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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
Source: LBG Consultant
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
Source: LBG Consultant
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
Source: LBG Consultant
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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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Opening Short-Term Medium-Term Long-Term
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
Aircraft Peak Hour10 21 36 43
Total Departure Aircraft
Peak Hour14 29 50 60
International Arrival
Aircraft Peak Hour5 11 18 22
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
Passenger Peak Hour2,244 4,660 8,342 10,420
International Arrival
Passenger Peak Hour 991 2,057 3,684 4,601
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Opening Short-Term Medium-Term Long-Term
Domestic Arrival
Passenger Peak Hour1,330 2,761 4,943 6,174
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
Source: LBG Consultant
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
Source: LBG Consultant
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.) %
Source: LBG Consultant
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
Source: LBG Consultant
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
Source: LBG Consultant
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
Source: LBG Consultant
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
Source: LBG Consultant
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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.
Source: LBG Consultant
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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.