Annexure Vii Sia

CITY AND INDUSTRIAL DEVELOPMENT CORPORATION OF MAHARASHTRA LIMITED
SOCIAL IMPACT ASSESSMENT
August 2010
DHI (India) Water & Environment Pvt. Ltd., New Delhi
CITY AND INDUSTRIAL DEVELOPMENT CORPORATION OF MAHARASHTRA LIMITED Social Impact Assessment of Navi Mumbai International Airport
III Floor, NSIC-STP Complex, NSIC Bhawan, Okhla Industrial Estate, Delhi 110020, India Tel: +91 11 4703 4500 Fax:+91 11 4703 4501 e-mail: ajay@dhi.co.in Web: www.dhgroup.com
Client
CIDCO
Project
Clients representative
S. Sinha
Project No:
Social Impact Assessment of Navi Mumbai International Airport

Authors
17082010
Date
Dr. G.B. Nanda
17 August 2010
Approved by
Ajay Pradhan
Project Report
GB N
AJP/ ZST
AJP
17/08/2010
Revision
Description
By Classification
Checked
Approved Date
Key words
SIA
Open Internal Proprietary

No of copies
Distribution
CIDCO DHI
Mr. S. Sinha Mr. Ajay Pradhan, Managing Director
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CONTENTS
EXECUTIVE SUMMARY ................................................................................................................... 1 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 CHAPTER- I: BACKGROUND ............................................................................................. 7 CHAPTER-II: STUDY OBJECTIVES, METHODOLOGY AND SAMPLE SIZE ................................. 12 CHAPTER- III: GENERAL PROFILE OF PAP VILLAGES ......................................................... 16 CHAPTER IV: HOUSING STATUS OF PROJECT AFFECTED VILLAGES .................................... 21 CHAPTER V: SOCIAL AND DEMOGRAPHIC INDICATORS...................................................... 24 CHAPTER VI: ECONOMIC PROFILE OF PROJECT AFFECTED PERSONS ................................. 28 CHAPTER VII: INFASTRUCTURE FACILITIES AND COMMUNITY RESOURCES.......................... 32 CHAPTER VIII: SOCIAL IMPACT OF INTERNATIONAL AIRPORT PROJECT .............................. 35 CHAPTER IX: AWARENESS AND PRECEPTION OF AFFECTED PERSONS ON NAVI MUMBAI INTERNATIONAL AIRPORT PROJECT ................................................................................ 42 CHAPTER X: PERCEPTION OF AFFECTED PERSONS ON PAST REHABILITATION MEASURES OPTED BY CIDCO ........................................................................................................... 47 CHAPTER XI: CONCLUSIONS AND RECOMMENDATIONS ..................................................... 51
10.0
11.0
EXECUTIVE SUMMARY
Government of Maharashtra through City & Industrial Development Corporation of Maharashtra Ltd. decided to develop the Second Airport for Mumbai Region at Navi Mumbai called Navi Mumbai International Airport (NMIA). The project is going to affect a number of households, minor business activities and structures in the proposed airport area and the same are required to be re-located. Approximately 3113 families will have to be relocated. Keeping in view the R & R policy of the Government of Maharashtra and the National Policy of Resettlement and Rehabilitation, the present Social Impact Assessment (SIA) study was conducted by DHI (India) on behalf of CIDCO. The SIA study was proposed based on the principle that the affected persons should be better off on account of the project than they were before the project.
Study Objective
The broad objective of preparation of the current SIA has been to create a baseline understanding containing the features and populace in the immediate vicinity of the proposed project. The study covers issues relating to social problems and suggests typical mitigation measures of the PAPs. The specific objectives of the SIA is to identify PAPs by type and extent of loss; identify the possible adverse effects of the project on the people and the area and suggest culturally and economically appropriate measures for mitigation of adverse effects of the project.
Study Area
The Social Impact Assessment was carried out in all 10 affected settlements covering 7 revenue villages. Based on the 2001 census, the population of these settlements is 15,579 spread over 3113 households. The name of the revenue villages/ settlements are Targhar ( Kombadbhuje and Targhar settlements), Ulwe ( Ulwe and Ganeshpuri), Owel (Mulgaon, Vaghivlipada), Pargaon (Koli), Kopar, Vadghar (Chinchpada) and Vaghivli).
Sample Size
A total of 462 households (15% of the total PAP Households) were covered during the survey. The study was carried out through a random sample survey between 3rd August, 2010 and 15th August 2010. The study involved extensive baseline survey, identification of constraints (common property resources, and other social concerns), impact assessment on structures, and extent of land acquisition, consultations at village level, and collection, collation and analysis of data. It is estimated that for the construction of International Airport at Navi Mumbai, 2054 ha land is required out of which 1615 ha land is required for the airport zone and the remaining for the development of connectivity, construction of interchanges, laying of utilities, etc. The proposed project intends to acquire the remaining 457
Social Impact Assessment: Navi Mumbai International Airport
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ha land after completion of all requisite formalities. The SIA is conducted precisely to assess the socioeconomic conditions of affected persons and impact of the project.
The Study Findings: Housing Condition of the Project Affected Families
Housing condition is one of the important indicators of the general living condition of the affected population. Exhaustive information on various aspects of these assets has been collected. Housing characteristics like type, plot area, built-up area, ownership of house, year of occupation, and facilities available were collected to understand their living environment and quality of life. The findings reveal that barring a few respondent-PAPs, (less than 5%), others have their houses in the original gaothan, though the gaothan boundaries are almost frozen after CIDCOs acquisition of land. Only a few (around 4%) of the PAPs have mentioned having residential premises on encroached lands. Houses on encroached lands, though not significant, are a common feature in most of the villages. The survey findings also indicate that with more than eighty two per cent of the PAPs residing in kutchcha/ semi-pucca structures, the overall situation is not very bright. It can be deciphered from the findings that only 18% PAPs are living in pucca structures. In a village such as Targhar, lesser proportion of PAPs have nonpucca structures. In contrast, in villages like Kopar, Ulwe, and Valavli, more than 90% PAPs have kutchcha or semi-pucca premises. Around one-fifth PAPs have large houses, with a built up area of more than 1000 sq ft. More than one-third PAPs have a built up area of up to 500 sq ft. The scenario is more or less similar across all villages. Information was also collected on the plot area of the house. A few important results have emerged from the analysis of the housing data. These indicate that a majority of the PAPs are still confined to the gaothan boundaries, which are almost frozen. Only 22.8% households have individual connections for drinking water. In most of the villages, inadequate sources of water are a crucial problem and people fetch water from the neighbouring villages. In a nutshell, few PAPs are having poor living conditions as they reside in non-pucca houses with built up area less than 500 sq.ft. It is quite natural that the old housing structures would have low market value and that is evident from the self estimation of the cost of the house by PAPs.
Social Indicators
The establishment of International Airport will not only bring an alteration in the physical and geographical characteristics of the region, but also, significant changes in the social fabric, demographic profile and cultural
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heritage are discernible. Therefore, information relating to socio-demographic background of the project affected population was collected during the survey. The religious, caste and linguistic profiles of the PAPs indicate that the population under focus is homogenous. Barring a few, PAPs are predominantly Hindus. Almost 90% of them fall under the Other Backward Castes category. Out of the rest, about half belong to the Scheduled Tribe. On the whole, the project-affected people belong to the backward castes. Within these castes, a large proportion belongs to the agri sub- caste. Apart from the agri, the other major sub-caste in this region is koli. People belonging to this community are generally the fisher folk. Almost all the PAPs are Marathi speaking. The above three indicators clearly point to the homogenous religious, caste and linguistic background of the project-affected population.
Demographic Indicators
There is a fall in the family size over the years and the average family size, as per the survey data, is 5 in comparison to 8 members per family in 1970. But, the reduction in the family size may be due to gradual dismantling of the joint family system. As evident from the survey results, on an average, 2.2 families are formed out of the original family. Three-fifths of the population is married and live with their spouse. The age profile of the population indicates that more than a half of the PAPs fall into 19 to 60 years age group. Lack of employment opportunities, since losing their lands, have turned the families into single-earner households. The result is that the economic dependency ratio is close to 75%. Sex ratio of the population, which is a robust indicator of social development, unfortunately has declined over the years, and it is only 889. The effective literacy rate has gone up at the overall level. The literacy rate for the population under focus is 79.08 %.
Economic Indicators
With the changing economic scenario of the area it is imperative to understand the alterations in the economic profile of this affected population. A careful attempt was made to collect information on certain sensitive economic indicators despite usual hurdles in collecting authentic information under such circumstances. The study observed a low work participation rate among the PAPs which clearly indicates the dependence of family members on a single earner. The dependency ratio is quite high and has increased over the years. It is evident from the survey that effectively, 90 percent of the PAPs are full time workers. A sex-wise analysis reveals that 94% males are working full-time, whereas, the corresponding figure for the females is only 6%. Out of the total working PAPs, only 11.3% are females and in comparison to male workers a greater proportion of the female workers are into casual or part time jobs. An age-wise distribution of the working population shows that 95% of them belong to 19 to 60 years of age. More than a half of the households have single working member in the family and around one-fourth have two
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working members. Nearly 13% of the PAPs have more than 3 working members in the family, whereas, around one-tenth of the families do not have a single working member. Since most of the households have minimum number of working members, the household monthly income is very low. The study findings illustrate that 44.2% households have a monthly income of Rs 2500 to Rs 5000, while 30.9% households have a monthly income of Rs 5001 to Rs 10000. Only one-fifth (21%) households have the monthly income of above Rs 10,000. The households having more number of working members are found to be having more monthly income compared to the households having less number of working members. During the survey, very few PAPs reported having household businesses. Most of them own shops. Very few PAPS reported having domestic petty business and a majority of them hardly earn Rs.2000 a month from it. The study indicates that unskilled workers (both in formal or informal sectors) constitute more than one-third (35.3%) of the total working population, followed by 18.9% businessmen / traders / shopkeepers, 10.8% the skilled worker, and 10.4% farmers. Very few have reported to be in white-collar jobs.
Social Impact of the Project on Land, Community Property Resources, Livelihood of the Project Affected Persons including Vulnerable Sections Impact on Land
As discussed, the establishment of the new International Airport at Navi Mumbai requires 2054 ha of land, out of which, CIDCO has already 1341 ha in possession. The Government of Maharashtra is expected to transfer 256 ha of Government land. The remaining 457 ha is expected to be acquired from private individuals i.e., villagers of the ten settlements. The data further reflects that out of the total land, 303 ha are agricultural lands, 154 ha are non-agricultural land and 10 ha are Gaothans. The study also tried to find out average size of landholding. The findings reveal that average size of landholding of households is 0.4 ha. The data indicates that acquisition of land (both gaothans and agricultural lands) is certain to impact the livelihood.
Impact on Project Affected Persons
As per the census survey, a total of 15,579 persons comprising 8030 males and 7549 females from 3113 families would be affected by the project. The socio-demographic particulars of PAPS reflect that the average size of household works out to be 5.
Impact on Vulnerable families by category
A total of 331 affected families/households have been identified as vulnerable. Women Household Families comprise maximum percentage of the total vulnerable families. 98 ST families are also going to be affected.
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Impact on Livelihood
The livelihood of 3113 families would be disrupted due to the construction of new airport in Navi Mumbai. The economic activities performed by the local people play an important role in the local economy. Thus the proposed project will largely affect them as they derive their livelihoods from local based economic activities. Further, approximately 303 ha of agricultural land plots would also be affected due to land acquisition. Similarly, 16,584 ha in gaothans will also be affected. As a consequence there would be loss of livelihood depending on the area of land lost. All the 3113 families are required to be resettled. Shifting of the population from their native village to a new location may create additional impact on the livelihood of the affected persons. Therefore, provision for resettlement and rehabilitation assistance as per the degree of loss has to be incorporated in the R&R Policy. The resettlement and rehabilitation policy needs to provide support for livelihood restoration for vulnerable people as well as the general population as per the degree of loss.
Impacts on Common Property Resources (CPRs)
The habitation along the road is invariably linked with the establishment of common property resources. A total of 37 CPRs are likely to be affected. These include religious structures, schools, govt structures and passenger shelters at Bus stops. Effort needs to taken to minimise impact on religious and community structures/places as far as possible.
Adverse Impact of the project
Overall impacts of proposed project have been ascertained through the survey. The project impacts have been broadly classified as impacts on land, structures (residential, commercial, residential cum commercial and others), impacts on other immovable assets, impact on other property assets, impact on community property resources (religious structures, pir dargah, school, passenger shelter, etc) and impacts on their livelihood. For the first time, CIDCO is going to acquire gaothans. This is certainly going to create adverse impact on the PAPs. All these factors need to be given adequate care during the implementation of R & R Plan by CIDCO.
Conclusion and Recommendations
During the survey, it was observed that villagers in the project affected area are settled there since long time with well embedded and close knit social relationship among them which would be at stake if they will be relocated elsewhere. Livelihoods of the PAPs would be affected on displacement from the place for the purpose of bringing up the proposed Airport. With no secondary business at present, it may be very difficult on their part to sustain themselves and with the given socio-economic condition of the PAPs it would not be easy to find an alternative means on their own. In addition, this makes the PAPs obstructive as they have to be detached from their homestead land.
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However, it was observed during the primary surveys that a strong 69.2% of the PAPs supported the project provided they are given assistance towards promoting alternative means of livelihood or skill enhancement programmes. Major findings related to key issues such as general perception about the project, suggestions to mitigate hardships resulting from dislocation and loss of livelihood, the details of which are presented below: Most of the people are aware of the project; People were convinced about the importance of the New Airport region since it will bring development and enhance economic opportunities; People consented to cooperate if adequate compensation is given and Rehabilitation and Resettlement Plan is made clear to them before initiating the process of land acquisition; PAPs stated that backlog of compensation (under 12.5 scheme) should be cleared before initiating land acquisition process; Most people preferred to resettle near their previous place of business and residence; Cultivators preferred cash compensation at market rate. Land for land option was least preferred; Requests were made by the affected people for transparency in decision-making process with special reference to Airport project on regular basis; Generally people were not opposed to their relocation in nearby places and supportive responses were obtained from 69.2% of PAPs; PAPs wanted to know when land acquisition process would commence; People suggested that adequate safety measures should be undertaken particularly in reference to environmental issues. In line with the objectives of the study, there is hence a need to ensure that the project affected persons are better off on account of the project than they were before. The negative impacts on persons affected by the project should be avoided and compensated in the best possible manner. Broad entitlement framework of different categories of project-affected people should be formulated in a transparent manner. Appropriate grievance redressal mechanism should be established by the implementing bodies. Finally, all information related to resettlement preparation and implementation needs to be made transparent and affected persons participation should be ensured while planning and implementing the project.
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1.0
CHAPTER- I: BACKGROUND
Government of Maharashtra through City & Industrial Development Corporation of Maharashtra Ltd. decided to develop second Airport for Mumbai Region at Navi Mumbai called Navi Mumbai International Airport (NMIA). NMIA is proposed to develop in accordance with Policy of Airport Infrastructure and Procedure Guidelines for setting up a greenfield airport formulated by the Ministry of Civil Aviation, Government of India. NMIA is proposed to be developed on Public-Private partnership basis by setting up a Special Purpose Vehicle (SPV) in which CIDCO and Airport Authority of India (AAI) will hold equity to the extent of 26% and the rest will be held by a private developer. The SPV will design the Airport project, raise required resources, issue engineering procurement contract to build, operate and manage the Airport during the concession period and finally transfer back the Airport asset to government after recovering their investment. Efforts are on to carry out necessary studies to develop the project to bring it to a bidding stage for selection of the project developer for commissioning of NMIA by 2013-14 The NMIA project is going to affect a number of households, minor business activities and structures in the airport area and the same are required to be re-located. Resettlement of project affected persons (PAPs) is required to be an integral part of the NMIA project. A preliminary estimate indicates that approximately 3113 families will have to be re-located due to the NMIA project. Accordingly, keeping in view the R & R policy of Government of Maharashtra and National Policy of Re-settlement and Rehabilitation for Project Affected Families-2007, the present Social Impact Assessment (SIA) was proposed by CIDCO. The SIA study was proposed based on the principle that the affected persons are better off on account of the project than they were before. This approach ensures greater acceptability of the project to the people and is expected to facilitate its effective implementation. The SIA study was very important because the project activities involve expropriation of land from the current owners/users. The expropriation of land necessitates the eviction of the existing users and acquisition of land from the titleholders. Acquisition of land, eviction of gaothans may cause social disruption and economic loss for Project Affected Persons (PAPs) and their families. It is therefore important that disturbance and loss to PAPs due to project are minimized through proper planning. Therefore, Social Impact Assessment (SIA) of the project sites is very crucial to minimize its adverse social impacts. The SIA reveals critical social concerns and attempts to assess the extent and magnitude of impact because of the launching of the project. The broad objective of preparation of the SIA is primarily to
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generate a baseline understanding containing the features and populace in the immediate vicinity of the proposed project work. Social Impact Assessment study of the project is an important component of project preparation. GOI and GOM regulations require SIA during the design stage to avoid or reduce or mitigate potential negative impacts of project action and enhance positive impacts, sustainability and development benefits. The assessments also contribute to engineering design and result in the preparation of social action plans governing project implementation and the resettlement and rehabilitation of those who may be displaced.
1.1 Development of Navi Mumbai and the Role of City Industrial & Development Corporation of
Maharashtra (CIDCO)
The Government of Maharashtra recognizing the need of decongestion of city of Mumbai decided to create a counter magnet trans-harbour and duly constituted the City Industrial & Development Corporation of Maharashtra (CIDCO) in the year 1970, as a State Government enterprise, registered under the Companies Act, 1956, and entrusted the task of development of the area notified for the new town of Navi Mumbai. The proposed development, Navi Mumbai International Airport is a subset of development of the New Town of Navi Mumbai. The Corporation started functioning as a company fully owned by the State Government with initial subscribed capital of Rs. 3.95 crores from the State Government. It was entrusted with developing necessary social and physical infrastructure and was also entitled to recover all costs of development from the sale of land and constructed properties. CIDCO's corporate mission is to plan and create an environment-friendly, model, urban settlement with full fledged physical and social infrastructure to meet residential, commercial and industrial needs of the population at present and in the years to come. Over 40 years' experience in urban development has earned CIDCO a reputation as the premier town planning and agency in Maharashtra as well as in India. The growth of Navi Mumbai was aimed at decongesting Mumbai in respect of both population and commercial activities by shifting industries, market and office activities making the new city sustainable physically, economically and environmentally. Navi Mumbai is planned over an area of 344 sq. km for a target population of 20 lakhs and 8 lakhs jobs and for this purpose, land falling in 95 villages of Thane and Raigad districts was notified, excepting the exiting gaothans. Out of the total land required, 50 sq.kms. falls under two municipal councils of Panvel and Uran and
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the areas under MIDC, MSEB, Defence Department and gaothans. CIDCO was to acquire a net area of 294 sq. kms. for the project, of which 166 sq. kms. 57% were private lands, 27 sq. kms. 9% were salt pan lands and 101 sq. kms. (34%)were government lands. The notification for the entire land (private and salt pan) was done in 1970, under the Land Acquisition Act of 1894. The CIDCO data reflects that 67.5% of the total earmarked land has been acquired so far. Almost all demarcated salt pan lands and more than 70% of private agricultural lands have been acquired. However, only a half of the government lands demarcated for acquisition have been acquired so far. No displacement of settlements / gaothans was envisaged and the villages are retained at their existing locations and surrounding area was acquired by the Government of Maharashtra and vested in CIDCO for development and disposal for various activities required for city development. The existing 95 settlements are being integrated into the city development to minimize the disparity in the quality of physical, commercial and social infrastructure, between the urban and rural areas.
1.2
Navi Mumbai International Airport Project
Enhancement in aviation facilities in Mumbai is absolutely essential for keeping the leadership of Maharashtra in attracting Foreign Direct Investment thereby creating a place of pride for itself and add to the prosperity of its people. Therefore a second airport in the Mumbai Region has become imperative, as the existing airport at Mumbai, is fast reaching saturation level. To meet the growing demand of air travel CIDCO is soon going to develop a new airport. The location of the proposed airport at Navi Mumbai has been considered on several parameters. Prominent among these is the fact that Navi Mumbai is expected to absorb the future growth in population, business and commercial activity of the region. The availability of physical and social infrastructure coupled with environmental friendly site with minimum resettlement and rehabilitation makes the Navi Mumbai airport project technically and financially viable. Navi Mumbai is located in the Mumbai Metropolitan Region (MMR) and is adjacent to Mumbai. Mumbai Metropolitan Region consists of seven municipalities and has a population of 18.8 million. The region is the fifth most populous urban center in the world and is growing. The region accounts for nearly 25% of industrial output and 40% of foreign trade in India. In terms of air linkages, MMR is primarily served by Chhatrapati Shivaji International Airport (CSIA) located in Mumbai. CSIA handles nearly 27% air traffic and 31% air cargo of the country. The CSIA even with the proposed expansion of facilities would be able to handle an average of 20 million passengers per annum due to constraints on airfield capabilities and non-availability of land for expansion.
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CSIA has experienced unprecedented annual growth of more than 16 % in the last few years, reflective of the Countrys economic boom and the deregulation of the aviation sector. However, this landlocked airport surrounded by residential and business / commercial land users, with no room to spare, is severely restrained on the air and landside growth. Additionally, the airport has undertaken a 2 billion dollar expansion initiative, starting December, 2006, to improve the existing conditions and to increase overall capacity of the facility. This expansion is estimated to be completed by the end of 2010 but it is anticipated that CSIA, in its expanded form, will reach saturation point by 2012-2013. As the financial and commercial hub of India, Mumbai generates 5% of National GDP and contributes about 40% of Indias Tax revenue to sustainwhichs aviation facilities need to be improved in order to meet the ever increasing demand of air travel. In view of this, there is an imperative requirement for a Greenfield airport, near Mumbai, to sustain the requirements of the booming Indian aviation sector. Considering the limitation in enhancing the capabilities of the present airport coupled with high ground access time to reach the existing Airport, the Government of Maharashtra has offered to develop the second Airport in Navi Mumbai to enhance the aviation facilities in the region on Public-Private partnership basis. The project is proposed to be developed through PublicPrivate partnership by setting up a special purpose company with equity participation from City Industrial and Development Corporation (CIDCO), Airport Authority of India (AAI), Financial institutions and Private Entrepreneurs. The airport would be one of the world's few ''greenfield'' international state-of-the-art airports offering world class facilities to passengers cargo, aircrafts and airlines. The site of the airport is located in an area of 1615 hectares accommodating two parallel runways for independent parallel operation with provision of full length taxi ways on either side of the runways. The airfield has been designed to accommodate the new large aircrafts compatible to aerodrome code 4-F, conforming to specifications of International Civil Aviation Organisation (ICAO). Navi Mumbai International Airport will support the rapidly growing air travel needs of Mumbai Metropolitan Region. It is expected to absorb annually 10 million passengers in its first operational year 2014, doubling to 25 million by 2020 followed by 45 million passengers in 2025 and ultimately 60 million by 2030. The Navi Mumbai Airport would act as a powerful instrument in the growth of Maharashtra, particularly to the Mumbai, Nashik, Pune and Ahmednagar belt. Enhanced aviation facilities, particularly in Cargo handling will open up huge opportunity for export of agriculture produce, floriculture and high tech value industries to the world market.
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The presence of Airport would make the export / import of time critical cargo economical, efficient, and fast from proposed Navi Mumbai Special Economic Zone. Availability of high level of aviation service and convenience would bring high quality business and investment in the region. The growth in residential population in Navi Mumbai, rapid development of its Central Business District, coupled with economic activities such as Special Economic Zone, Jawaharlal Nehru Port Trust, Thane-Belapur and Taloja industrial areas and the huge catchment area ranging from Pune to South Mumbai would assure a steady growth rate in traffic at the new airport, thus assuring steady revenues to the investors. In addition the project opens up the states vast hinterland rich in agriculture, floriculture, hi-tech high value industries to the world market. Thus making the airport a focal point for emergence of a transshipment centre in the Asian region. The presence of Airport would make the export / import of time critical cargo economical, efficient, and fast from proposed Navi Mumbai Special Economic Zone. Availability of high level of aviation service and convenience would bring high quality business and investment in the region.
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2.0
CHAPTER-II: STUDY OBJECTIVES, METHODOLOGY AND SAMPLE SIZE
The Social Impact Assessment was carried out in all 10 affected settlements covering 7 revenue villages. The study involved extensive base-line survey, identification of constraints (common property resources, and other social concerns), impact assessment on structures, and extent of land acquisition, consultations at village level, and collection and collating of secondary data. The output is in the form this social assessment report which contains a brief description of the project highlighting constraints, if any; economic and development profile of the area emphasizing poverty alleviation and welfare schemes of Government; socio-economic condition of the villages based on primary data; discussions highlighting concerns of the people and expectations from the project; and assessment of impacts on structures, common property resources and land requirement. This SIA also provides a baseline against which mitigation measures and support will be measured and includes comprehensive examination of people's assets, incomes, important cultural or religious networks or sites and other sources of support such as common property resources. Analyses of survey results cover the needs and resources of different groups and individuals, including intra- household and gender analysis.
2.1 Objective of the Study (SIA)
The broad objective of preparation of the current SIA has been to create a baseline understanding containing the features and populace in the immediate vicinity of the proposed project work to be undertaken as well as the structures likely to be affected during the process. The study will cover issues relating to social problems and suggests general as well as typical mitigation measures to remove social problems that the PAPs are expected to experience, loss of livelihood, displacement and loss of access to community facilities etc. This study was undertaken with multiple objectives, though the central idea behind the exercise was to map out the socio-economic profile of the project affected people (PAPs) and assess the impact of the project on various social and community indicators. The specific objectives of the SIA have been as follows: 1. Identify PAPs by type and extent of loss; 2. 3. 4. Study the present Housing Status of the PAPS Study the present demographic and socio-economic profile of the PAPs; Identify the possible adverse effects of the project on the people and the area;
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5. Assess the awareness level and perception of the PAPs on the Airport project; 6. Study the opinion of the PAPs on rehabilitation policies of CIDCO 7. Suggest culturally and economically appropriate measures for mitigation of adverse effects of the project.
2.2 Study Methodology
The Social Impact Assessment has been prepared on the basis of information collected in respect of the people affected by the projects and also the area coming under the affected zone. In order to capture data for the present exercise, both Primary as well as Secondary sources were systematically tapped. While empirical study/survey was conducted in the affected area to identify the affected persons and list out the adverse impacts of the project, secondary source information was collected from a number of quarters such as from Census data, Statistical Hand book, office of the CIDCO, land records from Revenue Department and a host of other literature. Thus, the secondary sources information complemented the empirical data elicited through field survey from the affected people and other stakeholders. Since the Socio-Economic Survey is on the basis of which the SIA is prepared, it is necessary to describe the various stages of the exercise.
2.3 Social Assessment Process
The study depended extensively on primary data collected through surveys, socio-economic survey schedule and secondary data collected through census, and qualitative inputs through discussions with PAPs, local villagers and officials of CIDCO and also FGDs(Focussed Group Discussions) in the impacted areas etc. The entire exercise was done in a consultative process with the impacted persons and other key stakeholders. The study was conducted in six phases as has been reflected below: Stage I: Identifying tools and strategy for the study Stage II: Review of literature and understanding the context Stage III: Preliminary field visit and pre-testing of the tools of study Stage IV: Field Data Collection using different kinds of research tools Stage V: Analysis of Data and preparation of Draft SIA Stage VI: Finalization of SIA
2.4 Tools used for the Empirical Study
In the study, a number of tools could have been used to collect empirical data using highest level of professional skills. However, the following tools were used:
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I. Schedule Method (Socio-Economic Survey and Village Schedule) II. Interview Method (Key Informants and Key Stakeholders Interview) III. Focused Group Discussion (FGD) IV. Participatory Rural Appraisal (PRA) V. Case Study
2.5 Study Approach
The most important part was to assess the socio-economic profile of the project affected population through a detailed household survey. A sample survey of PAPs spread across 7 revenue villages covering 10 settlements was conducted for the very purpose.
2.6 Sample Survey of PAPS
All the seven revenue villages and 10 settlements were covered during the survey. A total of 15 percent households were selected from each of the villages during the field survey. The study was carried out through a random sample survey between 3rd August, 2010 to 15th August 2010. The table below presents the village-wise sample of PAPs interviewed during the course of survey:
2.7 S. No
Sample Size Revenue village Settlements Population No (HH) of Sample Size (HH) 91 62 10 15 71 37 167 9 462
Table 2.1 - Sample Size Households 1 2 3 Targhar Ulwe Owel Kombadbhuje Targhar Ulwe Ganeshpuri Vaghivlipada Mulgaon (Upper Owel) 4 5 6 7 Pargaon Kopar Vadghar Vaghivli Koli Kopar Chinchpada Vaghivli 2417 1243 5320 418 15579 476 251 1140 62 3113 520 642 65 76 2028 423 2991 620
Grand Total
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There are problems associated with any large sample survey. Necessary steps were taken to reduce these errors to the minimum. Given the large sample size, it was decided to go for a precoded questionnaire. Appropriate open-ended questions were also included to register the subjective responses. A pilot survey was conducted before finalizing the survey instrument. Given the sensitivity of the issue and the long list of queries to be made, sufficient time was spent with the respondents. A total of 20 field staffs were deployed in the field for the purpose. Instead of overcrowding one village, the field staff were divided into smaller teams and sent to different settlements. The investigators went through one-day rigorous training programme to understand the relevant issues, how to build the rapport with the respondents and also how to administer the questionnaire in mock sessions.
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3.0
CHAPTER- III: GENERAL PROFILE OF PAP VILLAGES
In addition to the survey of PAPs, the team decided to make a general survey of the existing living conditions in the villages included within the Navi Mumbai International Airport Project. The study was synchronic in nature and information was gathered through rapid interviews and group discussions. In almost every village the Sarpanch or other Gram Panchayat members were interviewed during the survey work. In many villages, care was taken to collect information from responsible persons like the school teachers, anganwadi workers and other available functionaries of the government. Discussions were held with the representatives of Tarun Mandals and Mahila Mandals The development of Navi Mumbai has had a tremendous impact on the villages. It is however apparent that the impact varies considerably, particularly when one compares villages located near developed nodes with those which are more remote. There is negligible difference observed on the characteristics of the 7 revenue villages. The villages vary considerably in their population sizes; they range from less than1000 to over 10,000. The most prevalent settlement sizes are 1000 to 2000 and 5000 to 10,000. As one enters the villages, Kuchcha houses are hardly to be seen. Most of the houses have been turned into semi-pucca or pucca with brick-cement walls and tiled roofs. However, the basic designs of the houses remain unchanged and the rooms in the houses are ill ventilated.
3.1 The Study Population
People of this region mainly belong to the Agri community, and mainly Hindus. They come under the other backward class category. The Agris are a community settled along the coastal belt in the North and Central Konkan region of Maharashtra. The word Agri is derived from the Marathi word Agar, which means a plantation of palm trees or a saltpan (Singh, 2004). Agri denotes a person who works in an agar. Now a days most of them speak Marathi in spite of their language Agri Bhasha (dictate) which resembles KonkaniMarathi. Agris are mainly non vegetarians and eat fish almost every meal. Alcohol consumption among them is common and now a days this habit is becoming also a status symbol. The Agri community has exogamous sub-divisions named as, Patil, Mhatre, Bhagat, Mahaka, Khare, Bhoir and Thakur. In olden days, marriage was a simple ceremony without dowry. But now a days marriage reflects on their social status. The practice of dowry has also penetrated in the community slowly. Arranging feast in both the parties concludes with an offering of paan. Inheritance of property is through male members, the common belief and popular perception about the community is aggression. It is very common to address this community as aggressive community. This is one behaviour of the local people which has made developing Navi-Mumbai a difficult task
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for the administrators. Not surprisingly, their leaders are co-opted into the development process, and they have gained heavily, at the cost of other (local) common people in the region.
3.2 Village Profiles
The houses in this study area consist of mostly pucca / semi- pucca structures. However, proper planning of most of the village is lacking. Migrants working in various industrial units located around these villages stay there on rental basis. The lack of infrastructural facilities like proper roads, drainage system and safe drinking water is highly visible, even though the residents possess big houses, luxurious cars, bikes etc. Such a haphazard growth of these villages may provide future challenges posed mainly by migrant population from outside. Presently they are one of the main sources of income (through rental housing) for the average villagers. 3.3 Gram Panchayat The Gram Panchayat and the activities of its members are very well seen in the village, while in some villages the Panchayat offices are located in good localities. The reservation of seats for women in these Panchayats has been followed strictly. It is further observed that in some villages, women candidates occupy even the non - reserved seats. The number of members in a Gram Panchayat are in the range of 7 to 17. It is significantly noticed in one of the villages that the number of women in the Gram Panchayat is as high as 7, including the position of Sarpanch and Dy. Sarpanch; which clearly reveals that wherever men are not able to settle their disputes for electing such positions among the men folk, they look forward to women candidates in their place, as women are more non controversial and also safe for men to deal the affairs of the Panchayat indirectly without occupying the positions. The significance of sharing power in Panchayats is increasing rapidly due to a higher role to be played by village Panchayats under the 73rd Constitutional Amendment; more so, new avenues of resources are emerging for Panchayats, due to the growing role of lands development all around. 3.4 Social Amenities A majority of the villages have Anganwadis. Almost all the villages have youth clubs or Tarun Mitra Mandals. Usually there is more than one youth club in a village. The clubs are usually backed by different political parties. These clubs provide facilities to play games like carrom, cricket and kabaddi. They organise tournaments and award prizes. Some of the youth clubs also provides gymnasium facilities. A few clubs organise welfare activities like blood donations, pulse polio programmes etc.
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These youth clubs, apart from organising sports meets, also organise Ganapati puja and Navratri festivals annually. Some of them also support banjo music troupes. On the whole, in addition to their cultural activities, the youth clubs have become an important means of social and political mobilisation both in the old villages and the new satellite townships in Navi Mumbai. Mahila Mandals are also a common feature. While some are involved exclusively in religious functions, others organise tailoring classes or help women to find jobs in the nearby industries. The residents of these villages have the benefit of modern amenities like cable TV, beauty parlours, hair dressing shops etc. Their life styles are becoming cosmopolitan with the migrants from different parts of the country settling down in these villages and influencing the original inhabitants. All the villages are characterized by places of worship. Each village generally has many temples or in a few cases, mosques. It is observed in all the villages that the original temples are being renovated and enlarged in size. Huge amounts are being spent for the purpose. Many of the temples could be enlarged, as funds became available after the temple lands were acquired and compensation was paid by CIDCO. Villagers also collect hefty donations for such works from the builders who carry out construction work in their areas, and also from the commercial units. In this area, people celebrate all Hindu festivals with lot of fun and fair. The Ganesh festival celebrations last for more than twenty-one days rather than usual eleven days in other places. During these days, people visit other houses to get Ganapati darshan. This is one occasion for the people to exhibit their lavishness in the form of wearing costly gold ornaments that draws attention of others and traveling by luxury cars. As regards the decorative gold ornaments, both male and female members appear to compete among themselves, which is highly visible for outsiders. In fact, displaying (by wearing) rich ornaments is a highly practiced status symbol in this community. The other festival, which we saw being celebrated, was Gatari Amavasya. On the day of the festival, people drink alcohol and celebrate the feast with non-vegetarian food. This day is the last day before the month of Shravan, which is considered an auspicious month. Apart from the above festivals, they celebrate Holi, Diwali etc. with a grand fervour. In spite of imbibing many urban traits, the villagers have not given up some traditional ways which are at the core of their identity. The old family and clan associations are still very much in vogue. Marriages still follow the rules of community endogamy and clan exogamy. The political battles are still won and lost on the basis of caste and community dynamics.
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3.5
Physical Infrastructure
Majority of the villages in the study area have schools run by Zilla Parishad and they are mostly up to the upper primary level. Almost all the schools occupy pucca buildings. The mid-day meal scheme at school level is well implemented in the area. The hygiene of the site / kitchen where the food preparation under the meal scheme takes place varies among the villages. All the children of the area have accessibility to schools and this shows that the Sarva Shiksha Abhiyan programme is well implemented in the study-area. The health care services in the study villages are in poor condition. Though the villagers have multistoried buildings, luxurious cars, but the availability of public health service to them is very poor. Though several villages have one or two private doctors, their authenticity and capability is dubious. Though health care services are the prime concern for the people, the availability and accessibility of the health services in these villages is not very adequate with the nearest hospital being at Kharghar MG Hospital 6km away. All the villages are fully electrified and many houses have individual meters. Though water connections have been provided to all the villages, there are considerable variations in water supply. In some villages, houses have individual connections while in others there is a dependence on public taps. Wells are also a source of water in some villages. The drainage and sewerage systems also show considerable variations. In a majority of the villages, this physical infrastructure is hardly developed and one finds open drains and no sewerage system. A few houses have their own individual toilets. Community toilets have been constructed by CIDCO in most of the villages. However, in many villages, the toilets are not maintained properly and suffer from inadequacy of water. Hence people have not given up their old habits of going to the open fields for easing themselves. Such a habit is proving difficult as new houses and industries are coming up and open fields are fast disappearing. Almost all the villages have shops, grocery shops being the most common and nearly all the villages have ration shops. There is a distinct contrast between villages in the neighbourhood of developed nodes and those in the interior. In the former, there are numerous shops, many specialized and a clearer demarcation of commercial and residential areas. In the latter, shops are few and small; they are generally operated from residential premises. Banks are not found in almost all the villages. The villages are dependent on the developed nodes in their proximity for facilities like a post office, police station etc. The villages are well connected by road and they are served by buses.
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3.6
General Economy
The development of Navi Mumbai has had a tremendous impact on the general economy of the villages. The traditional occupations were primarily agriculture and fishing. With the acquisition of lands by CIDCO, the traditional economic base has disappeared and the villagers have been forced to shift from primary to secondary and tertiary activities. Now, many are employed in industries in the area. For example, in Pargaon village, several PAPs are working in industries, such as BPCL, JNPT, ONGC, MSEB etc. Another source of livelihood is petty business. These thrive in villages near developed nodes or near a major routeway. A variety of shops have developed which cater to requirements of automobile traffic as well as consumer demands. Contract jobs are also taken up particularly by the unemployed youth. Many young unemployed men have their own means of livelihood and have tried to become self-reliant. They have purchased autorickshaws to earn their living. In a number of villages, women work as maid servants in the developed nodes. Mahila Mandals have, in a few cases, taken up contract jobs of sweeping and cleaning in the factories. Another common characteristic is the renting of rooms due to demand for housing in the developed nodes.
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4.0
CHAPTER - IV: HOUSING STATUS OF PROJECT AFFECTED VILLAGES
Broadly speaking, a house with a mud floor, enclosed by walls usually made of bricks and with a roof of country or Mangalore tiles, represented the dwelling of a majority of the villagers in these regions. The physical structures in the villages have undergone significant changes over the years. Housing condition is one of the important indicators of the general living condition of the population in question. Exhaustive information on various aspects of these assets has been collected. Housing characteristics like type, plot area, built-up area, ownership of house, year of occupation, and facilities available are discussed here, mainly to understand their living environment and quality of life. Barring a few respondent-PAPs (less than 5%), others have their houses in the original gaothan, though the gaothan boundaries are almost frozen after CIDCOs acquisition of land. Only a few (around 4%) of the PAPs have mentioned having residential premises on encroached lands. Houses on encroached lands, though not significant, are a common feature in most of the villages. The delay in implementing 12 and half % scheme have led to the encroachment on the CIDCO acquired lands, as the existing gaothan space can no more contain natural expansion of the population. Due uncertainty prevails about such unauthorized constructions, CIDCO has the same in consultation and approval of the Government to regularise such construction.
Table 4.1-Housing Status
Particulars Location of the House Original Gaothan GES Plot 12.5 Land Any other Type of House Kutchcha Semi Pucca Pucca House Plot Area of House (in sq. ft.) Upto 500 501-1000 1001-2000 2001-5000 160 196 96 26 34.5 38.2 21.0 5.8 57 322 83 12.3 69.8 18.0 439 1 3 19 95.0 0.3 0.6 4.0 Number Percentage
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More than 5000 Average Built-up Area of House (in sq.ft.) Upto 500 501-1000 1001-2000 2001-5000 More than 5000 Average Source of Drinking Water Well Hand pump Tubewell Individual Connection Others Separate Kitchens Yes No Separate Bathroom / Toilets Separate Bathroom / Toilets Yes No Electric Connection Yes No House Ownership Status Owned Rented Prior to 1950 1950-1970 1971-1980 1981-1990 1991 and above
0.4 877.7
182 191 74 13 1
39.6 41.2 16.4 2.8 0.1 876.4
48 18 6 106 282 404 58
10.7 4.1 1.4 22.8 61.0 87.4 12.6
79 383 446 12 449 9 288 16 26 78 44
17.7 81.7 99.1 0.9 99.2 0.8 66.8 3.7 5.4 14.5 9.5
Year of Occupancy of the Present House
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The survey results indicate that with more than eighty two per cent of the PAPs residing in kutcha or semipucca structures, the overall situation is not very bright. It can be deciphered from the findings that only 18% PAPs have pucca structures. In village such as Targhar, lesser proportion of PAPs have non-pucca structures. In contrast, in villages like Kopar, Ulwe, and Valavli, more than 90% PAPs have kutcha or semi-pucca premises. Around one-fifth PAPs have large houses, with the built up area of more than 1000 sq ft. More than one-third PAPs have the built up area of up to 500 sq ft. The scenario is more or less similar across villages. Information was also collected on the plot area of the house. A few important results have emerged from the analysis of the housing data. These indicate that a majority of the PAPs are still confined to the gaothan boundaries, which are almost frozen. Only 22.8% households have individual connections for the drinking water. In most of the villages, inadequate sources of water are a crucial problem and people fetch water from the neighboring villages. In a nutshell, few PAPS are having poor living conditions as they reside in non-pucca houses with built up area less than 500 sq.ft.. Most of the houses of the PAPs are old houses and only very few are recently constructed premises. It is quite natural that the old housing structures would have low market value and that is evident from the self estimation of the cost of the house by PAPs.
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5.0
CHAPTER V: SOCIAL AND DEMOGRAPHIC INDICATORS
The establishment of International Airport will not only bring an alteration in the physical and geographical characteristics of the region, but also, significant changes in the social fabric, demographic profile and cultural heritage. The cosmopolitan environment dominates the socio-cultural fabric of the region, as the migratory population is now higher in number than the original population and occupies majority of the geographical space. Thus, the overall living condition of the original population, which is more or less confined to the gaothans are influenced. This analysis is confined to the assessment of socio-demographic background of the project affected population. 5.1 Social Background
The religious, caste and linguistic profiles of the PAPs indicate that the population under focus is homogenous on these parameters. Barring a few, PAPs are predominantly Hindus. Almost 90% of them fall under the Other Backward Castes category. Out of the rest, about half belong to the Scheduled Tribes. On the whole, the project-affected people belong to the backward castes. Within these castes, a large proportion belongs to the agri sub- caste. Apart from the agri, the other major sub-caste in this region is koli. People belonging to this community are generally the fisher-folk. Almost all the PAPs are Marathi speaking. The above three indicators clearly point out the homogenous religious, caste and linguistic background of the project-affected population.
Table 5.1 Social Indicators Particulars SOCIAL INDICATORS Religion Hindu Muslim Christian Neo-Buddhist Caste Upper Caste OBC SC ST Neo-Buddhist N.A Mother Tongue 14 404 4 26 7 7 3.2 87.6 1.0 5.6 1.5 1.2 450 5 7 1.5 98.8 1.2 Number Percentage
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Marathi Hindi
460 2
99.4 0.6
5.2
Demographic Indicators
There is a fall in the family size over the years and the average family size, as per the survey data, is 5 in comparison to 8 members per family in 1970. But, the reduction in the family size may be due to gradual dismantling of the joint family system. As evident from the survey results, on an average, 2.2 families are formed out of the original family. Three fifths of the population is married and live with their spouse. The age profile of the population indicates that more than a half of them fall into 19 to 60 years age group. Lack of employment opportunities, since their losing their lands, have turned the families into single-earner households. The result is that the economic dependency ratio is close to 75%.
Table 5.2 Demographic Indicators Particulars Gender Male Female Marital Status Married Unmarried Divorced / Separated Widow / Widower Literacy Rate Literacy Rate excluding 0-6 age group population Male Effective Literacy Rate Female Literacy Rate Sex Ratio Family Size Single 2-3 4-5 6-7 8 or more Average Family Size Dependency Ratio 9 46 153 152 102 462 2.0 10.0 33.1 32.9 22.1 5.0 74.35 90.94 67.23 889/1000 79.08 269 157 9 33 58.4 34.0 0.2 7.3 244 218 52.9 47.1 Number Percentage
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Division of Household after Land Acquisition in the past Yes, divided No, not divided None (Families remained as it is, i.e. joint families) 2 families made out of one joint family 3 families made out of one joint family 4 families made out of one joint family 5 families made out of one joint family 6 and more Average Distribution of Family Members by Age Upto 5 years 6-14 years 15-19 years 20-29 years 30-39 years 40-49 years 50-59 years 60 years and above Illiteracy Primary Secondary SSC HSC/ Inter Graduation and above 47 63 52 102 71 55 37 34 47 70 151 113 52 24 10.2 13.8 11.3 22.2 15.3 11.8 8.0 7.4 20.3 11.2 31.2 22.5 10.2 5.1 20 4.5 2.28 26 5.7 44 9.5 78 16.9 81 17.5 250 212 212 54.1 45.9 45.9
Number of Households formed out of the Original After Land Acquisition
Distribution of Family Members by Education (excluding 0-6 age group population)
Sex ratio of the population, which is a robust indicator of social development, unfortunately has declined over the years, and it is only 889. This is a comparatively low figure as the sex ratio for the rural segment of this region is higher as per the results of latest Census. The effective literacy rate has gone up at the overall level.
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The literacy rate for the population under focus is 79.08%. There is an improvement in the overall literacy ratio of the PAPs over the years. In the present scenario, it seems that though the literacy ratio for the region, on the whole, has improved. Sex differentials in the literacy achievements across villages are revealed. At overall level, the literacy ratio for the males is around 90%, whereas, the same for their female counterparts is 67% only. This favourable literacy ratio, which is better than other rural areas of this region, however, does not indicate a great achievement in the educational sphere. According to the survey findings, very few PAPs have attained graduation or a higher degree. Several factors may be responsible for this paradoxical situation. The educational infrastructure available in most of the villages is only up to the primary level. Lack of proper transport facility and financial constraints restrict many families to send their children to other villages or developed nodes for education. Secondly, the lack of job opportunities has brought a kind of despondency among the parents. Thirdly, the quality of education seems to be very poor and thus the educated youth of these villages are unable to perform well in higher levels, and cannot compete with students of other villages and the developed nodes. Again, the parental attention is lacking in general, as most of them have poor educational background.
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6.0
CHAPTER VI: ECONOMIC PROFILE OF PROJECT AFFECTED PERSONS
With the changing economic scenario of the area it is imperative to understand the alterations in the economic profile of this affected population. A careful attempt was made to collect information on certain sensitive economic indicators despite usual hurdles in collecting authentic information under such circumstances. The study observed a low work participation rate among the PAPs which clearly indicates the dependence of family members on a single earner. The dependency ratio is quite high and has increased over the years. Moreover, the status of a section of the working population is casual or part time, which indicates the prevalence of underemployment situation. Thus, effectively, 90 percent of the PAPs are full time workers. A sex-wise analysis reveals that 94% males are working on full-time, whereas, the corresponding figure for the females is only 6%. Out of the total working PAPs, only 11.3% are females and in comparison to male workers a greater proportion of the female workers are into casual or part time jobs. An age-wise distribution of the working population shows that 95% of them belong to 19 to 60 years of age. More than a half of the households have single working member in the family and around one-fourth have two working members. Nearly 13% of the PAPs have more than 3 working members in the family, whereas, around one-tenth of the families do not have a single working member. It is important to mention here, that the data on income distribution indicate that 4% of the families have not mentioned about their income.
Table 6.1 Economic Profile of the Households Particulars Television Washing Machine Refrigerator Computer Internet Landline Phone Mobile Gas Motorcycle / Scooter / Moped Auto Rickshaw Number 447 105 331 39 14 145 417 429 327 100 Percentage 96.7 22.7 71.6 8.4 3.1 31.3 90,3 92.8 70.7 21.7 Number of Households owning various Household Items
Distribution of PAPS owning at least one Vehicle
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Tempo Tractor Truck Jeep Car Boat 0 1 2 3 4 5 Households Monthly Income 2500-5000 5001-10000 10001-15000 15001-20000 20001 plus N.A One member household 2 member household 3 member household 4 member household 5 member household 6 member household 7 member household 8 member household More than 9 members
24 13 26 25 97 11 46 241 115 46 10 4 204 142 52 20 24 18
5.1 2.8 5.6 5.4 20.9 2.3 9.9 52.1 24.9 10.0 2.2 0.9 44.2 30.9 11.3 4.4 5.3 3.9 2625.00 4923.96 7253.93 6929.65 8155.30 8227.27 9605.59 8904.24 13319.06
Number of Working Members in the families
Average monthly Income against the family size
Working Status of the family Members Full Time Part Time Casual Fisherman 601 39 29 53 89.8 5.9 4.3 7.9
Distribution of Workforce by Occupation
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Farmer Broker / Real Estate Business / Trader / Shop keeper Managerial / Supervisory Skilled Worker Unskilled Worker College / School Teacher Clerk Transport operator Part time- (Others) Place of Work No response Government Office Private sector office Industrial unit Commercial Unit Land Sea College / School AMPC Others
70 16 127 21 72 237 9 14 43 7 9 57 85 80 51 64 47 14 2 260
10.4 2.4 18.9 3.2 10.8 35.3 1.4 2.1 6.5 1.1 1.4 8.3 12.7 12.0 7.6 9.6 7.0 2.1 0.4 38.8
The study observed that almost all the surveyed houses have the television, gas connection and mobile phones in their houses, while most houses (71.6%) have refrigerators in their houses. Nearly one-third (31.3%) houses have landline phone and more than one-fifth (22.7%) houses have washing machine. Only 8.4% houses have computers and of that, very few have the internet connection. The study further monitored that majority of the PAPs are having motorcycle / scooter / moped, while more than one-fifth PAPs are having car. Also, more than one fifth PAPs are having auto rickshaw. Out of the total surveyed PAPs, 26 are having truck, 25 are having jeep, 24 are having tempo, 13 are giving tractor and 11 PAPs are having boat. The study then tried to explore the number of working members in the households. It was observed that majority (52.1%) households have only one working member, while one-fourth (24.9%) households have two working members. While one-tenth families have three working members, only 14 surveyed households have
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more than three working members. It was also surprising to observe that one-tenth of the surveyed households do not have any working members. Since most of the households have minimum number of working members, the household monthly income is very low. The study findings illustrate that 44.2% households have the monthly income of Rs 2501 to Rs 5000, while 30.9% households have the monthly income of Rs 5001 to Rs 10000. Only one-fifth (21%) households have the monthly income of above Rs 10000. The households having more number of working members are found to be having the more monthly income compare to the households having less number of working members. During the survey, 18 households did not want to disclose their monthly household income to the survey team. During the survey, it was also observed that the larger family size is having larger income. The average monthly income of a family having one member is Rs 2625, while it is Rs 4924 in case of two member household. The average monthly income of a three member family is Rs 7254; of a four member family is 6930. When the study tried to know the working status of the working members in the family, it was found that most (89.8%) working members are working on full time basis, while only 5.9% are working on part time basis. Also, 4.3% are working on casual basis. Further, the study intended to identify the occupation of the working members. As per the study results, unskilled workers (both in formal or informal sectors) constitute more than one-third (35.3%) of the total working population, followed by 18.9% are the businessman / trader / shopkeeper, 10.8% are the skilled worker, and 10.4% are the farmer. Very few have reported to be in white-collar jobs. During the survey, very few PAPs reported of having household business. Most of them own shops. Very few also PAPS also reported of having domestic petty business and a majority of them hardly earn Rs.2000 a month from it. The study also observed that landed property is possessed by few PAPs. The survey also found that very few PAPs have the landed property. Most of the PAPs who have landed property reported that they have agricultural land, while the rest have non-agricultural land. But majority of the PAPs reported of owning more than one house.
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7.0
CHAPTER VII: INFASTRUCTURE FACILITIES AND COMMUNITY RESOURCES
Through the present study, information was collected on the status of infrastructure facilities available in the villages. The findings of the study are highlighted below: 7.1 Physical Infrastructure
On the whole, around two-fifths of the respondents have expressed their gross dissatisfaction about the available road facilities. Majority of households do not have individual water connections. PAPs are relying on common sources for water and face a lot of hardship as the pressure of water is quite low and the duration of supply is very less. Thus, water supply is a crucial problem to be addressed. More than a half of the PAPs are not satisfied with the present situation and have demanded improvement in the water supply. As per the present study, around one-third of the PAPs have got toilets in their houses and the rest attend the natures call in open fields. The dissatisfaction level of villagers regarding the availability of septic tanks confirms this. Less than one-tenth of them have expressed satisfaction with this facility and around a half of them have indicated the non-availability of such facilities. Significantly, cent percent villages in Navi Mumbai area are electrified. Almost two-thirds of the PAPs are satisfied with this service provision. Load shedding and consequent power failure at frequent intervals in certain villages are reported which cause inconvenience to the villagers. This is reflected in the response of nearly one-third of the PAPs, who want improvement in the service. In many of the affected villages, PAPs suffer difficulties because of the lack of transport facilities. Many PAPs of Owe and Valavli have complained about the lack of proper transport facility. 7.2 Social Infrastructure
Though primary schools exist in almost all the villages, high schools are not available in many of them. Colleges are very few and villagers particularly of remote areas face problems in sending children to high school or colleges due to lack of proper transport facilities. Half of the PAPs are not satisfied with the quality of schooling and more than one-fourth of them are totally dissatisfied with the existing infrastructure. It is also observed about a half of the respondents have pointed out the lack of any medical facilities in their villages. As regards the recreational and community facilities, nearly 70% of the PAPs have pointed out their absence and another 7% are totally dissatisfied with the existing provisions. Religious institutions are active in almost all the villages and temples and mosques are regularly maintained. Villagers and temple/ church/ mosque trusts take care of these places. In some villages, new temples are
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constructed mostly with the contributions from builders and contractors operating in the area. Villagers are generally satisfied with these facilities as nearly 90% of the respondents expressed their satisfaction Playgrounds are not available in most of the affected villages. Nearly 86% of the respondents have mentioned non-existence of these facilities and a few of them are totally dissatisfied with the status of existing playgrounds. Banking network does not cover most of the affected villages. Some villages, which are closer to developed nodes, have the access to the banking services. The postal services are also not satisfactory. Less than one-fourth of the PAPs are satisfied with this facility. 7.3 Community Resources
As stated earlier, there is a drastic change in the land use pattern of the Navi Mumbai region. In 1973, half of the total area (344 sq. km) was cultivable land; tidal flats and salt pans constituted nearly one-fourth of the total area, and 14.5% was covered by forests and hills. Industrial area was confined to only 8.5% of the land area and defence set ups and MSEB occupied less than 1.4% of the total area. Gaothans constituted only 0.8% of the Navi Mumbai area. There is now a drastic change in the land use pattern of the region. This is evident from the projected land use pattern which shows that nearly two-fifths of the total space of this region is demarcated for residential purposes. An increase in land allocation for residential use and the airport is in line with a reduction in allocation for the regional parks and no development zones. Thus, many community resources, which used to be the source of livelihood and recreation for the population under focus, would not be available to them. To understand the changing pattern and the pre and post project scenario in terms of the availability of these resources, the team enquired about the perception of respondent PAPs in this regard. The striking change in the land use pattern is evident from the responses of PAPs. As many as 90.8% of the PAPs acknowledged the accessibility to some kind of community resources prior to the Navi Mumbai project. In contrast, only 37.7% of PAPs have mentioned about the availability of any such resources presently. Ponds and water resources used to be accessible to 44.1% of the PAPs and another 20.1% had access to forest resources in the nearby area. Earlier, salt production was one of the main activities and 17.6% of the PAPs have mentioned of having access to salt pans in the area. Availability of grazing ground was acknowledged by 8.4% of the respondents. In fact, quite a few PAPs expressed their inability to keep cattle due to the changing situation as grazing grounds are not available. Regarding the scarce resources presently available, barring a few, others have mentioned these resources to be the original resources. Only a very few (0.7%) PAPs have mentioned that some resources were made available by CIDCO and another few (1.5%) stated that these were provided either by some other agencies or created by the community itself. On the whole, the study findings reflect that the status of infrastructure facilities in the villages is by and large unsatisfactory, and villagers face problems due to lack of or deficiency of certain basic amenities. Regarding
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the physical infrastructure, water problem is acute in some villages and, on the whole, nearly one-third of the PAPs are grossly dissatisfied with the service provision and another one-fourth are partly satisfied, and they seek some improvement in the water supply. Proper drainage and sewerage system are by and large missing in many villages which is reflected in the responses of half of the respondents, indicating the lack of the facility. Less than one-tenth of the PAPs are fully satisfied with the existing provision. The internal roads of the villages are rarely pucca and some villages are still isolated and not properly connected to the nearby villages or developed nodes. Nearly two-fifths of the respondents are dissatisfied with the condition of roads and more than 30% are only partly satisfied. Hence, only around one-third of them seem to be happy with the condition of roads. Around a half of the PAPs seem to be happy with the transport and communication facility. However, there are significant variations across villages, regarding all the infrastructure provisions. Public amenities like schools are available upto the lower level (the primary) in almost all the villages. High schools are available only in limited villages. Educational achievements of the PAPs are of a very low level. The existence of primary schools in almost all the villages had some dent on the literacy rate, but a very few of the PAPs have made it even to the matriculation level. Inaccessibility to junior or senior colleges can only be one of the reasons for it. Several respondents found higher level of education of no use, given limited job opportunities in the area. Several families have availed the benefit of stipend for some vocational training but they have stated of not making much use of it, as they could not get employment in the formal sector. CIDCO spends a large amount of its rehabilitation expenditure on the education of children of PAPs but it is not having much effect as in very few villages higher level schools are available and parents are reluctant to send their children, especially girls, to the far off schools. The other important social infrastructure, the medical facility, is in a dismal state. In many villages no such facility is available. Recreational facilities are lacking in most of the villages and only 18% respondents, on the whole, have expressed their satisfaction with the existing facilities. Playgrounds are not available in most of the villages. Significant changes in the land use pattern have depleted the age-old community resources. More than 90% of the PAPs mentioned about having access to these resources prior to the CIDCO project. Now less than two-fifths of the respondents have expressed the availability of such resources. Within the panchayat boundaries of few villages, a few industrial units have come up which pay tax to their panchayats.
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8.0
CHAPTER VIII: SOCIAL IMPACT OF INTERNATIONAL AIRPORT PROJECT
The land requirement of the airport works out to 2054 Ha. Consisting of 1615 Ha for airport zone and remaining for the development of connectivity, construction of interchanges, diversion and training of rivers, laying of utilities, etc. The above lands are already notified for the development of Navi Mumbai city and airport is one of its components of infrastructure development. The entire land required for the airport development belongs to 16 villages spread over in two Talukas mentioned above. The 2054 Ha. Land consists of 1154 Ha. of land in possession of the Corporation, 443 Ha. Government land under transfer to CIDCO and 457 Ha. of private land. The process of acquiring the 457 Ha. Of private land is already made by the corporation and the notification of the same would be issued after completion of all requisite formalities. The present Social Impact Assessment is being conducted precisely to assess the socio-economic conditions and the likely impact of the project on the Project Affected Persons. The following table gives the village-wise land status: 8.1 Status of Land for the Airport Project
The total land required for the proposed Airport project is cited below:
Table 8.1 Status of Land for the Airport Project S. no. Village Land Required 1 2 3 4 5 6 7 8 9 10 11 12 13 Vadghar Kopa Pargaon Pargaon-Dungi Owale Ulwe Targhar Panvel-A Waghiwali Kamothe Bambavi Vahal Kundevahal 68.042 197.866 157.831 150.314 333.146 279.336 145.9248 61.937 226.975 197.369 126.715 20.81 9.197 Land Possession CIDCO 53.391 186.728 0.794 24.693 100.558 263.054 144.2362 61.936 0.000 109.823 124.296 20.81 0.000 14.651 11.138 155.693 125.621 232.506 16.645 2.388 0.000 226.975 87.553 2.419 0.000 9.197 in Land not in Pvt. of possession to acquired 14.166 8.401 67.067 93.687 180.879 12.459 1.194 0.001 59.040 0.652 2.419 0.000 9.197 0.485 2.737 88.626 31.934 51.627 4.186 1.194 0.000 167.935 86.901 0.000 0.000 0.000 Land Government land to be be transferred
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14 15 16 Total
Dapoli Sonkar Manghar
11.282 63.585 3.372 2053.702
6.087 57.499 0.000 1153.905 56.19%
4.115 0.000 3.372 899.413 43.79%
4.115 0.000 3.372 456.649 22.24%
1.080 6.060 0.000 442.765 21.56%
A total of 10 settlements from 7 revenue villages are required to be acquired as the same falls in the airport zone. Based on the 2001 census, the population of these settlements is above 15000 spread in 3113 households. The following table shows the details of settlement population, household, revenue village and the location of the settlements. 8.2 Settlements, Population, Gaothans within Airport Project Area The details regards to the above points has been described in the below table:
Table 8.2 Settlement Areas, Population and Gaothans within Airport Project Area S. No 1 2 3 Revenue village Targhar Ulwe Owel Settlements Kombadbhuje Targhar Ulwe Ganeshpuri Vaghivlipada Mulgaon (Upper Owel) 4 5 6 7 Pargaon Kopar Vadghar Vaghivli Koli Kopar Chinchpada Vaghivli 0.84 1.094 3.15 1.65 16.584 2417 1243 5320 418 15579 476 251 1140 62 3113 1 1.6 520 642 65 76 Gaothans Area (Ha.) 1.92 1.61 3.72 2028 423 Population 2991 No 620 of Households
Grand Total
8.3.
PROJECT IMPACTS
Infrastructure development projects bring numerous benefits, boost up economic growth but also cause adverse social impacts.
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8.3.1
Likely Positive Impacts
The study observed majority of PAPs are in favour of establishment of new International Airport in Navi Mumbai. More than two-third of the PAPs perceive better infrastructure will be made available for the localities. A majority also perceive new employment as well as business opportunities will come after the establishment of the new airport. Finally, they perceive, the living standard and life style of the PAPs will improve after the establishment of New Airport.. 8.3.2 Adverse Impacts
Overall impacts of proposed project have been ascertained through the survey. The project impacts have been broadly classified as impacts on land, structures (residential, commercial, residential cum commercial and others), impacts on other immovable assets, impact on other property assets, impact on community property resources (religious structures, pir dargah, school, passenger shelter, etc) and impacts on their livelihood. For the first time, CIDCO is going to acquire gaothans. This is certainly going to create adverse impact on the PAPs. Besides, the change in living standard of the PAPs, the environmental hazards are also likely to create adverse impact. All these factors need to be given adequate care during the implementation of R & R Plan by CIDCO. 8.3.3 Impact on Land
As mentioned earlier, for the establishment of the new International Airport at Navi Mumbai, total land required is 2054 ha out of which, CIDCO has already 1341 ha land in its possession. The Government of Maharashtra is expected to transfer 256 ha land. 457 ha land is to be acquired from the private persons i.e., villagers of the ten settlements. Table 8.3 Land Requirement Status
Total Land required Total land in possession of CIDCO Total land available with Government Total Land to be acquired from Villagers 2054 ha 1341 ha 256 ha Private Persons / 457 ha
As per the above statistics, 457 ha land are required to be acquired from the villagers. The study further tried to find out the present status of these lands. The data reflects that out of the total land, 303 ha are agricultural lands, 154 ha are non-agricultural land and 10ha are Gaothans.
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8.3.3.1 Impact of Land on Households Table 8.4 Total Land to be Acquired

Total Land to be acquired from HH Total Agricultural land Total non-agricultural land Total Gaothans 457 ha 303 ha 154 ha 10 ha
Further, the study tried to find out average size of land-holding. The study finding further reveals that average size of landholding of HH is 0.4 ha.
8.3.3.2 Impact of Land on Households
Table 8.5 Average Landholding Size Average size of Landholding Average size of Agricultural landholding Average size of non-agricultural land holding Average size of Gaothans (households) 0.4ha 0.1 0.05 349
The above figures certainly indicate that land (both gaothans and agricultural lands)is certainly going to impact the livelihood of the project affected families residing in these seven revenue villages. 8.4 Project Affected Persons
As per the census survey, a total of 15,579 persons comprising 8030 males and 7549 females from 1313 families would be affected by the project. List of affected villages highlighting the population figure is given in the table below. Maximum number of households has 4-6 family members followed by households having more than 8 members. The average size of household works out to be 5. The details with regard to households, population and family size is given in the below tables:
8.4.1 Number of Households in the project Villages
Table 8.6 Number of Households in the Project Villages Village Kopar No. of Households 251
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Owle Paragaon Targhar Ulwe Vadghar Vaghivali Total
141 476 620 423 1140 62 3113
8.4.2
Total Population of the project Villages
Table 8.7 Total Population of the Project Villages Village Kopar Owle Paragaon Targhar Ulwe Vadghar Vaghivali Total Population 1243 1162 2417 2991 2028 5320 418 15579
8.4.3
Population distribution on Gender
Table 8.8 Population distribution on Gender Gender Male Female Number 8030 7549 Percentage 51.5 48.5
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8.4.4
Vulnerable families by category
A total of 331 affected families/households have been identified as vulnerable. The table belowprovides distribution of vulnerable families as per the criteria indicated. Women Household Families comprise maximum percentage of the total vulnerable families. 98 ST families are also going to be affected. Therefore, the vulnerability of affected families needs to be verified by CIDCO during implementation of RAP so as to provide them additional assistance in the R&R Policy. Table 8.9 Vulnerable families by category Ownership of structure BPL Legal Encroacher Squatter Total % 8.5 Impacts on Livelihood 15 2 17 Vulnerable families/households Disabled 18 18 WHH 130 15 3 148 SC 32 11 7 50 ST 74 12 12 98 Total 269 38 24 331
The livelihood of 3113 families would be disrupted due to the construction of new airport in Navi Mumbai. Distribution of project affected families is presented in 8.4.1. The proposed project is certain to affect all sections of the society. The economic activities performed by the local people play important role in local economy. Thus the proposed project will largely affect them as they derive their livelihoods from local based economic activities. Therefore, suitable rehabilitation measures need to be provided in the entitlement matrix so that they are able to compensate the losses suffered with rehabilitation assistance mostly, if not fully. Further, approximately 303 ha of agricultural land plots would also be affected due to land acquisition. Similarly, 16.58 ha gaothans will also be affected. All the 3113 families are required to be resettled. As a consequence there would be loss of livelihood depending on the area of land lost. Shifting of the population from their native village to a new location may create additional impact on the livelihood of the affected persons. Therefore, provision for resettlement and rehabilitation assistance as per the degree of loss is proposed to be provided in the R&R Policy. The resettlement and rehabilitation policy need to provide support for livelihood restoration for vulnerable people as well as the general population as per the degree of loss. 8.6 Impacts on Common Property Resources (CPRs)
The habitation along the road is invariably linked with the establishment of common property resources. A total of 37 CPRs are likely to be affected. These include religious structures, schools, govt structures and
Social Impact Assessment: Navi Mumbai International Airport Page 40
passenger shelters at Bus stops. Distribution of CPRs affected as per ownership is given in Table 8.10. Effort needs to taken to minimise impact on religious and community structures/places as far as possible. CIDCO while implementing the RAP need to consult local community with regard to relocation/rehabilitation of CPRs. Budget provision for relocation / rehabilitation and enhancement of CPRs should be included in the RAP. Table 8.10Distribution of Affected CPRs Present use of structure Religious Govt. School Government Building Passenger shelter at bus stop Total 8.7 2 20 15 37 2 No. of CPRs Government Community Panchayat 16 4 10 5 Total 16 10 5 6
Profile of Owners of Structure and Other Assets Affected
A total of 3113 households and their structures and other assets will be affected during the implementation of the project. About 69 per cent of the affected persons are in the age group of 15-59 years and the overall sex ratio (number of females per thousand males) is 889 which are very less (Census 2001). The dependency ratio is 74.35. Almost, one-third population are unmarried. The working status of the family members suggests that almost 90 percent of the PAPs are working as full time while only 10 percent PAP family members are working either as part time or as casual employee. With regard to occupation, it is observed almost one-third is unskilled workers. On the contrary, 19 percent are doing business / owning shops / traders, followed by skilled workers (11%), farmers (10 %), fishermen (8 %) and transport operators (7 %). Further, it is observed monthly income of seventy five percent households is less than Rs 10000/-. Thus resettlement and rehabilitation assistance under the project should provide necessary economic support to maintain their economic condition during the transition phase.
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CHAPTER IX: AWARENESS AND PRECEPTION OF AFFECTED PERSONS ON NAVI MUMBAI INTERNATIONAL AIRPORT PROJECT
The study also tried to assess the awareness level of the PAPS on Navi Mumbai International Airport Project. It also tried to gauge the perception of the PAPs on various issues relating to the project. The study findings are highlighted below: Table 9.1 Awareness about International Airport in Navi Mumbai Particulars Aware Not Aware Can not say Number 431 28 3 Percentage 93.3 6.0 0.6
The study observed that most (93.3%) of the PAPs are aware of the international airport on Navi Mumbai. Very few (6%) PAPs are not aware of the project, while only 3 PAPs preferred not to answer to the survey team whether they are aware or not aware. Table 9.2 Support the decision of the Government to establish International Airport Particulars Support Oppose Neither support nor oppose Can not say Number 320 70 54 18 Percentage 69.2 15.1 11.6 3.8
Majority (69.2%) PAPs support the decision of the government to establish the international airport, while 15.1% PAPs oppose the decision of the government to establish the international airport. It was also observed that more than one tenth PAPs (11.6%) are neutral on the governments decision for the project. They neither support nor oppose the governments decision. Also 18 PAPs (3.8%) preferred not to answer to the survey team whether they support or oppose the governments decision to establish the international airport. Table 9.3 Are you going to lose only land/ only house/both land and house? Particulars Only Land Only House Number 83 56 Percentage 17.9 12.1
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Both Land and House Others Do not know
295 17 11
63.8 3.6 2.3
The study then tried to know about the property that the PAPs are going to lose for the establishment of the international airport. It was found that majority (63.8%) PAPs are going to lose both land and house due to the project, while 17.9% PAPs are going to lose only land and 12.1% PAPs are going to lose only house. Table 9.4 Will the New International Airport affect your livelihood? Particulars Yes No Too early to comment Do not Know Number 232 183 37 8 Percentage 50.2 39.6 8.0 1.7
When asked to the PAPs whether the establishment of the international airport will affect their livelihood in the future, half of the PAPs (50.2%) said that their livelihood would be affected by the project, while 39.6% PAPs said that their livelihood would not be affected by the project. Only 8% PAPs also said that it is to early to say that their livelihood would be affected or not for the project. Table 9.5 Major gains that you envisage due to the new Airport Particulars Infrastructure Development Job opportunity Business opportunity Rise in income life style Accessibility to markets, educational 28 institutions, health services etc. Others Do not know 15 7 3.2 1.5 6.0 Number 107 49 58 31 Percentage 23.1 10.6 12.5 6.7 14.5
Improvement in living standard and 67
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The study further tried to observe the major gains that the PAPs would envisage due to the establishment of the international airport. More than one-fifth (23.1%) PAPs expect that the infrastructures would be developed for the project, while 14.5% expect that their living standard and life style would be improved for the project. Also more than one-tenth PAPs each expect that there would be possibility of more business opportunity and job opportunity. 6.7% PAPs expect that their income would rise for the project and 6% PAPs expect that there would be better accessibility to markets, educational institutions, health services, etc. Very few (3.2%) PAPs opined that there would be major gains to envisage due to the establishment of the international airport, while 1.5% said that they do not know whether any major gains would be envisaged or not due to the establishment of the international airport. Table 9.6 What would be your preference, if you have to dislocate from this place? Particulars Self relocation Project assisted relocation Others Do not know / Too early to say Number 56 247 43 116 Percentage 12.1 53.4 9.3 25.1
Majority (52.4%) PAPs have the preference of project assisted relocation if they will have to move away from their living place, while more than one-tenth (12.1%) PAPs have the preference of self relocation if they will have to move away. Also, near about one-tenth PAPs have other preferences if they will have to move away, a large chunk (one-fourth) of PAPs do not know what to do if they will have to move away from their living place for the establishment of the international airport. Table 9.7 Has anyone from Government approached to acquire your land / house? Particulars Yes No Do not know Number 123 312 27 Percentage 26.6 67.5 5.8
When asked to the PAPs whether someone from the government had approached them to acquire their land / house, majority (67.5%) PAPs said that nobody from the government had approached them, while only 26.6% said that they had been approached by someone from the government for the same. Very few (5.8%) PAPs
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preferred not to answer the study team whether they had been approached by the government people to acquire their land / house. Table 9.8 What should the Government do before acquiring your Land? Particulars Announcement package Transparency Effective Land price Immediate Immediate PAPs Alternate Home should be built 24 with in 2-3 kms of the project House Better co-ordination of CIDCO 37 with affected villages Others Do not know 24 16 5.1 3.4 8.0 5.1 hand hand over over of 29 of 16 5.9 3.2 Compensation Money alternate Home made for the price safeguard measures should be 68 14.7 calculated on current market 43 Environment 57 9.3 12.1 of rehabilitation and resettlement Number prior 148 Percentage 32.0
Near about one-third (32%) PAPs suggested that the government should announce prior rehabilitation and resettlement packages before acquiring their land and gaothans; while 14.7% suggested that the government should calculate their land price on current market price; 12.1% suggested that the government should take effective environment safeguard measures. About one-tenth (9.3%) PAPs suggested that the government should ensure transparency while acquiring their land or gaothans; while 8% PAPs opined for better coordination of CIDCO with effected villagers. Few PAPS also suggested for immediate hand over of
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compensation money, alternate home to be built within 2-3 kms of the project area, immediate hand over of alternate home made for the PAPs.
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10
CHAPTER X: PERCEPTION OF AFFECTED PERSONS ON PAST REHABILITATION MEASURES OPTED BY CIDCO
Project Affexted Persons expressed their deep dissatisfaction regarding the rehabilitation package. During initial phase of the survey, the team eye witnessed an agitation by the PAPs of Vaghivlivada village. Our investigators were mobbed at certain villages too. In the last phase of the survey work, a general meeting of Sangharsh Samiti leaders was held to discuss various issues. Even the queries were sent by a few of their leaders to CIDCO referring to the objective of the survey. Once the PAPs were convinced that the Surveying Team was from a neutral organisation and wanted to make an objective assessment of their problems to prepare the Social Impact Assessment based on which the rehabilitation package will be finalised. A number of complaints against the project authority were made. Lack of employment opportunities and nonrealisation of the commitments made by CIDCO in this regard have angered the PAPs. Out of all the responses against the project authority, the most repetitive complaint was about not getting a regular job, as stated by about onethird of the PAPs. The second most important complaint was the non-allotment of 12.5% land so far. Even in many villages, the compensation was not provided to the PAPs under the 12.5% land scheme. Low compensation amount, non-satisfaction with overall rehabilitation package, and lack of proper implementation of the existing schemes emerged as other important complaints. Table 10.1 Key issues with the past Rehabilitation Schemes Key Issue Lack of employment opportunities Non-allotment of 12.5% land Very low compensation Rehabilitation package is not good and implementation is also poor Infrastructure facilities lacking Miscellaneous Total Response (in per cent) 23.0 13.0 26.7 24.9 8.3 4.1 100.0
Lack of infrastructural facilities has also been a source of dissatisfaction for some PAPs. Non-implementation of GES has also been reported as a grievance against the rehabilitation scheme. Other complaints include: high charges for the 12.5% land, delay in allotment of 12.5% land, high rates of taxes in gaothans within municipal boundaries, corrupt practices by CIDCO officials, no stipend for school going children, increase in
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social inequalities and factions in the family on dividing or utilising the compensation money and benefits from the 12% allotted land. Further, in order to find out the reasons of dissatisfaction against CIDCO, the study further tried to assess the performance of CIDCO with regard to land acquisition. The findings reveal that PAPs were not satisfied with the performance of CIDCO in the past, and thus are apprehensive about land acquisition for the International Airport Project. The study findings reveal that CIDCO is acquiring land since last four decade. The findings further reveal nearly a half of the PAPs (43.7%) had 3 5 acres of land, which was acquired by State Government in the past. Less than one-fourth (23.0%) of the PAPs had lost below 2 acres of land. Less than 10 percent of the PAPs have lost more than 11 acres of land. It is observed, nearly one-fifth (21.7%) of the PAPs have said they received 1-5 lakh rupees as the compensation towards their lands from CIDCO. It is also observed 23.7 percent of the PAPs have given away their land in phases. More than half of the PAPs land was acquired during the 1971-75 period.
Only a very few (1.2 %) have confirmed that they have received employment benefits from CIDCO. As the Agri community is male dominant one, job opportunities provided by CIDCO are taken only by the male members of the family. As many PAPs are less educated, they are intimidated by this procedure and hence prefer not to receive any stipend, which is reflected in very less PAPs (14.7%) benefited by the stipend. Among the beneficiaries, 75.0 percent of the PAPs who received stipend have got less than 2000 rupees. Only a very few PAPs have taken technical education for which the stipend is more. Negligible percentage (0.6%) of the members from PAPs families have received computer training. Only (0.3 %) of the PAPs have received some kind of shop / stall / otta allotted directly by CIDCO or through its recommendations. While acquiring the lands, Government had paid the compensation to PAPs at 15,000 rupees per acre, which was later increased to 22,000 rupees. Disappointingly, a large section of PAPs (77.3%) spent the money on day-to-day household expenses or for minor repairs of the house. Only 0.9 percent of PAPs were able to purchase land from this money. Very few of the PAPs spent their compensation money on purchasing a building / shop / house (2.2%), initiating a business (4.2%) or replaying loan (4.0%). Most of the PAPs (97.8%) spent their share of compensation money without any savings. This gives ample evidence towards vulnerability of a majority of the PAPs. They lost their lands but could not use the compensation money for any productive purposes. The early years was also the period during which CIDCO itself had no definite plans for rehabilitation, except for providing basic infrastructure in the affected villages, and providing support for technical and general education to the wards of PAPs. This created lot of hostility in the minds of PAPs against the CIDCO and government
Only a few PAPs have spoken about the beneficial aspects of the project. Out of them, two-thirds refer to the availability of better infrastructure as the positive contribution of the Navi Mumbai Project.
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Other Observations
Due to the establishment of Navi Mumbai Metro Centre, the villages have come very close to the new urban set up and some of these villages have almost merged within new urban settlements and lost their own identity. It has brought more negative facets in the lives of these urban villages. As observed by PAPs themselves, the cost of living has increased. Traditional occupational structure is dismantled and thus there is an increase in unemployment rate as the village youth are not considered skilled enough for jobs in manufacturing and service sectors. The new industries, which are set up in the region, are highly polluting and have badly affected the physical environment of these villages. In fact, in Nhave, the establishment of ONGC refinery was strongly protested by some environmental groups as it was expected to badly affect the clean environment of Nhave village and closeby areas. Villagers close to MIDC zone are particularly disappointed by the non-compliance of industries to environmental standards. The dumping of wastes in close by water resources has affected the fish population and thus the livelihood of fisherfolk in the vicinity. Migration of outsiders in the villages has affected the sociocultural fabric of these villages and diluted their rich traditions. In some villages, PAPs have complained about the beer bars and ladies-bars coming up in their villages. This is a common feature in most villages close to the developed nodes. The status of women has altered in the post-project period. Most of the women who were involved in agricultural activities are now sitting idle at home. A few of them, from the poor families, have taken up jobs as house-servants in nearby developed nodes. Some PAPs have alleged that they had to bribe the CIDCO officials for land allotment or payment of compensation. In most of the legal disputes, the lawyers take special interest only when the land size is big and the lawyer gets his share of the cake. PAPs trapped in legal dispute have to pay bribes to officials at various levels and this is a frustrating experience for them, as they have to part away a significant proportion of the compensation amount, which they get after a long struggle. Emerging new taxes imposed on the villagers in the Municipal areas is one of the reasons of dissatisfaction among PAPs. Without proper infrastructure facilities, PAPs are unwilling to pay such taxes to the municipal bodies. The above discussion brings out the need of a few necessary and timely measures to restore the sources of livelihood of all the affected PAPs. On the whole, till date, the rehabilitation package is considered unsatisfactory by many PAPs. PAPs are generally hostile towards the project authority (CIDCO) and are quite explicit about their dissatisfaction with the rehabilitation scheme. This has primarily happened due to lack of a comprehensive rehabilitation package at the inception phase of the Navi Mumbai project and the nonrealization of certain intended benefits for the original population from the development of the area highly
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disappointed the original population and pressurized the planning authority (CIDCO) to continue the rehabilitation work for more than three decades (in an ad-hoc and piecemeal basis) and that too with little satisfaction to many. Therefore, CIDCO needs to take a few urgent measures in this regard.
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11
CHAPTER XI: CONCLUSIONS AND RECOMMENDATIONS
During the survey, it was observed that villagers in the project affected area are settled there since long time with well embedded and close knit social relationship among them which would be at stake if they will be relocated elsewhere. Livelihoods of the PAPs would be affected on displacement from the place for the purpose of bringing up the proposed Airport. With no secondary business at present, it may be very difficult on their part to sustain themselves and with the given socio-economic condition of the PAPs it would not be easy to find an alternative means on their own. In addition, this makes the PAPs obstructive as they have to be detached from their homestead land. However, it was observed during the primary surveys that a strong 69.2% of the PAPs supported the project provided they are given assistance towards promoting alternative means of livelihood or skill enhancement programmes. With the ever increasing value of the area, claims and aspiration of the local people have also increased. They see the acquisition of land on behalf of CIDCO could barely meet their expectations. People heavily weighed down previous acquisition of land as cheating which has done no justice at all to the sacrifices they made. They look upon PAPs of Bharat Nagar Kurla Bridge as better rehabilitated in comparison to them. PAPs are also apprehensive about the future of resettlement. PAPs perceive homestead land as the only resort to bargain for securing their future. They are aspiring for a very lucrative rehabilitation measures. As a result of the same, most of the PAPs suggested that the resettlement should be done according to the current size of the family members. PAPs are also of the view that CIDCO should provide them alternate house with a minimum size of 500 square feet and market linked compensation for agricultural land and hence suggested revising the previous compensation packages offered at Rs. 15,000 per acre. The PAPs also expressed lack of updations of project planning activities and desired periodic briefing to be given to the affected villages. It is hence recommended that CIDCO needs to be more cautious while implementing its rehabilitation and resettlement plans for the proposed Navi Mumbai International Airport project. There is an urgent need to make adequate fund allocations, strengthen institutional set up for R&R, prepare a comprehensive R&R Action Plan and execute a time bound R&R programmes through participatory approach by involving the PAPs, outside NGOs and Sangharsh Samiti. Government/ Panchayat based development programmes should be integrated with the R&R schemes. As a practice, various developmental schemes like improvement of existing roads and streets, creation of link roads to the outside roads; provision of social facilities like open spaces for parks,
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temples, primary health care centers, communication centers etc; provision of additional plots for housing and future expansion of villages in order to avoid congestion; provision of water supply and electricity; and provision of sewerage and drainage disposal from the resettlement areas, should be given utmost importance while relocating the PAPs. As has been observed, the general perception about the CIDCO area which include the villages, wards in NMMC and the CIDCO nodal areas is that they are marked with disparity in socio-economic development. The factors, which are found to be more important for the overall development process, relate to basic needs like education, availability of food, minimum purchasing power and facilities like safe drinking water, health care infrastructure, etc. These facilities found less in the villages compared to nodal and NMMC area; therefore, there is scope for development to improve elementary education, safe drinking water facilities and health care in villages, and to remove barriers against social minorities, especially women. The role of social development such as literacy (and particularly of female literacy) in promoting basic capabilities emerges as the prerequisite to overall development. Although economic growth in the sense of expanding Gross National Product and other related variables is one of the most fundamental inputs to the overall development process, the resettlement and rehabilitation plan should focus on the expansion of human capabilities which has been neglected for long in villages. Major findings related to key issues such as general perception about the project, suggestions to mitigate hardships resulting from dislocation and loss of livelihood, the details of which are presented below: Most of the people are aware of the project; A vast majority of the people were convinced about the importance of the New Airport region since it will bring development and enhance economic opportunities; People consented to cooperate if adequate compensation is given and Rehabilitation and Resettlement Plan is made clear to them before initiating the process of land acquisition; PAPs stated that backlog of compensation (under 12.5 scheme) should be cleared before initiating land acquisition process; Most people preferred to resettle near their previous place of business and residence; Cultivators preferred cash compensation at market rate. Land for land option was least preferred; Requests were made by the affected people for transparency in decision-making process with special reference to Airport project on regular basis; Generally people were not opposed to their relocation in nearby places and supportive responses were obtained from 69.2% of PAPs; PAPs wanted to know when land acquisition process would commence;
Page 52
People suggested that adequate safety measures should be undertaken particularly in reference to environmental issues. In line with the objectives of the study, there is hence a need to ensure that the project affected persons are better off on account of the project than they were before. The negative impacts on persons affected by the project should be avoided and compensated in the best possible manner. Broad entitlement framework of different categories of project-affected people should be formulated in a transparent manner. Appropriate grievance redressal mechanism should be established by the implementing bodies. Finally, all information related to resettlement preparation and implementation needs to be made transparent and affected persons participation should be ensured while planning and implementing the project.
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ANNEXURE 1: DEMOGRAPHY INFORMATION FORMAT OF HOUSEHOLDS
Page 54
Section - XII (Demographic Information of Household)

Sl. No. Name of Household Members Sex: Maleof affected prpoerty/structure 1 Female2 (start with Head of Household) Age Marital status Educational Occupatio Monthly status (see n Income (Rs.) code) Whether Whether If yes, in Source of disabled/ received any column (9) training: 1physically skill then in which Govt. handicapped improvement trade scheme; 2/ vocational Provided by training? 1NGO; 3 Yes, 2-No Self initiative Religion Social category No. of Families (to be worked out later) Vulnerable Nonvulnerable
(1) 1 2 3 4 5 6 7 8 9 10 11 12 13 14
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
(10)
(11)
(12)
(13)
(14)
//////// //////// //////// //////// //////// //////// //////// //////// //////// //////// //////// //////// ////////
//////// //////// //////// //////// //////// //////// //////// //////// //////// //////// //////// //////// ////////
Religion: 1-Hindu; 2 - Muslim; 3-Sikh; 4-Jain; 5-Christian; 6-Boudh; 7-Others $ 1-Permanent, 2-Semi Permanent, 3-Temporary, 4-Others CPR, 5-Government, 6-Market, 7-Historical, 8-Others : 1-Owner, 2-Encroacher, 3-Squatter
$$:1-Residencial, 2-Commercial, 3-Res. Cum Commercial, 47-Graduate & equivalent; 8 Masters & equivalent, 9
Educational Status - 1-Cannot read & write a letter; 2- Can read & write a letter; 3- Class I-V; 4- Class VI-VIII; 5-Class IX-X; 6-SSC/HSC & equivalent; Engineering/medical diploma;10 Engineering/medical graduate;11-Technical/vocational diploma; 12 Others (specify.) Marital Status: 1-Married, 2-Widow/widower, 3-Divorced/Separated, 4-Unmarried/never married Occupation:
Vulnerability of Household: 1-Disable/Physically Handicapped, 2-Women Headed Household(WHH), 3-BPL, 4-SC, 5-ST, 6-OBC, 7-Old age (independent), 8-Others (specify.)
ANNEXURE 2: SURVEY & SOCIAL IMPACT ASSESSMENT FORMAT
Page 55
NAVI MUMBAI INTERNATIONAL AIRPORT PROJECT

Survey & Social Impact Assessment Format (Only adult member to be interviewed) I am from DHI. We are currently conducting the Social Impact Assessment. Kindly give your responses and co-operate the investigator.
Q. No. 101 102 103 104 105 106 107 108 109 110 Section I (General) Distance from the project site (km) Side: 1-Left, 2-Right (from the project site) District Sub-District Name of place where interview is being conducted/ place of interview Detailed address Name of Respondent Telephone & Mobile Number Relationship of Respondent with Head of household Name of the Head of household Response/Code
111
Household Size (Total members in the family)
112
Your Age----
Caste. Occupation..
113
Gender. Religion.. Whether your land has already been acquired by SIDCO? 1. Yes 2. No
114
If yes, How much land
115
What is the price that the SIDCO paid to you as compendation?
Q. No. 201 201.1
201.2 201.3
202
203
Section II: Likely Impacts Structure Present use of structure: 1-Residential; 2-Commercial; 3-Res.cum-commercial, 4-Other property/asset (specify..), Typology of likely affected structure: 1-Permanent, 2-SemiPermanent, 3-Kachha, 4-Jhopri, 5-Others () Ownership of Affected structure? 1. On Private Land 2. On Government Land (specify .) 3. House given under government scheme 4. On Landlord/relative land (free of cost without any charge) 5. Others (specify...) Land Total area of land (local unit) Present use: 1-Agriculture; 2-Orchard; 3-Others (specify .) Irrigated land -1; Non-irrigated land 2; Others - 3 Present rate of land (Rs.)/. Trees
Number
Page 1
204
1. Fruit bearing tree 2. Timber tree 3. Firewood tree 4. Others (specify ) Other property/assets 1 2.. 3.
Section IV: Economic Status of Household Ownership of land Holding Homestead Land Agricultural Land Commercial Land Others (specify) TOTAL Unit
//////////////////////////////////
Q.No. 301
Quantum
Remarks
1 2 3 4
302
Livestock holding Cow/Ox Buffalo Sheep Goat Poultry Other (specify) -----------------------None of above
Code 1 2 3 4 5 6 7 Code 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Number
Remarks
303
Consumer durables/household owned by the household
items
Yes
No
Remarks
Color Television Black /White Television CD/VCD Player Dish Antenna Connection Radio/Tape Recorder Refrigerator Telephone/Mobile Washing Machine Micro Oven Computer Sewing Machine Electric Iron Juicer/Mixer/Grinder Electric Cooker
Page 2
Geyser Electric Fan None of the Above 304 Consumer assets owned by the family Bi-cycle Rickshaw Scooter/Motorcycle/Moped Jeep/Car Truck/Bus Other (specify .) 305 1 2 3 4 5 6 7 8 9 10 11 12 None of the above Source of income of the family Agriculture Fishing Shopkeeper/Business (including petty business) Employer (industrialist/Factory/Mill owner, etc) Government Service Private Service Wage Labour (Agriculture) Wage Labour (Non Agriculture) Wage Labour (Agricultural and Non Agricultural both) Rickshaw puller Self employed (insurance, finance, doctor, engineer, lawyer) Not employed (income recipient such as retired, remittance, property rent, bank interest, etc) Household work Unemployed Others (specify ___________________________________) Total monthly income of the family from all sources (estimated) Basic Facilities Fuel used for cooking
15 16 17 Code 1 2 3 4 5 6 7
Monthly income (Rs.)
Yes
No
Remarks
13 14 15 16
Q. No. 401
( Tick in outer box)

Firewood/wood Cow dung/leaf/straw Electricity Bio Gas
1 2 3 4
Page 3
LPG Cylinder Gas LPG Gas Supply through Pipe Line Kerosene Coal Others (specify .) 402 Source of lighting Electricity Kerosene Solar energy Battery Generator Others (specify ..) 403 Sources of drinking water Hand pump Tap water/supply water Well Tube well Common tap water Others (specify ..) 404 Toilet/Sanitation facility Flush toilet Pucca sanitary toilet (water sealed) Other pucca latrine (not water sealed) Kutcha latrine Open field 405 Bathroom facility Yes No
5 6 7 8
( Tick in outer box) 1 2 3 4 5
( Tick in outer box) 1 2 3 4
( Tick in outer box) 1 2 3 4 5 ( Tick in outer box) 1 2
501 502
Section V: Health Has any of your family members suffered from disease during last 12 months? 1-Yes, 2-No, 3-Dont Know If yes, please specify type of disease?
Page 4
503
Type of treatment taken: 1-Allopathic Government, 2-Allopathic Private, 3Allopathic Govt. & Private both, 4- Homeopathy, 5-Hakim/Kabiraj/Auyurbed, 6-No Treatment, 7-Others (specify)
600
701 701.1 701.2 701.3 701.4 701.5 701.6 701.7 701.8 701.9 701.10 701.11 702 703
Section VI: Monthly Expenditure (in Rs.) 1. Food and beverage 2. Clothing and footwear 3. Fuel and lighting 4. Health and Medical Care 5. Education 6. Transport 7. Social function/ Festivals 8. House maintenance 9. Agriculture (such as seeds, hiring of farm implements) 10. Monthly Rent 11. Others specify (..) 12. Total Expenditure Section VII: Woman Status Whether woman in your family engage in following activities: Cultivation Allied Activities (Fishing, Dairy, poultry, sheep rearing, goatry etc. Trade & Business Household Industry Service (Govt. & Pvt. Both) Agricultural Labour Non Agricultural Labour Sale of Forest Products Household Works Entertainment Any other (specify..) Does any female member of less than 14 years of age in your family work for economic reasons Do your women members have any say, in decision making of household matters? 1-Yes, 2-No Section VIII: Employment and Migration
How long have you been living at this place? (in years.) Do you have any alternate (second) home In Navi Mumbai / Mumbai? Has your family ever changed the usual place of residence during last 5 years? 1-Yes, 2-No If yes, Major reason for moving to the present place of residence. 1-Job transfer, 2-Employment, 3-Business, 4-Education/Training, 5-Natural disaster, 6-Fishing 7. Others (specify.) What is your native city / state
1-Yes, 2-No
1-Yes, 2-No
801 802 802 803 804 901 902 903 904
Section IX: Loan and Indebtedness

Have you taken any loan? 1-Yes, 2-No
If yes, tell us sources of loan: 1-Bank, 2-NGO, 3-Money lender, 4Relative/friend, 5-Others (specify) If yes, Amount of loan (in Rs.)
Could you please tell us the purpose of loan? 1-Productive investment, 2Purchasing durables, 3-Meeting up emergencies, 4-Marrying of children, 5- Paying off loan, 6-Others (specify)
Page 5
Section X: Other Information 1001 1001.1 1001.2 1001.3 1001.4 1001.5 1001.6 1001.7 1001.8 1001.9 1001.10
Distance of following facilities/amenities from the location of interview? Primary School Secondary School College Regular Market Commonly visited health service / Hospital Bus Stand District Office Railway Station Airport Sea shore
Approx. km
Response Section XI: Public Perception 1002

Are you aware that the Government is Planning to construct Navi Mumbai International Airport in this area 1-Yes, 2-No, 3-Dont Know, 4-Any other (specify..) If the Government constructs the International Airport, in this locality, are you going to be affected 1-Yes, 2No, 3-Dont Know, 4-Any other (specify..) Please give details..
1003
1004
1005 1006 1007 1008
Are you going to lose land?
1. Yes 2. No
Are you going to lose your present house / structure/ gothana where you are residing? 1. Yes 2. No Are you going to lose in your present business? 1. Yes 2. No If answer to the question 1003 is YES, what should the government do before establishing the Airport? 1. Yes 2. No
1009 1010 1011
Has anybody approached from the Government to acquire your land? How much your land is going to be acquired fort the project purpose? What is the price rate offered and what other facilities offered by the Government?
1012
After the establishment of the Airport, do you think the standard of living of the people will improve? 1-Yes, 2No, 3-Dont Know, 4-Any other (specify..) If answer to the question 1009 is YES, then HOW? ( Please explain)
1013
Page 6
1014
If answer to the question 1009 is NO, then HOW? ( Please explain)
1015
if the Air port is established in this area, what are the direct benefits that the people of this area will get? (Please give details)
1016
If the Airport is established in this area, what are the problems that the people of this area will face?
1017
What are the likely environmental problems / issues need to be resolved prior to the establishment of the Airport?
1018
What are the social issues that the government need to addressed before initiating the project work?
1019
What are your suggestions for the project?
1020
What would be your preference, if you have to move away from this place because of the project? 1-Self relocation, 2-Project assisted relocation, 3-Cant say at this stage, 4-Any other (specify..) Do you support the decision of the Government to establish International Airport in this area? 1. Yes 2. No 3. Dont Know 4. Any Other.
1021 1022
If yes or No, the reason.
Section XII from excel sheet
Thank you very much for providing response. Status of interview: Completed-1; Not completed-2; Did not respond 3; If not completed, reason for non-completion Date of interview Name of investigator Checked by Page 7
ANNEXURE 3: SIA PHOTOGRAPHS
Page 56
Schools in the project area
A view of a project village
Head office of the PAPs committee
Condition of the road and rented houses in the project area
Head of the PAPs committee Mr. Pandharinath Keni at the committee office
Structure of a kutcha house in the project area
Pucca houses in the project area
View of the agricultural field in the project area
Paddy fields in the project area
A village pond in the project area
A village temple in the project area
Study members interacting with the village officials in the project area
Study Team interacting with the PAPs

Annexure Vii Sia

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CITY AND INDUSTRIAL DEVELOPMENT CORPORATION OF MAHARASHTRA LIMITED

SOCIAL IMPACT ASSESSMENT

DHI (India) Water & Environment Pvt. Ltd., New Delhi

Social Impact Assessment of Navi Mumbai International Airport

Dr. G.B. Nanda

Open Internal Proprietary

Mr. S. Sinha Mr. Ajay Pradhan, Managing Director

Social Impact Assessment: Navi Mumbai International Airport

Social Impact Assessment: Navi Mumbai International Airport

Social Impact Assessment: Navi Mumbai International Airport

Social Impact Assessment: Navi Mumbai International Airport

Adverse Impact of the project

Social Impact Assessment: Navi Mumbai International Airport

Social Impact Assessment: Navi Mumbai International Airport

Social Impact Assessment: Navi Mumbai International Airport

Social Impact Assessment: Navi Mumbai International Airport

Navi Mumbai International Airport Project

Social Impact Assessment: Navi Mumbai International Airport

Social Impact Assessment: Navi Mumbai International Airport

Social Impact Assessment: Navi Mumbai International Airport

CHAPTER-II: STUDY OBJECTIVES, METHODOLOGY AND SAMPLE SIZE

Social Impact Assessment: Navi Mumbai International Airport

Social Impact Assessment: Navi Mumbai International Airport

Social Impact Assessment: Navi Mumbai International Airport

Social Impact Assessment: Navi Mumbai International Airport

CHAPTER- III: GENERAL PROFILE OF PAP VILLAGES

Social Impact Assessment: Navi Mumbai International Airport

Social Impact Assessment: Navi Mumbai International Airport

Social Impact Assessment: Navi Mumbai International Airport

Social Impact Assessment: Navi Mumbai International Airport

Social Impact Assessment: Navi Mumbai International Airport

CHAPTER - IV: HOUSING STATUS OF PROJECT AFFECTED VILLAGES

Social Impact Assessment: Navi Mumbai International Airport

39.6 41.2 16.4 2.8 0.1 876.4

48 18 6 106 282 404 58

10.7 4.1 1.4 22.8 61.0 87.4 12.6

79 383 446 12 449 9 288 16 26 78 44

Year of Occupancy of the Present House

Social Impact Assessment: Navi Mumbai International Airport

Social Impact Assessment: Navi Mumbai International Airport

CHAPTER V: SOCIAL AND DEMOGRAPHIC INDICATORS

Social Impact Assessment: Navi Mumbai International Airport

Social Impact Assessment: Navi Mumbai International Airport

Number of Households formed out of the Original After Land Acquisition

Distribution of Family Members by Education (excluding 0-6 age group population)

Social Impact Assessment: Navi Mumbai International Airport

Social Impact Assessment: Navi Mumbai International Airport

CHAPTER VI: ECONOMIC PROFILE OF PROJECT AFFECTED PERSONS

Distribution of PAPS owning at least one Vehicle

Social Impact Assessment: Navi Mumbai International Airport

24 13 26 25 97 11 46 241 115 46 10 4 204 142 52 20 24 18

Number of Working Members in the families

Average monthly Income against the family size

Distribution of Workforce by Occupation

Social Impact Assessment: Navi Mumbai International Airport

70 16 127 21 72 237 9 14 43 7 9 57 85 80 51 64 47 14 2 260

Social Impact Assessment: Navi Mumbai International Airport

Social Impact Assessment: Navi Mumbai International Airport

CHAPTER VII: INFASTRUCTURE FACILITIES AND COMMUNITY RESOURCES

Social Impact Assessment: Navi Mumbai International Airport

Social Impact Assessment: Navi Mumbai International Airport

Social Impact Assessment: Navi Mumbai International Airport

CHAPTER VIII: SOCIAL IMPACT OF INTERNATIONAL AIRPORT PROJECT