Chapter-1 Introduction

EIA Study of Navi Mumbai International Airport
Chapter 1 Sheet 1 of 45
Chapter-1
INTRODUCTION
1.0 Preamble: The Environmental Impact Assessment (EIA) study of Navi Mumbai International Airport was prepared in accordance with the Terms of Reference (TOR) prescribed by the Ministry of Environment and Forest (MoEF) and submitted for appraisal to MoEF for granting Environmental & CRZ Clearance. This EIA study has interlinked projects such as recoursing of Ulwe river, shifting of EHVT Lines, development of offsite physical Infrastructure, Re-settlement and Re-hablitation work, development of non-aeronautical area and laying of utilities related to airport. The Navi Mumbai International Airport has received the Environmental & CRZ Clearance from MoEF vide Letter No.10-53/2009-IA-III dtd. 22.11.2009. During the appraisal for Environmental and CRZ clearance, the project has undergone many changes in terms of converting the Vaghivali lagoon as Mangrove Park, shifting of non-aeronautical activities to south, provision of northern channel, resulting in the need of updating the EIA Report as prescribed in the specific conditions of letter of Environmental and CRZ Clearance with a view that the updated EIA report will serve a preliminary base line data. A comprehensive EIA will also be prepared for submission to concerned authority after working out the details on the various changes made in the project as specified. the updated EIA is prepared and described in the various Volumes. Accordingly,
1.1
Background
The Mumbai Metropolitan Region (MMR) is spread over an area of 4355 Sq. Km. and comprises mainly of Greater Mumbai, Thane, Kalyan, Vasai-Virar and Navi Mumbai. The population of MMR was 189.80 lakhs in 2001. The population of the MMR is projected to grow substantially from the current 189.80 lakhs count to approximately 235 lakhs by the year 2011 and over 300 lakhs beyond the year 2022. Mumbai Metropolitan Region is experiencing a significant growth in economy. MMR in terms of income, contributes nearly 40% of total Net Domestic Product
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(NDP) of Maharashtra as well as employment. The Regional Domestic Product (RDP) is expected to grow from Rs. 7,967 crores at 1980-81 prices to Rs.28612 crores in 2011. Accordingly, the corresponding per capita income of Rs.4822 at 1980-81 price level will grow to Rs.12750 in the year 2011. Similarly the employment in MMR is projected to reach 0.8225 crores in the year 2011 from 0.323 crores in 1990. The share of manufacturing sector employment is expected to decline from 35 % to 27% and share of tertiary sector employment is expected to increase from 64% to 72% over the 1990-2011 period. This clearly indicates that a shift is emerging from traditional manufacturing activities in the region to trading and servicing activities. To meet the expected demand for the above activities in the Region, there is need to provide highest order of infrastructure. One of the major infrastructure that need immediate attention is to increase the capacity of airports in the Region since the existing airport in Mumbai is experiencing tremendous pressure in meeting the air travel demand. Considering the need of air travel of city population, City and Industrial Development Corporation of Maharashtra (CIDCO), as a part of Navi Mumbai development, had proposed a domestic airport. With the initial site feasibility study conducted by M/s.RITES, a location near Panvel was selected. Further, a Techno-economic Study (TEFS) was conducted through M/s.Carter & Burgess Inc. (USA) for development of domestic airport. The TEFS report was submitted to Govt. of India in 1997. Realising the problems at other identified sites in MMR and at the behest of Govt. of Maharashtra, India in 1998. The Committee constituted in 1998 by the Ministry of Civil Aviation, Govt. of India to identify suitable site for 2nd airport for Mumbai examined Navi Mumbai site along with Rewas-Mandawa and Mhapan in Sindhudurg district and recommended the Rewas-Mandwa site as most suitable site in 2000. The Navi the proposal of domestic airport was upgraded to International airport and accordingly a Technical Feasibility Report was submitted to Govt. of
Mumbai site, while considered suitable for a domestic airport, was determined unsuitable for international airport as no parallel runway had been proposed. CIDCO then revised its original proposal incorporating the provision for a parallel runway and made a presentation for development of Navi Mumbai International Airport (NMIA) The proposal of CIDCO was considered financially viable, CESE, IIT Mumbai CIDCO
environmentally less disturbing, supported by the local people. Thereafter CIDCO, through Government of Maharashtra(GoM), submitted the proposal enclosing a pre-feasibility report detailing air travel demand, project facilities, phasing, costing and financial viability with dual runway to the Ministry of Civil Aviation(MoCA), Government of India(GoI). The Ministry of Civil Aviation, Government of India, in turn through the Airport Authority of India, constituted a technical team to examine the pre-feasibility report. The team concluded that the Navi Mumbai site is operationally feasible for locating the second International Airport for Mumbai, and suggested to conduct studies such as geological/geo-technical, hydrological, traffic and environmental studies etc. A techno-economic feasibility study was conducted in 2001, by CIDCO, inter-alia, to address the issues raised by the above technical team which included Geological/geo-technical, hydrological, aeronautical, traffic and environmental studies and submitted the report to AAI. All the clarifications sought by the AAI were reconciled and finally narrowed down to only two points i.e. the provision of parallel independent runways with a spacing of 1035 mt. and carrying out the Simulation study to establish the conflict free operation of Mumbai and Navi Mumbai Airports. CIDCO carried out the exercise and accommodated parallel independent runways with 1035 spacing between the centerline of two runways. The simulation study for assessing the interoperability of Mumbai international Airport and the proposed Navi Mumbai international Airport was carried out by Technical Cooperation Bureau (TCB) of International Civil Aviation Organization (ICAO) with their sub contractor NAV CANADA in two parts i.e. the first being a fast time simulation using TAAM, second part a realtime simulation in 2007. The study concluded that with appropriate procedures in place, simultaneous and independent operation of both airports is safe and feasible. Upon the positive findings of the simulation study, the Union Cabinet in the Ministry of Civil Aviation, Govt. of India, granted In Principle approval in July, 2007 for development of second airport at Navi Mumbai on public private partnership basis based on the Project Feasibility & Business Plan report submitted by Govt. of Maharashtra. The Govt. of Maharashtra also granted approval in July 2008 for the development of Navi Mumbai International Airport and appointed CIDCO as a Nodal Agency for implementation.
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1.2
Project Proponent
As stated above, Ministry of Civil Aviation, Govt. of India has granted In Principle approval for setting-up a Greenfield airport through public-private partnership (PPP) at Navi Mumbai, Maharashtra; to Govt. of Maharashtra. The Govt. of Maharashtra, in turn appointed City & Industrial Development Corporation Ltd. (CIDCO), a company incorporated under the Companies Act, 1956, wholly owned by Govt. of Maharashtra, as a Nodal Agency for implementation of Navi Mumbai International airport project. A Special Purpose Company (SPC) will be incorporated by CIDCO/AAI and project developer to be selected through competitive bidding to take up the implementation of NMIA project at Navi Mumbai.
1.3
Airport Sector Profile

1.3.1 National Airport System The Airports Authority of India (AAI) is currently responsible for 126 airports of which 46 manage at least 100,000 annual passengers. These are divided into five main categories, as broken down in Table1.1; with their respective share of total passenger traffic during the first 10 months of the 2008-09 fiscal year. Table 1.1 National Airport System Number Share Pax Airports 2008-09 5 12 8 21 80 Total Source: LBG Consultant 126 59.4% 28.2% 5.1% 6.2% 1.2% 100.0%
Category Joint-Venture International International Custom Domestic Other
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The first category covers airports operated through joint-ventures with private airport operators and currently includes the two largest airports in the country (Delhi and Mumbai), as well as Cochin and two new greenfield airports that began operations during 2008 (Bangalore and Hyderabad). The four largest Indian airports (Mumbai, Delhi, Chennai, and Bangalore) each handle more than 10 million annual passengers and accounted for more than 60% of national passenger traffic during the fiscal year 200708. Mumbai Delhi Chennai Bangalore domestic airports in India 25.86 million (22.1% of AAI Total) 23.97 million (20.5% of AAI Total) 10.66 million (9.1% of AAI Total) 10.12 million (8.7% of AAI Total)
Fig 1.1 provides a map showing the location of the major international and
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Fig 1.1 Map of Major Airports in India
India has just come through a period characterized by a major expansion of the air transportation industry. As can be seen in Table 1.2, the total number of commercial passengers using Indian airports more than doubled over the eight years between 1998-99 and 2006-07 from 37 million to more than 96 million, before increasing to almost 117 million upto end of fiscal year 2007-08. Most growth has taken place since 2003/04, averaging 24.4% per year, with particularly high growth in domestic traffic. Air Freight has also increased substantially in recent years, though not quite to the same extent as passengers (see Table 1.3). Total air freight has grown from 1,068,445 tonnes in 2003-04 to 1,713,960 tonnes in 2007-08 at an average annual growth rate of 12.5%. CESE, IIT Mumbai CIDCO
Table 1.2 National Air Passenger Data

(in 000 of Passengers)
Year 1995-96 1996-97 1997-98 1998-99 1999-00 2000-01 2001-02 2002-03 2003-04 2004-05 2005-06 2006-07 2007-08 2008-09 * GACR 1995-2003 2003-2007
International 11,450 12,224 12,783 12,917 13,293 14,009 13,625 14,826 16,641 19,424 22,255 25,778 29,814 32,100 4.8% 15.7%
Domestic 25,564 24,276 23,849 24,073 25,742 28,018 26,359 28,898 32,138 39,859 51,043 70,625 87,059 77,404 2.9% 28.3%
Total 37,014 36,500 36,632 36,989 39,035 42,027 39,983 43,723 48,780 59,284 73,298 96,403 116,873 109,505 3.5% 24.4%
Growth -1.4% 0.4% 1.0% 5.5% 7.7% -4.9% 9.4% 11.6% 21.5% 23.6% 31.5% 21.2% -6.3%
Source: AAI * 2008-09 estimated based on data for first 10
Table 1.3 National Air Freight Data (in tonnes)
Year 2001-02 2002-03 2003-04 2004-05 2005-06 2006-07 2007-08 2008-09 * GACR 2001-2008 2003-2007 Source: AAI
International 854,277 646,137 693,362 823,608 920,150 1,021,263 1,146,641 1,169,646 4.6% 13.4%
Domestic 294,051 333,222 375,083 456,662 483,794 529,643 567,319 550,623 9.4% 10.9%
Total 1,148,328 979,359 1,068,445 1,280,270 1,403,944 1,550,906 1,713,960 1,720,269 5.9% 12.5%
Growth -14.7% 9.1% 19.8% 9.7% 10.5% 10.5% 0.4%
* 2008-09 estimated based on data for first 10 months
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The driving forces behind this rapid growth in air traffic are: 1. Deregulation of the aviation sector: A policy of liberalization of
international bilateral agreements has coincided with a lowering the cost base for the sector by reducing a number of taxes and charges has opened the sector to more domestic and international airlines. This combination has resulted in a more competitive environment and lower fares for aviation services and a more dynamic sector of the economy. Key reductions in taxes and charges include: The abolition of the Inland Air Travel Tax (IATT) in January 2004, resulting in a reduction in domestic fares of 15% The abolition of the Foreign Travel Tax (FTT) in January 2004, translating into a 2% reduction in international fares Reduction in the excise on aviation turbine fuel (ATF) from 16% to 8% Reduction in landing charges for domestic flights by 15% Elimination of landing charges on domestic flights with less than 80 seats Rationalization of navigational charges 2. Positive macro economic trends: Recent years have seen a relatively high growth in GDP driven by domestic demand and exports including those of high tech industries. Together, they have resulted in an increased use of air travel by the business sector and an expanding middle class with discretionary disposable income willing to travel to domestic and international destinations by air. Business persons and individuals are increasingly making use of domestic and international shipping air cargo services. 3. Tourism: Foreign tourists have discovered India as a major
destination. The last few years have seen a rapid growth of foreign visitors with double digit annual growth rates in visitors (18% per annum between 2003 and 2006). As indicated above, the increasing growth of the middle class will be a major factor in the domestic tourism industry, which also feeds the growth of aviation services.
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4.
The Emergence of Low Cost and Premium Service Carriers:
Several Low Cost Carriers (LCCs) have started services in the region in recent years and many new ones have announced or are considering initiating services. The experience in other continents during the past two decades demonstrates that the potential for LCC traffic growth is huge, with a combination of low fares and higher disposable income. These carriers are particularly important in the case of major markets such as Mumbai, where the emergence of LCCs services can generate latent demand way above any prior experience anywhere in the world. In addition to LCCs in India, other airlines have been very successful in establishing themselves as a high service premium brand, emphasizing another market segment, and thereby also helping increase demand by offering reliability, frequency and quality. This boom period seems to have recently been interrupted as the industry was hit hard by high fuel costs this past summer and the current worldwide financial crisis. Traffic figures for the first 10 months of the 2008-09 fiscal year indicate that while international passengers have continue to increase by 7.7% compared to those same six months during 2007, domestic passengers actually declined by -11.1% as compared to year 2007. The LCCs were particularly hard hit. Its important to note that many of the factors that led to the recent boom in traffic are still relevant and growth can be expected to resume once economic conditions improve.
1.3.2 Western Region Airport System

There are also several other major commercial airports in Western India that can be considered to be in the same region as Mumbai, based on a criteria of being within one day travel by land. These are: Goa Ahmedabad Vadodara
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There are currently four primary commercial airports in Maharashtra State with more than 100,000 annual passengers. They are: Mumbai (CSIA) Pune Nagpur Aurangabad Finally, it is also important to consider the Juhu Aerodrome in Mumbai. While it handles more than 100,000 annual passengers, it does not receive scheduled passenger operations. Juhu does play an important role for private, corporate and general aviation. Other smaller airports in Maharashtra include: Kolhapur Latur Nanded Nasik Solapur
Table 1.4 presents a summary of recent air passenger traffic at each of the primary regional airports in terms of total passengers.
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Table 1.4 Regional and State Airports Passenger Data

Greater Mumbai CSIA Juhu JV-Inter Domestic 11,291,431 228,236 12,260,284 218,144 13,284,445 130,108 15,664,787 134,821 18,410,234 104,166 22,248,929 137,205 25,864,753 138,311 23,610,722 147,706 11.1% 18.1%
-8.7%
Year 2001-02 2002-03 2003-04 2004-05 2005-06 2006-07 2007-08 2008-09* GAGR 2001-2008 2003-2007
2008-09*
Source: AAI
Other Maharashtra Pune Augrangabad Nagpur Custom Domestic Intern. 372,520 91,957 187,225 410,136 104,896 229,205 466,295 110,383 254,402 600,949 133,221 277,830 919,635 137,388 376,446 1,573,962 170,498 662,583 1,679,409 197,820 851,651 1,677,944 195,773 780,478 24.0% 37.8%
-0.1%
Other Western India Goa Ahmedabad Vadodara Intern. Intern. Domestic 790,626 768,135 238,804 841,894 818,018 361,302 987,681 976,687 312,447 1,265,410 1,289,747 361,959 1,672,666 1,893,590 360,489 2,211,804 2,490,782 404,242 2,578,248 3,163,647 501,744 2,220,670 2,822,373 451,577 15.9% 27.1%
-13.9%
-6.0% 1.5%
6.8%
11.4% 15.7%
-1.0%
22.6% 35.3%
-8.4%
20.4% 34.2%
-10.8%
9.5% 12.6%
-10.0%
The fastest growing airports during the current decade have been Pune, Nagpur, Ahmedabad and Goa. But it is also these last two that have suffered the sharpest downturns in traffic during 2008-09. In general, the Maharashtra airports have all proved to be less affected by the current crisis than those in the neighbouring states, with Pune and Aurangabad performing particularly well in maintaining traffic levels.
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Table 1.5 presents a summary of air freight data for these same airports. Outside of CSIA, only Ahmedabad and Pune handle a significant amount of cargo. Table 1.5 Regional and State Airports Freight Data (in tonnes)
Year 2001-02 2002-03 2003-04 2004-05 2005-06 2006-07 2007-08 2008-09* GAGR 2001-2008 2003-2007
2008-09*
Source: AAI * 2008-09 estimated based on data for first 10 months
Greater Mumbai CSIA Juhu JV-Inter Domestic 293,520 350 325,751 475 342,922 409 415,317 395 443,950 248 493,430 315 548,566 365 556,018 428 9.6% 12.5%
1.4%
Other Maharashtra Pune Augrangabad Nagpur Custom Domestic Intern. 3,597 710 1,074 5,326 813 1,445 7,379 880 2,099 8,791 1,064 2,780 8,666 1,063 3,180 13,043 994 3,358 9,985 1,058 4,062 10,691 935 3,839 16.8% 7.9%
7.1%
Other Western India Goa Ahmedabad Vadodara Intern. Intern. Domestic 3,386 8,046 1,021 3,474 10,696 1,826 3,486 13,153 2,079 4,856 16,692 3,265 5,168 16,878 3,435 4,898 20,211 3,422 4,969 23,576 3,377 3,830 23,990 2,336 1.8% 9.3%
-22.9%
2.9% -2.8%
17.3%
4.0% 4.7%
-11.7%
20.0% 17.9%
-5.5%
16.9% 15.7%
1.8%
12.6% 12.9%
-30.8%
Below is a brief description of each of these airports:
Mumbai: The Chhatrapati Shivaji International Airport (CSIA) located in Mumbai is the busiest in the country and provides the primary gateway into Western India. The characteristics of air traffic at this airport are analyzed in detail in a separate para. Pune Airport is located approximately 10 kilometres north-east of the City of Pune. The airport is operated by the Airports Authority of India, but shares its runway with an Indian Air Force Airbase. Up until recently, this airport offered only domestic commercial operations, but Air India/Indian Airlines introduced direct flights from Pune to Dubai and Singapore, thus giving it international status. Pune has also been experiencing spectacular growth in its domestic traffic, increasing from 466 thousands to 1.68 million domestic passengers in just the four years through 2007-08. A CESE, IIT Mumbai CIDCO
brand new greenfield Pune International Airport is currently being planned. Aurangabad Airport: The Chikkalthana Airport is a relatively small domestic facility located over 200 km to the northeast of Pune that serves the city of Aurangabad and central Maharashtra. It has experienced relatively moderate growth rates (by current Indian standards) averaging 15.6% per year during the peak boom years between 2003-04 and 200708. Nagpur Airport: The Dr. Ambedkar International Airport is the primary commercial airport in eastern Maharashtra. Nagpur is a tourist destination, but similar to Pune, it has only started receiving direct international service in recent years, beginning with connections to Sharjah and Bangkok. Domestic destinations include Delhi, Mumbai, Kolkata and Hyderabad. Growth rates between 2003-04 and 2007-08 were quite spectacular, averaging over 35% annually. There are plans to develop an important cargo hub and Air Indias Boeing aircraft maintenance unit at this airport. Goa Airport: The Dabolim International Airport serves one of Indias most important tourist destinations, located along the coast 600 km to the south of Mumbai. The airport accounts for as much as 90% of Indias international charter traffic. Dabolim's scheduled international flights are sporadic; primarily short-haul flights operated by Air India/Indian and Sri Lankan Airlines. On the other hand, scheduled domestic traffic has been increasing rapidly, surpassing 2.1 million annual passengers in 2007-08, having more than doubled over the previous three years. Airport facilities are shared with the Navy which has resulted in some restrictions on hours of operation. Ahmedabad Airport: The Sardar Vallabhbhai Patel International Airport is the eighth busiest in India with over 3.1 million annual passengers. The airport is served by seven international carriers and various domestic carriers, which includes functioning as a secondary hub for Spice Jet and Kingfisher Airlines. The airport has been undergoing considerable expansion with new domestic and international terminals so as to be able to accommodate rapidly increasing traffic levels (total passengers grew by CESE, IIT Mumbai CIDCO
an annual average of 34.2% over the four years following 2003-04. It is located in the state of Gujarat, some 545 km to the north of Mumbai. Vadodara Airport: A small domestic commercial airport serving eastern Gujarat that has experienced relatively slower single digit growth rates in recent years (well below the national average).
1.3.3 Mumbai Region Airport System

Commercial air service to the Mumbai area is currently concentrated in the Chhatrapati Shivaji International Airport (CSIA). This airport handles the highest traffic volumes in the country, surpassing 25 million annual passengers during the 2007-08 fiscal year and accounting for over 22% of the total number of passengers handled by Indian airports. The city also has the smaller Juhu Aerodrome, which is limited to private and general aviation. Chhatrapati Shivaji International Airport (CSIA) CSIA is located 30 km north of the Mumbai City centre at a height of 8 m above sea level. The airport reference point is located at the centre of the intersection of Runways 14-32 and 09-27, which have the following geometrical features: Runway 14-32 has dimensions of 2,517 m x 46 m while Runway 09-27 has dimensions of 2,951 m x 46 m. The airport is rated for international traffic with ICAO category 4E (IFR/VFR). The primary Runway is 09-27, while Runway 14-32 is only used during periodic maintenance works on the main runway. It could be said that CSIA is functionally a single runway airport with a parallel taxiway. Passenger terminals are located in different areas of the airport: The International terminal is situated on the northeast of the airport property and comprises of 2 terminals (2A & 2C) with an area of 41,600 sq. m and 68,895 sq. m, respectively. Terminal 1A is a domestic terminal situated on the northwest section of the airport property and has an area of 28,960 sq. m. Terminal 1B is a second domestic terminal situated on the northwest near Terminal 1A and has an area of approximate 27,600 sq. m.
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The airport is currently operated by the Mumbai International Airport Ltd. (MIAL); a joint venture company owned by the consortium of GVK Group, Airports Company South Africa and Bidvest (74%) and Airports Authority of India (26%) formed in 2006 to manage and develop the airport. MIAL is in the process of constructing a new combined international and domestic passenger terminal in the vicinity of the existing international terminal. This terminal will be built in three phases, with the final phase to be completed by December 2012. Once completed, the terminal is to have 56 contact gates, supplemented by remote aircraft stands and will significantly increase the capacity of the landside facilities to permit the handling of up to 40 million annual passengers while maintaining a Level of Service C.
1.4
Passenger Traffic Trends

1.4.1 Annual Passengers Table 1.6 and Figure 1.2 show the historical trends for the CSIA in terms of the number of international and domestic commercial passengers between 1980-81 and 2007-08. Table 1.6 Annual Commercial Passengers, CSIA(in 000 of Passengers) Year
1980-1981 1990-1991 2000-2001 2001-2002 2002-2003 2003-2004 2004-2005 2005-2006 2006-2007
International
2,638 4,338 5,175 4,765 5,088 5,336 6,088 6,728 7,347
Domestic
2,416 3,764 7,003 6,527 7,172 7,948 9,577 11,682 14,902
Total
5,054 8,102 12,177 11,291 12,260 13,284 15,665 18,410 22,249
Growth
5.3% -7.3% 8.6% 8.4% 17.9% 17.5% 20.9%
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Year
2007-2008 2008-2009 * GAGR 1980-2003 2003-2007
International
7,984 8,227
Domestic
17,881 15,384
Total
25,865 23,611
Growth
16.3% -8.7%
3.1% 10.6%
5.3% 22.5%
4.3% 18.1%
Source: LBG Consultant This data permits the following conclusions: CSIA experienced relatively modestly slow growth in the number of passengers over the two decades preceding the liberalization of the Indian air transportation industry during 2003-04. Though the overall trend during those two decades was generally positive, there was significant year to year variation, with temporary declines in traffic during the economic recession of the early 1990s and in the period immediately following the terrorist attacks of September 11, 2001. From 2004-05 to 2007-08, the impact of the liberalization of the market was quite spectacular with annual growth rates averaging over 18%, as traffic has almost doubled once again in the span of only four years. This growth trend has been interrupted during the current year (2008- 09); initially by spiking fuel prices last summer, followed by the impact of the worldwide financial crises. During both previous periods, the number of domestic passengers had grown at over twice the rate of international passengers, but it is also the traffic segment most affected by the current crisis.
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Fig 1.2 Annual Commercial Passengers, CSIA

30 25 Annual Pax (millions) 20 15 10 5 0 1980-81 1981-82 1982-83 1983-84 1984-85 1985-86 1986-87 1987-88 1988-89 1989-90 1990-91 1991-92 1992-93 1993-94 1994-95 1995-96 1996-97 1997-98 1998-99 1999-00 2000-01 2001-02 2002-03 2003-04 2004-05 2005-06 2006-07 2007-08 2008-09
Internat. Domestic Total
This boom period seems to have recently come to an end as the industry was hit hard by high fuel costs this past summer and the current worldwide financial crisis. Traffic figures for the first six months of the 2008-09 fiscal year indicate that while international passengers have continue to increase by 6.2% compared to those same six months during 2007, domestic passengers actually declined by -8.0%. A further important trend becomes apparent when direct international transit passengers are broken out. As can be seen in Table 1.7, during the current boom in the air transportation market, while non-transit international passengers have increased by over 12% per annum, international transit passengers have actually declined significantly. This decline has taken place primarily over the past two years. It should be noted that these transit figures do not include transfer passengers connecting to an international carrier from a domestic carrier and viceversa.
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Table 1.7 Breakdown of International Passengers, CSIA

(in 000 of Passengers)
Year
O/D Mumbai Embarked Disembarked

2,285 2,636 2,916 3,224 3,591
International Transit
519 588 621 560 338
Total Pax
5,336 6,088 6,728 7,347 7,984
2003-2004 2004-2005 2005-2006 2006-2007 2007-2008 GAGR 2003-2008
2,532 2,864 3,191 3,562 4,055
12.5%
12.0%
-10.2%
10.6%
Source: LBG Consultant The overall trends for CSIA have followed a similar pattern as those at the national level; though with somewhat lower growth rates in recent years (see Figure 1.3). Much of this difference in growth rates has been taken place over the past four or five years, during which already consolidated airports like CSIA, Delhi and Chennai have naturally grown at a somewhat lower rate than many of the traditionally secondary airports that began the current decade with very low traffic levels.
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Fig 1.3 Comparison of Annual Passenger Growth Rates, CSIA & National
40% Annual Growth Rates - Total Passengers
CSIA
30%
India
20%
10%
0%
1996-97
1997-98
1998-99
1999-00
2000-01
2001-02
2002-03
2003-04
2004-05
2005-06
2006-07
2007-08
Feb.
-20%
1.4.2 Peak Period Passengers Figure 1.4 presents the monthly breakdown of passengers for the past five complete fiscal years; indicating that December and January have consistently been the peak months for both international and domestic traffic, with a secondary peaks in March and May. Fig 1.4 Monthly Distribution of Total Passengers in Recent Years, CSIA
2,500 2,000 1,500 1,000 500 0 June Nov. Jan. July March April Sept. Aug. Oct Dec. May
Passengers (thousands)
2003-04
2004-05
2005-06
2006-07
2007-08
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-10%
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In the specific case of 2007-08, December was the peak month for total passengers. The 2.35 million total passengers recorded that month represent 9.2% of the annual total. The month of December was followed closely by January and November with 9.2% and 9.1% of the annual total, respectively. The month with the smallest number of passengers was September with 1.9 million passengers; representing 7.6% of the annual total. As can be seen in. Figure 1.5 both international and domestic passengers followed a similar trend, though in the case of the later, November was the peak month. On average over the past five years, the peak month represented 9.7% of the total passengers per year. This percentage has been gradually declining during this period as the peaks level out. Table 1.8 presents the commercial passengers peak months at CSIA.
Fig 1.5 Monthly Passengers During 2007-08, CSIA

2,500 Passengers (thousands) 2,000 1,500 1,000 500 0 June Nov. Jan. July August March April Sept. Oct Dec. Feb. May
Internat.
Domestic
Total
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Table 1.8 Peak Months for Commercial Passengers, CSIA Year Peak
Month 2003-04 2004-05 2005-06 2006-07 2007-08 January December December January December
Peak
Month Pax 1,277,685 1,537,007 1,750,676 2,122,655 2,351,165 1,807,838
% Annual
Pax 10.01% 10.19% 9.84% 9.79% 9.21% 9.74%
Avg. Day
Peak Month 41,216 49,581 56,473 68,473 75,844 58,317
Peak Month Average:
Source: LBG Consultant
1.5
Aircraft Movement (ATM) Trends

1.5.1 Annual Aircraft Movements Table 1.9 and Figure 1.6 present the trend for annual commercial aircraft movements at CSIA over the past 25 years. Total annual commercial passenger ATMs has experienced an important increase over the past four years in particular, from 137,212 in 2003-04 to an estimate of over 230,000 for 2007-08. But while the general trend for aircraft movements in the CSIA is similar to that of the passengers, average growth rates have been somewhat lower. This is particularly true during the current boom, primarily because of a significant increase in the average number of passengers per domestic ATM from 79 in 2003-04 to over 105 in 2007-08 as domestic airlines have been moving towards using larger aircraft.
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Table 1.9 Historical Commercial Aircraft Movements, CSIA Year International Domestic Total Growth
1980-1981 1990-1991 2000-2001 2001-2002 2002-2003 2003-2004 2004-2005 2005-2006 2006-2007 2007-2008 2008-2009 * GAGR 23,256 28,831 34,597 35,891 35,100 37,560 43,743 49,186 52,729 61,658 65,804 22,778 27,411 73,812 79,389 90,451 99,652 109,423 121,959 149,071 170,861 162,054 46,034 56,242 108,409 115,280 125,551 137,212 153,166 171,145 201,800 232,519 227,858 1.1% 6.3% 8.9% 9.3% 11.6% 11.7% 17.9% 15.2% -2.0%
1980-2003 2003-2007
2.1% 13.2%
6.6% 14.4%
4.9% 14.1%
Source: LBG Consultant * 2008-09 estimated based on data for first 10 months
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Fig 1.6 Annual Commercial Aircraft Movements, CSIA

250,000
Internat.
200,000 Aircraft Movements
Domestic Total
150,000
100,000
50,000
0 1980-81 1982-83 1984-85 1986-87 1988-89 1990-91 1992-93 1994-95 1996-97 1998-99 2000-01 2002-03 2004-05 2006-07 2008-09
Table 1.10
presents a breakdown of total aircraft movements for 2006-
07, including cargo and non-commercial aircraft. Scheduled passenger aircraft movements accounted for 90.1% of total ATMs during that year, with freighters accounting for another 3.5%. Table 1.10 Breakdown of Total Aircraft Movements for 2006-07, CSIA
ATM International Scheduled International Non Scheduled International Cargo Domestic Scheduled Domestic Non-Scheduled Domestic Cargo Military Business Aviation Total 45,590 2,206 4,933 146,596 0 2,475 1,256 10,221 213,277 % 21.4% 1.0% 2.3% 68.7% 0.0% 1.2% 0.6% 4.8%
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Military and business aviation operations have not experienced the same rapid growth experienced by commercial passenger and cargo ATM, remaining relatively stable in recent years; though with considerable year to year variation (see Figure 1.7). It would also be important to add that most General Aviation activity in Mumbai is concentrated at the Juhu Aerodrome, which in recent years has handled from 20,000 to 25,000 aircraft movements per year, representing approximately 10% of the ATMs for the Mumbai system. Fig 1.7 Annual Other Aircraft Movements, CSIA
12,000
Annual Aircraft Movements
10,000 8,000 6,000 4,000 2,000 0
Military G.A
2005-06
1
2006-07
2007-08
Flights arriving to CSIAs international terminals from other airports in India are included
as international, as they either originated in another country or will continue on overseas after departing Mumbai.
An estimate was made for the current fleet mix for regular passenger operations based on the January 2008 flight schedule for CSIA (Table 1.11). This is compared to the fleet mix at the airport for August 2004 so as to identify any recent trends (See Table 1.12, Figure 1.8 and Figure 1.9). This fleet mix was organized according to the aircraft categories established by the ICAO and distributed between the international and domestic terminals.1
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Table 1.11 Current Fleet Mix Scheduled Weekly Arrivals, CSIA (January 2008)
Aircraft CRJ-200 ATR-42 ATR-72 B737 A319 A320 A321 B757 A310 A300 B767 A330 B777 A340 B747 TOTAL
Seats (1) 50 48 62-66 122-170 124-144 142-180 170-177 158 201-213 230-261 216-269 229-305 221-385 269-311 276-431
ICAO Code B C (turbo) C (turbo) C C C C D D D D E E E E
Domestic ATM % 0.8% 14 4.0% 70 3.4% 61 40.0% 708 6.3% 112 36.5% 646 7.9% 140
International ATM %
Total ATM 14 70 61 756 112 741 148 13 89 29 38 95 128 40 82 2416 %

0.6% 2.9% 2.5% 31.3% 4.6% 30.7% 6.1% 0.5% 3.7% 1.2% 1.6% 3.9% 5.3% 1.7% 3.4%
48 95 8 13 89 8 38 95 128 40 82 644
7.5% 14.8% 1.2% 2.0% 13.8% 1.2% 5.9% 14.8% 19.9% 6.2% 12.7%
21
1.2%
1772
(1) Range of seat configurations used by airlines at CSIA
Source: LBG Consultant Table 1.12 Current Fleet Mix Scheduled Weekly Arrivals, CSIA (Summer 2004)
Aircraft CRJ-200 ATR-42 ATR-72 B737 A320 Tu-204 B757 A310 A300 DC-10 B767 A330 B777 A340 B747 TOTAL Seats (1) 50 48 62-66 122-170 142-180 122-164 158 201-213 230-261 264 216-269 229-305 221-385 269-311 276-431 ICAO Code B C (turbo) C (turbo) C C C D D D D D E E E E Domestic ATM % 4.5% 35 1.8% 14 55 7.1% 451 58.4% 210 27.2% International ATM % Total ATM 35 14 55 469 240 6 6 36 20 13 38 34 26 11 73 1076 %
3.3% 1.3% 5.1% 43.6% 22.3% 0.6% 0.6% 3.3% 1.9% 1.2% 3.5% 3.2% 2.4% 1.0% 6.8%
0.9%
772
18 30 6 6 36 13 13 38 34 26 11 73 304
5.9% 9.9% 2.0% 2.0% 11.8% 4.3% 4.3% 12.5% 11.2% 8.6% 3.6% 24.0%
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Fig 1.8 Distribution of Total Arriving Aircraft by ICAO Code

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

Code E 54%
Code D 1% Code C (jet) 91% Code B 1% Code C (turbo) 7%
Code D 23%
Code C (jet) 23%
The key findings of this fleet mix analysis are:
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The market is currently dominated by ICAO Code C narrow-body aircraft with less than 200 seats, representing 78.1% of total scheduled commercial passenger arrivals. A large majority of these were either Boeing 737 series or Airbus 320 aircraft, which together account for 62% of scheduled ATMs at the airport. Another 5.4% were Code C ATR turboprop aircraft. Code C aircraft have actually increased their overall share of the market in recent years. This is a function of both the relatively faster growth of domestic traffic compared to international arrivals and an increase in the use of narrow body Code C aircraft on international flights. Wide-body aircraft accounted for 21.3% of total scheduled commercial passenger arrivals and 76.5% of international arrivals in January 2008. There has been an increase in the relative size of the Code C aircraft towards Boeing 737-800s and 900s, as well as the Airbus 321. This along with the change in seat configurations used by the new low cost carriers is what accounts for an overall increase in the average number of passengers per aircraft movement from 107 to 115 during the same period. Also, Air Sahara (now Jet Lite) has replaced its regional jets with Boeing 737-800 aircraft on most routes into Mumbai, reducing the domestic share of Code B aircraft down to less than 1% of total arrivals compared to 4.5% in 2004. 1.5.2 Peak Period Aircraft Movements As was the case with passengers, the peak month for scheduled ATMs in 2006-07 was January. However, there is little monthly variation and this peak month only represents 9.2% of the annual total (See Figure 1.10). Figure 1.11 shows the hourly distribution of weekly passenger aircraft movements according to the January 2008 schedule, split between CSIAs international and domestic terminals. As could be expected in an airport that is nearing saturation, traffic is relatively well distributed; with more than at least 29 scheduled
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movements for every hour between 5:00 and midnight on every single day of the week. Specific findings were: The hour with the most scheduled total weekly movements per day was at 21:00-21:59, followed closely by 6:00-6:59 and 10:0010:59. The busiest hour for total arrivals was 22:00-22:59, while it was 6:00-6:69 for total departures. For international aircraft movements, the busiest hour was spread out 18:59. between 21:00-1:59 depending on the day of the week, while for domestic it was 10:00-10:59, followed closely by 18:00-
Fig 1.10 Monthly Commercial ATMs During 2006-07, CSIA

25,000 Commercial Aircraft Movements 20,000 15,000 10,000 5,000 0 June Nov. Jan. July Aug March April Sept. Oct Dec. Feb. May
Internat.
Domestic
Total
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Fig 1.11 Hourly Distribution of Weekly Scheduled ATMs, January 2008, CSIA
300 Domestic
Weekly ATMs (arrivals + departures)
250
International
200
150
100
50
0 000 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200
Hour
Breaking down this data for each day of the week allows the following conclusions: The peak hour for total passenger traffic was 21:00-21:59 on Wednesdays, with 40 scheduled ATMs. The peak hour for scheduled international movements was 17 (on Tuesdays and Wednesdays at 1:00-1:59, as well as Saturdays at 4:00:4:59). The peak hour for scheduled domestic movements was 33, which occurred on Tuesdays, Wednesdays, Fridays and Sundays at 10:00-10:59.
1.6
Air Cargo Trends

Table 1.13 presents historical data on the air cargo and mail handled at CSIA As was the case with passengers and aircraft over the past 27 years.
movements, air cargo has also experienced very rapid growth rates over the past few years, increasing from 307,600 tonnes in 2002-03 to an estimate of over 533,000 tonnes in 2007-08.
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Mail, on the other hand, has actually decreased somewhat after reaching a high of 18,146 tonnes in 2002-03. Table 1.13 Historical Air Cargo & Mail, CSIA Source: LBG Consultant
Year 1980-1981 1990-1991 2000-2001 2001-2002 2002-2003 2003-2004 2004-2005 2005-2006 2006-2007 2007-2008 GAGR 1980-2003 2003-2008 International Cargo Loaded Unloaded 33,252 16,503 96,108 44,837 137,767 73,246 132,407 67,559 146,598 77,470 149,625 84,355 169,006 104,259 171,442 117,518 186,969 141,053 205,296 168,474 6.8% 8.2% 7.4% 18.9% Total 49,755 140,945 211,013 199,966 224,068 233,980 273,265 288,960 328,022 373,770 7.0% 12.4% Domestic Total 18,227 39,108 76,797 75,975 83,537 92,497 129,450 142,360 152,158 159,821 7.3% 14.7% Mail 13,342 10,843 17,562 17,579 18,146 16,445 12,602 12,630 13,250 14,975 0.9% -2.3% Total 81,324 190,896 305,372 293,520 325,751 342,922 415,317 443,950 493,430 548,566 6.5% 12.5% Growth
4.4% -3.9% 11.0% 5.3% 21.1% 6.9% 11.1% 11.2%
In 2007-08, 70% of the cargo handled by the airport was international, with the remaining 30% domestic (see Figure 1.12 ). Though exports make up most of the international cargo, imports have been growing at a much higher rate as a result of the growth of the domestic market. The primary imports are consumer items, as well as electronic, computer and machine parts, all of which are increasingly in demand. Figure 1.1.13 presents the breakdown of international air cargo by commodity at CSIA. Partial data for 2008-09 would indicate that total air freight has increased by only 1.4% over the first 10 months of the year, a significant decline compared to the growth rates of previous years that reflects the ongoing economic crisis.
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Fig 1.12 Breakdown of Total Air Cargo in 2007-08, CSIA
Domestic 30%
Imports 32%
Exports 38%
Fig 1.13 Breakdown of International Air Cargo by Commodity, CSIA (April 2007 to January 2008)
Exports
Other 48%
Imports
Auto/ Machine Parts 16% Electricals 2% Electronics/ Computer 10% Perishable 3% Hazardous 3% Other 64%
Leather Goods 1% Hazardous 2% Chemicals 3% Automobile 9%
Luggage 2%
Textiles 18%
Pharmaceuti cals 19%
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1.7
Conclusions of Air Traffic Analysis

With the above air traffic, Mumbai is experiencing congestion. The congestion of traffic particularly becomes excessive during the peak hours. Thus the airport has reached its saturation level. With the proposed expansion after modernisation, the capacity of this airport would be 40 mppa capable of meeting the air traffic demand upto 2013-14. Thus there is a need to develop the second airport at Navi Mumbai for which the sanction of MOCA and GOM is already obtained. The step now is to obtain environmental clearance, for which Environmental Impact Assessment study is to be carried out.
1.8
Policy, Legal and Administrative Framework

The principal Environment Regulatory Agency in our country is the Ministry of Environment & Forest (MoEF). The environment policies and environment The State clearances process for various projects are laid down by MoEF. consent for establishment and operation of the project. As per the EIA Notification of MoEF issued on 14th September, 2006 an airport project is treated as Category A which requires Environment Clearance from Ministry of Environment and Forests (MoEF) for which an EIA/EMP study is a primary requirement. The assignment of preparing the Comprehensive EIA study has been assigned to The Centre for Environmental Science and Engineering, Indian Institute of Technology, Bombay. 09. This document presents the Comprehensive EIA report based on the data generated over a period from 2008-
Pollution Control Board (SPCB) grants No Objection Certificate (NOC) and
1.9
Purpose of Study
The purpose of carrying out Environment Impact Assessment (EIA) study is to assist in the decision making process and to ensure that the project option under consideration is environmentally sustainable and sound. EIA identifies ways and means for improving the project environmentally friendly by preventing, minimizing, mitigating or compensating for adverse impact, so as to achieve a sustainable development
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1.10
Project Brief
The proposed site falls in Panvel Taluka of Raigad Dist. of Maharashtra State located west of Panvel City in the Geographical centre of Navi Mumbai and MMR with a longitude of 73.04.18 and latitude of 18.59.33. The following Table gives the Environmental setting along with the topographical features of study area within the 10 kms. stretch from the Airport Reference Point (ARP).
Table1.14
Geographical & Environmental Setting of The Airport Site (10 Km Radius) Sl.No. 1. 2. 3. 4. 5. 6. 7. 8. Location Latitude Longitude General Elevation Item Details Panvel Taluka, Raigad Dist., Maharashtra State. 18.58.44.61 to 19.0.57.16 73.02.54 to 73.05.39.61 Coastal (RL 1.5 mts.), Plain (RL 3.0 mts) Hills (RL 82 mts.)
Survey of India Topo 47-A/16,A/13, E/4,F/1 Sheet No. Topography Soil type Climatic conditions Sloping towards north west Marine, Murum, Rocks Temperature Max.32 Min.17 Rainfall 1829 mm to 2741 mm Wind Direction - West North West CIDCO owned and private land to be acquired for airport development. SH54, NH4B, Aamra Marg (Running on the Boundary of Airport site). Panvel 1.5 kms. on Central Rly./Konkan Rly. Santacruz Mumbai 35 Kms. North. Panvel creek, Gadhi river, Taloja river and Ulwe river running along and through the boundary of the airport. Ulwe hill RL 82 Mts. within the site. Elephanta at a distance of 13 Kms. West Zone-III as per IS: 1893 (Part-I) 2002.
9. 10 11. 12. 13.
Present site land status Nearest Highways Nearest Rly. Station. Nearest Airport Nearest Water Bodies.
14. 15. 16.
Nearest Hill Archeologically Importance place. Seismic zone
Source: IIT
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1.11
Terms of Reference
An application was made to MoEF for approval of Terms of Reference (TOR) of the EIA in accordance with MoEF Notification dtd.14.09.2006 and amendment made in CRZ regulation. The Environment Expert Appraisal Committee (EAC) of MoEF considered the proposal in its 78th Meeting held on 20-22 July, 2009 and finalized the following Terms of Reference.
1.11.1 Site analysis 1. Reasons for selecting the present site with details of alternative sites examined earlier and rejected/selected on merits with comparative statement. 2. Describe the project site, geology, topography, climate, transport and connectivity, demographic aspects, socio cultural and economic aspects, villages, settlements and meteorological data. 3. Examine details of land use around 10 km radius of the project site. Analysis should be made based on latest satellite imagery for land use with raw images. 4. Submit details of environmentally sensitive places, land acquisition status, rehabilitation of communities/ villages and present status of such activities. 5. 6. 7. Examine the impact of airport location on the nearest settlements. Examine baseline environmental quality along with projected incremental load due to the project. Environmental data to be considered in relation to the airport development would be (a) land, (b) groundwater, (c) surface water, (d) air, (e) bio-diversity, (f) noise and vibrations, (g) socio economic and health. 8. 9. 10. 11. The data and details submitted is of year 2007. It is suggested to collect the latest data. Submit a copy of the contour plan with slopes, drainage pattern of the site and surrounding area. Examine the details of the land use break-up for the proposed project. Soil investigation along the runway alignment has to be carried out as the runway is to be constructed in a mud flat. CESE, IIT Mumbai CIDCO
12.
Physical model studies should cover both with and without proposed development.
1.11.2 Water 1. Two rivers are proposed for diversion/trained, therefore, a scientific study should be conducted to explain the quality and quantity of ground water in the impact zone. In addition to above, examine and submit details of Surface water quality with respect to SPM, turbidity during the progress of construction work including river training. 2. 3. 4. 5. Diversion of rivers flowing through the area, the work will involve training of river, hydrology, erosion, flooding and cost implications. Source of water vis--vis waste water to be generated along with treatment facilities to be proposed. Examine the details of water requirement, use of treated waste water and prepare a water balance chart. Rain water harvesting proposals should be made with due safeguards for ground water quality. Maximize recycling of water and utilization of rain water. Examine details. 6. Examine soil characteristics and depth of ground water table for rainwater harvesting.
1.11.3 Solid waste

1. 2. Examine the location of solid waste treatment and disposal sites around the airport to avoid any bird menace. Examine details of Solid waste generation treatment and its disposal. 1.11.4 Energy 1. Since building construction activities are also included in the various project activities, the water requirement, sewage disposal and treatment, electrical load, energy conservation measures etc. should also be included in the EIA report. 2. Examine and submit details of use of solar energy and alternative source of energy to reduce the energy consumption. CESE, IIT Mumbai CIDCO
3.
DG sets are likely to be used during construction and operational phase of the project. Emissions from DG sets must be taken into consideration while estimating the impacts on air environment. Examine and submit details.
1.11.5 Traffic & transport 1. Examine road/rail connectivity to the project site and impact on the traffic due to the proposed project. Present and future traffic and transport facilities for the region should be analysed with measures for preventing traffic congestion and providing faster trouble free system to reach different destinations in the city. 2. 3. 4. 5. A detailed traffic and transportation study should be made for existing and projected passenger and cargo traffic. Examine the details of transport of materials for construction which should include source and availability. Examine the details of construction of expressways and augmenting rail facilities if any. The evaluation of impacts should be analyzed depending upon the nature (positive and negative), duration (short term and long term) reversibility, and magnitude (negligible, low, medium, high), etc. of the impacts based the objective assessments. 6. As Caline-4 model for predicting the vehicular pollution under urban conditions is not reliable, it is suggested to use the best model available involving international experiences. 1.11.6 CRZ 1. Diversion of rivers and quarrying/cutting of mountains/earth is not a permissible activity under CRZ Notification, 1991. Re-examine the proposal. 2. Examine the details of the impact on creeklets which originates from the mountains and join the river, backwater which are proposed to be reclaimed. 3. Examine the details of flooding of the site in the Mumbai flooding on 26th July, 2005 and the mitigation steps incorporated in the project. CESE, IIT Mumbai CIDCO
4.
Examine the details of probability of flooding of the agricultural land, residential areas and other areas due to the proposed development /construction of the airport.
5. 6.
Examine the details of impact of sea level rise on the project in the next 100 years. A mathematical and physical modeling to be carried out by CWPRS to study the impact of the activities relating to the project on the hydrodynamics/flow in the rivers/backwater/ creeks.
7.
Diversion or altering the flow of the rivers should be avoided, since, it is prohibited activity under the CRZ Notification, 1991. Examine the impact of the activity on the rivers.
8.
Examine the details of sediment transport in the Panvel and Thane creek and impact of the project on various infrastructures located in Thane and Panvel creek including in JNPT.
9.
Cost implications of providing engineering solutions and design changes in order to avoid changes in the reverse course and hillock status.
10. 11.
Extent of tidal creeks whether alteration to the tidal creek allowed under CRZ Notification and management measures. Examine and submit the details of location of mangrove area, destruction of mangroves and management measures in detail with the help of Satellite imagery of the last 15 years.
12.
Examine the impact of reclamation of the mangroves and the low lying areas on the territorial/aquatic flora and fauna, hydrology of the area.
13. 14. 15. 16.
Examine and submit details of the erosion of soil / coastal line in the last 50 years. Submit a map demarcating HTL / LTL prepared through an authorized agency and superimposing the layout plan. Submit recommendations of the SCZMA regarding the development of airport in CRZ area. Examine and submit the details of all the cases related to destruction of mangroves related High Court rulings and the clarifications which may be required from the Honble High Court and what are the measures to be taken.
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17.
Impact of High Court stay orders on the destruction of mangroves, if so, necessary permission shall be obtained. Examine the possibility of non-destruction of mangroves and non-diversion of rivers.
1.11.7 Noise
1. 2. 3. Examine and submit the details of Noise modeling studies and mitigative measures. Examine noise levels - present and future with noise abatement measures. Noise pollution has always been a major concern for Airport projects during the operational phase. It is suggested that noise monitoring should be carried out at critical locations at the surrounding project. 4. 5. Natural and artificial noise barriers may be considered for critical locations. A thick green belt should be planned all around the project site to mitigate noise and vibrations to the nearby settlements. The identification of species/plants should be made based on the botanical studies. 6. 7. Landscape plan, green belts and open spaces may be described. Examine the details of afforestation measures indicating land and financial outlay. areas may be incorporated in environmental monitoring programme during the whole operational phase of the
1.11.8 EMP, DMP

1. The project shall also require housing facilities for 90,000 permanent employees who will be working at the airport and also other facilities shall be required such as Hotels, transit lounges and guest houses etc. Prepare a integrated development plan and examine the impact on the environment. 2. Identify, predict and assess the environmental and sociological impacts on account of the project.
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3. 4.
A detailed description with costs estimates of CSR should be incorporated in the EIA / EMP report. Examine separately the details for construction and operation phases both for Environmental Management Plan and Environmental Monitoring Plan with cost and parameters.
5.
Submit details of a comprehensive Disaster Management Plan including emergency evacuation during natural and man-made disaster.
Public hearing to be conducted for the project as per provisions of Environmental Impact Assessment Notification 2006 and the issues raised by the public should be addressed in the Environmental Management Plan. Involve the NGOs/Public and the result should be shared in the public hearing as per the EIA Notification.
1.11.9 Additional Terms of Reference

a) The Expert Appraisal Committee (EAC) undertook the site visit on 23rd December, 2009 and given the following additional Terms of Reference. Detailed studies should be carried out to examine the findings as confirmed through satellite imagery regarding the site as below; i) ii) iii) iv) To study whether the island has merged with the land area due to sedimentation as compared to the position in 2003. Would closing of inlets lead to greater tidal ingression. To study the adverse impact of quarrying the stones from nearby hillocks particularly effecting the settlements. In case of the construction of the airport, there would be a necessity to divert this rain water, so that it does not cause flooding the habitations adjacent to the proposed site of the airport. Would there be necessity to divert the rainwater presently flowing from hillocks to the coast to avoid flooding. v) Is diversion of the rivulet and the existing river courses is likely to cause greater inundation of the existing habitations. b) Examine whether the two runways proposed may be reoriented and /or shifted by redefining the boundaries of the proposed project site so that(a) alignment of the two rivers are not disturbed or minimum damage to the rivers take
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place (b) mangroves present at the site are either not disturbed or minimum disturbance to them take place. c) The proposal involves filling the site to a height of about 5 - 6 m. by rock cuttings obtained by blasting of hillocks in nearby areas. A detailed environment impact assessment of the entire scheme involving (i) blasting (ii) transporting of the blasted material and (iii) placing and compaction may be carried out. d) Is there any other area identified for the purpose of airport which conforms better to environmental parameters within acceptable limits. e) Give a detailed drainage network for the area which will drain away the rain water efficiently without affecting the region. f) How the proposed transport systems to serve the airport would be effective in reducing travel time to the main city and help in reducing air pollution and noise levels besides providing comfort, convenience and safety to users. Based on the above TOR, prescribed by MOEF, the scope of work in brief, study area, scoping and structure of the environmental impact study have been worked out and same is narrated below:
1.12
Scope of work
Assessment of the impact on the environment is based on the nature of activities, project location & questionnaire and procedures prescribed by the Ministry of Environment and Forests (MoEF). They are 1. 2. 3. 4. 5. 6. 7. The Environmental feasibility of the selected site The present status of the environment Identification of likely impacts on the environment, if any, due to proposed airport Assessment of impacts on all relevant environmental attributes Preparation of EMP to ameliorate adverse impacts Delineation of post project environmental quality monitoring program Disaster Management Plan
1.12.1 Study Area

Figure 1.14 shows the study area around airport falling within the radius of 10Kms. The study area is further extended upto 20 kms fringe area. The core CESE, IIT Mumbai CIDCO
area covers the area within the radius of 10km, in which all the scoped environmental parameters will be studied to understand the magnitude of impact. In the remaining area i.e. fringe area places of historical importance, aesthetic, cultural including environmentally sensitive area will be studied. Figure 1.14 Study Area
1.13
Scoping
Based on the approved TOR, Screening and Scoping was carried out to identify key environmental parameters that are likely to be affected due to the project in the study area. The parameters that are considered are:
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Atmosphere
Meteorology Visibility Air quality
Noise and Vibration

Intensity Duration Frequency
Land
Land forms including coastal zone Lithology and geomorphology Soil composition and characteristics Slope stability Subsidence and characteristics Seismicity/seismic zone characteristics Floodplains/ swamps Landuse Engineering and mineral resources Buffer zones ( part of national park and wildlife habitats) Soil erosion Catchment area treatment
Surface Water
Shoreline Bottom interface Flow variation /ocean currents Water quality Drainage pattern/water logging Water balance Flooding Existing and planned future use Siltation
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Ground water
Water table Flow regime Water quality Recharge rate Aquifer characteristics Existing use and proposed plans
Species and population

Terrestrial flora, fauna Other terrestrial vegetation Aquatic /marine for a fauna Fish
Habitats and Communities

Terrestrial Aquatic/marine/estuarine Migratory birds route Benthic flora and fauna Ecologically sensitive areas communities including spawning, breeding and nesting grounds
Socio Economic
Agriculture land Employment /training Housing Education Utilities Amenities ( Water, sanitation, electricity, transportation) Community health
Aesthetic/ Cultural
Landscape Wilderness Climate Tranquility/sense of community Community structure
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Religious places and structures Historic/archaeological place or structure
Health and safety

Physical psychological occupational parasitic disease Water born disease & communicable diseases Disease vectors
The scoping is carried out in identifying the valued ecosystem and magnitude of impact due to the project activities
Geology
Geological and hydro-geological implications on sub-soil, lithology, removal of hills and ground water availability.
Hydrology
Hydrological implications on sub surface water movements, flood planes, closure of creeklets and retraining of Ulwe and Gadhi Rivers.
Coastal Zone
Impacts on aquatic ecology including due to retraining of rivers as well as CRZ implications.
Land-use
Change in land use due to project.
Atmosphere
Change in ambient levels and ground level concentration due to total emission from point, line and area sources and their effects. Changes in air quality due to increased vehicular traffic and aircraft operation including visibility and meteorology.
Noise / vibration level

Intensity, duration and frequency of noise levels generated during flight operations, from equipment and vehicular operations and their impacts.
Water quality
Impacts on ground, surface and marine water quality including contamination.
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Socioeconomics
Displacement of population, assessment of assets lost as well as gains to regional economy. The environmental impact assessment has been designed and planned keeping in view of the above scoped valued ecosystem components. Descriptive checklist methodology as well as matrix methodology is followed for prediction of impacts except for air and noise where computer aided models are used.
1.14
Structure of the Report

The purpose of the report is to carry out environmental studies, identify areas of positive and negative impacts and evolve environmental management plan as per the guidelines of decision-making authorities for environmental clearance. The structure of the report is as follows: Volume-I Executive Summary Volume-II Chapter 1: Chapter2: Chapter3: Volume-III Chapter4: Volume-IV Chapter5: Chapter6: Chapter7: Volume-V Chapter 8: Chapter 9: Additional studies Disclosure of Consultants Environmental Impacts & Mitigation Measures Environment Management Plan Disaster Management Plan Description of Environment Introduction Analysis of Alternative sites Project Description
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Chapter-1 Introduction

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EIA Study of Navi Mumbai International Airport

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

EIA Study of Navi Mumbai International Airport

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

Airport Sector Profile

Category Joint-Venture International International Custom Domestic Other

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

Fig 1.1 Map of Major Airports in India

EIA Study of Navi Mumbai International Airport

Table 1.2 National Air Passenger Data

Source: AAI * 2008-09 estimated based on data for first 10

Table 1.3 National Air Freight Data (in tonnes)

Growth -14.7% 9.1% 19.8% 9.7% 10.5% 10.5% 0.4%

* 2008-09 estimated based on data for first 10 months

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

The Emergence of Low Cost and Premium Service Carriers:

1.3.2 Western Region Airport System

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

Table 1.4 Regional and State Airports Passenger Data

* 2008-09 estimated based on data for first 10 months

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

Below is a brief description of each of these airports:

EIA Study of Navi Mumbai International Airport

EIA Study of Navi Mumbai International Airport

1.3.3 Mumbai Region Airport System

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

Passenger Traffic Trends

5.3% -7.3% 8.6% 8.4% 17.9% 17.5% 20.9%

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

* 2008-09 estimated based on data for first 10 months

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

Fig 1.2 Annual Commercial Passengers, CSIA

Internat. Domestic Total

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

Table 1.7 Breakdown of International Passengers, CSIA

O/D Mumbai Embarked Disembarked

2003-2004 2004-2005 2005-2006 2006-2007 2007-2008 GAGR 2003-2008

2,532 2,864 3,191 3,562 4,055

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

40% Annual Growth Rates - Total Passengers

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

Fig 1.5 Monthly Passengers During 2007-08, CSIA

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport