Chapter 8 Additional Studies

EIA Study of Navi Mumbai International Airport
Chapter 8 Sheet 1 of 91
Chapter-8 Additional Studies

8.0 INTRODUCTION Based on the TOR specified by the Ministry of Environment & Forest, number of additional studies was carried out to fulfill the requirement of EIA study. The studies are: a) Legal Opinion on Permissibility of Activities in CRZ Area. b) Re-coursing Channel. c) Re-orientation of runway study. d) f) Ground Water Study. Mathematical & Physical Model study. e) Vaghvli Island and coastal line study. g) Mangrove analysis, plantation and management study. h) Air & Noise Assessment. i) 8.1 Rehabilitation & Re-settlement ( R & R ) Plan
Legal Opinion on Permissibility of Activities in CRZ Area The various activities, such as, mangrove cutting/destruction, diversion and training of rivers, quarrying and cutting of mountain and earth, reclamation, alteration in tidal pattern, permissibility of airport related activities pointed out in the approved Terms of Reference prescribed by Ministry of Environment & Forest for Environment CRZ
th
Impact Assessment (EIA) needs to be examined legally in the light of Regulation, 1991 Notification as amended upto 15
May, 2009. Our legal
Consultant, M/s.Hemant Sahai & Associates, one of the top 5 Law Firms of India in the field of Projects, Infrastructure & Energy, have examined the permissibility of above activities and offered their legal opinion quoted below: BACKGROUND FACTS : 1. City and Industrial Development Corporation of Maharashtra Limited (CIDCO) has been appointed as the nodal agency for implementation of the Navi Mumbai International Airport (NMIA). The site selected for the Project falls in the Navi Mumbai area and certain parts of the site fall within the Coastal Regulation Zone (CRZ) as per the approved Coastal Zone CESE, IIT Mumbai CIDCO
Management Plan (the CZMP) of Navi Mumbai. CIDCO has presented its proposals before the Maharashtra Coastal Zone Management Authority (MCZMA) and subsequently before the Ministry of Environment and Forests (MoEF) for CRZ clearance and approval of the Terms of Reference (TOR) for environment clearance, respectively. The MCZMA has recommended the case to the MoEF for CRZ clearance. The MoEF has finalized the TOR for project for carrying E.I.A. study for environment clearance. 2. We also understand that the land area earmarked for the development of the NMIA includes land which is intended to be developed for aeronautical related activities as well as for non - aeronautical activities such as office, residential and other economic activities for supporting the airport. Furthermore we have also been given to understand that to make available the land required for the proposed airport development CIDCO proposes to train and divert two rivers viz. Gadhi and Ulwe that presently run their respective courses through the proposed site for the NMIA. 3. Diverse correspondence has been exchanged between CIDCO, MCZMA, MoEF and other authorities, the relevant ones of which have been referred to in our opinion herein below. 4. CIDCO has sought our opinion generally on several issues and in particular on the following issues : (i) (ii) (iii) (iv) (v) (vi) (vii) 5. Mangrove cutting/destruction Diversion & Training of rivers Quarrying & cutting of mountain and earth. Reclamation Alteration in tidal pattern Clarification required related to High Court Orders on destruction of mangrove. Permissibility of airport related activities (such as, office, residential, Hotel, etc.). In the above background, we have been asked to provide our legal opinion on diverse issues relating to the environmental aspects of the project. These queries can broadly be classified under the following heads :
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CIDCO
(i)
Legal interpretation of the CRZ Notification dated 19 February, 1991 as amended vide order/circular bearing number S.O.114 (E) dated 15 May, 2009;
(ii) (iii)
What permissible construction and other activities can be undertaken by the developer of the airport/CIDCO on the airport project site; Steps to be taken by CIDCO in relation to the presence of mangroves on the site, especially in view of the judgment of the Honble High Court of Bombay dated 6 October, 2005 in W.P (lodging) No.3246/2004 later renumbered as PIL No. 87 of 2006;
(iv)
Any other issues.
DOCUMENTS REVIEWED : 1. We have examined the following documents and statutes: (i) (ii) (iii) (iv) (v) (vi) (vii) (viii) (ix) (x) (xi) In principal approval of the Ministry of Civil Aviation dated 6 July 2007 for setting up Green Field Airport at Navi Mumbai GoM GR dated 30 July 2008 granting approval to the Airport at Navi Mumbai. Gazette Notification S.O No.1243 (E) dated 15 May 2009 regarding amendment of CRZ Notification, 1991; CRZ Notification, 1991 issued by MoEF vide S.O 114 (E) with amendment upto 15 May 2009 [except S.O 635(E)]; Mumbai High Court Order dated 6 October 2005 in W.P (lodging) No.3246/2004; High Court Order dated 29 April 2009 in Notice of Motion 116/2009in PIL No. 87/ 2006; High Court Order dated 28 July 2008 in Notice of Motion Nos. 538/ 2006 and 245/ 2006 in PIL W.P No. 87/ 2007; High Court Order dated 8 October 2008 in Notice of Motion Nos. 538/ 2006 and 245/ 2006 in PIL W.P No. 87/ 2007; Proposed Terms of Reference (Proposed TOR) dated 16 June 2009 by CIDCO to MoEF. Draft report on the Re-orientation of Runways to save mangroves Plans depicting proposed amendments to the approved Navi Mumbai CZMP submitted by CIDCO to MCZMA for CRZ Clearance
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CIDCO
(xii)
Letter dated 3 July 2009 by CIDCO to MCZMA requesting for CRZ Clearance and setting out action taken and summary of the studies undertaken by CIDCO.
(xiii) (xiv) (xv) (xvi)
Presentation by CIDCO dated 16 July, 2009 and its minutes of the 54th Meeting of the MCZMA dated 16 July 2009 (Minutes); Presentation by CIDCO dated 21 July 2009 to the Expert Appraisal Committee (EAC), MoEF on NMIA; Minutes of 78th Meeting held on 20 to 22 July 2009 of the EAC for CRZ, Infrastructure Development and Miscellaneous projects; and Terms of Reference (TOR) dated 4 August 2009 issued by the Expert Advisory Committee (EAC) of the Ministry of Environment and Forest (MoEF);
(xvii)
Letter dated 7 August 2009 by MCZMA to the MoEF recommending the proposal of CIDCO for the development of NMIA along with the Minutes of its 54th Meeting;
(xviii) Airport Authority of India Act, 1994 (the AAI Act); (xix) (xx) A. 1. Aircraft Act, 1934 (the Act); Information furnished during conferences. Legal interpretation of the CRZ Notification dated 19 February, 1991 and amendment dated 15 May 2009 to the CRZ notification. By virtue of the CRZ Notification dated 19 February, 1991 (the Notification) the Central Government has declared the coastal stretches of seas, bays, estuaries, creeks, rivers, and backwaters which are influenced by tidal action in the landward side upto 500/100 (in creek area) metres from the High Tide Line (HTL) and the land between the Low Tide Line (LTL) and the HTL as Coastal Regulation Zone (CRZ). The Central Government has further imposed certain restrictions on the setting up and expansion of industries, operations or processes within the CRZ. 2. The said Notification has been amended from time to time. Vide an order/circular bearing number S.O.114 (E) dated 15 May, 2009 the Ministry of Environment and Forests (the MoEF) amended the Notification and exempted the development of the NMIA from the list of prohibited activities, however, this exemption has been made subject to certain conditions, CESE, IIT Mumbai CIDCO
including conducting of a detailed scientific study and incorporation of adequate environmental safeguard measures for neutralizing damage to coastal environment in the Navi Mumbai region. 3. The Proviso to clause (i) of paragraph 2 of the CRZ Notification dealing with Prohibited Activities reads as follows Provided further that the development of green field Airport at Navi Mumbai shall be undertaken subject to detailed scientific study for incorporating adequate environmental safeguard measures required for neutralizing damage to coastal environment as may be appropriate to the Navi Mumbai region. 4. Hence, while the Notification discourages setting up of new industries and expansion of existing industries within the CRZ, vide the amendment dated 15 May, 2009, the Notification specifically exempts the development of the NMIA subject to the conditions stated above. It can also be observed that the amendment to the Notification has factored in the possibility and obvious impact/damage which will necessarily be caused to the coastal environment in and surrounding the area earmarked for the development of NMIA. The language of the Notification clearly implies that the Developer of the NMIA is expected to develop the NMIA all the while ensuring that adequate environmental safeguard measures are adopted to neutralize the damage that will necessarily be caused due to the development activities. B. 1. What are the permissible construction and other activities that can be undertaken by the developer of the airport/CIDCO on the airport project site? For the purposes of developing the NMIA at the site selected for the airport, CIDCO would be required to undertake several activities such as land reclamation, bunding, training of rivers etc. The provisions of clause (viii) of paragraph 2 of the said Notification dated 19 February, 1991 specifically prohibits - Land reclamation, bunding or disturbing the natural course of sea water except where required for construction, modernization or expansion of ports, harbours, and for other facilities that are essential for activities permissible under the notification. Since the development of the NMIA is exempted as a prohibited activity under the Notification and the activities related to its development would be termed as essential, the restrictions in this clause would not be applicable to the NMIA project, i.e. the Developer/CIDCO will be permitted to undertake construction including training & CESE, IIT Mumbai CIDCO
diverting the natural course of creek water for developing the airport and its various facilities including aeronautical and non-aeronautical activities. 2. It may also be noted that the proviso to clause (viii) of paragraph 2 specifically provides that reclamation for commercial purposes such as shopping, housing complexes, hotels and entertainment activities shall not be permissible. Furthermore, Clause (xi) of paragraph 2 of the CRZ Notification dated 19 February, 1991 prohibits construction activities except as permitted in the Coastal Area Classification and Development Regulations (the Regulations). The Regulations classify the coastal areas within 500 meters of the HTL on the landward side into four categories/ zones CRZ-I, CRZ-II. CRZ-III and CRZ-IV, for the purpose of regulating development activities in such areas. (a) (b) (c) (d) Category I (CRZ-I) includes areas that are (i) ecologically sensitive and important and (ii) Area between the LTL and the HTL. Category II (CRZ-II) includes areas that are already developed up to and close to the shoreline Category III (CRZ-III) includes areas that are relatively undisturbed and those which do not belong to either Category I or II. Category IV (CRZ- IV) includes the coastal stretches in the Andaman and Nicobar, Lakshwadeep and small islands, except those designated as CRZ-I, CRZ-II or CRZ-III. 3. The Regulations specify various norms to regulate permissible activities as well as the development/ construction activities in the different categories set out above, at the State/ Union Territory (UT) level. The relevant norms are as follows: (a) CRZ- I: For areas between the HTL and the LTL falling in the CRZ- I category, and which are not ecologically sensitive and important, the development of the Greenfield airport and related activities at Navi Mumbai is permitted. (b) CRZ- II: For areas falling in CRZ-II category, the development/ construction of facilities for receipt and storage of petroleum products such as Aviation Fuel, High Speed Diesel; and Liquefied Natural Gas (LNG) is permitted. Further the development of the Greenfield airport and related activities at Navi Mumbai may also be permitted in these areas. (c) CRZ- III: For areas falling in CRZ-III category, the development of the Greenfield airport and related activities at Navi Mumbai is permitted. Further CESE, IIT Mumbai CIDCO
the development of vacant plots between 200 and 500 metres of the HTL in designated areas may be permitted with the prior approval of the MoEF for construction of hotels/ beach resorts for temporary occupation of tourists/ visitors subject to the conditions set out in clause 7(1) of the Notification dated 19 February, 1991, in this behalf. 4. Therefore, on the face of it, in view of the aforesaid provisions, it would appear that the development of the NMIA is permitted in CRZ-I (ii), CRZ-II and CRZ-III. However, in view of our discussions below, eventually these restrictions may not apply to the project since, these and other restrictions specified in the CRZ Notification dated 19 February, 1991 would be attracted only so long as an area qualifies as a CRZ. Once an area ceases to be a CRZ, then the provisions of the CRZ Notification dated 19 February, 1991 would cease to be applicable and therefore, the restrictions under the aforesaid clauses of the Notification too would not be applicable. Therefore it follows that, once the site or parts thereof of the NMIA airport project cease to be a CRZ, the restrictions contained in the CRZ Notification dated 19 February, 1991 would also cease to be applicable. 5. The first relevant issue to be considered in this context is - what constitutes a CRZ area? The answer is provided in the CRZ Notification dated 19 February, 1991 itself, which defines a CRZ area as follows - the Central Government hereby declares the coastal stretches of seas, bays, estuaries, creeks, rivers and backwaters which are influenced by tidal action (in the landward side) upto 500 meters from the High Tide Line (HTL) and the land between the Low Tide Line (LTL) and the HTL as Coastal Regulation Zone1; 6. A reading of the above definition clearly indicates that a CRZ is identified and designated based on the tidal action of a specified water body, including a river that is influenced by tidal action in the landward side. Thus any area falling within 500 meters from the HTL and also the land falling between the HTL and the LTL (the Inter Tidal area) is defined as the CRZ. 7. To more clearly understand the import of the definition of a CRZ, the said notification also describes the term HTL as, For the purposes of this notification, the HTL means the line on the land upto which the highest water line reaches during the
The definition of HTL was amended vide Notification S.O.550(E) dated 21.5.02.
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CIDCO
spring tide2. As per the said Notification, the HTL is to be demarcated uniformly in all parts of the country by the demarcating authority or authorities so authorized by the Central Government, in accordance with the general guidelines issued in this regard. Similarly, the LTL is proposed to be defined as the line on land up to which the lowest water line recedes during spring tide. The Notification further states that the distance from the HTL shall apply to both sides in the case of rivers, creeks and backwaters and the HTL may be modified on a case to case basis for reasons to be recorded in writing while preparing the Coastal Zone Management Plan (CZMP) of the State. Therefore, a CRZ is to be determined with reference to the HTL and LTL at the relevant site itself. It is also an admitted position that due to the flow and ebb of the tidal action this demarcation would vary from time to time. Therefore, since determination of an area as a CRZ is dependent on the basis of the tidal action of a specified water body, implicitly such CRZ determination is dynamic and is amenable to change depending on the ground conditions at a specific site, such as the site for the NMIA. 8. A perusal of the site maps provided to us show that only certain sections in the proposed site for the NMIA currently fall within the definition of a CRZ. These are the areas around the rivers Gadhi and Ulwe (the said Rivers) that pass through the site and which have been classified as CRZ in the CZMP for Navi Mumbai area as approved by the MoEF. Thus, these areas around the said Rivers are the only sections of the project site, to which the provisions of the CRZ Notification dated 19 February, 1991, including the restrictions on construction contained therein, will be applicable. Further, factually the mountain area proposed to be razed to reclaim the area under water and CRZ areas, falls in the non CRZ area of the airport area site. Hence quarrying or cutting of the mountain would not attract the CRZ Notification. The proposed activity would however have to be dealt with as a matter of course under the provisions of the EIA notification while preparing the EIA report for the project. 9. We understand that, as part of the airport development, it is proposed to train and divert the said Rivers such that they run their individual courses well outside the periphery of the said project site. It is clear that the training of the said rivers will require prior MoEF approval. However, once the course of the said rivers are altered
2
When the sun and moon are aligned, there are exceptionally strong gravitational forces, causing very high and very low tides which are called spring tides, though they have nothing to do with the season.
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CIDCO
with the approval of the MoEF, then clearly, the logical consequences would be that the CRZ area too would have to be realigned and re-defined with reference to the diverted course of the said rivers. 10. The Maharashtra State Government had submitted and got approved a Coastal Zone Management Plan (CZMP) for Mumbai and Navi Mumbai respectively. Realignment of the CRZ within an approved CZMP is permissible as is seen from our discussions above. However this will require some minor changes in the approved CZMP for Navi Mumbai. 11. For this purpose the prior approval of the MCZMA and the MoEF will be required. The MCZMA has, vide the decisions taken in its 54th meeting and recorded in its minutes dated 16 July, 2009, decided to recommend the case of NMIA to the MoEF. This is further evidenced by the MCZMAs letter dated 7 August, 2009 to the MoEF, recommending the case of the NMIA including, a recommendation that the said Rivers be permitted to be trained and their course diverted, subject to certain conditions specified therein. These recommendations are currently pending before the MoEF. 12. We have been advised that diverting the course of the said Rivers is a necessary and incidental activity to the development of the NMIA. Without re-alignment of the said Rivers, the NMIA cannot be developed as is reflected by the analysis of the studies carried out by CIDCO contained in the report on Re-Orientation of Runways to save mangroves. We have also been made to understand that the said Rivers are creeks which essentially channel creek water and are subject to the tidal actions of the sea. As noted above, the MoEF has vide its order/circular bearing number S.O.114 (E) dated 15 May, 2009 amended the CRZ Notification dated 19 February, 1991 and exempted the development of the NMIA from the list of prohibited activities within a CRZ, subject to certain conditions. With this amendment, the enabling provisions under the CRZ Notification dated 19 February, 1991 that permit, inter alia, the disturbance of the natural course of creek water as required for construction, modernization or expansion of ports, harbours, and for other facilities that are essential for activities permissible under the notification will be available to the NMIA project. Therefore, in our view, diversion of the said Rivers is a permissible activity under the CRZ Notification dated 19 February, 1991, as amended.
CESE, IIT Mumbai
CIDCO
13.
In the above circumstances, in our view, altering the course of the said rivers being essential for construction of the NMIA airport and its facilities including the runways, terminal etc, is therefore, a permissible activity under the Notification read with the amendment dated 15 May, 2009. In our view, the MoEF will be required to grant its approval to divert the said Rivers, however, in doing so, it may impose certain conditions as recommended by the MCZMA, which will have to be complied with by the Developer.
14.
Once the said rivers are diverted, as above, the CRZ would be re-aligned along the course of the diverted rivers and, based on the maps submitted by CIDCO to MCZMA and forwarded to MoEF for CRZ clearance, the site would automatically cease to be a CRZ (except for certain areas around the periphery/boundary of the site along the trained and diverted Rivers.. Once the site ceases to be a CRZ, the provisions of the CRZ Notification dated 19 February, 1991, including the restrictions on construction contained therein, would cease to apply to the NMIA site.
C.
Issues related to presence of Mangroves and Steps to be taken by CIDCO in view of the judgment of the Bombay High Court 1. A perusal of the maps provided to us show that the mangrove growth within the Airport Zone is of varying density and is limited to certain sections of the Airport Zone. In order to carry out the proposed development within the Airport Zone, deforestation of these mangroves appears to be imperative. However, destruction of mangroves is expressly prohibited by the orders and judgment of the Honble Bombay High Court3. 2. It is clear, therefore, that destruction of any mangroves for the development of the NMIA will require a prior approval of the Bombay High Court. Some of the relevant judgment and orders of the Bombay High Court having a bearing on this issue are discussed below: (i) Bombay High Court Order dated 12April 2005 in W.P No. 3246/ 2004 (PIL 87/2006) & 2208/2004: This Writ Petition was filed with respect to mangroves being/ were in the process of being indiscriminately destroyed in five areas in Mumbai, viz.,
Bombay High Court Order dated 6th October 2005 in W.P. (lodging) No. 3246/2004
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CIDCO
Seven Bungalows, Andheri; Kanjurmarg; Link Road, Goregaon; Gorai; and Malvani village, Malad. The Honble Court by virtue of this Order imposed a freeze on further developmental activity in the area which would destruct or denudate the mangroves. The Honble Court also directed the State of Maharashtra not to sanction such activities and to seek the permission of the Court before affording such sanctions. (ii) Bombay High Court Order dated 6 October 2005 in W.P (lodging) No.3246/2004 (PIL 87/2006: This order was passed pursuant to the cited Public Interest Litigation filed by NGOs like Bombay Environmental Action Group (BEAG) and others seeking urgent measures for protection and preservation of the mangrove forests in Maharashtra from systematic destruction by land grabbers and encroachers. Several directions were issued by the Court under this order for the protection, conservation and rejuvenation of mangroves and the State Government was directed to designate a senior officer, the Collector and Deputy Commissioner of Police/ Superintendent of Police (DCP/SP) to oversee the implementation of the directions. The Court inter alia, directed the State to continue to use the services of the Maharashtra Remote Sensing Application Centre (MRSAC) to prepare Phase-II of the mangroves mapping study in order to precisely identify the mangrove areas in the State and specifically in Mumbai and Navi Mumbai. Thereafter the State was directed to use the data and transfer the details of the mangroves on to the City Survey/ Village maps (Cadestral maps). On transfer of the data the areas having mangroves and which were identified as government owned, were to be declared as Protected Forests and the areas having mangroves and which are identified as privately owned were to be declared and notified as Forests. The Forest Department was to be handed over the possession of the land/ areas identified and declared as protected forests and the Revenue Department was directed to update its records to ensure that the government lands were shown as protected forests. In case of private lands, the Revenue Department was directed to update its records to ensure that the private lands were shown as forests.
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The order also inter alia, directed that : (i) there shall be a total freeze on the destruction and cutting of mangroves in the entire State of Maharashtra; (ii) All construction and rubble/ garbage dumping on the mangrove areas shall be stopped forthwith; (iii) Regardless of ownership all construction taking place within 50 metres on all sides of all mangroves shall be forthwith stopped; (iv) No development permission whatsoever shall be issued by any authority in the State in respect of any area under mangroves; (v) The Municipal Commissioner of Greater Mumbai shall forthwith issue necessary directions to the MCGM Building Proposals department not to entertain any applications for development (as defined in the MRTP Act, 1966) in respect of mangrove lands regardless of nature of ownership; (iii) Bombay High Court Order dated 24 January 2007 in Notice of Motion 663/2006 in PIL No.87/2006: The Court accepted the recommendations of the expert body for widening the Mahul creek better flow of rain water and permitted modification of the Order dated 6 October 2005 on the condition that the Bombay Municipal Corporation (BMC), shall ensure that the mangroves were removed only where such removal was necessary. (iv) Bombay High Court Order dated 28 July 2008 in Notice of Motion Nos. 538/ 2006 and 245/ 2006 in PIL W.P No. 87/ 2007: This order was passed pursuant to the cited Notice taken out by CIDCO and the Central Railway respectively for modifying the order dated 6 October 2005 on the ground that the projects mentioned in the Notice be exempted as they fall in the categories mentioned in the order. By virtue of the said order the Court observed the following: (i) Category 1 projects: consisting of Infrastructure projects such as roads, bridges, railways, culverts, pipe outlets water supply/ sewerage system etc. which did not involve cutting of mangroves but which fell within 50 mtrs from the mangroves. On the mutual agreement of both parties to the petition, it was agreed that since the projects did not involve cutting of mangroves and were required in larger public interest, all projects situated on the landward side of the HTL may be allowed to be taken up. Category 3 projects: consisting of using land in CRZ- I as permitted uses viz., as part of the Golf course project, without cutting mangroves. Category 4 projects: consisting of cleaning and maintenance of artificial channels and holding ponds developed as storm water drainage systems, specifically holding ponds at Sanpada, Dronagiri, Kalamboli, CIDCO
(ii) (iii)
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Panvel and Ulwe. On the mutual agreement of both parties to the petition, it was agreed that maintenance works which are critical, in these areas may be taken up as per technical requirements and in other places the works would be taken up as per the suggestions of experts including Bombay Environmental Action Group (BEAG). (iv) Category 5 projects: consisting of Infrastructure projects involving the cutting of mangroves. Specifically the construction of bridges along the Palm Beach Marg extension of Ghansoli and the Railway embankment project at Nerul were discussed.
The Court observed that it would take up other Notices of motion on a case to case basis wherein there is no cutting of mangroves and the development is on the landward side of the HTL but within 50 metres of the existing mangroves. The Court also clarified that CIDCO would have to obtain the required environmental clearances, for implementation of all the (above) projects undertaken by them. The order further required CIDCO to give an undertaking that it would abide by the terms and conditions and stated that other reliefs sought by CIDCO would be considered subsequently as and when the contingency arose. Further more the CIDCO was directed to approach the competent authority under the MoEF and the Authorities constituted thereunder and seek necessary directions at different levels and subsequently approach the High Court. The order stated that on obtaining such clearances and sanctions, the Court would pass appropriate orders on a case to case basis. (v) Bombay High Court Order dated 8 October 2008 in Notice of Motion Nos. 538/ 2006 and 245/ 2006 in PIL W.P No. 87/ 2007: This order merely reiterated that both the cited Notice of Motion had been disposed off by the Courts order dated 28 July 2008. Bombay High Court Order dated 18 March 2009 in Notice of Motion Nos. 379/ 2007 and 260/2007 in PIL W.P No. 87/ 2006: The BMC had moved this Notice to modify the Order dated 6 October 2005 in order to repair and maintain various public works primarily for sewerage disposal. The BMC sought permission to cut and remove mangroves which were obstructing their activities. The Honble High Court after taking into consideration all the facts allowed the Notice on the grounds that the CESE, IIT Mumbai CIDCO
(vi)
activities sought to be executed by the BMC were essential services and provision of basic civic amenities such as sewerage treatment and disposal. The Honble High Court directed the BMC to make all necessary efforts to restore the mangroves as far as possible during and after the completion of the project so that there is minimal intervention in cutting and removing the mangroves. The Honble High Court further directed afforestation of mangroves in twice the area by applying the methodology of restitution at an alternate site for all other purposes. The Court in the said order directed the BMC to file an undertaking of the Municipal Commissioner in the matter of compliance of an order of restoration before commencement of the project by stating the time frame and identifying the alternate site for the said purpose. Thus it is clear that the Honble Court permitted the BMC to undertake construction of its sewerage disposal plant, which would entail destruction of significant mangrove cover on the condition of restoring affected mangroves and afforesting twice the affected area. The primary consideration that weighed with the Court appeared to be the larger public interest being served by such project. (vii) Bombay High Court Order dated 29 April 2009 in Notice of Motion 116/2009in PIL No. 87/ 2006. This order was passed pursuant to CIDCOs application seeking the Courts clarification that the order dated 6 October 2005 passed in the cited PIL did not bar the MoEF from considering CIDCOs request for amending the CRZ Notification, 1991 and thereafter amending the said Notification. The order inter alia, clarified that the order dated 6 October 2005 did not seek to restrict/ restrain any authority from exercising its statutory powers in accordance with law. In view of the above, the MoEF proceeded to amend the CRZ Notification dated 19 February, 1991 vide its order dated 15 May, 2009. 3. In our view, the NMIA is a project that has significant public interest and is an essential project for the development of the State, the Mumbai Metropolitan Region, as well as India.. The development of the NMIA in a sustainable manner will ease the burden on the existing infrastructure due to congestion at the old airport and ensure economic prosperity of the region and its people, CESE, IIT Mumbai CIDCO
which will in turn benefit the State and the country. This is apparent from the bare fact that the GoI amended the CRZ Notification dated February 19, 1991 to specifically permit the construction of the NMIA. This is a clear indication of the importance and significance of the said project. It is also clear that the Honble High Court has in specific instances modified the impact of the Order dated 6 October 2005 on the basis of the principle of sustainable development to the extent as is required for carrying out activities which are in the larger interests of the community or public. In this context, a review of the various orders passed by the Bombay High Court in relation to mangrove areas from time to time, indicate that the High Court tends to permit projects that are required for larger public interest, subject to any measures that may be required to be undertaken, such as prescription for minimal damage and impact to ecologically sensitive areas such as mangroves and any conditions that may be imposed with regard to compensatory afforestation etc. These orders have been specifically restricted to their application with regard to mangrove areas and would act as precedents in similar cases. The principles established in these orders regarding public interest etc. would be followed by the High Court in future cases too, such as in the case of the NMIA. In our view, if the High Court is satisfied that all the required environmental studies relating to preservation/ minimal destruction and compensatory afforestation of mangroves have been satisfactorily conducted for the NMIA project and the measures required to be taken are clearly etched out to minimize the damage to the mangrove areas and that the MoEF has given its approval to the same, the High Court ought to be inclined to approve such projects. In the past too, the High Court has given its approval to various projects, mentioned herein, where mangrove areas form part of a larger project having significant public interest. It would appear that the NMIA project should also qualify as a project of public interest and of significant public and economic importance and hence an application for modification of the order dated 6 October 2005 for the NMIA project should reasonably be considered by the High Court for approval. 4. In our view, an appropriate application ought to be filed before the Bombay High Court setting out the importance of the NMIA project to the development CESE, IIT Mumbai CIDCO
of Region, the economic and other benefits that will flow to the region and the urgency in developing the project to take some of the load off from the existing Mumbai airport. Other economic and public benefit arguments should also be preferred. The application should seek approval to clear the site of mangroves to undertake the development and construction of the project, by setting out the methodology to be adopted by the Developer for compensatory afforestation of the mangroves which will inevitably be damaged due to the developmental activities, at the site and/or at alternate sites. 5. To expedite the process, it would be desirable to first obtain the environment and CRZ clearance of the MoEF, with minor changes in the approved CZMP of Navi Mumbai region and thereafter, approach the Bombay High Court on the limited issue of mangroves. The issue to be brought before the Bombay High Court is only in relation to mangroves and nothing else. The order dated 29 April, 2009 of the Bombay High Court, discussed above, clearly provides that the order dated 6 October, 2005 did not seek to restrict/ restrain any authority from exercising its statutory powers in accordance with law. MoEF is the only central authority having the powers to consider and decide on the environmental feasibility of a project of this nature. Therefore, there is no order of the Bombay High Court that prevents the MoEF from exercising its statutory powers, which includes granting environmental approval for the diversion of the said rivers, quarrying etc., except that to the extent that mangroves are involved, the MoEF approval will be subject to the orders of the Bombay High Court. MoEF should examine and look at the NMIA proposal from a technical perspective viz., whether the project is environmentally feasible; and thereafter give/ reject its approval. Therefore, the MoEF has the authority to grant environmental and CRZ clearance to the project, subject to the Bombay High Court approving the cutting and/or rehabilitation and afforestation of the mangroves. While reviewing the impact of any modification of their earlier order dated 6 October 2005, the Bombay High Court would reasonably rely on the MoEF report/ approval for understanding whether the project is likely to irreversibly affect mangrove areas or not while deciding on whether to permit the project. Therefore it is CESE, IIT Mumbai CIDCO
imperative that MoEF evaluate and decide on the Environmental Clearance before CIDCO moves the High Court for permission to modify the order dated 6 October 2005 for the NMIA project. 6. Pursuant to the aforesaid approval of the MoEF, CIDCO may approach the Bombay High Court and seek its permission to cut the mangroves at the site and provide for compensatory afforestation at an alternate site in lieu thereof. In considering such application, the Bombay High Court may have regard to the approval granted by the MoEF and may grant its approval subject not only to the recommendations and conditions that may be imposed by the MoEF but also such other conditions that it may deem fit to impose. 7. To conclude, in our view, the orders of the Bombay High Court do not in any manner prevent or restrict the statutory authority or functions of the MoEF from considering and granting on terms it deems fit, the environmental and CRZ clearance for the project. The limited restriction on the powers of the MoEF is with regards to the mangroves in the State. Any project proponent would require the further approval of the Bombay High Court in addition to the approval of the MoEF, for handling mangroves. CIDCO may obtain this approval subsequently. We are in the process of reviewing various other orders passed by the Bombay High Court in this and other connected matters and will provide you our analysis of the same at a later date. D. 1. Any other issues One other issue that needs to be highlighted is the application of the AAI Act to the development of the NMIA. The relevant issues are discussed below.
2.
We understand that the Project is proposed to be developed on a PPP basis and the concession for the operation and management of the NMIA would be granted by the Government of Maharashtra to a private party. It is proposed that the private party will hold 74% of the equity in the project company, thus becoming a majority shareholder in the project company and the balance equity will be held through CIDCO. It is also anticipated that AAI may also
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eventually hold certain equity in the project, however, such equity will not dilute the private sector shareholding. 3. The AAI Act inter alia, applies to- all airports whereat air transport services are operated or are intended to be operated, other than airports and airfields belonging to or subject to the control of any armed force of the Union4; all private airports in so far as it relates to providing air traffic service5, to issue directions under Section 37 to them and for the purposes of Chapter VA6 4. The terms Airport and Private Airport have been defined in Section 2 of the AAI Act. Section 2(b) defines Airport as a landing and taking off area for aircrafts, usually with runways and aircraft maintenance and passenger facilities and includes aerodrome as defined in clause (2) of Section 2 of the Aircraft Act, 19347. Further Section 2 (nn) of the AAI Act, defines a private airport as a private airport means an airport owned, developed or managed by - (i) any person or agency other than the Authority or any State Government, or(ii) any person or agency jointly with the Authority or any State Government or both where the share of such person or agency as the case may be in the assets of the private airport is more than fifty per cent. 5. A reading of the said definitions clearly indicate that, since the majority shareholding in the NMIA project company will be held by private parties, NMIA will be a Private Airport as defined above. 6. Extent of the AAIs authority over Private Airports: (i) The AAI Act provides for the functions of the Authority constituted under the AAI Act (the Authority) which inter alia, include establishment of airports, providing assistance in the establishment of private airports by rendering such technical, financial or other assistance as the Central Government may consider necessary for such purpose8.
4 5
Section 1(3)(a) of the AAI Act As per Section 2 (d) of the AAI Act, includes flight information service, alerting service, air traffic advisory service, air traffic control service, area control service, approach control service and airport control service. 6 Section 1(3)(aa) of the AAI Act 7 The definition of the term aerodrome is set out in clause 3.3.3 below 8 Section 12(3)(aa)of the AAI Act.
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(ii)
Further in case of private airports engaged in the business of providing air traffic service the Authority is authorized to issue directions under Section 37. Subsection 1 of section 37 states that, The Authority or any officer specially authorized by it in this behalf may, from time to time, by order, issue directions, consistent with the provisions of the Aircraft Act, 1934, and the rules made there under, with respect to any of the matters specified in clauses (f), (h),(i),(j),(k),(m),(p),(qq) and (r) subsection (2) of section 5 of that Act (i.e. the Aircraft Act), to any person or persons engaged in aircraft operations or using any airport, heliport, airstrip or civil enclave, in any case where the Authority or the officer is satisfied that in the interests of the security of India or for securing the security of the aircraft it is necessary to do so.
(iii)
Thus it can be seen that the AAI can exert its authority over a private airport providing air traffic service only to the limited extent provided in the AAI Act. These limited functions and authority over the NMIA as a private airport may be exercised by AAI under the provisions of the AAI Act/Aircraft Act alone, and not in its capacity as a shareholder partner in the project company.
(iv)
Save as set out above, the management and operation of Private Airports is governed as per the provisions of the Aircraft Act, 1934 and the Aircraft Rules, 1937. Section 2 (2) of the said Act defines an Aerodrome as, any definite or limited ground or water area intended to be used, either wholly or in part, for the landing or departure of aircraft, and includes all buildings, sheds, vessels, piers and other structures thereon or appertaining thereto. These aerodromes are required to obtain a license from the Directorate General of Civil Aviation (DGCA), Ministry of Civil Aviation (MCA), Government of India (GoI) prior to commencement of operations.9 Further the Central Government has the power to make rules pertaining to inter alia, the licensing, inspection and regulation of aerodromes, the conditions under which aerodromes may be maintained, the prohibition or regulation of the use of unlicensed aerodromes10. Thus, the NMIA would be
10
Rule 78 of the Aircraft Rules. Section 5 (2) (b) of the Act
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governed by the provisions of the Aircrafts Act and Rules, with the AAI having limited authority to issue directions with respect to circumstances specified in the AAI Act, as set out above. 7. Do restrictions on construction and activities contained in the AAI Act apply to Private Airports under the Aircraft Act, such as the NMIA? (i) As discussed above, the NMIA will be a Private Airport as defined under the AAI Act, and it will operate under a license from the DGCA under the Aircraft Act. Consequently the restrictions on the development of an airport as stipulated under the AAI Act would not apply to the NMIA. It is clear from a reading of the above note that, the NMIA would be governed primarily by the Aircraft Act, the conditions imposed in the license issued by the DGCA and to a limited extent, by the Authority, under the AAI Act. (ii) We further find that the provisions of the Aircraft Act or Rules do not provide for the activities that can be conducted or place any restrictions on activities that can be conducted by a Developer within an aerodrome. The provisions under the AAI Act that cover the AAIs limited scope of authority over a private airport do not touch upon any developmental restrictions of a private party within a private airport. (iii) Therefore, in our view, there are no provisions under the AAI Act or the Aircraft Act applicable to NMIA that restrict or prescribe the nature of activities that can be undertaken by the Developer of the NMIA/CIDCO. The NMIA will in respect of the development activities be subject to the restrictions contained in the zoning and other rules, regulations and bye laws of the local town planning authority, which in this case would be the Navi Mumbai General Development Control Rules (Navi Mumbai GDCR) framed by the local town planning authority, i.e. CIDCO. (iv) In our view, therefore, the Developer of the NMIA can plan, design and develop the NMIA in any manner that it deems necessary and may build offices, housing and other economic projects to support the airport as per its plans, subject to the Navi Mumbai GDCR. (Unquote) In view of the above, the various activities, such as, mangrove cutting/destruction, diversion and training of rivers, quarrying and cutting of mountain and earth, reclamation, alteration in tidal pattern, are CESE, IIT Mumbai CIDCO
permissible in CRZ area based on CRZ Regulation, 1991 Notification as amended upto 15th May, 2009. However, it is mandatory to approach the Hon. Bombay High Court for obtaining Leave of the Court before implementing the Navi Mumbai International Airport project in the mangrove area after obtaining the environment clearance from the competent authority i.e. Ministry of Environment & Forest. 8.2 Recoursing Channel. A study was carried out in accordance with the TOR specified by MoEF on the recoursing of the ulwe creek , cost implication for providing engineering solutions and design changes in order to avoid change in the in creek. paragraphs narrates the details of the studies carried out. 8.2.1 Background The Navi Mumbai International Airport has been planned with two independent parallel runways placed at 1.55 km. apart with a design capacity of 60 MPPA. With the above configuration of runways, an area of about 1300 Ha consisting of 1160 Ha for aeronautical use and rest for off-site physical infrastructure, is required for airport zone airport. Ulwe creek is flowing through the airport zone. It runs from South to North passing through almost the middle of the airport crossing both the runways and finally meet to Panvel Creek. The total area covered under these rivers is about 245 Ha.To make the land available for airport zone admeasuring about 1300 Ha., the option available is to retain the rivers as it is and to built the airport over this or recourse Ulwe creek suitably. 8.2.2 Need for Recoursing of Ulwe Creek. The first option of retaining the Ulwe creek, as it is, is examined taking into consideration the various factors, such as; the construction of airport on stilt, runway orientation, security, operation & maintenance, environment and cost implication are described below: i) Airport on Stilt: The development of airport partly on stilt and partly on firm ground to the extent required have not been experimented in anywhere in the world, because of its unique behavior and problems CESE, IIT Mumbai CIDCO for the efficient functioning of The following
associated with it, which would be difficult to simulate to work out an engineering solution. The 245 Ha.area is required to be built on the pillars numbering about 6000 going up to the rock strata and coming at a level where the creek can be desilted and maintained using mechanical means. On this area, no structures above will be allowed, otherwise this will increase the airport development level further to suit the structural requirement of activities coming over this. As such the airport loose the utilization 20 percent it valuable land working area affecting severely capacity of airport. ii) Runway orientation: Based on air traffic forecast, designed capacity of airport is 60 million passenger per annum for which two independent runways with 1.55 km spacing between the runway is required. Assuming that Ulwe creek will be allowed to cut across the airport by constructing bridges at many locations, would make airport constantly subjected to security threat as well as loss of full utilization air side area thereby loss of airport capacity. Possibility of changing the runway position towards South is also examined and the same was ruled out because of non-availability of space and presence of road, railway and Karnala hill. iii) Security: The large area below stilt admeasuring about 245 ha needs to be secured from all sides on 24X7 basis which is costly and impossible task owing poor accessibility and it will adversely affect financial health of the airport. The security requirement prescribed by Bureau of Civil Aviation Security, Ministry of Civil Aviation prevents such type airport development. iv) Operation & Maintenance: Ulwe Creek will required to be desilted at regular interval owing to obstruction created in terms of large no pillars to maintained its discharging capacity. Maintaining creek below stills will require special technique and skills associated with permanent and recurring cost implication on the airport operation. Similarly the maintenance of stilt structures will add a constant problem owing to the saline environment. v) Environment: Development of part of the Airport on stilt requiring large number of pillar foundations would defeat the very purpose of retaining CESE, IIT Mumbai CIDCO
the geomorphology of creek. There is an equal chance of alteration in the hydraulic regime of the creek. More over it will prevent growth of mangroves, vegetation and may affect adversely the aquatic life because of absence of sunlight and proper ventilation. vi) Cost implication: The construction of part of the airport on the stilt will be a task by itself. A rough estimate based on the number of pillars, beams/girders, deck slab at the rate of Rs.70,000/Sqmt for 245 Ha. of airport area works out to Rs.16,000 Cr. Besides this there will be recurring expenditure at the rate of 2% per annum would be Rs.336 Cr. This cost once included in the project cost would make the airport project totally unviable. Based on the above parameters, the development of airport without recoursing of the Ulwe is ruled out and the option available is to make available the airport land by recousing the Ulwe creek on the Southern boundary of the airport. described below: 8.2.3 Proposed Recoursing Of Uwle Creek The techno-economic feasibility study of recoursing of Ulwe creek was carried out in 2000-01 by conducting 1D mathematical model study by CWPRS, Pune and the study concluded that the proposed airport development does not cause any rise in the flood level estimated with CIDCOs airport development - by recoursing Ulve river at the mouth of Thane creek. Upon In principle approval of Navi Mumbai International Airport project by the Govt. of India, the CWPRS has conducted 1D mathematical model study for the entire stream of Panvel Creek to predict the flow conditions in Panvel Creek with the development of airport considering Probable Maximum Flood (PMF) resulting from PMP and 100 years return period flood and spring/neap tide as boundary condition. A detailed 2D mathematical model study was also carried out by CWPRS to predict the condition of flood in Panvel creek on upstream and down stream and around proposed NMIA for the same. A vast amount of data consisting of 50 years of hydrological data, topographical survey of rivers from high tide mark upto 12 kms. upstream, CESE, IIT Mumbai CIDCO The study on recoursing Ulwe creek is
bathmetric
survey of Panvel and part of Thane creek and tidal and velocity The above study concluded that the airport
observed for one month.
development does not increase the flood level in the streams. The study was also reviewed by the Expert Reviewer from DHI, who in turn concluded that the study carried out by CWPRS is thorough and in a competent manner. Based on the maximum predicted water surface level along the airport boundary for PMP of 6 hours storm with peak of hydrograph at spring tide high water level and 120 mts. wide channel for Ulve river, the safe grade elevatorn of proposed airport has been worked out which varies from 8 mts. towards East to 7 mts. towards the West from the centre of airport area. The above safe grade elevation of proposed airport has been arrived after considering the provision of free board of 2 mts. and 0.5 mts. for sea rise level due to climate change. The recoursing of Ulwe creek will commence from the downstream of the bridge located on the SH54 with a curve of 250 mts. for smooth flow. The commencement of both the banks will start just downstream of the SH54 bridge with a trapezoidal section. Both the banks will have side slope of 1:2.5 to 1:3 with stabilizing berm of 5 mts. width in between. The Invert level of SH54 bridge and 60 mts. bridge on Aamra Marg was kept unaltered resulting in the bed slope of Ulve river in 1:10,295. The total length of this diversion is about 3.2 kms. of which 1.5 kms. is in rock in which both the banks will be vertical. The width of the channel has been kept as 120 mts. through out..Based on the current rate, the cost of recoursing of Ulwe river works out Rs.92 Cr..The details of the recoursing of Ulwe River is given in Figures 8.1, and 8.2.
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Fig: 8.1 Details of Recourse Channel
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Fig: 8.2 Cross Sections for Proposed Recourse Channel
Thus, the recoursing of Ulwe river for the development of airport is cost effective, environment friendly, hydraulically efficient and easy for construction, maintenance and operation point of view and, therefore, adopted for implementation.
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8.3.
Reorientation of runways Study The terms of reference for carrying out EIA study given by the Ministry of Environment & Forest has suggested to examine whether the two runways proposed can be reoriented /or shifted by redefining the boundary of the proposed project so that the alignment of creeks are not disturbed and minimum damage to mangrove take place. Accordingly, the following paragraph narrates an exercise indicating the methodology for sitting the runway orientation thereby working out the boundary of the airport.
8.3.1. Background:
8.3.2. Runway Orientation: The runway orientation for Navi Mumbai International Airport is determined based on the criteria of prevailing wind direction, presence of hill (geographical) around the site, compatibility with Mumbai Airport and spacing between the two runways including its length. Each of the above criteria is dealt in detail in the following paragraphs. i) Wind : Runway orientation in airport is the critical factor which decides the effectiveness of the airport in terms of usability for an entire day. The runway should be oriented as closely as practicable in the direction of prevailing winds. ICAO as well as FAA rules state that Aircraft be landed at least 95% of times with allowable crosswind components Annex 14 Vol. 1 specifies the not exceeding specific limits. ICAO
maximum cross wind speed for runway length of 1500m or more, as 20 knots ( 37km per hour). The runway is usually oriented in the direction of prevailing wind so that at the time of landing and takeoff, the aircraft heads into wind. With the above criteria runway orientation of 90-270 i.e East-west is the usability factor of more than 95% for the Navi Mumbai International Airport. ii) Geographical Criteria Geographically the Mumbai region forms part of the North Konkan region that lies towards the West of Sahyadri ranges. Navi Mumbai as a whole, like MMR, has low land followed by plain land and ranges of
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hills. The vicinity of airport site is surrounded by a series of North-South hill ranges such as Matheran Hill Range, Panvel-Mumbra Hill Range, Karnala Hill Range etc. The Matheran hill falls in the approach surface area of Navi Mumbai Airport and meets the criteria of ' Precipitous terrain' requiring special consideration in planning of instrumental approach. With the 90-270 runway orientation one of the hills of Matheran need To to be shaved by about 40m to meet the criteria of instrumental approach as well as the ICAO s prescribed glide slope of 2.75 3.0 avoid shaving of hills in the eco-sensitive area as well as to meet the crieteria of glide slope, the above runway orientation to be further fine tuned to the runway orientation to 83- 263.
iii)
Spacing between Runways: Based on air traffic forecast reports, the MMR air travel demand is estimated to the tune of 119 MPPA by 2030-31 and after allocating the 40 MPPA to existing Mumbai airport, the Navi Mumbai International airport must be designed for more than 60 MPPA. With the projected air traffic demand of 60 MPPA, minimum two parallel runways are required and that too with independent operations. The runway length require for large aircraft at the elevation of airport site at Navi Mumbai, works out to
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3700m and accordingly the length of airport taking into consideration for airport lighting stop, stop and clear area results in about 6Km. As per ICAO norms, simultaneous instrument operations on parallel runways for independent parallel approach requires a distance more than 1525 m between the centre line of two runways. Distance less than this would make the operation of runways dependent thereby reducing the capacity of the airport less than the designed capacity of 60 MPPA.. iv) Compatibility with Mumbai Airport Mumbai airport has two runways, the main runway oriented along 09-27 (91-271 with reference to North) and an intersecting runway oriented at 14-32 used only 10% of time. Since NMIA is very close to Mumbai airport, it is very crucial that the runway orientation of the new airport should not hamper the operations at both the airports. Providing parallel runways with similar orientation in both airports will ensure efficient use of airspace and safe operations with minimum conflict between the two airports. In order to assess the safe and independent inter operability of both the airport, a simulation study with the Mumbai & Navi Mumabi runway orientation was carried out through ICAO at NAV Canada. This study concluded that with appropriate procedure in place the simultaneous operation of both Mumbai & Navi Mumbai aiport is feasible. 8.3.3. NMIA Runway Orientation: Keeping the above criterias in view
as well as the projected travel demand
of 60 mppa, the runway orientation works out to 83-263 with a spacing of 1. 55 km. with mid terminal. With the required length of airport 6Km, the width of about 3 Km and area required for additional supporting activity incidental to airport the boundary of airport is delineated. The figure below shows the runway orientation of Navi Mumbai International Airport.
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The above runway orientation worked out with the usability factor of 99.99%, cross wind component of 20 Knots compatibility with the main runway of Mumbai Airport, the glide slope of 3 and no shaving of hills in eco-sensitive area of Matheran. The airport area so worked out doesnt leave any scope for further modification in airport boundary owing to presence of Panvel & Taloja creek in the North, National Highway 4B, Gadhi river & Panvel township in the East, SH41 Panvel-Uran railwayline, NH4-B & Karnala hill in the South and Amra Marg with Thane creek in the west. 8.3.4 Presence of Mangroves in Airport area The runway orientation so work out with airport boundary is overlapped on airport area showing the presence of mangrove and the findings are That the mangroves along Ulwe river, which crosses through the centre line of both the runways and in the mid of airport where the various airside activities will be located for operation of airport, thereby the saving of mangroves is not feasible.
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Similarly, the second runway falls on the mangroves along the Gadhi River bank and on the periphery of Vagivili Island and saving of these mangroves is not feasible also.
An exercise was carried out by reducing the runway spacing to 1.6Km as well as reorienting the runways within the extent of +/-10 and then overlapping the airport boundary on the map of mangroves and same is described in following para. 8.3.5 Reducing runway spacing An exercise was carried out by reducing the runway spacing to minimum 1.55 km to accommodate the mid terminal between the runways as well as meeting the 1525m spacing criteria of ICAO. The map indicating the runway and mangroves is shown below.
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This alternative also doesnt save the mangroves since both the runways cross the mangroves along Ulwe River and the 2nd runway passes through the mangroves along the Gadhi River & Vaghvli Island. 8.3.6 Reorienting the runways:
The runway orientation of 83-263 is reoriented to 93-273 keeping the limitation of extent of + or 10 emerges. and accordingly the following scenario
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This orientation is not feasible due to presence of high rise buildings and hill ranges in close proximity of runways warranting the shaving of hill in Matheran eco-sensitive area, which falls in approach surface of airport. Also, in this case the mangroves cannot be saved since both the runways are passing through the mangroves along Ulwe as well as Gadhi river. Thus the above exercises bring out the fact that the reorientation of runway and decreasing the distance between the runways to the minimum of 1.55 km there is no saving of mangroves. Thus the runway orientation of 83-263 with a spacing of 1. 55 km worked out based on the determining criteria and plantation of mangroves. 8.4 Ground Water Study The terms of reference for carrying out EIA study given by the Ministry of Environment & Forest has suggested to carry out a scientific study to explain the quality and quantity of ground water in the impact zone, due to proposed training and diversion of Gadhi & Ulwe rivers respectively. has to be adopted with the
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The Hydrogeological Study in the Impact Zone for Navi Mumbai International Airport groundwater study was carried out by Groundwater Survey and Development Agency, (GSDA) Water Supply & Sanitation Department, Govt. of Maharashtra. i) The original report of above study is enclosed in ANNEXURE-IV. This study reveals the following: Diversion of Ulve River This River forms the main drainage of mini watershed WF40/7. The water holding capacity of the aquifer in the mini watershed is limited, hence the dugwells yield less, due to which there are no agricultural activities in Rabi Season. Few farmers cultivate vegetables. Diversion of Ulve River near the creek will not have any adverse effect on groundwater in this mini watershed. The runoff in the Ulve River can be reduced by construction of few Water Conservation Structures from Village Garade to Village Bhangarpada. ii) The hydrogeological study observed that there is no effect on ground water regime. Also the drainage is not controlled by structures. The water level in the whole area behave in a normal way and no evidence are observed that there is a control of any structure. iii) The 49 water quality network stations indicates that the water quality of Panvel City, Taloja and Ulve have very high TDS ranging from 2000 ppm to 14,000 ppm. High concentration of Chloride is found near Turbhe, Kamothe and Kharghar area. The unconfined aquifers are yielding sweet water, but in some cases the deeper confined aquifers are polluted, due to sea water intrusion and industrial waste from the Industrial area. iv) The ground water level observed in observation wells indicates that there is a rising trend which shows that the optimal uses of water for agriculture is not done. The stage of development indicates that there is a further scope of ground water uses. Due to urbanization, drinking water is supplied through pipe water scheme. Hence, the dependency on ground water is reduced.
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8.5
Vaghvli Island & Coastal line Study: The terms of reference for carrying out EIA study given by the Ministry of Environment & Forest has suggested to carry the study to know whether the island has merged with the land area due to sedimentation as compared to position in 2003 as well as examine the details of erosion of soil/coastal line in last 50 years. The following paragraph narrates the details of study and its findings. Vaghvli Island is located at the mouth of Panvel creek & on the estuary of five westerly flowing rivers from Shyadhri. Taloja & Kasadi rivers come from the North, Kalundri & Gadhi river from the East & Ulwe river in the South. It is the meeting point of Panvel creek from the East, and the rivers from the other directions giving rise to the island owing to hydrological behavior of streams. The area of island is about 2.80 SqKm and majority of the area is low lying which gets inundated during high tide. A small settlement exists on the island where the level is above +3m. Taloja & Gadhi river confluence is located in the North-East corner where as the Ulwe river flows South of Vaghvli island with a link to Gadhi river. The island being very ancient, an exercise is carried out to understand the change in shape, if any, as well as its coastal line surrounding it, in the last 40 years, based on the available data.
8.5.1 Methodology; To examine the shape and the surrounding coastal lines the Survey of India (SoI) map 1970 was used on which the shape of island as well as coastal lines around it were digitized. creeklet is about 10.30 Ha. The approximate area of island works to 280.85 Ha and the area of creeklet located South of island linking the Gadhi
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Fig.No.8.3 Digitized shape of Vaghvli island & the coastal lines imagery
T h e
digitized lines are geo-referenced to the available satellite imagery of 1992, 1995, 2001, 2006 & 2009. The findings of the exercise is given belowi) Imagery 1992 The line showing the shape of lsland and its surrounding coastal lines were geo-referenced on the LAND SAT imagery (1992) of NRSA having resolution of 25m. The line showing the shape of the island of 1970 overlaps on this imagery more precisely on the South-East & Southwest direction whereas the shape of the island has undergone slight modification in Northern & western side.
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Fig.No.8.4 Digitized shape of Vaghvli island & the coastal lines imagery 1992.
The reason could be that the reclamation work carried out by CIDCO in Northern side in early 1980 influenced the flow condition in the regime of Gadhi river. This observation is further reinforced by reduction of area of Vghivali island to 268.65Ha from 280.85Ha. ii) Imagery 1995 Similar exercise was carried out by geo-referencing the line showing the shape of lsland and its surrounding coastal lines on the LAND SAT imagery (1995) of NRSA having resolution of 25m. The line showing the shape of the island of 1970 overlaps on this imagery more precisely on the Eastern side & South-west direction, whereas the shape of the island has undergone slight modification on South- Eastern side. Further, the creeklet shows increase in area from 10.30 Ha to 12.26 Ha.
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Fig.No.8.5 Digitized shape of Vaghvli island & the coastal lines imagery 1995.
T h e shape of island and its coastal line has remained more or less same. The area of island is about 268.40Ha and the creeklet is 11.65 Ha, which is marginal change as compared to findings from Imagery of 1992. iii) Imagery 2001 Similar exercise was carried out by geo-referencing the line showing the shape of lsland and its surrounding coastal lines on the Ikonos imagery of resolution of 1m. The line showing the shape of the island of 1970 overlaps on this imagery more precisely on the Eastern side & Southwest direction, whereas the shape of the island has undergone slight modification on the confluence Taloja& Gadhi rivers in the form of widening of mouth of Gadhi river.
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Fig.No.8.6 Digitized shape of Vaghvli island & the coastal lines on Ikonos imagery 2001.
The reason for widening of the mouth of Gadhi river, could the construction of bridge over creeklet connecting Gadhi river & Ulwe river, resulting in reduction in discharge from the creeklet. The shape of island and its coastal line has remained more or less same. The area of island is about 266.57Ha and the creeklet is 11.93 Ha, which is marginal variation as compared to earlier image of 1995. iv) Imagery 2006 The exercise was reapeated by geo-referencing the line showing the shape of lsland and its surrounding coastal lines on the quickbird imagery(2006) of resolution of 0.6m. The line showing the shape of the island of 1970 overlaps on this imagery more precisely on the Eastern side & South-west direction, whereas the shape of the island has undergone further slight modification on the confluence of Taloja& Gadhi rivers in the form of widening of mouth of Gadhi river. Further, the marginal modification is also observed on the creeklet joinging the Gadhi river. The imagery also shows the reduction in depth of water in this creeklet owing to probable siltation.
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Fig.No.8.7 Digitized shape of Vaghvli island & the coastal lines on imagery 2006.
The reason for widening of the mouth of Gadhi river, could the construction of bridge over creeklet connecting Gadhi river & Ulwe river, resulting in reduction in discharge from the creeklet. The shape of island and its coastal line has remained more or less same. The area of island is about 269.48Ha and the creeklet is 10.34 Ha, which is marginal. v) Imagery 2009 The exercise was repeated by geo-referencing the line showing the shape of lsland and its surrounding coastal lines on the Google imagery of resolution of 1m. The line showing the shape of the island of 1970 overlaps on this imagery more precisely on the Eastern side & Southwest direction, whereas the shape of the island has undergone slight modification on the confluence of Taloja& Gadhi rivers.
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Fig.No.8.8 Digitized shape of Vaghvli island & the coastal lines on imagery 2009.
T h e shape of island and its coastal lines has remained more or less same when compared to imagery 2006. The area of island is about 273.17Ha and the creeklet is 11.61 Ha, which is marginally more when compared with imagery 2006 . Keeping in view the limitation of this exercise, broadly it can be concluded that the shape of Vaghvli island and its surrounding coastal lines remained more or less same in last 40 years. There is no major evidence of erosion in the coastal lines in and around the Vaghvli island and in five rivers joining to it. Further, the Vaghvli island is not merging with the main land although there is reduction in discharge from the creeklet owing to probably construction of bridge, resulting in siltation which gets flushed out during while working on Navi Mumbai projects. the monsoon. The above findings are equally matches with our day-to-day ground observations
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8.6
Mathematical & Physical Model Study The terms of reference for carrying out EIA study given by the Ministry of Environment & Forest has specified to carry the mathematical and physical model study by CWPRS to assess the impact of activities relating to project on hydrodynamics/flow in the river/backwater/creeks. Further, the examination in detail for the probability of flooding of agricultural land, residential area and other area due to proposed development/construction of the airport is also to be studied considering unprecedented rainfall event of 26th July 2005. CWPRS had carried out the 1D mathematical model study during the Tehnoeconomic Feasibility Study during 2001 and concluded that the airport development will not cause any additional rise in flood level in Panvel Creek with the rest of CIDCO development. CWPRS was entrusted to carry out the 1D & 2D Mathematical model study with the fresh data for the entire Panvel Creek from the mouth of Panvel Thane Creek upto 12 kms. upstream from the reach of high tide of five (5) Rivers. The above study has been completed and the major findings are as follows: These 1-D and 2-D studies have shown that the flood levels in these river channels except Ulwe and in the Panvel creek channel along north boundary of airport area were more or less unaffected. In the Panvel creek reach between Gadhi-Taloja confluence to Belapur-Ulwe bridge, a marginal rise in the flood levels of about 0.15 to 0.20 m was predicted for a very short duration at the time of high water. For remaining period, the water levels were more or less same or even slightly lower as a result of channelization of flow, reduced tidal prism and diversion of Ulwe River. Along Ulwe river, due to diversion of river the rise in water level at location of diversion (Panvel - Ulwe road bridge on SH54) will be about 1.6 m for 6 hour duration PMP rainfall and 120 m wide Ulwe diversion channel. The original report of above study is enclosed in ANNEXURE-V. The CWPRS was also entrusted the work of carrying out the physical model study by extending the existing Mumbai Port Model (scale of 1:400 H and 1/80 V) for accommodating the Panvel Creek. The laying of the physical model has been completed and the calibration of the model is in the
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progress. The study of diversion of Gadhi & Ulwe river will be carried out from hydraulic point of view after the calibration of the model. The CWPRS Report on 1D & 2D model study was reviewed by DHI Consultant, Netherland. The process of review was interaction with the officials of CIDCO, CWPRS and CIDCOs Hydraulic Advisor Mr.J.S. Tarapore followed by site visit. The consultant also visited the CWPRS and reviewed the work of 1D and 2D model and thereafter submitted the Review Report. The DHI Consultant is of the opinion that the study carried out by CWPRS is thorough and in competent manner. enclosed at Annexue-V. 8.7 Mangrove Analysis, Plantation & Management Study: The terms of reference for carrying out EIA study given by the Ministry of Environment & Forest has specified to examine and submit the details of mangrove area, destruction of mangroves and management measures in detail with the help of satellite imagery of the last 15 years. The following paragraph describes the field observation, analysis and location of mangrove likely to be destroyed due to project, compensatory plantation and its management. 8.7.1 Field Observation: The field observation indicate that there are only degrading mangrove strands predominantly between the two Rivers and to the NE side of the site. The mangroves are dominated by Avicennia marina which in most of the places, appears stunted, growing barely above 1 to 1.5m tall and with a perimeter of canopy barely 1.5 m. There are sparse Bruguira cylindrical syn. Bruguira caryophylloides and Aegiceros corniculata plants noticeable particularly towards the hillside of Ulwe River. Along the banks of Ulwe River there is a somewhat continuous and healthier growth of Avicennia marina with patches of Salvadora persica . At several places, the plants seem to be dying and dried stems are left behind. Wherever there has been considerable degradation of the true mangroves, the associate mangroves, mainly Acanthus ilicifoiius has come up. So as to compete with the receding A. The Review Report is
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marina plants, the stem of these A. ilicifolius plant has grown very tall with leaves along the tip. At places Acanthus longifolia is also seen growing among the A. marina. Along the banks of Ulwe River facing North, towards Gadhi River the A .marina plants are seen associated with healthy Sessmium portulacatum plants. The channels that extend out from Ulwe River and Gadhi River where the circulation of sea water is properly maintained, the mangroves are seen to form healthy thickets though elsewhere there is only a sparse growth of stunted plants . At a few places in NE region, where the tidal water seems to spread, there are clumps of Clerodendrom inermis, with fewer and smaller leaves as well as weak stem. Surprisingly, Salvadora persica plants are sparse except for some locations. In contrast with the whitish and olive green colour of A. marina, the clumps of S. persica are seen with parrot green, smooth, almost glistening leaves. Salt tolerant grasses like Settaria sp., Coix lachryma-joba, Scirpus maritimus, Eleucine sp. are found to associate with the mangroves and mangrove associates. Away from the waterfront, these grasses that dominate the landscape replace the mangroves. Though in the summer season, when the current survey was done, the grasses were found to have dried at places where the moisture was retained to sufficient extent, these grasses were found lush green and fresh . Monsoon is the flowering season of Avicennia marina and subsequently the fruits drop from the parent plants. They start germinating soon as the pericarp disintegrates. The germinating seeds could be seen in large numbers at several locations along the site. Despite this, the saplings of Avicennia apparently fail to survive so that the young plants were hardly seen. The frequency of mangroves remained same at all collection sites. In post-monsoon season, the saplings of Avicennia marina that had come up at a few places had already dried and even the Acanthus longifolia had started drying . The stands were appearing just as they were in pre-monsoon at most places. Salvadora persica was seen flowering. 8.7.2 Density and Dispersal Dispersion of plant species in a community (frequency) their numerical strength (density), and dominance can be studied, following the methods given by Misra (1968) and Pandeya et al. (1968).Two hundred quadrats of CESE, IIT Mumbai CIDCO
size (5m x5 m) were laid within the Mangrove areas located at NMIA Project Site to understand structural composition of mangroves present. j) Frequency: Frequency indicates the number of sampling units in which the particular species occurs in the study area. In other words, it expresses the distribution of the species in the plant community. It is measured with the help of the following formula. Frequency = Number of sampling units in which the species occurs Total number of units studied
ii)
Density and Abundance: The terms density and abundance represent the numerical strength of a species in a plant community. The density represents the number of individuals per unit area. The density and frequency considered together are of prime importance in determining the structure of community and have a variety of uses far beyond those of other quantitative values (Oosting, 1958). If abundance is considered along with frequency gives an idea about the distribution pattern of the species. These are calculated by the following formula: Density Total number of individuals of a species Total number of quadrats studied Abundance Total number of individuals of a species Total number of quadrats studied
iii)
Basal area: Basal area refers to the ground actually penetrated by the stem and is seen when the leaves and stems clipped at the ground surface (Hanson and Churchill, 1961). It is one of the major characters determining the dominance of the species and the nature of the community. The basal area is measured either at 2.5 cm. above ground or at the ground level. The values obtained in the latter case are less flexible. The measurement of the basal area at ground level was done with the help of measuring tape for each species in every quadrat and the basal area was calculated by using the formula: Basal area = r2; where r
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(radius) is calculated after measurement of the perimeter (girth) of the stem at the ground level. The radius was calculated by the formula provided on the following page.
Perimeter (girth) = 2 r, and
r=
Girth 2
iv)
Dominance: Dominance is the relative prevalence or predominance of individuals of a species that results from their numbers and massiveness. Each species of the community can be assigned some degree of dominance according to the relative area or volume of the community that is occupied by it. It is also used to express the phenomenon of actual predominance in a community of the individuals of a species (Cain and Castro, 1959).
v)
Importance Value Index: In order to express the dominance and ecological success of any species, with a single value, the concept of importance value index has been developed. This index utilizes three characteristics, viz., relative frequency, relative density and relative dominance. All the-mentioned values can be obtained by evaluating frequency, density and basal area for all the species growing in the study area, using following equations: A. Relativefrequency = Number of occurrences of the species 100/ Number of occurrences of all species Number of individuals of the species 100/ Number of individuals of all species Total basal area of the species 100/ Total basal area of all species
B.
Relativedensity =
C.
Relative dominance=
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The above three values are added to get the importance value index (IVI). It is calculated for all the species recorded in the quadrats in the study area. Results of the work done are provided below: Mangrove forest type of Project Site can be considered as a low forest or bush-wood type consisting Avicennia marina as the most common species, followed by Acanthus ilicifolius, Excoecaria agallocha, Salvadora persica, Burguiera cylindrica, Clerodendron inerme, and Salicornia brachiata as shown Table below .
Table 8.1 Mangrove plants within the Project Area Name of species Acanthus ilicifolius Aegiceras corniculatum Aeluropus lagopodies* Avicennia marina Avicennia officinalis Bruguiera cylindrica Ceriops tagal Clerodendrum inerme* Derris heterophylla* Excoecaria agallocha Salicornia brachiata* Salvadora persica* Sesuvium portulacastrum* Sonneratia apetala Suaeda fruticosa *
* mangrove associates
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vi)
Ecological observations Detailed ecological studies of coastal mangrove flora of project area were initiated in various locations. This was done for understanding the structural composition of various mangrove species. The quantitative aspects of mangroves were thus analysed with phyto-sociological studies. Observations of Structural characteristics [Relative frequency, relative density, relative dominance and the Importance Value Index (IVI)] of various species observed in different locations of project area are provided as follows. Table 8.2 Structural composition
No 1. 2. 3. 4. 5. 6.
Name of Plant Avicennia marina Avicennia officinalis Salvadora persica Bruguiera cylindrica Sonerratia apetala Excoecaria agallocha 7. Clerodendrum inerme 8. Derris heterophylla 9. Acanthus ilicifollius
Frequency 87 17 29 22 05 19 16 15 13
Abundance 13.44 08.11 06.93 13.18 02.60 08.78 06.81 -
Density 10.49 01.38 02.01 02.90 00.13 01.67 01.09 -
Basal Area 10.19 03.68 03.93 06.52 00.58 01.74 02.14 -
In order to express the dominance and ecological success of any species with a single value, the concept of importance value index is developed. This index utilizes three characteristics, such as relative frequency, relative density and relative dominance. As it is observed from the Table below that these values were obtained by evaluating frequency, density and basal area for all the mangrove species growing in a unit area (quadrats) studied in the project site.
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Table 8.3 Importance value index S.No 1. 2. 3. 4. 5. 6. 7. 8. 9. Name of Plant Avicennia marina Avicennia officinalis Salvadora persica Bruguiera cylindrica Sonerratia apetala Excoecaria agallocha Clerodendrum inerme Derris heterophylla Acanthus ilicifollius Relative Frequency 37.50 09.55 12.03 10.57 02.40 09.13 06.64 Relative Density 55.18 06.82 13.77 15.25 00.68 08.78 07.47 Relative Dominance 39.77 04.19 28.54 25.45 02.23 06.79 15.54 IVI 132.45 020.56 048.53 051.27 005.31 024.70 029.65 -
Species with higher Importance Value Index are regarded as most successful species in the microclimatic conditions from a specific region and in this case Avicennia marina is the dominant spice. 8.7.3 Satellite Remote Sensing Study of mangroves: Satellite remote sensing is an evolving technology with the potential for contributing to studies relating to land cover and change detection. These changes, in turn, influence management and policy decision making. Remote Sensing related inputs are a powerful tool to assemble, analyze, store, utilize, retrieve, manipulate and disseminate scientific/technical data. Information about change is necessary for updating land cover maps and the management of natural resources. The information is obtained by field visits or extracting it from remotely sensed data (imageries). For many of the physical and cultural features on the landscape there are optimal periods during which these features may best be observed, so the remotely sensed data acquired at forenoon is most suitable.
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In Mangrove mapping the data is dependent on the spectral resolution of the sensors mounted on the dedicated satellites. For the present study images representing Satellites data for 1995, 2000, 2005 and 2010 were procured from the concerned agency. The Table below explains the relationship between the Satellite, Sensor characteristics and the appropriate spectral resolution that can be considered for Mangrove Mapping. Temporal images are selected to understand the change in the area. Table 8.4 Details of Images Satellite and Sensor IRS-1B(LISS-II) Spectral Bands (um) 0.45-0.52 (B) 0.52-0.59 (G) 0.62-0.68 (R) 0.77-0.86 (NIR) Applications Coastal Mapping, Dessi-Conif. Disc. Sediment Studies Vegetation studies, Rock Soil Discrimination Vegetation moisture, Rock Soil Discrimination Biomass, Vegetation, Land-Water Discrimination 0.45-0.52 (B) 0.52-0.59 (G) IKONOS (Multi Spectral) 0.62-0.68 (R) 0.77-0.86 (NIR) Coastal Mapping, DessiConif.Disc.Sediment Studies Vegetation studies, Rock Soil Discrimination Vegetation moisture, Rock Soil Discrimination Biomass, Vegetation, Land-Water Discrimination
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Satellite and Sensor LANDSAT (MSS)
Spectral Bands (um) 0.5-06 06-0.7 0.7-0.8 0.8-1.1
Applications Water penetration ,Sediments& Turbidity studies Vegetation Discrimination Landcover Discrimination Water/ Landcover Discrimination Water & Vegetation Discrimination geological reconnaissance, vegetation
SPOT 4 (PLA)
0.51-0.73 1.58-1.75
a)
Satellite Images: i) 1995 & 2000 the IRS 1B-Satellite with LISS II Sensor data were used.
Platform Lifetime (design) operating IRS-1A, 1B since 1991 904 km Altitude Equator Crossing 10:30 a.m. Adjacent Orbits 1 day Repeat Coverage 22 days Sensors
LISS-II
LISS II: Linear Imaging self-Scanning System II is sensor for IRS-satellites It acquires data in four Spectral Bands Blue, Green, Red & near Infra Red. Sensor Name Resolution (m) Swath Width (km) Sensor channel Spectral Bands
Linear Imaging Self-Scanning System (LISS-II) II 36 74
LISS-II-1 LISS-II-2 LISS-II-3 LISS-II-4
0.45-0.52 0.52-0.59 0.62-0.68 0.77-0.86 IR)
(B) (G) (R) (N
ii) The Satellite Data for the Year 2000: For the year 2000, the IKONOS Satellite with Multi spectral Sensor data was used.
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Platform IKONOS (Geoeye)
Lifetime (design) Since years 7
Altitude
Equator Crossing Nominally 10:30 AM
Adjacent Orbits every hours
Sensors
681
24 Multi-spectral Panchromatic
solar time
Multi-Spectral Sensor: Multi Spectral Sensor acquires Data in four Spectral Bands Blue, Green, Red & near Infrared.
Sensor Name Resolution (m) Swath Width (km) Sensor channel Spectral Bands 0.45-0.52 0.52-0.59 Multi-Spectral 3.2 11.4 0.62-0.68 0.77-0.86 (NIR) (B) (G) (R)
iii) The Satellite Data for Year 2005: For year 2005, the Quickbird Satellite with Multi spectral Sensor data was used
Sensor Name Resolution (m) Swath Width (km) Sensor channel Spectral Bands (um) 4.5-5.2 (B) 5.2-6.0 (G) 6.3-6.9 (R) 7.60-9.0 (NIR)
Multi-Spectral
2.44 m (nadir) to 2.88 m (25 off-nadir)
16.5 Km
iv) The Satellite Data for Year 2010: The Source of the data of year 2010 was Landsat and SPOT Satellites.
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LANDSAT Satellite: The base Image of Google Earth is LANDSAT Images with MSS (Multi Spectral Scanner) sensor.
SPOT Satellite: Currently Google Is replacing the LANDSAT base images with Spot Images.The 2 SPOT satellites in orbit (Spot 4 and 5) provide images with a large choice of resolutions from 2.5 m to 10 m. Spot Image also distributes multiresolution data from other optical satellites.
b) Methodology Flowchart:
Input Raster Data (Raw Satellite Georeferencing the Data (For correct Global Adding Vector Data(To Extract Study Area) Image Classification (Supervised Classification)
Image Interpretation
Figure: Flowchart of methodology c) Georeferencing:

Georeferencing means to define the existence of a feature (entity) in physical space. That is, establishing its location in terms of map projections or coordinate systems (Latitude-Longitude). The term Georeference is used when establishing the relation between raster and vector images as well as the map coordinates, when determining the CESE, IIT Mumbai CIDCO
spatial location (X,Y) of geographical features.
When data from
different sources need to be combined and then used in a GIS application, it becomes essential to have a common referencing system.
In the current studies, data of the three years (1995, 2001, and 2006) was acquired from 3 different types of satellites & the sensor fitted on them (IRSLISS II; IKONOS-MSS; SPOT-PLA & LANDSAT-MSS). The sensors in these satellites have different spatial resolution (IRS LISS II- 36m spatial resolution; IKONOS-MSS-3.2m spatial resolution; SPOTPLA-10m spatial resolution & LANDSAT-MSS-80m spatial resolution) which has to be matched at the required resolution which may have to be subsequently scaled to the existing Toposheet available for the study area. For obtaining the correct classes in the study area it is necessary to georeference the images using software ERDAS Imagine 8.5 and Geomatica v10.0. In the present study, the class defined is Mangroves. d) Adding Vector Data on Raster image: For the present study two vectors were extracted on the images. Vector (1) covers an area of 10km radius. Vector (2) covers an area of 2054 Ha. these two vectors are extracted from the given image and classified. e) Image classification: Classification is the process of discriminating; grouping and identification of the remote sensing multispectral data to represent natural land cover categories of the area. f) Supervised Classification: Supervised approach complete a priori information of the classes is known and provided. This information in the form of statistics is derived using the samples extracted from training (representative) areas. Minimum Distance to Mean and Maximum Likelihood methods are used in the classification. In the present study the above processing CESE, IIT Mumbai CIDCO
techniques were utilized giving the following classes from the given data. Feature Classes Dense Mangroves Sparse mangroves Water body Muddy land g) Tone Dark red Maroon Dark Blue Brown Texture Medium coarse coarse fine fine
Image rectification and restoration Preprocessing operations are intended to eliminate or correct the distortions or errors caused due to geometric distortions, radiometric distortion presence of noise in the data, etc. This standard products made available to the interpreters are preprocessed therefore generally data can be used directly for image enhancement and classification.
h)
Image enhancement: Operations are being implemented to image data to get the enhanced output for subsequent visual interpretations. The enhancement techniques provide better feature exhibition to increase the visual distinction between features contained in a scene. The enhanced output can be seen in the display or can be recorded in the pictorial form as Black and White (or) colour composite images.
i)
Image classification: Image classification operations are essentially meant to substitute visual analysis of remotely sensed data with quantitative analysis. The classification of the remotely sensed satellite digital data can be carried out either without a prior knowledge about the features present in the scene is called unsupervised classification and with a prior knowledge about the terrain features interactive classification method is called supervised classification i.e. The user can define the class beforehand the supervised classification is the setting of representative pixel values for each class and classifying another pixel values based on this standard set.
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In this present study preprocessed satellite images as described above, were used for mapping mangroves (both, dense and sparse) and also supervised classification method were performed using ERDAS Imagine image processing software package.
k)
Detection of change: Mangroves are dynamic ecosystems, responding to changes in the coastal environment by colonising areas where sediment has accumulated and facilitating further accretion. Where changes are adverse (e.g., changes in tidal flow, flooding or storm damage), degradation or dieback of mangroves may occur with subsequent impacts on the distribution and state of the substrate. In the past, such changes have been the consequence of natural processes (e.g., sea level fluctuation) or events (e.g., cyclones or tsunamis). However, the trajectories of change are being altered by human-induced climate change which is manifesting itself as increases in the number and
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intensity of climate-related events (e.g., storms), longer term shifts in climate (e.g., temperature) and rises in sea level. Disaggregating the influence of climatic change on mangroves distributions and state from that associated with natural processes is therefore presenting a major challenge. Coastal wetland map of the NMIA Project area was classified using available satellite data with 1, 5.8, and 32 m spatial resolution for the years 1995, 2000, 2005 and 2010. The area can be divided into three zones: Dense mangroves; Sparse mangroves; Mudflats; and Water bodies.
Non vegetated wetland consists of mudflats along the estuarine region. They are ecologically divided into high tidal, inter tidal and sub tidal regions. However, in the current studies, they could not be further categorized. High tidal flat normally have very fine mud with little or no moisture. Large patches of mudflats occur in few locations within the Project Area. It is not possible to delineate intertidal zone at all the places. Mudflats are also in between mangrove vegetation in the high-tidal, intertidal and sub-tidal zone. Mudflats are associated with less wave energy zones. They are composed of clay and silt and they are exposed during very low tides. Intertidal mudflats are made up of fine grained soft muds which are deposited under quiet environment. The sub-strata are suitable for the growth of mangroves. Associated mangroves such as Acanthus ilicifolius are fringed with sparse Mangroves.
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After image interpretation and classification, the following results were obtained. The statistical data output giving the area in hectares is shown below for the two vectors. Results are based on visual interpretation of the images. The base images are used at various image resolution and area extent. Hence final feature class area output may vary from base image.
Feature Name
Waterbody Dense mangroves Sparse mangroves Mudflats Vegetation Other Total Area
1995
83.61 15.33 132.88 102.22 115 850.97 1300
2000
58.5 12.74 69.29 123.24 104 932.23 1300
2005
39.78 17.81 79.43 101.92 93.6 967.46 1300
2010
56.29 21.1695 87.5005 167.57 46.8 920.67 1300
It is seen from the above, that percentage cover under dense mangrove fluctuates between 15.33 Ha. to 21.16 Ha. whereas, the sparse mangrove cover ranges between 132.88 Ha. to 87.50 Ha. Overall mangrove cover as per the Satellite imageries of 2010 has been 108.67 ha. including off site infrastructure. The Proposed development of NMIA is going to have reclamation of the area under mangroves (both dense and sparse) which may have to be compensated with alternate reforestation measures. Annexure-VI gives the Land Covered Maps prepared from Satellite Imagery for the year 1995, 2000, 2005 & 2010. 8.7.4 Mangrove Plantation: Based on the above analysis, loss of an area of 108.67 Ha of Mangrove due to airport project including off site infrastructure need to be compensated by providing mangroves. During the process project appraisal for environment and CRZ clearance, committee concluded that the mangrove plantation should be carried out on compensatory mangroves. In accordance with the Hon. Mumbai High Court, the compensatory forestry shall be double the area of loss of
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Vaghivali island admeasuring 245 ha as well as a green zone to be crated in an area of 370 ha on the north bank Gadhi and Taloja creek and on Moha creek by regeneration mangroves. The following map shows the proposed mangrove park and green zone.
8.7.5 a)
Management of Mangrove: Introduction: Formulation of a strategic management plan with an approach to mangrove development and sustainability of the mangrove ecosystem is essential. The conservation of mangrove biodiversity and management plans may focus on several individual aspects such as historical ecology of the site, present environmental conditions and other development cum conservation activities. But the sustainability and well being of an ecosystem largely depends on management of three major factors such as Conservation, Resource and Research at the study area. Thus it is obvious here to elaborate and discuss the management activities under these three facets. Similarly management activities required for betterment of this ecosystem can also be considered under two typical approaches viz. management on scientific and social insight. Both these approaches are directly related to each other and will not work successful in isolation. With all the observations made around NMIA Project Site with special emphasis on mangrove ecosystem, and after analyzing the records and
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documents, several management plans under different managing actions were driven out to foster future development and sustainability of this mangrove ecosystem. Given below are some of the most important management plans to be undertaken for future development of the mangrove ecosystem under three different approaches: b) Conservation and Management: The management approach on conservation of biological diversity largely depends on plantation of mangrove and protection given to them. i) (a) Habitat management Habitat management can be achieved under two aspects such as habitat creation and habitat restoration. Basically habitat creation means the creation of a new habitat by developing new sites and linking remaining patches. Similarly, restoration refers to modification of existing semi-natural habitat. As far as this mangrove concerned both these aspects would be quite applicable. (b) Communities that depend on these coastal resources face the longterm challenge for their sustenance and after natural disasters in terms of economic crisis. Belated responses in initiating remedial action after the damage become apparent seen almost in all developing countries. Unfortunately, in spite of very rich scientific information action is usually initiated only after irreversible destructive damage has occurred. In view of these critical situations, adoption of several preventive measures is essential to protect the coastal communities and for the conservation of these coastal ecosystems. Such defensive measures should cover all the activities of past, present and future, bearing in mind that the cumulative impact of these activities should not affect the existing biodiversity in any way. To achieve these goals best option is to set up nursery at the site itself.
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ii) Establishment of a nursery (a) Direct planting of viviparous seedlings in appropriate locations which are regularly inundated by incoming high tides, is an ideal way of mangrove establishment in new areas. In some parts of the Country, raising the mangrove seeds for transplantation in a nursery established at the site or adjacent to it is considered to be ideal for successful mangrove establishment once planted. related to civil engineering principles. (b) Locations which need to be restored will have to be surveyed for their topography, exposure to tidal inundation, tidal amplitude, soil type including its salinity and anthropogenic pressures. Initial efforts could be made to restore the degraded areas with indigenous species of mangroves, which are found to be growing luxuriantly. (c) Planting native or already successfully established species would be much appreciable than introduction of a new species. Altering the site by the introduction of strange species newer to the site will be detrimental to the already established species. Thus, the species selection for plantation should be based on the existing environmental conditions at the site rather than trying to impose new species. iii) Public participation: (a) Mangrove management plans often collapse especially because they fail to fulfill the very basic requirement like involvement and aspirations of local communities. Priority should be given to participation of local rural people in mangrove-based plantation activities. Emphasizing on education to encourage them to the level of self management, so that they involve themselves in protecting their own resources. (b) Involving local people reduces the information gap between local wisdom and knowledge systems available at different levels. Information about the coastal policies, coastal protection rules, laws and CESE, IIT Mumbai CIDCO However, the techniques of restoration of mangrove areas (from their original degraded status) are
coastal acts can be taught to the inhabitants and to those involved in planting. Thus making local community literally well aware of coastal policies, leads to better management achievement. (c) Involving local people like the fishermen community, women self-help groups, youth clubs etc. motivates them to protect. Participants involved in plantation should be sufficiently cohesive, dedicated and have a common intention to plant and protect. Encouraging to plant mangroves in adjacent inundated areas initiates them to safeguard the mangrove with self intention. To achieve best biodiversity conservation objectives, improved methodologies towards raising seedlings, maintaining and transplantation techniques should be practiced. Consequently, effective research projects and extension programs, which are critical and focusing public participation in conservation and management of these typical coastal ecosystem should be given highest priority. c) Research Management: The management approach in the aspect of research encompasses different studies to be undertaken by the parent institution (CIDCO), its affiliated organisations (such as University of Mumbai and IIT-B, Mumbai), various other govt. departments and NGOs. An important early step in management is to understand the variation in the plant communities in relation to ecological and environmental factors with current and past developmental activities. Particularly understanding the aspects such as changes in hydrology, sedimentation, sewage input etc. are useful to design and implement different management activities that can support rich biodiversity in future. Prior to management design and implementation it is necessary to conduct a detailed survey to identify and document the following of the site. i) Assessment on Historical Ecology: Analyzing historical ecology of this coastal area in combination with past recorded documents and present field evidence are more useful to understand why the area has this type of ecology and what made it to support the present vegetation types. Thus to have details, an intensive CESE, IIT Mumbai CIDCO
study is needed on both pedological and paleontological view to obtain the settlement of alluvial sediments and pollen. The study result will add more details regarding the existence of similar forest types (if any) that have had extensively established and disappeared. This will provide enough information to decide maintain or alter the ecosystem for future development. Assessment on this aspect not only throws light on the study area but also that of the adjacent coastal belt. It provides details on the past environmental setting and its ecology. The information retrieved is helpful to interpret with present settings and to prepare better site management activities. ii) (a) Geomorphologic and Environmental: Studies on geomorphologic features including general topography of the study area, elevation, directions of the waterway, creeks etc should be mapped and analysed for preparation of suitable management action. Detailed assessment on all the environmental physicochemical characters of both the soil and water should be undertaken on regular basis. Preparation of site specific map based on soil and water quality helps tremendously while undertaking site assessment for mangrove plantation. Details on temperature, seasonal rainfall, humidity etc supplement the management scheme as well. (b) Soil and water quality management is of utmost importance for any biological conservation issues. Managing an estuarine or inter-tidal area requires clear understanding of its soil and water qualities. Changing or altering site for development without basic understanding of these factors is likely to result in unexpected variation at both within the site and around it. (c) In addition to the agricultural run-off, the flowing surface water from adjacent lands, municipal sewage which carries domestic waste water and industrial effluents also contribute major terrestrial water source for this habitat, leading to either nutrient deficient or enrichment. Pollution may result from increased levels of both P as phosphates from sewage CESE, IIT Mumbai CIDCO
or detergents, and N as nitrates from agricultural runoff. Since there is freshwater source from adjacent streams or rivers, pollutants may not accumulate due to high flow-through rates. (d) Preparation of a hydrological map in conjunction with a topography direction of all flowing water; sedimentation, areas of temporary and permanent water, anthropogenic features that influence the hydrology such as drainage, sewage; inflow, outflow, vegetation types that indicate wet or dry conditions of site will supplement the management activities. Most of these parameters have already been worked out in detail, by the Indian Institute of Technology (IIT-B), Mumbai. It is important to identify the pollution problem (if any) and source by analyzing environmental and biological samples. It is inevitable to locate the point source of pollution especially in flowing municipal sewage and agricultural run-off. (e) Educating local volunteers to monitor changes in water like sudden colour change in water, dumping of industrial wastes, incidents of fish death and to report such events immediately to the concerned Department officials will minimize the detrimental loss of biodiversity. Other than soil and water qualities, general geo-morphology of the study area, its temperature and rainfall fluctuations, the site humidity and irradiance are also important environmental factors that determine the health of this mangrove ecosystem. The cyclonic events during monsoon, flood due to unusual heavy rainfall and unexpected natural disasters like Tsunami also have direct or indirect impact on the biodiversity of these coastal ecosystems. iii) Anatomy, Morphology and Phenology: Anatomy, morphology and phenological studies of the mangrove and mangrove associates of the study site provide more details on mangrove physiology, seasonal flowering and fruit setting. The details in their physiological adaptation under stress condition are of important research interest to understand evolutionary process. CESE, IIT Mumbai Information on CIDCO
flowering and fruit setting can be helpful to give protection in addition to set time for propagule collection. iv) Assessment on Vegetation structure and biomass production: Studies on vegetation structure such as pattern of distribution, canopy cover, basal area, canopy height and biomass production including aboveground and below-ground biomass at present conditions are needed to design future management plans. v) (a) Biological Diversity: Many soil invertebrates need infuriatingly specialized requirements. A simple task like clearing away dead wood, dead oyster bed, soil excavation, cutting a patch of herbs or clearing a ditch can be detrimental for such species. Thus short-term changes in these aspects may not affect the vegetation at large but can drive out the invertebrate from sites. A complete biodiversity status of the study area is a need the time. Though a detailed account of flora and larger fauna including avifauna is being undertaken by the University of Mumbai, further studies need to be undertaken that would include documentation as well as quantification of soil infauna, benthic meiofauna, other microinvertebrates and if possible microbes too. (b) A detailed database on existing biodiversity resources of the region surrounding NMIA Project site should be prepared. The database should be interactive with complete description and importance of existing flora and fauna. This biodiversity index should be disseminated to all concerned departments at local, regional and national level for updating. vi) Land use pattern around the ecosystem on economical insight: Documentation of the existing agricultural lands, crops cultivated, management activities applied for better harvest is important to have insight on land use pattern. It also determines the nutrient enrichment and in turn the productivity of mangrove ecosystem. CESE, IIT Mumbai CIDCO
vii)
Site assessment for mangrove plantation: As mentioned earlier, assessing the site is very important to test whether it supports the mangrove to be planted. All the physicochemical characteristics of both soil and inundated waters is required. The site can be even slightly altered to suit and support the growth of newer mangrove species if the environmental data are interpreted correctly.
viii) Monitoring growth and survival of transplants: After plantation of mangrove species at suitable sites, regular monitoring is needed to record growth and survival. This includes the shoot length, number of nodes, internodes, number of leaves, leaf area etc. These observations supplement basic information on the mangrove growth performance at different locations. Continuous monitoring is essential at least for three consecutive months after transplantation. Details obtained at the end of third month exactly reflect the survival rate and the specificity of sites in supporting planted mangroves. ix) (a) Monitoring activities at mouth: Worldwide there are several studies which exhibit the impacts of developmental activities along the coastal regions such as harbour development, bridge construction, etc., on mangrove ecosystems. (b) However Airport building is an important event in terms of coastal economy, the measures taken to maintain the depth at the mouth is very crucial to the aquatic animals. Discussions with officials involved in proposed development of Port would help to regulate the dredging/ reclamation/ other anthropogenic activities in a specific manner that does not disturb the marine organisms after commissioning of the Project. (c) It is important to have a clear understanding of how the developmental activities undergoing at the mouth benefit conservation of this habitat. To have a clear idea, dialogues with the engineers of port department and with officials of the fishery department should be helpful. All the activities should be thoroughly followed and any consequent changes CESE, IIT Mumbai CIDCO
observed in relation to it should also be documented. Documenting this would aid management events to employ immediately to deal with changes. x) Dissemination of research output to the concerned departments: The important aspect in the failure of most management plans is lack of information exchange between the government departments and institutions. In many instances development cum management schemes lag behind due to incomplete exchange of information and noncooperative attitude. Distribution of research details to all the departments and institution involved in developing mangroves coast line will confront the problems if any. xi) (a) Conducting meetings with all stakeholders: Integrated conservation cum development action is more likely to be successful if it fully involves local people and to secure their support and co-operation for implementation. Conservation agendas can be prepared by conducting meeting with key interest groups, so that they can act as conservation facilitators or strategic managers. (b) Conducting seminars, meetings and group discussions gathering research students, official research managers, volunteer social welfare groups, NGO officials etc., will clarify problems in implementing any management plan. This will help to coordinate any activity carried out for successful ecosystem management. (c) Departments, institutions and NGOs should create options to promote campaign that includes education programs, distribution of brochures, posters and media publicity and the like. d) RESOURCE MANAGEMENT This approach includes various events such as resource utilization, exploitation and protection given to the mangrove ecosystem for sustainable harvest.
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i)
Valuation & Documentation: To understand the importance of biodiversity for human development, there is an urgent need to evaluate the products that can be used, in addition to the ecosystem services for human development. An accurate valuation of biodiversity needs to consider the direct use values and the indirect use values, and to combine consumptive and non-consumptive use. The direct and indirect services provided at present status are very crucial to determine how this mangrove ecosystem benefits its user. Economic valuation of the potential resource such as fishery, timber etc. Is needed at community level i.e., those who are utilizing and harvesting from this mangrove ecosystem.
ii) (a)
Resource Utilization and Exploitation: Other than economic valuation, it is essential to determine what typical resources are being utilized and to what extent they have been exploited. This is in regard to different fishery resources and their habitat destruction by the users.
(b)
Habitat loss is identified to be the main direct cause of species loss. Degradation of habitats through unsustainable harvesting of plants and animals has been recorded. Physical alteration of the habitat by different means may be the other reasons. Similarly, overexploitation is major threat to many species, leading to extinction. For example, fish populations are overexploited especially, many juvenile and noncommercial fish species are more likely to be caught, but being unutilized are thrown away. This leads directly to loss of such species from these habitats.
(c)
Mangrove
resources
and
biodiversity
have
traditionally
been
undervalued, putting its resources at a lower priority level. Unregulated use of resources, increased demand for the resources and rapidly expanding coastal development makes mangrove resources at risk. Mostly all deleterious impacts on coastal biodiversity stem from ignorance and lack of understanding of the importance and how it gets affected. Primarily, uncaring attitude towards the nature, lack of basic insight towards importance and economic value of the existing CESE, IIT Mumbai CIDCO
resources are the main reasons that leads to many negative impacts on biodiversity and its conservation. Resource management decisions should be ecologically-based,
conservation-driven and risk-averse. Specific management objectives and determined measures for progress towards sustainable fisheries should be developed. Similarly, projects should be encouraged for identification and prioritizing habitat protection and restoration. iii) People Perception: The most important study to be carried out for better mangrove management is on perception towards existence and importance by the local people. This helps to understand the specificity of the ecosystem and what insight they can get on emergence and existence of mangroves. iv) Public Education: School children and youth volunteers who working for societal welfare can be involved to implement mangrove management plans by providing first inputs on educating importance of mangroves on coastal areas. v) Public Awareness : Successful implementation of mangrove management also lies on the awareness among the local people. Creating awareness towards its importance will make them protect mangroves by forming community organizations. vi) Public Hearing : Celebrating events such as World Environment Day, World Forest Day by conducting competitions for school children and public, distribution of posters, brochures, pamphlets, stickers, labels etc. including in local language describing importance of mangrove helps to make the information reach to the maximum extent. Conducting audio-video
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shows in public also helps to disseminate the information as well. Wide publicity should be given through the distribution of booklets in local language. Resource persons should be invited to talk on various topics on conservation and biodiversity. vii) Integrating all management plans: All the three management approaches are interrelated in a complex network. Good management practice is a culmination of many management actions. Integrating all the management options with the intention to implement and achieve specific goal for the betterment of this mangrove ecosystem will achieve highest biological diversity in near future. 8.8 Air Quality & Noise Assessment; 8.8.1 VISSIM Model. In the Chapter Traffic & Transportation Study, the traffic projection on the various roads has been carried out using the traffic simulation model (VISSIM). This model combined with the emission data base and a Gaussian dispersion model calculates the air pollution concentration for the base. The emissions are assumed to disperse in a Gaussian The air quality Manner downwind from the element using the angle between the average wind direction and highway alignment. assessment has been done for the year 2008, 2010, 2015, 2020, 2025 & 2030 due to surface traffic at ten receptor locations and the same is indicated in the following Table.
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Table No 8.5(a) Surface Traffic Air Quality Assessment CO Results of Ambient Air Quality Prediction: Pollutant: CO (In gm/m3) Receptor Year CPCB 2008 2010 2015 2020 2025 2030 STANDARDS Predicted Concentration Normal Traffic 0.8 0.8 0.93 0.941 1.061 1.281 PCO 0.6 0.6 0.8 1 1.1 1.2 KRS 0.6 0.6 0.9 1.03 1.16 1.27 ACL 0.6 0.6 0.8 0.9 0.9 0.9 PHS 0.7 0.7 0.9 1 1.15 1.28 PGH 2 0.8 0.8 0.9 1.05 1.2 1.3 BCB 0.6 0.6 0.75 0.85 1 1.15 GWT 0.7 0.7 0.8 0.9 1.05 1.1 KCO 0.7 0.7 0.8 0.95 1.05 1.15 KNO 0.7 0.7 0.75 0.85 0.95 1.05 KGH Predicted Concentration Airport Traffic 0 0 <0.1 <0.1 <0.1 <0.1 PCO 0 0 <0.1 <0.1 <0.1 <0.1 KRS 0 0 <0.1 <0.1 <0.1 0.1 ACL 0 0 <0.1 <0.1 <0.1 0.1 PHS 0 0 <0.1 <0.1 <0.1 0.1 PGH 2 0 0 <0.1 <0.1 <0.1 <0.1 BCB 0 0 <0.1 <0.1 <0.1 <0.1 GWT 0 0 <0.1 <0.1 <0.1 <0.1 KCO 0 0 <0.1 <0.1 <0.1 <0.1 KNO 0 0 <0.1 <0.1 <0.1 0.1 KGH
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Table No 8.5(b) Surface Traffic Air Quality Assessment NOX Results of Ambient Air Quality Prediction: Pollutant: Nox (In g/m3) Receptor Year CPCB 2008 2010 2015 2020 2025 2030 STANDARDS Predicted Concentration Normal Traffic 24 26 34 44 58 76 PCO 21 23 28 36 47 62 KRS 29 31 38 46 56 74 ACL 20.4 22 29 38 49 64 PHS 25.6 28 36 44 58 75 PGH 80 32 35 40 49 59 78 BCB 27 29 36 46 56 74 GWT 25.5 28 34 44 57 75 KCO 27.3 30 36 44 57 75 KNO 26.6 29 35 46 56 73 KGH Predicted Concentration Airport Traffic 0 0 0.3 0.5 0.7 1 PCO 0 0 0.7 1.2 1.9 2.7 KRS 0 0 0.25 0.4 0.6 0.8 ACL 0 0 0.4 0.6 0.9 1.2 PHS 0 0 0.35 0.7 1 1.4 PGH 80 0 0 0.4 0.65 0.85 1 BCB 0 0 0.3 0.6 0.9 1.3 GWT 0 0 0.35 0.6 0.95 1.35 KCO 0 0 0.4 0.6 0.8 1 KNO 0 0 0.4 0.8 1.1 1.4 KGH
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Table No 8.5(c) Surface Traffic Air Quality Assessment SO2 Results of Ambient Air Quality Prediction: Pollutant: SO2 (In g/m3) Receptor Year CPCB 2008 2010 2015 2020 2025 2030 STANDARDS Predicted Concentration Normal Traffic 3.4 4.8 6.6 8.4 11.4 16.8 PCO 4 5.4 6.6 7.8 9 10.8 KRS 3.5 4.8 5.4 6 6.6 6.84 ACL 4.5 6 7.2 8.4 9.6 10.8 PHS 3.7 4.8 5.4 6 6.6 7.2 PGH 80 3.4 4.8 5.4 6 6.72 7.32 BCB 4.7 6.36 7.2 8.04 8.76 9.6 GWT 4.2 6 6.96 7.8 8.88 9.96 KCO 4 5.76 6.6 7.68 8.64 9.6 KNO 3.9 5.28 6 6.96 7.8 8.88 KGH Predicted Concentration Airport Traffic 0 0 0.1 0.1 0.1 0.2 PCO 0 0 0.1 0.15 0.2 0.3 KRS 0 0 0.1 0.1 0.2 0.3 ACL 0 0 0.05 0.1 0.15 0.15 PHS 0 0 0.1 0.1 0.15 0.2 PGH 80 0 0 0.1 0.15 0.2 0.25 BCB 0 0 0.1 0.17 0.23 0.3 GWT 0 0 0 0.1 0.1 0.15 KCO 0 0 0.1 0.17 0.23 0.3 KNO 0 0 0.05 0.1 0.15 0.2 KGH
8.8.2
AERMOD MODEL AERMOD MODEL is the next generation air dispersal model based on planetary boundary layer theory and Gaussian Dispersion Model AERMOD fully incorporates the PRIME building downwash algorithms, advanced depositional parameters and local terrain effects, and advanced meteorological turbulence calculations. The model uses the topography,
emission data base, surface metrological data to predict the ambient air concentration for the project. The aircraft air quality assessment has been done for the year 2008, 2010, 2015, 2020, 2025 & 2030 due to air traffic at ten receptor locations and the same is indicated in the following Table.
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Table No 8.5(d) Total Air Quality Assessment CO Results of Ambient Air Quality Prediction: Pollutant: CO (In mg/m3) Receptor Year CPCB 2008 2010 2015 2020 2025 2030 STANDARDS Predicted Concentration without project 0.8 0.8 0.93 1.2 1.32 1.54 PCO 0.6 0.6 0.8 0.8 1.1 1.2 KRS 0.6 0.6 0.9 1 1.13 1.24 ACL 0.6 0.6 0.8 1 0.9 0.9 PHS 0.7 0.7 0.9 0.95 1.15 1.28 PGH 2 0.8 0.8 0.9 0.95 1.2 1.3 BCB 0.6 0.6 0.75 0.9 1 1.15 GWT 0.7 0.7 0.8 0.9 1.05 1.1 KCO 0.7 0.7 0.8 0.95 1.05 1.15 KNO 0.7 0.7 0.75 0.9 0.95 1.05 KGH Predicted Concentration with project 0.8 0.8 0.87 1.5 1.6 1.89 PCO 0.6 0.6 0.72 1.1 1.2 1.55 KRS 0.6 0.6 0.77 1.3 1.4 1.59 ACL 0.6 0.6 0.7 1.3 1.4 1.25 PHS 0.7 0.7 0.82 1.25 1.35 1.63 PGH 2 0.8 0.8 0.87 1.25 1.35 1.65 BCB 0.6 0.6 0.76 1.2 1.3 1.5 GWT 0.7 0.7 0.85 1.2 1.3 1.45 KCO 0.7 0.7 0.86 1.25 1.35 1.5 KNO 0.7 0.7 0.81 1.2 1.3 1.4 KGH
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Table No 8.5(e) Total Air Quality Assessment NOX Results of Ambient Air Quality Prediction: Pollutant: NOX (In g/m3) Receptor Year CPCB 2008 2010 2015 2020 2025 2030 STANDARDS Predicted Concentration without project 24 29 35 44 57 74 PCO 21 24 29 36 47 61 KRS 29 30 36 45 59 77 ACL 20.4 27 32 40 52 68 PHS 25.6 27 33 41 53 69 PGH 80 32 33 40 50 60 78 BCB 27 28 34 42 55 72 GWT 25.5 27 33 41 53 69 KCO 27.3 29 35 44 57 74 KNO 26.6 29 35 43 56 73 KGH Predicted Concentration with project 24 31 37 47 61 79 PCO 21 26 31 39 50 65 KRS 29 32 39 48 62 79 ACL 20.4 28 34 42 55 72 PHS 25.6 29 35 43 56 73 PGH 80 32 35 42 53 62 78 BCB 27 30 36 45 58 76 GWT 25.5 29 35 43 56 73 KCO 27.3 31 37 47 61 79 KNO 26.6 31 37 46 60 77 KGH
8.8.3 Noise Quality Assessment i) Surface Traffic The impact on the noise levels due to surface traffic on the communities in the adjoining areas is studied using Federal Highway Administration (FHWA, 1998) model. This model has been developed by the Federal Highway Administration of United States of America and has been validated under Indian conditions. It is used exclusively for predicting the noise level due to surface transport. presented below. The US Highway Administration (FHWA) model has been used for predicting noise levels at 15m, 20m & 30m from road central line due to each vehicle type operating on a road link. The combined effect of all categories of vehicle The details of model and model computations are
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at the receptor has been determined by adding the individual values using the following equation:
i
eq
( h , to ta l) = 1 0 L o g 10
10
eq
(h i)/1 0
h=1
Generation of noise significantly vary with vehicle speed.
Hence speed
dependency of noise emissions for various categories of vehicles is taken into account while using the model for noise predictions due to roadways. The reference noise level with vehicle speed and category for operating a speed more than 30 km/hr. and less than 30 km./hr. has been used to work out the reference energy level obtained through linear interpolation. The following Tables give the predicted noise level at the receptor locations for the year 2010, 2015, 2020 and 2030 at a distance of 15, 20 & 30 mts. along the road side. The predicted noise levels at the receptor locations for the year 2010, 2015, 2020 & 2030 at a distance of 15m, 20m & 30m along the roadside are represented in Table 8.9 to 8.13. From the results we see that noise level increase between 2dB and 4dB over the next 10 year along the roadside. Noise level could be between 70 dB and 86dB along the major roadside at a distance of 15m to 30m. Table 8.6(a) Projected noise level Sion-Panvel Highway Year At D=15 M 2010 2015 2020 2030 83.37 84.92 86.52 88.8 Leq (total) dBA Distance (meter) D=20 M 81.50 83.05 84.65 85.9 D=30 M 78.86 80.41 82.01 84.14
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Table 8.6(b) Projected noise level-National Highway No.4 B Year At D=15 M 2010 2015 2020 2030 79.45 81.20 82.66 84.01 Leq (total) dB(A) Distance (meter) D=20 M 77.58 79.32 80.79 81.53 D=30 M 74.94 76.68 78.15 79.56
Table 8.6(c) Projected noise level-National Highway No.4 Year At D=15 M 2010 2015 2020 2030 85.40 86.88 88.53 89.01 Leq (total) dBA Distance (meter) D=20 M 83.53 85.01 86.65 87.23 D=30 M 80.89 82.37 84.01 86.15
Table 8.6(d) Projected noise level Amra Marg Year At D=15 M 2010 2015 2020 2030 77.86 79.19 81.11 82.21 Leq (total) dBA Distance (meter) D=20 M 75.99 77.32 79.23 81.13 D=30 M 73.34 74.67 76.59 77.90
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Table 8.6(e) Projected noise level-State Highway 54 Year At D=15 M 2010 2015 2020 2030 ii) Aircraft Noise In Noise Propagation Model, the sound pressure level generated by noise sources decreases with increasing distance from the source due to wave divergence. An additional decrease in sound pressure level from the source is expected due to atmospheric effect or its interaction with object in the transmission path. For hemispherical sound wave propagation through homogenous loss free medium, noise levels at various locations can be calculated due to different sources using the inverse square law. Simulation of noise levels from the aircrafts has been considered as a stationary point source at the following major positions: Take off Taxiing along the runway (at the central point) Landing on the run-way 74.56 76.03 77.74 78.85 Leq (total) dBA Distance (meter) D=20 M 72.68 74.15 75.87 76.89 D=30 M 70.04 71.51 73.23 75.31
Considering the maximum certified noise of 90 dB(A) measured at a reference distance of 20m during ground operation (Reference: ICAO Manual on Air Craft Noise) the noise levels have been predicted using the Inverse Square Law. Figure below show the nomogram based on Inverse Square Law which has been used to predict the noise level at different receptor location. Table 8.14 shows the noise level at different receptor location calculated using nomogram.
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Table 8.7 Noise level due to Aircraft Station Receptor Name Noise Level in dB(A) Aircraft at take off point dB(A) NQ1 NQ2 NQ3 NQ4 NQ5 NQ6 NQ7 NQ8 NQ9 NQ10 NQ11 NQ12
Pargaon School (S) Panvel CIDCO Office (R) MGM Hospital Kalamboli(S) CIDCO Office Kharghar (R) Panchsheel Guest House (R) MES School (S) CIDCO Bhavan Belapur CBD(C) Palaspa Junction (C) Teen Tank Gavanphata (C) Swapna Nagri (R) Karnala Bird Sanctuary (S) Ambuja Cement Limited (I) 45 39 39 43 45 40 46 43 46 37 36 60
Aircraft at center of runway dB(A)

52 42 42 44 44 44 43 44 43 38 37 52
Aircraft at landing point dB(A)

51 46 46 43 42 50 40 43 40 39 36 46
Permissible Limits CPCB Leq Leq (N) (D)

40 45 40 45 45 40 55 55 55 45 40 70 50 55 50 55 55 50 65 65 65 55 50 75
S: Sensitive area. R: Residential area. C: Commercial area. I: Industrial area.
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The combined effect at the receptors of incremental noise level due to aircraft along with the existing baseline noise is presented in Table 8.15. Table 8.8 Predicted noise levels due to Air traffic. Receptor Baseline Noise Level in dB(A) Permissible Name Noise Level Limits in dB(A) Leq CPCB Leq Aircraft at Aircraft at Aircraft at (d) (n) take off center of landing Leq Leq point runway point (d) (n)
Pargaon School (S) Panvel CIDCO Office (R) MGM Hospital Kalamboli(S) CIDCO Office Kharghar (R) Panchsheel Guest House (R) MES School (S) CIDCO Bhavan Belapur CBD(C) Palaspa Junction (C) Teen Tank Gavanphata (C) Swapna Nagri (R) Karnala Bird Sanctuary (S) Ambuja Cement Limited (I) 69.6 65.3 67.2 65.9 65.9 65.2 60.6 72.2 64.1 48.7 49.5 61.6 71 65.7 63.6 62.2 61.0 65.4 56.6 72.4 62.9 46.4 48.7 59.2 69.62(d) 71.02(n) 65.31(d) 65.71(n) 67.23(d) 63.62(n) 65.92(d) 62.25(n) 65.94(d) 61.11(n) 65.21(d) 65.43(n) 60.75(d) 56.96(n) 72.21(d) 72.42(n) 64.17(d) 62.99(n) 48.99(d) 46.87(n) 49.72(d) 48.93(n) 63.88(d) 62.63(n) 69.67(d) 71.05(n) 65.32(d) 65.72(n) 67.25(d) 63.65(n) 65.93(d) 62.27(n) 65.93(d) 61.09(n) 65.41(d) 65.44(n) 60.67(d) 56.79(n) 72.21(d) 72.41(n) 64.13(d) 62.94(n) 48.05(d) 46.87(n) 49.74(d) 48.98(n) 62.05(d) 59.96(n) 69.66(d) 71.04(n) 65.36(d) 65.77(n) 67.21(d) 63.61(n) 65.92(d) 62.25(n) 65.92(d) 61.05(n) 65.33(d) 65.52(n) 60.64(d) 56.69(n) 72.21(d) 72.40(n) 64.12(d) 62.92(n) 48.08(d) 46.91(n) 49.65(d) 47.93(n) 61.72(d) 59.40(n) 40 45 40 45 45 40 55 55 55 45 40 70 50 55 50 55 55 50 65 65 65 55 50 75
The aircraft noise adds very little amount to the noise level in the existing status at various receptor locations. Aircraft noise level decrease as per the inverse square law so it does not contribute significantly. Results show that increment in the baseline status varies between 0.02dB to 0.2dB, which is significantly low. 8.8.4 Integrated Noise Model Integrated Noise Model (INM) is also used for prediction of Noise for Navi Mumbai airport. Aircraft noise and the resultant effect on adjacent neighborhoods and land area, constitutes a principal environmental concern in connection with plans for the operation of the airport over the long term.
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Through careful planning of both airport facilities and neighboring communities, the unwanted effects of noise can be minimized. Noise exposure modeling is an important part of assessing any future airport development. As air traffic grows, or new runways are constructed, new or expanded areas of land are subjected to aircraft noise. In preparation of plans for future development, the airport needs to manage the noise impact on these new areas and therefore needs to be able to assess future noise exposure so that protection of land use can be put in place or other protective or compensatory measures developed. To evaluate future noise exposure, the aircraft noise arising from planned airport development is modelled using the future peak day aircraft forecasts. This process identifies future noise exposure over lands on and adjacent to the airport in the form of noise exposure contours. The noise contours can then be examined to determine land use impacts, protection and compensation to land owners, etc. The main sources of noise that will occur at and in the vicinity of the Navi Mumbai International Airport (NMIA) include aircraft operations associated with departures and approaches. Other potential or infrequent sources of noise can include aircraft operations such as taxiing, engine maintenance run-ups, and ground support operations. Takeoff, i.e. Departures operations will predominantly produce the most amount of airport-associated noise.
a) Methodology The noise expose modelling was conducted using the Integrated Noise Model (INM) developed by the US Federal Aviation Administration. From the INM model, contours of noise exposure were produced for noise levels considered significant for noise impact assessment. The noise assessment includes three scenarios with increasing growth in air traffic demand. The three scenarios developed were identified as follows. Opening Year: Based on air traffic for the year 2014 Stage I: Based on air traffic forecasts for the year 2017/2018 Stage II: Based on air traffic forecasts for the year 2021/2022 Stage III: Based on air traffic forecasts for the year 2031/2032
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ii)
Aircraft Mix The forecast peak day profiles identified aircraft by their ICAO code groups. However each aircraft has different noise characteristics depending on the engines used or the configuration of the aircraft. For the purposes of the noise modelling, aircraft forecast in the 5 groups have been assigned representative types for noise modelling for e.g. Code B - CRJ 200, Code C - B737, Code D B757, Code E - B747. The time periods provided below are used as input into the INM model. However the measure used to determine the noise contours, the Noise Exposure Forecast (NEF), rates both day and evening flight operations as the same level of noise annoyance.
Day Time Operations Evening Operations Night Operations
between 07:00 and 19:00 between 19:00 and 22:00 between 22:00 and 07:00
The traffic mix for the opening year (Table 8.16), for Stage I, II and III were developed.
Table 8.9
Traffic Mix 2014
DEPARTURE AC Day TYPE A300 0 A310 3 A319 4 A320 31 A321 7 A330 2 A340 1 ATR-42 3 ATR-72 4 B737 37 B747 2 B757 0 B767 0 B777 2 CRJ 0 Grand 96 Total OPENING YEAR (2014/15) Evening Night Total 0 1 1 9 2 0 0 1 0 7 0 0 0 1 0 22 1 3 2 14 1 5 0 1 1 11 3 0 1 6 0 49 1 7 8 54 10 7 2 5 6 56 6 0 2 10 1 175 ARRIVALS AC TYPE Day A300 A310 A319 A320 A321 A330 A340 ATR-42 ATR-72 B737 B747 B757 B767 B777 CRJ Grand Total 0 3 6 29 7 1 1 3 3 34 2 0 1 2 0 92 OPENING YEAR (2014/15) Evening Night Total 0 2 2 14 2 2 0 1 0 14 1 0 0 2 0 40 1 3 0 10 1 3 1 0 1 5 4 0 2 4 0 35 2 8 8 53 10 7 2 5 4 54 7 1 3 9 1 174
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iii) Flight Routings Since there are no currently published Standard Instrument Departures (SID) and Standard Arrival Routes (STAR) routings, fixes were assumed at 20 km from the runway edge at 3 degree glide slope from the centreline of the runway. The NAVCANADA report was also reviewed to identify the flight procedures used to determine the interoperability of the two airports in Mumbai6.
iv) Noise Measure As previously noted, aircraft noise can be measured in various different ways depending on the purpose for measuring and the accepted national noise measuring methods. Based on ICAO standards, future aircraft noise impacts are measured using the Noise Exposure Forecast (NEF). The NEF is an Effective Perceived Noise (EPNdB) scale which measures noise events including noise event duration. The EPNdB was developed to account for noise intensity, frequency, loudness and duration of the noise events. By including these factors, the EPNdB measures perceived annoyance to aircraft noise. In India, the NEF contours of interest are the 30, 35 and 40 NEF contours. Land areas outside the 30 NEF contour are considered to be exposed to reasonable noise levels requiring no compensation. Areas exposed to aircraft noise higher than 40 NEF should not include schools or residential areas. The NEF contours provided in later sections of this report have been modelled as individual directions as the airport is planned to operate predominantly in one direction all day but switches direction depending on the season. For the NMIA Opening year, it was assumed the majority of departures and arrivals operations were on Runway 26L. For Stage I, II and III, based on the expansion plans of NMIA, an additional parallel runway is constructed 1854.35 m parallel to the existing runway. For simplicity purposes, it is assumed both runways having equal operational aircraft handling capabilities for the entire day. Hence the traffic mix was assigned so as to split it equally among both the runways. For the dual runway scenario, it was also assumed that the majority of departures and arrivals operations will be along Runway 26R and 26L.
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v)
Results of Aircraft Noise Modelling The results of the INM noise modelling for NMIA can be found in Table 8.17. Figures 7-3, 7-4, 7-5, and 7-6 represents the impact of noise having the sensitive 30, 35 and 45 NEF contours for the Opening Phase, Stages I, II and III respectively. From the figures, it is apparent that the majority of contours fall northeast of Runway 08R, after construction of the second runway, the noise imprint doubles. Appropriate zoning restrictions would protect the future development from having noise sensitive activities locating in areas where noise exposure would exceed the 30 NEF contour. A quick comparison of the area falling under different contours indicates that the land area affected by aircraft noise increases as the airport traffic increases as shown in Table 8.10.
Table 8.10 Area between NEF Contour Values Area Within 30 Area Within 35 Area Within 40 NEF Stage NEF Contour sq.km. Opening Stage I Stage II Stage III
19 38 58 65
NEF Contour sq.km.

8 15 22 27
Contour sq.km.
4 6 9 11
acres
4,614 9,447 14,230 16,022
acres
1,977 3,601 5,506 6,671
acres
931 1,592 2,310 2,665
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CIDCO
Figure 8.9
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CIDCO
Figure 8.10
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Figure 8.11
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Figure 8.12
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CIDCO
8.9
Rehabilitation & Re-settlement ( R & R ) Plan There are ten settlements of 7 revenue villages falls in the airport zone of 1615 Ha. which are required to be re-habilitated and re-settled under this project. Above 3000 households in the ten settlements are required to be re-located in the 3 identified re-settlement sites. The three re-settlement sites viz. Vadghar, Dapoli and Vahal villages has been selected in consultation with the airport project affected people as the sites are more or less close to their existing settlements. A comprehensive Draft of R & R Policy has been formulated for the airport project affected people based on the various R & R Policies of Govt. of Maharashtra, National Policy for Re-habilitation and Re-settlement of Govt. of India and other Govts. This draft of R & R Policy has been approved by the Board of Directors of the Corporation and under discussion with the airport project affected people at the level of Village, Grampanchayat, prominent local leaders, to give it the final shape. No. of meetings were held in the office as well as in the seven village Grampanchayats and it is noticed that the majority of the population being affected due to the project supports the airport project. Various suggestions made during such meetings by the villagers on the draft R & R Policy are under active consideration and will be incorporated suitably in consultation with the concerned Departments of Govt. of Maharashtra. A copy of the discussion is enclosed as Annexure-III in this chapter. draft R & R Policy under
8.9.1
R & R Entitlements The salient features of the R & R entitlements are allotment of developed plot free of cost, for residential and commercial settlement, additional developed land to nuclear family, financial assistance towards transport cost, reimbursement of nonrefundable fee, charges, duties, free vocational training and preferential placement to project affected people, compensation at replacement value of existing settlement, right to collect salvage structural material, one time financial grant of construction of house, free hold ownership with FSI 1.5 with 15% commercial, subsistence allowance for one year, reservation for job in unskilled and semi-skilled workers category and allotment of preferential equity.
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8.9.2 R & R Cost: Based on the draft R & R Policy and discussion held with the project affected people, a tentative R & R Policy has been worked out taking into consideration of various components of R & R such as; land requirement, land acquisition cost, land development cost, physical infrastructure cost, social infrastructure cost, housing plot and grants, transportation grant, one time grant, capacity building and training cost and substance allowance, works out to about Rs.370 Cr. Upon finalization of R & R entitlements, the process of re-settlement & rehabilitation as narrated in the R & R Policy of the project will commence and completed within 18 months, so as to make the airport zone free from the settlements to enable to start the development of the Navi Mumbai International Airport project. 8.9.2 Social Impact Assessment : During Environmental appraisal of project, by Expert Appraisal committee, Social Impact Assessment was carried out in project area. The study reveled that the project affected persons are well aware about the project and ready to support the project in lieu of attractive R & R package of benefit. The report further revels that PAP preferred to resettle near their existing settlements. A copy of the Social Impact Assessment is enclosed as AnnexureVII in this chapter.
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Chapter 8 Additional Studies

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EIA Study of Navi Mumbai International Airport