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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. The total 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 & NH3, provide the regional linkages. Sion-Panvel Expressway provides the major 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-NerulVashi corridor. The Konkan Railway (coastal rail link connecting MumbaiGoa-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-TurbheNerul, 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 Accessibility The 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 MankurdBelapur-Panvel Commuter Railway line passes on the northeast of airport area and the nearest station is Khandeshwar located at a distance of less than 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 offairport 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) ii) iii) Development of Airport in four phases Recoursing and Connecting Shifting of EHVT Lines

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iv) v) vi) vii) viii)

Development of off-airport site (non-aeronautical area) Mangrove Park & Regeneration of Mangroves Approach roads, railways, interchanges, water transport service to airport zone in the vicinity and far Re-settlement and Rehabilitation 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 care of 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) Intern. Domestic Total 2007-08 7,645 17,881 25,526 2014-15 12,150 32,849 44,999 2017-18 15,078 40,768 55,846 2022-23 20,489 55,396 75,885 2027-28 26,179 70,780 96,959 2031-32 31,594 85,421 117,015 Average Annual Growth Rate: 2007-2017 7.0% 8.6% 8.1% 2018-2031 5.4% 4.0% 4.0% 2007-2031 5.3% 5.9% 5.7%
Source: LBG Consultant. 3.4.3 MMR Air Cargo Demand

Total Passengers (000) Transit Total 338 25,865 586 45,585 773 56,619 1,153 77,038 1,604 98,563 2,062 119,077 8.6% 5.4% 6.7% 8.1% 4.0% 5.7%

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)

Year
2014-15 2017-18 2022-23 2027-28 2031-32

AIR CARGO TRAFFIC

International
636,595 809,180 1,180,644 1,714,946 2,338,063

Total
913,078 1,144,723 1,638,863 2,334,303 3,122,009

Domestic
276,483 335,543 458,218 619,357 783,946

Source: LBG Consultant

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)

Fiscal Year 2014-15 2017-18 2022-23 2027-28 2031-32

Terminal Passengers Intern. Domestic Totall 2,833 7,659 10,492 5,547 14,996 20,543 10,588 28,626 39,214 15,894 42,973 58,867 16,381 44,290 60,671

Total Passengers Transit Total 137 10,629 284 20,827 596 39,810 974 59,841 1,069 61,740

Source: LBG Consultant

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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 economic activities, 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)

Year
Forecast 2014-15 2017-18 2022-23 2027-28 2031-32

AIR CARGO TRAFFIC

International
189,815 350,510 687,159 1,152,505 1,152,505

Total

Domestic
74,139 136,393 255,014 399,441 399,441 263,954 486,903 942,173 1,551,945 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 and international 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. development period. Table 3.6 shows the summary of traffic forecast in various phases spread-over in the entire

Table 3.6 NMIA Air Traffic Forecast Summary Opening

International Commercial Aircraft Operations Domestic Commercial Aircraft Operations Total Commercial Aircraft Operations Cargo Aircraft Operations Other Type of Aircraft Operations Total Aircraft Operations International Terminal Commercial Passengers Domestic Terminal Commercial Passengers Total Terminal Commercial Passengers Transit Commercial Passengers 20,102 67,136 87,238 6,105 2,747 96,089 2,833 7,659 10,492 137

Short-Term
45,245 150,534 195,779 11,527 5,357 212,663 6,558 17,730 24,288 343

Medium-Term
83,216 275,296 358,512 22,023 8,532 389,067 12,580 34,012 46,592 733

Long-Term
102,426 337,574 440,000 29,124 9,879 479,004 16,012 43,291 59,303 997

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Opening
Total Passengers International Aircraft Peak Hour Domestic Aircraft Peak Hour Total Aircraft Peak Hour International Departure Aircraft Peak Hour Domestic Departure Aircraft Peak Hour Total Departure Aircraft Peak Hour International Arrival Aircraft Peak Hour Domestic Arrival Aircraft Peak Hour Total Arrival Aircraft Peak Hour International Passenger Peak Hour Domestic Passenger Peak Hour Total Passenger Peak Hour International Departure Passenger Peak Hour Domestic Departure Passenger Peak Hour Total Departure Passenger Peak Hour International Arrival Passenger Peak Hour 991 10,629 7 16 19 5 10 14 5 10 14 1,950 1,931 2,869 1,227 1,431 2,244

Short-Term
24,630 15 32 38 11 21 29 11 21 28 4,049 4,011 5,958 2,549 2,972 4,660

Medium-Term
47,325 26 54 65 18 36 50 18 36 48 7,248 7,180 10,667 4,563 5,320 8,342

Long-Term
60,300 31 66 78 22 43 60 22 43 58 9,053 8,968 13,323 5,699 6,644 10,420

2,057

3,684

4,601

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Opening
Domestic Arrival Passenger Peak Hour Total Arrival Passenger Peak Hour International Loaded Cargo (tonnes) International Unloaded Cargo (tonnes) Total International Cargo (tonnes) Domestic Cargo (tonnes) Total Cargo (tonnes) 1,330 1,979 87,833 100,923 188,757 70,810 259,667

Short-Term
2,761 4,110 168,918 241,417 410,336 153,246 563,582

Medium-Term
4,943 7,358 301,084 546,026 847,111 299,490 1,146,601

Long-Term
6,174 9,190 379,916 769,925 1,149,841 390,246 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 manner commensurate 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 widebody 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 atall-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-term parking 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 widebody 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 to the 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 MediumYear / Phase

Total Annual Passengers Peak Hour Passengers Terminal Area sq.mt

Opening
10,628,833 2,869 86068

Short-Term
24,630,358 5,958 1,78,748

Term
47,325,286 10,667 3,19,995

Long-Term
60,300,000 13,323 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 satisfy the 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 terminal buildings 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 located near the passenger terminal building for short-term parking and near the entrances to the airport sites for long-term parking. 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. The short-term parking is located in front of the terminal within a reasonable walking

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. of the facility area will be 19,000 m .
2

The overall size

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 maintenancerelated 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 on one side of the runway along with the activities such as; terminal building, 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. 1. Airside taxiways Land Use (runways, along parallel runways, Area (Ha.) 1050.4 % age 90.5%

connecting parallel taxiways to runways) 2. 3. 4. 5. 6. 7. ATC Hangars Terminal Buildings Airport Access Cargo Parking Total Area
Land Use Category Area (sq. m.) %

0.4 9.9 27.4 19.1 29.6 23.2 1160

0.03% 0.9% 2.4% 1.6% 2.5% 2.0% 100%

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 is estimated 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 Phase-I Phase-II Phase-III Phase-IV Design Year 2016-17 2020-21 2026-27 2030-31 Total Daily Water Demand in MLD (Cumulative) 9.00 18.00 30.00 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 The following Table 3.10 gives the details of sources of Water, Dam which has installed capacity of 450 MLD and presently supplying 350 MLD to the city. 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 Consump tion Surplus

2009-10 2015-16 2020-21 2030-31

30 30 30 30

60 60 60 60

100 185 185 185

350 450 450 450

100 250 250

540 825 970 970

390 525 650 840

150 300 320 130

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. discharged from the roof of various structures within the airport. However, efforts would be made to make the water harvesting from the rain water being

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 nonaeronautical 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 Phase-I Phase-II Phase-III Phase-IV Design Year 2016-17 2020-21 2026-27 2030-31 Power Demand in MVA (Cumulative) 30.00 70.00 150.00 190.00

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 2009-10 2015-16 2020-21 2030-31 Installed Capacity of Sub-Stations (12 Nos.) 1145 1825 2325 3275 668 1061 1585 2470 447 764 730 805 Consumption Surplus

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 noncritical 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, pumps and 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 offairport 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 nonaeronautical 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-east corner 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, operation and 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 houses, transit lodges, warehousing, bank, convention & exhibition centre, leisure and entertainment, as given in the following Table 3.13: Table 3.13 Land Use Statement for Non-aeronautical Area hotels, guest offices, housing, shopping, parking, garages,

inter-state bus terminal, etc. The broad land use of this area has been envisaged

Sl.No. 1. 2. 3. 4. 5.

Type of Land Uses Warehousing Offices Institutional Services Housing Leisure / Recreational

Area (In Ha.) 63 72 104 23 14

% Area 23% 26% 38% 8% 5%

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

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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 or preliminary engineering analysis of any element. The cost so include the following items: investigation

worked out does not

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 3.14 Basic Cost Estimate of Airport Zone
Rs. in Crores

Sr. No. 1 Elements Land Development a) Reclamation cost. b)Recourse channel c) Retaining wall. d) Off-site infrastructure cost. e) E.H.T. electrical. f) EMP and R & R 2 3 4 5 6 Land Cost Air side works. Terminal and Other Buildings. Land side works & Other works. Non-aeronautical area SUB-TOTAL : TOTAL : Source: LBG Consultant

Phase1 725 92 25 300 400 400 550 600 1200 57 75 4424

Phase2 475 1350 34 75

Phase3 100 1503 75 50

Phase4 562 74 636

1934 1728 8722

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Thus, the total cost of development of airport zone consisting of airport aeronautical activities and non-aeronautical activities woks out to Rs.8722 Cr. consisting of Phase-I cost of Rs.4424 Cr., Phase-II cost Rs.1934 Cr., Phase-III cost Rs.1728 Cr. and finally Phase-IV cost Rs.636 Cr. 3.22 IMPLEMENTATION PROGRAMME : Project implementation programm not only helps in financial planning but also helps us in identifying the various activities which are required to be carried out for success of the project. The implementation programme is based on demand and capacity analysis based on which the various facilities are required to be created on air and landside. Accordingly, the following programme has been devised to identify the various activities which will lead to the opening of airport facilities keeping the target date of 2013-14. The year 2009-10 has been kept for obtaining Environmental Clearance for Airport project from Ministry of Environment and Forests, (MOEF), Govt of India. Thereafter, process of Selection of Strategic Partner would commence and selection of developer would be completed by August 2011. Actual construction work would start in October 2011 and first phase of work will be completed by September 2014. Another three months would be required to testing and commissioning the various equipments and airport would be ready for operation in December, 2014. The implementation programme will continue for second phase in the year 201417, third phase in 2017-21 and fourth phase in 202226. The Chart below shows the various activities to be performed during planning, design and construction phases.

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Year 1 2 3 4 5 6 7 8 9 Union Cabinet Approval State Govt. Approval Master Plan & DPR Study Invitation of EOI Issue of Bid Documents Selection of Developer Financial closure Project execution Trial operation

2007

2008

2009

2010

2011

2012

2013

10 Commissioning of Airport

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 Stone Aggregates Cement Sand Steel Asphalt Murrum Rockfil Source: LBG Consultant Approx. Quantity 3.5 million cum. 1.72 million tones. 1.70 million cum. Fly ash: 90000 tones 20000 tones 80000 tones 16.15 million cum. 33.85 million cum.

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In addition to above, these materials are also required for terminal building, cargo buildings, and other ancillary buildings. Other materials required for construction of buildings such as structural steel, aluminium frame works, glazing and other finishing 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.

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