL prepared by
CES
THANE Traffic volumes arising from proposed airport has
Airoli Bridge been taken into account considering the forecast of
traffic by Econometric Method (Optimistic Scenario)
POWAI
JUHU
SAHAR
AIRPORT
TCB
2007
VASHI
Sion Panvel
BANDRA
Highway 0.8
Palm Beach
road
PANVEL 0.8 2
Si
gh a
AIRPORT wa nv
VT y el 2&
above
MARINE
DRIVE M
Pu umb
ex ne ai
pr
JNPT es
SH54 sw
ay
NH4C

ROAD
VASAI
THANE
Airoli Bridge
POWAI
JUHU
SAHAR
AIRPORT
TCB
2013
VASHI
Sion Panvel
BANDRA
Highway 0.8
Palm Beach
road
PANVEL 0.8 2
Si
gh a
AIRPORT wa nv
VT y el 2&
above
MARINE
DRIVE M
Pu umb
ex ne ai
pr
JNPT es
SH54 sw
ay
NH4C

ROAD
VASAI
THANE
Airoli Bridge
POWAI
JUHU
SAHAR
AIRPORT
TCB
2020
VASHI
Sion Panvel
BANDRA
Highway 0.8
Palm Beach
road
PANVEL 0.8 2
Si
gh a
AIRPORT wa nv
VT y el 2&
above
MARINE
DRIVE M
Pu umb
ex ne ai
pr
JNPT es
SH54 sw
ay
NH4C

ROAD
VASAI
THANE
Airoli Bridge
POWAI
JUHU
SAHAR
AIRPORT
TCB
2025
VASHI
Sion Panvel
BANDRA
Highway 0.8
Palm Beach
road
PANVEL 0.8 2
Si
gh a
AIRPORT wa nv
VT y el 2&
above
MARINE
DRIVE M
Pu umb
ex ne ai
pr
JNPT es
SH54 sw
ay
NH4B

INFERENCES
By 2015 all bridges will be critically congested, new bridge across the two settlements
required
Alternative to Sion Panvel expressway will have to worked out from now, it will be
highly congested by 2010
JNPT road and SH 54 will serve to carry cargo to the proposed airport
By 2020, all roads along with new roads proposals that stand for the future right now will
be congested
Roads on Mumbai side are currently in congested condition, added weight of air port
traffic will cause even more problems
If there is any plan to connect both the airports in future by road, an alternative has to be
found for faster access
They will require either widening or new major roads

RAIL
Rail shares 48% of 11 million trips that are made daily
by public transport
4500 passengers travel per train against the carrying
capacity of 1750 resulting an unbearable overcrowding
Existing Airport
Western
Proposed
Metro line
Airport
Thane Vashi
Metro Line
Central
Metro line
Harbor
Metro line

RAIL
METRO RAIL
MMRDA plans to connect Mumbai

through a network of 140 kms of metro
rail
The project has been phased in three
packages
The network is well spread over Mumbai,
but currently has very less connectivity
with Navi Mumbai
The only connection with Navi Mumbai
right now is being planned through
Mankhurd, which will have an arm
connecting to the proposed airport
The Bandra Kurla Mankhurd arm of
metro is scheduled to complete in 2011

INFERENCES
Railway
Suburban rail traffic increased by 6 times while the capacity increased by only 2.3 times
4500 passengers travel per train against the carrying capacity of 1750 resulting an
unbearable overcrowding
The introduction of metro rail would reduce the load on the existing sub urban railway,
current plan will not suffice to take the load of the road
At this juncture, metro seems to be the most realistic solution to reduce congestion. A
more comprehensive plan, also connecting Mumbai with Navi Mumbai should be
presented taking into account future traffic demand
Metro line connecting Navi Mumbai (Vashi, Nerul, Belapur and Panvel) should be planned
The idea of extending the metro line from Mankhurd to the proposed airport is the primary
concern for our master plan

R&R FRAMEWORK OF VARIOUS AGENCIES
Agency Loss of Land Loss of Structure Loss of Civic Others
Infrastructure
Asian Replacement of Land Replacement of Develop
Development structure infrastructure at
Bank resettlement site
World Bank Equivalent Land Replacement of Replacement as per Alternative

Area/cash structure/ cash minimum govt. Employment
compensation compensation standards Fiscal incentives
to firms
National R&R Replacement value of Replacement value Provision of civic Vocational

Policy land of structure infrastructure at the training skills
Monthly Dev site area- resettlement site as Alternative
subsistence for 1 75 to 150 sq.mts per minimum govt. Employment
year Assistance for standards Fiscal
Partners in equity house construction assistance of
Transportation cost Rs.10,ooo for
construction of
new sheds/
shops
Maharashtra Adequate Adequate cost for Adequate civic

PAPs compensation for Land Replacement of infrastructure to be
Rehabilitation structure provided at
Act,1986 resettlement site

RESETTLEMENT ACTION PLAN FOR NMIA
COMPENSATION & ASSISTANCE TO PROJECT

Land AFFECTED
equivalent PERSONS
to area acquired
Loss of Agriculture Rs 10,000 / ha for land development
Financial assistance for Loss of
land holdings
agricultural crop at market rate
Allotment of equity shares :20% of
amount
Monthly subsistence up to 2 years
PROVISION OF ADEQUATE & NECESSARY INFRASTRUCTURE
Land area equivalent to acquired
Loss of structure 12.5% Dev site area + additional 150 sq.mt
Grant for cost of construction
Squatters: dev site not more than 25 sq.mts
TO RESTORE SOCIAL &Transportation
CULTURAL VALUEScost :Rs 10,000
Financial Assistance : construction

sheds/ shops
Socio-Economic Vocational training skills & Employment
Losses Rehabilitation grant: 750 days
Construction
BETTER STANDARDS OF LIVING TO PROJECT of civic infrastructure
AFFECTED PERSONS
Easy Availability of credit

BUDGETED COST FOR R & R
Total No. of settlements (Development phase) 10 (8605 persons)
Total No. of Villages 7 (5981persons)
Total Private Land Area to be Acquired (ha) 456.66 Ha
Total population to be Rehabilitated 16000 persons
No of Affected Households/ Families 4000
Total cost for Resettlement for PAF ( including physical & social Rs 1,93,18,148
infrastructure)
Total Cost of compensation to Agriculturalists Rs 219,50,50,852
Financial Assistance to traders, self employed Rs 41,00,000
Total Cost Rs 257,77,61,963
MONITORING & EVALUATION

Land Acquisition & transfer procedures
Construction of replacement houses for displaced households
Re establishment of displaced households & business enterprises
Socio-Eco condition of PAFs in post resettlement period-income restoration activities
Disbursement of compensation

2nd INTERNATIONAL
AIRPORT IN MMR
CONCEPTUAL AIRPORT
MASTERPLAN
IMPLEMENTATION
ARRANGEMENT
PROJECT STRUCTURING
FINANCIAL ARRANGEMENT

PROJECT DEVELOPMENT STRATEGY
The Project to be developed through as a Greenfield Airport under PPP
framework
NMIAL : a private company limited by shares incorporated under the

laws of India
Scope : design, construction, development, operation, maintenance, finance

and management of the Airport and to perform services and activities
constituting Aeronautical Services and Non-Aeronautical Services
Shareholding pattern of the SPV*
FDI to be restricted to 49% of

the pvt. Shareholding
Selection of the Private Joint-
Venture partner through
International Competitive
Bidding
*As per Airport Infrastructure Policy 2006 for Greenfield Airports development
PROJECT IMPLEMENTATION STAGES
Pre-feasibility study
stage
Detailed Feasibility study

stage
Setting up of the
Project company
( Pre-Bid Events)
Appointment of Prime consultant
Bidding Process
( for selection of Pvt. JV partner)
Contractual Agreements & Resource Mobilization

THE BIDDING PROCESS
INVITATION OF EOIs & ISSUE OF RFPs
QUALIFICATION
ASSESSMENT OF MANDATORY
REQUIREMENT
PRE-
ASSESSMENT OF FINANCIAL
( for selection of Pvt. JV partner)
COMMITMENT
SELECTION OF QUALIFIED BIDDERS

Bidding Process
Land Lease Agreement Draft Concession Agreement & State

Govt. Support agreement
Share Holders Agreement CNS-ATM agreement

BID EVALUATION
TECHNICAL PROPOSAL
EVALUATION
FINANCIAL PROPOSAL
EVALUATION
AWARD OF CONTRACT TO THE SUCCESSFUL BIDDER

PRE-QUALIFICATION OF BIDDERS
Mandatory Requirement
Participation of consortium member should be restricted to one bidding only
Consortium has an airport operator with relevant and significant experience
of operating, managing and developing airports
Minimum equity ownership by Indian entities (other than AAI/GoI public
sector entities) in the JVC is 25%
Confirmation of acceptance for final transaction documents
Assessment of Financial Commitment
The level of equity funding required from consortiums subsidiaries for the first phase of
the masterplan is guaranteed.
Committed bank lending must be available for the level of debt required for the first
phase of the implementation of the master plan.
Any offers that do not meet these requirements will be excluded from further
consideration.

BID EVALUATION CRITERIA : TECHNICAL
Aspects Criteria Weightage
Management Experience of the nominated airport operator 25
Capability
Experience of the other prime members 12.5
Management Commitment of airport operator 12.5
Commitment Commitment of other prime members 12.5
HR approach 12.5
Management Value Transition plan 12.5
Add Stakeholder Management 6.25
Environmental Management 6.25
Development Master planning experience 7.4
Capability Major airport development experience 15
Development Master planning 7.4
Capability Major airport development 7.4
Indian infrastructure development 7.4
Long term vision 8.9
Development path 8.9
Development Value Flexibility 8.9
Add Aeronautical operations 8.9
Development initiatives 8.9DIAL
*On the same lines as Bid Evaluation criteria for BIAL and
Navi Mumbai Airport Business Plan 11.0
IP-2006-08
BID EVALUATION CRITERIA : FINANCIAL
PARAMETER FOR EVALUATING BID
Highest revenue share (both aeronautical and non aeronautical) to the Government
(Minimum 4% of the Gross Revenue is fixed)
In the event that there are two or more bidders for the airport with the same
offers, then preferences would be given in the order of the following:
level of equity holding of the airport operator
percentage of AAI employees being committed to be absorbed.
Highest upfront fee contribution
Right to refusal* :
GVK will have the first right of refusal in case the bid quoted by it is lower,
by 10% or less, than the highest bid quoted
GVK to match the first ranked bid in terms of the selection criteria for the
second airport, provided it had satisfactory performance without any
material default under any project agreement at the time of exercising the
RoFR.
* As per the Procedural Guidelines for GreenField Airports, MoCA

SALIENT FEATURES OF PPP CASES FOR INDIAN AIRPORTS
Airport DIAL MIAL BIAL HIAL
Type of Project Modernization Modernization and Greenfield Greenfield
and Upgradation Upgradation Airport Airport development
(Brownfield) (Brownfield) development
Estimated 5,270 crores 6,130 crores 1930 crores 1,760 crores
Project cost
Airport capacity 80 mppa 80 mppa 10 mppa 7 mppa

638,000 T cargo 250,000 T cargo 100,000 T cargo
Nature of Lease contract Lease Contract Concession Concession
Contract (AAI) (AAI) agreement (GoI) Agreement (GoI)
Contract Period 30 years 30 years 30 years 30 years

(extendable by (extendable by (extendable by (extendable by
another 30 years) another 30 years) another 30 years) another 30 years)
Land allocated 10% of the airport 5% of the airport N.A. N.A.
for non-aviation land land (total site area of
development 1618 ha)
Upfront payment 150 crores 150 crores
to AAI
Financial bid parameter for evaluation of bid
% of revenue 45.99% 38.70% 4-6% 4-6%
given to AAI

CONTRACTUAL FRAMEWORK
Ministry of Civil Aviation
Joint Venture
Partners
(CIDCO & Pvt. SHA
Airports Authority of India
Consortium) (AAI)
Concession Agreement /
Regulation and Policy Operations
Lease Deed
Ministry of Civil Aviation Air Traffic Control
Director General of Civil OMSA Air Lines
PROJECT COMPANY
Aviation (DGCA) Concessionaires & tenants
Airports Economic NMIA CO. LTD
Government agencies
Regulatory Authority CNS-
(AERA) ATM
Bureau of Civil Aviation State Support (Central
Airports Government)
Security (BCAS)
Operator Tariff
License
State Government Support agreement
Right of First Refusal
Utilities Customs
Encroachment Issues Immigration
Surface access Plant & Animal Quarantine
Additional land SGSA SSA Health
Land use planning Meteorology
Clearances Security

CONTRACTUAL ARRANGEMENT
1. Concession Agreement
Type of PPP
Aspects covered :
Arrangement
Between SPV & GoI Concessionnature BOOT

Project scope & Grant of concession Concession Period 34 years
An option to extend the concession ( 30 years)
Operation Period 30 years
Conditions Precedent
Obligations of CIDCO
Land acquisition & R&R issues
Site Clearance and Land development issues : Reclamation work, River
training and diversion, Shifting of EHT lines
Representations and Warranties
O & M and Monitoring of O&M
Security, Liability and Dispute resolution
Right to develop/lease non-airport land to enhance

project viability
Traffic sharing between the two airports :

RISK IDENTIFICATION, ALLOCATION & MITIGATION
CATEGORY DESCRIPTION ALLOCATION MITIGATION
Issues in Land acquisition, R&R CIDCO (GoM) Clause in State Govt. Support
Developmen issues Agreement
t Risk River training & diversion work, CIDCO (GoM) To be taken care of in SGSA
reclamation land issues, shifting
of Utilities (EHT lines)
Private party Clear output specifications, Design
Design risk Design may not achieve desired (EPC contractor) warranty, Patent and latent defect
output specifications liability, consultation and review by
independent expert
failure or shortage in the supply Private party Supply contracts for supply of total
Resource / of the inputs or resources project requirements, such as take
Input Risk including deficiencies in quality and pay contracts.
of available supplies
Environment Liability for losses caused by Private party / Thorough due diligence of project
al risk environmental damages CIDCO site conditions, Remediation works
and its monitoring
Cost over- During design & construction Private party Fixed price construction contracts,
run risk actual cost exceed estimated Contingency provision, Standby debt
cost facilities/ additional equity
commitments
Completion Delay due to various reasons Private party Liquidated damages, construction
Risk bonds, Special insurance (project
delay insurance)

RISK IDENTIFICATION, ALLOCATION & MITIGATIONcontd.
CATEGORY DESCRIPTION ALLOCATION MITIGATION
Market or Demand for the service is less Private party / Viability gap funding in the initial
Demand risk than estimated/projected GoM years of operation, GoM.
support
Non-availability or inadequacy of GoM & Private Provision by the Govt. of off-site
Utilities Risk utility services : water, electricity party connections, Emergency Back-
etc during construction & operation up facilities
Force Majeure Occurrence of unexpected (natural Private party/ Insurance, Relief events,
risk or man-made) events beyond the shared between termination for Force Majeure
control of parties private party and
Govt.
Maintenance Cost of maintenance varies from Private party Adequate O&M contract, Clear
Risk projected or maintenance not output specifications, Penalty
carried out regime and performance
monitoring, Final Maintenance
bonds
Regulatory Unforeseeable Conduct by govt Private party Adequate compensation against

/Political risk authority that materially and /GoM the unforeseeable conduct and
adversely affects the expected expropriating actions
return on Equity, debt service or
results in increased costs, tariff
restructuring for airports, airlines
etc.

FINANCIAL ANALYSIS
CAPITAL COST ESTIMATION REVENUE STREAMS
PRELIM. & PRE-OP. COST AIR-TRAFFIC FORECAST

AERONAUTICAL
REVENUES
LAND DEV. & SITE
CLEARANCE COST MASTERPLAN NON-AERONUATICAL
REVENUES
EPC COST
INFLOW-OUTLFOW
OPERATING COST & REVENUES
CASH-FLOW STATEMENT
PROFIT & LOSS STATEMENT
BALANCE SHEET
FINANCIAL VIABILITY
KEY FINANCIAL INDICATORS RISK

SENSITIVITY IDENTIFICATION
ANALYSIS : PROJECT & EQUITY IRR , ALLOCATIN &
DEMAND MITIGATION
SCENARIOS
MIN. DSCR

SOURCES OF REVENUE
LANDING CHARGES
PARKING & HOUSING CHARGES
GROUND HANDLING
AERONAUTICAL REVENUES CHARGES
PASSENGER SERVICE CHARGES
As fixed by AAI(MoCA) till AERA is set up
CARGO CHARGES
OTHER MISC. REVENUES
RENT & SERVICES
TRADING CONCESSIONS
WITHIN
AIRPORT AREA
LAND RENT
NON-AERONAUTICAL
HANGAR FEES
REVENUES
As fixed by SPV OUTSIDE REVENUE : REAL ESTATE DEV.

AIRPORT AREA
REVENUE : COMMER. & OFFICE
EXPENSES
PASSENGER SERVICE COST
UTILITY COSTS
OPERATING EXPENSES
ADMINISTRATIVE COSTS
MAINTENANCE COSTS
INSURANCE
MISCELLANEOUS
EXPENDITURE
CONCESSION FEE TO AAI
NON-OPERATING EXPENSES
LOAN REPAYMENT

FINANCIAL ARRANGEMENT
Development Phase Post-Development Phase
Debt Repayment
on Financial
CIDCO Close AAI Developer
Upfront fee+
Return on annual
Equity Equity 13% concession fee
Equity
Project Development 74%
Expenditure Return on
PROJECT Equity
Pre-dev. And Pre-op.

Equity 13%
COMPANY
expenses
(SPV) Debt repayment
Land Acquisition, Site after moratorium
clearance and EMP
R&R expenses Senior-Debt Senior Debt
Lender
70% of the Gross Revenue
Aero. & Non- NON-AERO. & NON-AIRPORT

Aero. revenues REVENUE

FINANCE MODEL ASSUMPTIONS
AIR- TRAFFIC DEMAND ASSUMPTIONS
Econometric method used for Demand ( scenario with 10% decrease in traffic )
LENDING TERMS
Each phase of construction is funded from different term-loans (project financed)
TERM LOAN 1 TERM LOAN 2 TERM LOAN 3 TERM LOAN 4

LOAN AMOUNT 2,472 2,570 2,713 3,238
TENOR OF LOAN 13 12 8 8
MORATORIUM PERIOD 4 3 3 3
INTEREST RATE 10% 10% 10% 10%
FISCAL & ACCOUNTING ASSUMPTIONS

Depreciation
Straight Line : @7% as per IT ACT
Written Down @10% as per Company Act
Corporate Tax : 35% (Section 80 IA of IT Act on Infrastructure sector)
CONCESSION PERIOD ASSUMPTION
% share of gross revenue paid to AAI : 6% & 20% (2 scenarios)

FINANCIAL OUTPUT ANALYSIS
AERONAUTICAL & NON-AERO. COMPARISON
Year Aeronautical Non-aeronautical Non-aeronautical &

Non-airport
2015 41.2% 4.2% 54.6%
2020 43.0% 2.8% 54.2%
2025 48.1% 5.9% 46.0%
2030 47.0% 8.7% 44.3%
2035 47.1% 12.9% 40.0%
2040 49.7% 15.9% 34.3%
KEY FINANCIAL INDICATORS & SENSITIVITY ANALYSIS
BASE CASE INCREASED % SHARE OF REVENUE

INDICATOR
(6% SHARE OF REVENUE TO TO AAI
AAI) (20% )
DEMAND REALISTIC 10 % REALISTIC 10 % DECREASE IN
SCENARIO TRAFFIC DECREASE IN TRAFFIC TRAFFIC
DEMAND TRAFFIC DEMAND
PROJECT 18.6% 18.5 16.9% 16.5%
IRR
WACC 13.4% 13.4% 13.4% 13.4%
EQUITY IRR 16.1% 15.9% 14.5% 14.1%
MIN. DSCR 1.75 1.71 1.47 1.43
Entire 400 ha leased out to private real estate developers SPV receives 70% of the
gross revenue as lease rent on this land

INFERENCES FROM FINANCIAL ANALYSIS
Non-aeronautical revenue generated from non-aviation related activities outside the airport
land forms the major share in the gross revenue of the airport during the initial phases of
project operation.
Aeronautical charges increase considerably ( subject to AERA revisions ) once the designed
demand is built up gradually over the period.
For the said concession period of 30 years, the decrease in traffic demand ( by 10%) would
not have much impact on the viability of the project
However, the % share of AAI in the gross revenue ( subject to bidding) can make the project
IRR considerably sensitive.
In either of the scenarios, it is found that the project may require some viability gap funding
during the initial years.
Apart from this it has been found that the increase in Capex could also be a sensitive
parameter affecting the project profitability
Viability Gap Funding Option

viability Gap funding Available Amount Project IRR
20% of the capital construction cost Rs. 2000 crores 25.1%
10% of the capital construction cost Rs. 1000 crores 20.2%

THANK YOU

KEY FINANCIAL INDICATORS & SENSITIVITY ANALYSIS
INDICATOR NON-AIRPORT LAND DEVELOPMENT : OPTION 2*
BASE CASE INCREASED % SHARE OF REVENUE

(6% SHARE OF REVENUE TO TO AAI
AAI) (20% )
DEMAND REALISTIC 10 % REALISTIC 10 % DECREASE

SCENARIO TRAFFIC DECREASE TRAFFIC DEMAND IN TRAFFIC
DEMAND IN TRAFFIC
PROJECT 14.9% 14.3% 31.2% 12.7%
IRR
WACC 13.35% 13.35% 13.35% 13.35%
EQUITY 13% 12% 11% 11%
IRR
MIN. DSCR 0.98 0.94 0.81 0.78
OPTION 2 : 500 acres leased out to private real estate developers

Rest 490 acres remains with CIDCO
SPV receives 70% of the gross revenue as lease rent on this land
AERO. & NON-AERO. REVENUE : INTERNATIONAL COMPARISON
TOP 10 AIRPORTS BY PASSENGER HANDLED PER ANNUM
Airport Capacity Aeronautical Non-aeronautical
Revenues revenues
London ( Heathrow) 67.5 mppa 47% 53%
Dallas 60.2 mppa 57% 43%
TOP 10 AIRPORTS BY CARGO HANDLED PER ANNUM
Paris 2.13 MT 51% 49%
Singapore( Changi) 1.93 MT 42% 58%
TOP 10 BEST AIRPORTS IN ASIA

Singapore (Changi) 1.93 42% 58%
Kuala Lumpur 1.50 46% 54%
CASES OF INDIAN AIRPORTS
DIAL
Mature intl airports earn a18high
mppa 68%
proportion of revenues from32%
non-aeronautical
MIAL
revenues 20 mppa 67% 33%
Indian Airports currently get bulk of their revenue from aeronautical revenue
streams, ( for metro airports, non-aero. Revenue is approx. 20%)
Source : ANNUAL REPORTS OF AIRPORTS

Navi Mumbai Airport Planning

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PROJECT DEVELOPMENT STUDIO

NAVI MUMBAI INTERNATIONAL AIRPORT

THE AIRPORT GROUP FACULTY GUIDE : Dr. Meera Mehta

To understand the various phases in infrastructure project development

To understand the various planning aspects for Greenfield airport development

Navi Mumbai Airport IP-2006-08

CIVIL AVIATION OVERVIEW

Navi Mumbai Airport IP-2006-08

CIVIL AVIATION OVERVIEW INDIAN AVIATION SECTOR : A

NEED FOR AUGMENTING

Navi Mumbai Airport IP-2006-08

mode : effectively competing with road & 16.7%

Open sky policy / Bilateral agreements

Navi Mumbai Airport IP-2006-08

Around 47% of the traffic is handled

Navi Mumbai Airport IP-2006-08

AAI forecast ( XI Fiver Year plan) : 2007-12

XI Five Year Plan envisages investment of 40,000 crores in the sector

Particulars Airport Allocated cost (INR)

Modernization & Delhi & Mumbai 15,000

Greenfield airports Bangalore, Hyderabad, Goa, Pune, Navi 10,000

Modernization 55 airports 3000

Navi Mumbai Airport IP-2006-08

CIVIL AVIATION OVERVIEW

POLICY ISSUES FOR THE 2ND

LOCATION & SITE

Navi Mumbai Airport IP-2006-08

Major Growth Center in MMR

GDP Share in 2001

Navi Mumbai Airport IP-2006-08

Phase 1: 2006 2010

Airport Capacity Existing Planned

International Civil Aviation Organization (ICAO) norms

airports is feasible and safe.

Navi Mumbai Airport IP-2006-08

Mahapan in Sindhudurg District

Rewas-Mandwa in Raigad District