Chapter-2 Analysis of Alt. Sites

EIA Study of Navi Mumbai International Airport
Chapter 2 Sheet 1 of 64
Chapter-2
ANALYSIS OF ALTERNATIVE SITES

2.1 Introduction
Mumbai is the commercial capital of the country. The increasing demands of trading and servicing activities have necessitated the development of another airport besides the Santacruz airport in the region. The preferred site for airport development and operation should have an obstruction free approach, operational suitability, minimum disturbance to population, availability of land, accessibility and availability of physical and social infrastructure. The following sites were originally considered and analysed: i) ii) iii) Mahapan in Sindhudurg District Rewas-Mandwa in Raigad District Navi Mumbai Airport
2.2
Mahapan in Sindhudurg District

The location of Mahapan in Sindhudurg district cannot be considered as a site for second International Airport for Mumbai, since the site is approximately 350 km. away from Mumbai and would take about 8-10 hours by road to reach the site. Therefore, the exercise for analysis of alternative sites is restricted to Rewas Mandwa and Navi Mumbai sites for the reasons that the topography of the Mumbai Metropolitan Region (MMR) being unique i.e. coastal, plain and range of hills from the Sahyadri, restricts the selection of site for meeting the technical and operational requirement of airport. No other suitable site could be identified for the purpose of airport, owing to non-availability of land to the tune of 20 Sq.km., free from urbanization, more importantly fulfilling the technical & operational requirement of airport as well as accessibility within the reach of one & half hour from the major urban centres in the MMR.
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Fig. 2.1 Map Showing Location Of Rewas Mandwa & Navi Mumbai Airports
2.3
Rewas-Mandwa
2.3.1 Salient Features The site is located near Rewas-Mandwa, abutting the Dharamatar creek. An area of about 2000 Ha. would be required for the airport. The site is about 120 km away by road from Mumbai airport. The airport is planned with two parallel runways along with other facilities such as domestic terminal, international terminal and satellite aprons located between the two parallel runways. The availability of various infrastructure required for the development of airport is totally absent at this site. A brief about the same is described below:
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Fig. 2. 2 Map Showing Rewas Mandwa Site On Toposheet
Fig. 2. 3 Map Showing Rewas Mandwa Site On Imagery
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2.3.2
Accessibility The site is accessible through circuitous route of 120 km via Sion-Panvel Highway, National Highway No. 17 and State highway. This will result in journey time of about 3 hours to reach the proposed airport from Mumbai, exceeding the international norms of travel time to airport for international passengers of 1.5 hours. To make the site accessible within an hour and half, there is a need to construct trans-harbour link from Sewri to Nhava upto NH 4B and then construct the road of 17 km with a bridge of 2.5 Km length over Dharamatar Creek to reach airport. To establish this route, huge investment would be required to be made by the State and Central Government. Unless this link is established, locating airport in RewasMandwa will not serve the very purpose of creating the aviation facility in the region.
2.3.3
Power, Water & Telecommunication infrastructure: The site in question does not have adequate power, water and telecommunication facilities and the same are required to be tapped from the nearest sources available in Navi Mumbai and directly taken to RewasMandwa for the airport. The power supply can be tapped from the nearest grid of MSEB at Uran and a separate EHT line from Uran to the airport site is required to be laid which will call additional investment. A separate water supply line of 30 Km. is required to be laid from the available Hetwane project at Pedghar to proposed site of international airport. airport. The cost on this account will also be an additional cost. Similarly, the telecommunication network facility needs to be created for
2.3.4
Township Development To support the airport, there is a need for developing a residential and commercial area which will house at least 50,000 families engaged directly or indirectly in the operation of the airport. This township will again give rise to acquisition of at least 500 Ha. of land and creation of required basic infrastructure in the township. The development of township is a slow process & requires huge investment.
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2.3.5 i)
Site Constraints Land Acquisition The land of about 1500 Ha. needs to be acquired from the 14 villages only for the operational needs of the airport. In addition to this about 500 Ha. of land would also be required for the development of township. Thus, there is a need to acquire at least 2000 Ha. of land for the project. Most of the lands are either salt pans, mud flats involving fishing activities, agriculture land as well as newly developed farmhouses, holiday homes, recreational areas & beautiful coastal line with huge green belt. The acquisition of land under the present circumstances would be an insurmountable task.
ii)
Rehabilitation About 14 villages fall within the operational area of airport which are to be shifted to suitable locations. The population of these villages is in the range of 20,000 to 30,000. Rehabilitation of such a large population by shifting from their original villages appears to be a difficult task considering the stiff opposition from the local population.
iii)
Reclamation More than 50% of the airport area falls in the deep mud abutting the sea and entire land is required to be developed to a safe level as the site is fronting the main sea subjected to swells, waves and roughness of the sea requiring a strong sea wall for the purpose of protection.
2.3.6
Environment sensitive factors The coastal strip from Revas to Kihim is marked by a number of geographical as well as biological features such as estuaries, creeks, bays, rocky and/or coastal lands. These locations have their distinguished biological features in the form of flora and fauna. The region harbours over 350 species of plants (of which over 150 species are utilized by the indigenous communities as medicines), about 150 species of resident birds (about 40 species of migratory birds are
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known to visit this region), and over 125 species of fish most of which are of commercial importance, are observed in this region The areas in and around Mandwa show scrub vegetation (73), though in the foot hills of some of the disturbed hillocks, such as Vitsaral hill, a considerably good amount of secondary forest exists, Coastal areas constitute different life forms of plants such as mangroves and associates. They could be either creepers such as Sessuvium Portulacastrum or trees of pure stands of Avicennia marina or even sand binders like Ipomoea pescarpe. Hills near the coast (such as Mandwa-Rahatle) show man made plant diversity while some of the xerophytic Euphorbia tirucalli along with the other economically important plants help enrich the plant diversity of the hills. A few mangrove associates such as Sesuvium protulacastrum as well as Ipomoea pescrpe form a continuous mat on the muddy as well as sandy shores, while Salvadora persica stands occupy the upper shore areas of the intertidal regions. A continuous stretch of Acasia arabica is also conspicuous bordering the salt affected lands which are brought under agriculture. A mangrove such as Avicennia marina is one of the most common species which can withstand any change in substratum, salinity as well as other environmental conditions. Thespesia populnea grows as monoculture in many borderline areas of the coast. This plant and fish diversity also justifies the fact that there is enormous amount of faunal diversity (both micro and macro faunal elements) which is directly dependent on habitats rich in plant as well as animal diversity. Agricultural biodiversity is the outcome of mans effort (such as agricultural diversity observed at Mandwa) while maintaining indigenous flora and developing agro forestry modes has brought about noticeable
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change in upliftment of economic status/ livelihoods of coastal as well as inland rural communities. Efforts have also taken by local villagers as well as the forest department to introduce some of the naturally occurring species of coastal areas to check the invasion of coastal tidal water on potential agricultural lands.
2.4
Navi Mumbai Site

2.4.1 Salient Features The site of Navi Mumbai airport is selected near Panvel town in an area admeasuring 1160 Ha. of land which is situated about 45 km away from the CBD of Mumbai. The airport is planned with two runways of 3700 M with parallel taxiways designed to suit the new generation large aircraft. The other facilities include the domestic terminal, international terminal, cargo terminal, airfield lighting, city side facilities etc. The phasewise development approach has been adopted to suit the air travel demand.
Fig. 2. 4 Map Showing Navi Mumbai Site On Toposheet
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Fig. 2. 5 Map Showing Navi Mumbai Site On Imagery
Supporting Infrastructure The availability of the supporting infrastructure plays a vital role for deciding the site for any airport as it helps in saving in capital expenditure on this account. The entire land is within the jurisdiction of CIDCO and more than 78% of land is in possession of the corporation. The site is accessible by NH-4B, SH- 54 and city scale road called Aamra marg. Presently, the commuter rail is available near the site towards the east and another commuter rail is under construction towards the west. The site is also proposed to be accessed from Mumbai by high-speed water transportation system abutting airport site. Power and water supply primary distribution lines are already existing very near to the site. Similarly, the tele-communication infrastructure in Navi Mumbai is of a very high standard and the telephone lines are available on demand. Ready-made infrastructure with well planned townships of Navi Mumbai are available for accommodating the residential and commercial requirements of airport working population as well as for the airport users. This makes the Navi Mumbai site not only attractive but also eliminates the need of huge investment that may go in the development
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of basic supporting infrastructure needed for an airport at any other location. 2.4.2 Site Constraints The Navi Mumbai site has certain site constraints as detailed below which can be overcome easily by taking an appropriate action:i) Rehabilitation The ten settlements belonging to seven villages falls within the operational area of airport which are required to be shifted to other suitable location. The population of these settlements is more than 15000. The Rehabilitation and Re-settlement of above families is proposed as the entire population supports the development of airport. ii) Shifting of Extra High Tension (EHT) Line: There are 4 Extra High Tension Lines existing in the Airport Operational Area and in the surroundings which are required to be re-routed to suitable place outside the horizontal surface of Airport area. These lines will be re-routed either over-head or underground by cables. The pre-feasibility of this task has been done and it is possible to re-route the above EHT. iii) Training & Diversion of River: A portion of Gadhi river and Ulwe river flowing through the airport site need to be trained and diverted along the boundary of airport zone to make available the land for development of airport. A detailed exercise by conducting the mathematical and physical model study by CWPRS, Pune has revealed that the same is feasible without having any adverse impact. iv) Reclamation: More than 50% of the airport area falls in the shallow mud abutting the creek and the entire land is required to be developed to a safe
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level. The northern side of the airport will be abutting the Panvel Creek which is calm and shelter area. v) Environment sensitive factors: Based on the floristic survey conducted along the coast of Navi Mumbai site, the mangrove flora is composed of two mangrove species i.e. Avicennia marina and Acanthis illcipholivs and associated mangrove species Salvadora persica, succulent creeping herb, sesurium porlulercastum and small much branded grass species aeluropus lagopides. The mangrove patches were recorded along tidal influence zones of Panvel Creek and Gadhi and Ulwe river. Avicennia marina predominantly forms the patches throughout the airport site admeasuring about 150 Ha. These mangrove species are heavily degraded with stunted growth as low as 0.25 m 0.75 m. in height with low diversity.
2.5
Selection of Alternative Sites

The analysis of alternative sites is done based on following two methods. 2.5.1 SWOT Analysis The swot analysis brings the strength, weakness, opportunity and threat of both the sites. It is a qualitative analysis which considers the various features including technical and financial.
Table 2.1 SWOT TABLE Navi Mumbai A. STRENGTHS Land available with CIDCO Site accessible by all modes of transport Availability of all basic supporting infrastructure Availability of townships to house airport working population Allows unconstrained growth Obstruction free approach path Possess Hub potential Rewas Mandwa
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Table 2.1 SWOT TABLE Navi Mumbai Support from local population Provide alternative air-field in MMR Less Capital Cost. (Financially viable project) Attractive for development through Public and Private Partnership CIDCO, in a unique position will fast track the project. Seismic Zone III B) WEAKNESSES Acquisition of 457 Ha. of land. Relocation of existing EHT line of Tata and MSEB. Diversion of Ulwe river and training of Gadhi river. Falls in CRZ area. Rehabilitation of Ten Settlements (15000 Population) Acquisition of 2000 Ha. of land. Rehabilitation of 14 villages (30,000 Population) Absence of basic infrastructure. Absence of commuter rail link High capital cost. Requires Destruction beauty Falls in CRZ area. Falls in sensitive zone. Airport practice. Stiff opposition from local population. Project financially un-viable. Unattractive through partnership. Seismic Zone IV for development public-private closure during Naval development to scenic of township for 50,000 families coastal Rewas Mandwa
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Table 2.1 SWOT TABLE Navi Mumbai C) OPPORTUNITIES Will boost the development of Navi Mumbai and main land Create healthy competition between the two airports Relieve congestion at existing airport Better image of Mumbai in aviation field Increase business on State and National Level D) THREATS Trans harbour link with high speed airport road towards main land costing about Rs 8000 crores is essential Difficult to fund huge capital Opportunity to expand meeting the demand beyond the year 2030 Boost the development of Konkan area in MMR Create healthy competition between the two airports Relieve congestion at existing airport Better image of Mumbai in aviation field Increase business on State and National level Rewas Mandwa
The above SWOT analysis clearly reveals that the Navi Mumbai site has many positive aspects, compared to Rewas-Mandwa site.
2.5.2
Site Sensitivity Analysis The site sensitivity analysis brings the site sensitiveness of both the sites considering various environmental parameters scoped earlier. The site scoring minimum marks is considered as best environmentally selected site. Delphi technique is used to work out the site sensitivity index for both the alternatives.
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The development of new airport reflects basically air & noise pollution and if the project is nearer to marine environment, the related issues have to be taken into account i.e. effect on marine environment, land development, effect on coastline, drainage pattern. The other important parameters associated with any development project are also important in respect of land acquisition, displacement of population, effect on social and cultural activities. In view of above, these factors are considered and allocated more marks. The following tables give the score for each attribute separately for Rewas Mandwa and Navi Mumbai. Table 2.2 Sensitivity Analysis of Rewas Mandwa
Sensitivity Index Attribution I Accessibility a. State Highway b. National Highway c. Broad Guage Railway 0 to 5km 5 to 10km 10 to 15km 15 0 to 12.5km 12.5 to 25km 25 to 37.5km 37.5 to 50km 40 0 to 2.5km 2.5 to 5km 5 to 7.5km 75 to 112.5km 0 to 20km 0-1500 0-1000 0-5000 20 to 40km 1500-3000 1000-2000 5000-10000 40 to 60km 3000-4500 2000-3000 1000015000 (Nos) V VI VII Land Reclamation (Acres) Length of Coast Line Sensitive Location nearby 0 to 2.5km 20-15 Nil 2.5 to 5km 15-10 5 to 7.5km 10-5 0-1500 1500-3000 3000-4500 30000 4500-6000 5000 7.5 to 10km 10 5-0 30 70 70 7.5 to 10km 8 d. Central Business District 0 to 37.5km 37.5 to 75km of Mumbai e. Ports II III IV Land Acquisition (Acres) Reduction of built-up Structures (Nos.) Displacement of Population 112.5 to 150km 135 60 to 80km 60 4500-6000 5000 3000-6000 6000 15000-30000 70 50 70 6 6 6 6 15 to 20km 6 0-0.25 0.25-0.50 0.50-0.75 0.75-1.00 Weightage
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Table 2.2 Sensitivity Analysis of Rewas Mandwa

Sensitivity Index VIII Loss of Environmental Aesthetics IX X Physical Infrastructure cost (Crores) Marine Environment a) Plant Species (Nos.) b) Birds Species (Nos.) c) Fishes Species (Nos.) XI XII Social Culture Air Noise Pollution a) Minor Habitants (Nos.) b) Major Habitants XIII Water Pollution 0 to 1 lac 0 Sea XIV Siltation and Erosion River Creeklet Creek Sea XV XVI Construction Material Disfiguring of Landscaping 0 to 5km 2.5 Natural Topography XVII Hospital Availability 0 to 5km 0-5000 5 to 10km 5000-10000 10 to 15km 15 XVIII Capital Project Cost (crores) 1000015000 XIX Drainage Pattern Natural Slope Moderate Change Total 1000 Diversion 15000 and above Obstruction 70 60 15 to 20km 30 River side Creek Coast Line 70 5 to 10km 10 to 15km 15 to 20km 50 50 Creek River Nalla 50 1 to 2 lacs 2 to 3 lacs 0-5000 5000-10000 1000015000 30000 3 to 4 lacs 35 15000-30000 35 0-2 2-4 4-6 5 0-40 40-80 80-120 0-40 40-80 80-120 0-100 100-200 200-300 300-400 350 120-160 150 120-160 125 6-8 30 15 15 40 0-40 40-80 80-120 0-0.25 General 0.25-0.50 Internal Land 0.50-0.75 Creek line 0.75-1.00 Coast line 120-160 30 Weightage 30
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Table 2.3 Sensitivity Analysis of Navi Mumbai

SENSITIVITY INDEX Attribution I Accessibility a.State Highway 0 to 5km 0.5 b.National Highway 0 to 12.5km 0.5 c.Broad Guage Railway 0 to 2.5km 2 d.Central Business District of Mumbai 0 to 37.5km 37.5 to 75km 60 e.Ports 0 to 20km 15 II Land Acquisition (Acres) 0-1500 1140 III Reduction of built-up Structures (Nos.) IV Displacement of Population (Nos.) V Land Reclamation (Acres) VI Length of Coast Line 0 to 2.5km 0-1500 0-5000 500010000 1000015000 15000 1500-3000 3000-4500 3500 2.5 to 5km 5 to 7.5km 5 VII Sensitive Location nearby 20-15 15-10 12.5 VIII Loss of Environmental Aesthetics IX Physical Infrastructure cost (Crores) X Marine Environment a) Plant Species (Nos.) b) Birds Species (Nos.) c) Fishes Species (Nos.) XI Social Culture 0-2 0-40 0-40 0-100 100-200 139 40-80 59 40-80 80 2-4 3 4-6 6-8 30 80-120 120-160 15 80-120 120-160 15 200-300 300-400 40 0-40 40-80 General Internal Land 80-120 120-160 30 Creek line Coast line 30 10-5 5-0 30 7.5 to 10km 70 4500-6000 70 0-1000 1000-2000 2000-3000 3000-4000 3000 15000-20000 70 50 1500-3000 3000-4500 4500-6000 70 20 to 40km 40 to 60km 60 to 80km 6 75 to 112.5km 112.5 to 150km 6 2.5 to 5km 5 to 7.5km 7.5 to 10km 6 12.5 to 25km 25 to 37.5km 37.5 to 50km 6 5 to 10km 10 to 15km 15 to 20km 6 0-0.25 0.25-0.50 0.50-0.75 0.75-1.00 Weightage
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Table 2.3 Sensitivity Analysis of Navi Mumbai

SENSITIVITY INDEX XII Air Noise Pollution a) Minor Habitants (Nos.) b) Major Habitants 0 to 1 lac 1 to 2 lacs 0-5000 500010000 1000015000 15000 2 to 3 lacs 3 XIII Water Pollution Sea Creek River 0.6 XIV Siltation and Erosion River Creeklet Creek XV Construction Material 0 to 5km 2.5 XVI Disfiguring of Landscaping Natural Topography 0.5 XVII Hospital Availability 0 to 5km 2.5 XVIII Capital Project Cost (Crores) 0-5000 500010000 XIX Drainage Pattern Natural Slope Moderate Change Total 1000 Diversion Obstruction 70 1000015000 15000 and above 60 5 to 10km 10 to 15km 15 to 20km 30 River side Creek Coast Line 70 5 to 10km 10 to 15km 15 to 20km 50 Sea 50 Nalla 50 3 to 4 lacs 35 15000-20000 35 0-0.25 0.25-0.50 0.50-0.75 0.75-1.00 Weightage
The overall score have been worked out on the basis of site sensitivity index for these parameters and integration of total impact is worked out & categorized as belowCategorisation Criteria Overall scale 750-1000 600-750 450-600 300-450 Less than 300 Level of Environmental Impact Very high High Moderate Low Very low
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Having allocated the score for each attribute, the following Table 2.4 compares the attributes score between two sites. Table 2.4 Comparison of Attribute Score
Attribution Attribution Measurement Rew. Mand. Accessibility a.State Highway b.National Highway c.Broad Guage Railway d.Central Business District of Mumbai e.Ports Land Acquisition (Acres) Reduction of built-up Structures (Nos.) Displacement of Population (Nos.) Land Reclamation (Acres) Length of Coast Line Sensitive Location nearby Loss of Environmental Aesthetics Physical Infrastructure cost Marine Environment a) Plant Species (Nos.) b) Birds Species (Nos.) c) Fishes Species (Nos) Social Culture Air Noise Pollution a) Minor Habitants(Nos.) b) Major Habitants Water Pollution Siltation and Erosion Construction Material Disfiguring of Landscaping Hospital Availability Capitol Project Cost (Crores) Drainage Pattern 0.9 0.6 0.9 0.6 70 70 63 42 15 12000 2.5 4700 0.75 1 0.125 0.47 30 60 30 60 22.5 60 3.75 28.20 30000 0 0.25 sea 2.5 15000 3 0.6 creek 2.5 1 0 0.25 1 0.125 0.75 0.75 0.75 0.6 0.75 0.125 0.5 35 35 50 50 50 70 35 35 50 50 50 70 35 0 12.5 50 6.25 52.5 26.25 26.5 30 37.5 6.25 35 350 150 125 5 139 59 80 3 0.925 0.9375 0.781 0.625 0.3475 0.368 0.50 0.375 40 15 15 30 40 15 15 30 37 14.06 11.715 18.75 13.9 5.52 7.50 11.25 High Low 1.00 0.25 30 30 23.43 7.50 1 0.75 1 0.75 30 30 30 22.5 10 0 5 12.5 1 0.5 0.375 70 30 70 30 70 0.00 35 18.75 5000 3500 0.83 0.58 70 70 58.33 40.83 30000 15000 1 0.75 70 70 70 52.50 60 5000 6000 15 1140 3000 0.75 0.83 1 0.1875 0.19 0.75 6 70 50 6 70 50 4.5 58.33 50 1.125 13.3 37.5 15 40 8 135 0.5 0.5 2 60 0.75 0.8 0.8 0.9 0.025 0.01 0.2 0.4 6 6 6 6 6 6 6 6 4.5 4.8 4.8 5.4 0.15 0.06 1.2 2.4 N Mum. Rew. Mand. N Mum. Rew. Mand. N Mum. Rew. Mand. N Mum. Sensitivity index Weightage Score
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Table 2.4 Comparison of Attribute Score

Attribution Attribution Measurement Rew. Mand. N Mum. Rew. Mand. N Mum. Rew. Mand. 1000 N Mum. 1000 Rew. Mand. 773.95 498.69 N Mum. Sensitivity index Weightage Score
After comparison the scores were added. The Rewas-Mandwa score is 773.95 and Navi Mumbai is 498.69. Thus the comparison of Rewas-Mandwa & Navi Mumbai is worked out as below: Site Score Category Rewas-Mandwa 773.95 Very high impact Navi Mumbai 498.69 Moderate impact
2.6
Conclusion: From the categorisation criteria, the Navi Mumbai site has moderate impact in terms of environment score whereas Rewas-Mandwa site has very high impact. This exercise establishes that Navi Mumbai site is less sensitive to environment. Considering the SWOT and Sensitivity Analysis Navi Mumbai site is technically and environmentally preferred site when compared to Rewas Mandwa. However during the project appraisal for environment clearance, the Expert Appraisal Committee advised to examine the possibility of evaluating additional sites in addition to the sites proposed in the Environmental Impact Assessment (EIA) situated in a range of 100 -150 Km from Mumbai. Accordingly, a study has been carried out to search various probable locations within and around Mumbai Metropolitan Region (MMR) for locating the second airport for Mumbai.
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2.7
Alternative Sites Analysis: Airport site identification/selection and assessment can essentially be regarded as two stage process. In the first stage, all potential sites within the study area are identified and assessed as to whether airport development is feasible and practical. The result leads to a number of sites or site investigation areas that are then subjected to detailed assessment and comparison of attributes on a qualitative and quantitative basis. The study is organized starting with an overview of air passenger profile, delineation of the study area with geographical features, site selection criteria, site selection process, standards & manuals, analysis of sites, obstacle assessment analysis of possible sites and finally selection of site for airport development.
2.8
Air Passenger Profile Airport terminal studies carried out as a part of Comprehensive Transportation Study for Mumbai Metropolitan Region (MMR) reveals that 85% air traffic trips are generated from Greater Mumbai in case of domestic travel and 80% for international travel.
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The external air passenger trips i.e. outside Mumbai Metropolitan Region are 10% for international travel and 4% for national travel, indicating that the airport caters mainly for air passenger generated from the MMR Region catchment area. The distribution of air passenger in the region from various places is shown in the following map.
Barring the island city and the western suburban area of Greater Mumbai, Navi Mumbai leads all other areas in generating air passenger trips. This indicates that the second airport for Mumbai should be within reasonable ground travel time from Mumbai, Greater Mumbai and Navi Mumbai. CESE, IIT Mumbai CIDCO
2.9
Study Area
Keeping in view the committee brief in mind, the search of alternate site within 100-150 km from Mumbai is explored. The 150 km distance almost reaches Vapi in the north, Nashik on the east and Pune on southeast as shown on Map-01.
MAP - 01
With the existing road network, the travel time to the above towns is more than three and half hours and hence beyond the reach of one and half hours of international norm. Development of any airport having ground travel time more than one and half hours from catchment area loses support from users as such, the airlines avoid to operate such airport. The other important point is that most of the destinations on domestic sector in our country are within one and half hour of
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air travel time and hence to get support of users, the ground travel time should be as far as possible less than air travel time or at maximum equal. In accordance with international norm, the ground travel time to reach an airport should be one and half hours for international flights and one hour for national flights. The majority of our travel demand (80-85%) is generated from the Island City & Western parts of Mumbai as per the Comprehensive Transportation Study for Mumbai Region. Keeping this important factor in view and taking into consideration of ground travel time of one and half hours with average speed of 40 km/hr, the proposed airport should be located at a distance of maximum 60 km from city centre. In view of above, the study area delineated covers an area of 100 km from the city centre of Mumbai covering the Dahanu on the north, Igatpuri on the east and Talegaon near Pune on the southeast side. Map-02 depicts the study area, in which, exercise for selection of alternative sites for the second airport for Mumbai has been carried out.
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MAP 02
Having delineated the study area, it is obvious to understand the Geography of area before commencing the exercise for the search of alternative sites. Geographically, the Mumbai Metropolitan Region forms the major part of the study area and is part of the north Konkan Region that lies towards the west of Western Ghat i.e. Sahyadri Ranges. In this region, the Sahyadri Ranges turns inwards and turns further eastwards and the river Ulhas draining westward has developed a large alluvial in-filled amphitheatre-like basin. The region consists of main land of north Konkan and two large insular masses of Salsette-Trombay and Mumbai separated from each other by shallow creek and tidal marshes.
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The Region on the whole is low land, but not plain. The average elevation of areas above sea level is less than 100 m. but significant local variation are brought about by a series of north - south trending hill ranges as follows: a) b) c) d) e) f) g) h) i) j) k) Matheran Range Panvel Mumbai Ridge Bhiwandi Gotara Ridge Bhatsai Hills Tungas Hill Complex Kanheri Ridge Trombay Hills Uthan Hills Karnala Hill Kankeshwar and Bhal-man Hills Western Ghat
The remaining area of study falls in Western Ghat from all the sides east, north and south. Map-03 shows the various hill ranges and Map-04 shows level of hill ranges in the study area.
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W
537 547 471 574 611 849 813 797 1646 1479 1375 1031 1424 1268 1141 1277 1155 1129 1093 1148 1054 1116 1257 1093
E S
662 584 96 461 404 305
T E
G H A T
778 791
439 568
423
510 490
N S
MAP 03 & 04
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3.0
Site Selection Criteria

The selection criteria entail steps to eliminate unsuitable site locations from the study area. The site fulfilling the majority of the selection criteria are selected as probable site for further detail examination. There are many criteria for the selection of an airport site such as: land availability, land use, topography, hydrography, availability of physical and social infrastructure, environment, development cost, obstructions, air space accessibility, expandability of the facility and accessibility. However, to carry out a brief exercise, the following criterias have been used for selection of probable sites. a) Site that provide adequate space and size capable of handling 60 million passengers per annum with two independent runways 4 km long with instrument landing for international and domestic operation. b) Obstruction free approach of 15 km on either side of runways end. c) The glide slope should not exceed three degrees. d) Areas of historical, ecological, archeological, cultural importance and Coastal Regulation Zone (CRZ) area should be avoided. e) Site that provides relatively flat terrain with minimal slope (< 2 %) and the level up to 100 m contour to reduce the construction cost and environmental impact. f) Ground transportation to site should be within one and half hours from the catchment area. g) Availability of physical and social infrastructure.
4.0
Site Selection Process i) The process of site selection is an objective process used to systematically evaluate all the potential sites for airport development by screening them based on a selection criteria to determine a preferred site.To accomplish this, the site selection process is divided into three stages to permit a systematic analysis of potential sites. ii) Identification of probable sites: Examination of survey of India Map of study area and search for flat areas having level up to RL 100 m away from hills for identification of probable sites.
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iii) Screening of probable sites: All the identified probable sites are individually examined on latest Google Image for availability of land in terms of area of 20 sq. km., containing minimum built area which falls outside the CRZ area. Those identified probable sites lacking in above are eliminated at this stage. iv) Selection of Preferred Site: All the possible sites were examined in detail using ICAO standards for operational feasibility based obstacle assessment, and glide slope, for selection of preferred site. 5.0 Standards & Manuals Site selection analysis for various probable sites identified was carried out using International standards and Recommended Practices (Annex and Doc) published by the International Civil Aviation Organization (ICAO), and Civil Aviation Requirements (CAR) of Director General Civil Aviation (DGCA), listed below: a) Annex-14 - Aerodrome Design & Operation. b) Doc 9184 - Airport Planning Manual. c) Annex-11 - Air traffic services. d) Annex-6 f) - Operation of Aircraft. e) Annex-16 - Environmental protection. Annex-10 - Aeronautical Communication. - D.G.C.A. g) Doc 8168 - Procedure for Air Navigation (OPS). h) C.A.R. 6.0
Analysis of Sites The identification of various probable sites for airport within the study area was carried out on the survey of India Topography Sheet in scale 1:150,000 of 1970 followed by available digital map of Survey of India of scale 1:50,000. The topography sheets were scanned, integrated into a mosaic registered on Auto Cad platform in WGS 84 coordinate. The study area shows features such as: topography, surface access, develop area, physical constraints, utilities and other physical characteristic.
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The majority of the study area is incompatible for selection of a suitable airport site owing to presence of hilly terrain. Keeping this in view, availability of level terrain and presence of developed cities in the study area, the probable sites are identified with their distance from Mumbai airport and listed below in Table No.2.51 and shown on Map- 05: Table No. 2.5. Probable Airport Sites
Sl. No. Name of Places Latitude Longitude Distance (Km)
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11 12. 13. 14. 15. 16. 17.
Palghar Wada Virthan Ansoli Aste Shahapur (S) Kinvali Bhivandi (E) Uttan Balegaon Kalyan Kalyan (S) Navi Mumbai Nhava Sheva Uran Dadar Rewas-Mandva
19 4013 19 3607 19 3217 19 2630 19 2550 19 2317 19 2118 19 1915 19 1702 1915.56 191046 190849 18 5933 18 5500 18 5130 18 49 20 18 4753
72 4426 73 0330 72 4548 73 0654 73 3320 73 2008 73 3138 731146 72 4902 73 3158 73 0822 73 0746 73 04 13 72 5830 72 5530 73 0011 72 5421
70 95 55 70 90 75 100 85 25 80 50 50 35 45 55 65 120
It should be noted that the above exercise was carried out on topographic sheets which were prepared in 1970 but to examine the present position, the latest satellite imageries of Google Pro was used to assess the suitability of possible sites for airport.
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Map-05 The following paragraph describes the suitability of site based on criteria of availability of land, site terrain, Ground travel time, availability of Physical and social infrastructure, and urbanization and located away from CRZ area.
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Site-1: Palghar (Lat. 19 4013 Long. 72 44 26) The Palghar site is located at a distance of 72 km from the Mumbai Airport and located between the west coast and western railway. Most of the land is agricultural with a flat terrain. The accessibility to the site is through MahimManor State Highway which connects the Mumbai-Ahmedabad Road NH4.
A river originating from Palghar Hill traverses lengthwise the airport site and finally meets the Mahim Creek. The tidal reach from the Mahim Creek reaches up to half the length of the site. Moving the site towards the East is not possible owing to presence of the Western Railway. Thus, the site is unacceptable for airport development as it falls within the CRZ area.
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Site-2: Wada (Lat. 19 3607 Long. 73 0330) Wada site is at a distance of 95 km. from Mumbai airport and located between Mumbai-Ahmedabad road (NH8) and Mumbai-Agra Road (NH3). The site is accessible by State Highway called Wada Road from NH8. Site is surrounded by the Reserve Forest and the area within the site is partly barren and agricultural.
The level of the terrain varies from 50 to 85 m above mean sea level. Number of major streams flow around the site and there are hills all around the site. The site appears to be suitable and selected for detailed examination. Site-3: Virthan (Lat. 19 3217 Long. 72 45 48) Virthan site is located at a distance of 55 km away from Mumbai Airport and located near the west coast. The accessibility to the site is through State Highway called Saple Road.
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A hill of 220 m falls on the east of site. The examination of satellite imagery indicates that 75% of the area contains mud flats and salt pans. The remaining area is agricultural land. Few villages fall within the area of the site. The site is unsuitable for airport development as it falls in CRZ area. Site-4: Ansoli (Lat. 19 2630 Long. 73 06 54) Ansoli site is at a distance of 70 km. from the Mumbai Airport and located on Biwandi-wada State Highway on the west and Pipe lines leading to Tansa Lake. The level of terrain varies between 30 m to 45 m above mean sea level.
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A stream of 25 to 30 m width is traversing lengthwise throughout the airport site emanating from the hills and finally meeting the Vaitarna River. Most of the land appears to be barren with many patches of cultivated land. Few villages are located within the airport area. The site is found to suitable for airport development and selected for detailed examination. Site-5: Aste: (Lat. 19 2550 Long. 73 33 20) Aste site is located at a distance of 90 km from the Mumbai Airport and located on State Highway 44 connecting Mumbai-Agra Road NH3 and Sangamnar. The terrain of the site is hilly with exposed rock and level varies from 130 m to 240 m. There are few settlements within the site.
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A Dam with water-bodies is found within the site and the entire airport site falls within the dam catchment area. A portion of airport site falls in Reserved Forest. This site is found unsuitable for airport development owing to presence of Dam within the site. Site-6: Shahapur (South): (Lat. 19 2317 Long. 73 20 08) Shahapur (South) is at a distance for 75 km from Mumbai Airport located at a distance of 4.5 km from South east of NH3 and near to State Highway leading to Ahmadnagar. One major river cuts across the site and other traverses lengthwise throughout the airport site. These two rivers meet a major river called Bhasta on the northwest corner of the airport site.
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The site is barren with patches of green area and water-bodies. The terrain is fairly flat with level ranging from 65 m to 75 m above mean sea level. This site is found unsuitable for airport development owing to the presence of two major rivers. Site-7: Kinvali: (Lat. 19 2118 Long. 73 3138) Kinvalii site is located just south of Aste site. The site is at a distance of 100 km from Mumbai Airport and situated at a distance of 6 km from State Highway No. 2 starting from Kalyan to Malshejghat. On either end of the site, two rivers cross it. Also, two minor streams on either end cross the site
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Few villages are within the airport site. The site terrain is sloping from South to North and levels are ranging from 75 m to 130 m above mean sea level. The site appears to be acceptable and selected for detail examination. Site-8: Bhivandi (East): (Lat. 19 1915 Long. 73 11 46) Bhivandi (East) site is at a distance of 85 km from Mumbai Airport and located at a distance of 2.0 km South east of Mumbai Agra Road (NH3). The site terrain is flat with level ranging from 25 m to 30 m above mean sea level. One major river having a width of more than 150 m called Bhatsai cuts across the site.
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The main Central Railway line and suburban line cut across the site on the Eastern side. Moving the site towards the West or East does not help in saving the railway lines and rivers owing to presence of forest land. This site is, therefore, unacceptable for airport development owing to the presence of river and main central railway lines. Site-9: Uttan: (Lat. 191702 Long. 73 4902) Uttan site is at a distance of about 25 km from Mumbai Airport and located on State Highway leading to Manori between west coast and western railway. Examination on satellite map indicates that the majority of the area is marshy land with salt pans.
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Many settlements fall in the airport area. A thick urbanization has taken place on the east side of airport. Although the site is within the ground travel time, major area of the site falls under CRZ. This site is unacceptable for development of airport as it falls in CRZ area. Site-10: Balegaon: (Lat. 19 15 56 Long. 73 31 58) Balegaon site is at a distance of 80 km from Mumbai and located south of State Highway-2 connecting Kalyan and Junnar. Two streams coming from Hills cross the airport site. The terrain is fairly level and range from 90 m to 120 m.
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Few settlements of villages were observed within the site. The land is a mix of agricultural, green and barren areas. This is found to be acceptable for airport development. Site-11: Kalyan : (Lat. 19 10 46 Long. 73 0822) Kalyan site is situated at a distance of 50 km from Mumbai Airport and located at a distance of 1.5 km from Kalyan-Shil Road. Densely populated towns, such as Dombivli, Kalyan, Ulhasnagar and Ambernath are located very near to the airport
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site. A huge built up facilities of Bhaba Atomic Research Centre (BARC) exist within the airport site. Existence of two runways are traced within the airport site indicating the existence of a small air strip probably for use of military aircrafts. Orientation of runway seen on latest satellite imagery are not in the prevailing wind direction of east-west. Land is fairly level and the level varies from 25 to 30 mtrs with a spur of about 60 mtr height. This site was earlier identified by Maharashtra Airport Development Corporation (MADC) for development of Airport. It is given to understand that the site was not considered for detailed analysis owing to presence of BARC facility as well as the land belongs to Defence on which many unauthorized settlement has come up. Site-12: Kalyan (South): (Lat. 19 08 49 Long. 73 0746) Kalyan (south ) site is just below the above site leaving about 400 mts south of BARC facility. Site is slopey terrain with level ranging from 15 m to 40 m above Mean sea level. The land is barren with exposed rock and few patches of green.
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A small streams flows on the western part of the airport site. Kalyan Taloja road cut across the site.
This site is acceptable and selected for detail examination. Site-13 : Navi Mumbai: (Lat. 18 59 33 Long. 73 0413) This site is already accepted for airport development.
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Site-14 : Nhave-Sheva : (Lat. 18 55 00 Long. 72 5830) Nhave-Sheva site is at a distance of 45 kms from Mumbai airport located on State highway called Panvel Uran. The site is partly falls on land on which JNPT exists and partly in Uran bay.
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This site is not acceptable as entire land has been utilized for development of JNPT Port. Site-15: Uran : (Lat. 18 51 30 Long. 73 0011) Uran site is at a distance from 55 Kms from Mumbai airport and located on the road leading to Karanja from Uran Panvel road. Part of the site falls on the land and the rest in Dharmtar creek.
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This site is not suitable for airport development as major portion of airport is in CRZ Area. Site-16: Dadar : (Lat. 18 49 20 Long. 73 0011) Dadar site is at a distance of 100 Kms from Mumbai airport and located on a major district leading to Mandwa Jetty from Alibagh road. Site partly falls on Marshy land and partly on firm land. Dharmataar creek cut across the southern boundary of airport site.
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This site is not acceptable as airport site falls in CRZ Area. Site-17: Rewas-Mandva : (Lat. 18 4753 Long. 72 5421) This site is already accepted and found feasible for airport operation but now discarded because the site falls in CRZ Area.
The screening of probable sites carried out with above selection criterion indicated above and summarized in the following table leading to selection of the following possible sites.
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TABLE No : 2.6 SITE ANALYSIS

Sl.No. Name of Distance Land Environment Topography Ground Availability of Possible Sites Probable (Km) Availability (CRZ) Transportation Social and Airport Sites Physical Infrastructure
1 2 3 4 5 6 7 8 9 10
Palghar Wada Virthan Arsoli Aste Shahapur (S) Kinvali Bhivandi (E) Uttan Balegaon
70 95 55 70 90 75 100 85 25 80
X X X X X X
X X X
X X X X X X X X
X X X X X X X X X X
X X X X X X
11
Kalyan
50 X X X X X X X X X X X X X X X X X X X X X X
12 13 14 15 16 17
Kalyan (S) Navi Mumbai Nhava Sheva Uran Dadar RewasMandva
50 35 45 55 100 120
These possible sites were further evaluated for detailed obstacle assessment analysis to know the operational feasibility of each selected possible sites.
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Table No.2.7 Possible Airport Sites Sl. No. 1. 2. 3. 4. 5. 6. 7.0 Wada Ansoli Kinlivi Balegaon Kalyan(South) Navi Mumbai Obstacle Assessment Analysis The air space around the airport is defined by a system of obstacle limitation surfaces. The characteristics of obstacle limitation surfaces are specified on the basis of types of airports and the intended use of the runway in terms of takeoff, landing and type of approach. Also, the characteristics of the obstacle limitation surfaces correspond to the requirements of the regulations for flight operations, air traffic control and aircraft airworthiness. During the most extreme foreseen position of the aircraft, the prescribed minimum horizontal and vertical clearances from obstacles should be maintained. The proposed second airport for Mumbai will be designed for 4-F category, which corresponds to the Airbus A380 aircraft, with dual runway and precision approach. The following system of obstacle limitation surfaces has been specified and the same are required to be studied: i) ii) iii) iv) v) Conical surface Inner horizontal surface. Transitional surface. Take-off climb surface. Approach surface. Site Co-ordinates 19 3607 19 2630 19 2118 1915.56 190849 18 5933 73 0330 73 0654 73 3138 73 3158 73 0746 73 04 13
a) Assessment Criteria The significance of any existing obstacle within the airport or in the vicinity of airport is assessed by the use of two separate sets of criteria defining airspace requirements. The first of these comprises the obstacle limitation surfaces pertaining to a runway and its intended use. The broad purpose of these
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surfaces is to define the volume of airspace that should be kept free from obstacles in order to minimize the dangers presented by the obstacles to an aircraft, either during entirely visual approach or during the visual segment of an instrument approach. The first set of criteria is based on the International Civil Aviation Organization (ICAO) and it has the following norms: Table No. 2.8
DIMENSIONS & SLOPES OF OBSTACLE LIMITATION SURFACES Surface CONICAL: Slope Height Height Radius 5% 100 m Dimensions
INNER HORIZONTAL: 45 m 4000 m.
INNER APPROACH: Width Distance from threshold Length Slope Length of inner edge Distance from threshold Divergence Length Slope Length Slope 120 m. 60 m. 900 m. 2%
APPROACH 300 m. 60 m. 15%
FIRST SECTION 3000m. 2%
SECOND SECTION: 3600 m. 2.5%
Horizontal Surface or horizontal plane passing through the object governing the obstacle clearance limit. Length 8400 m. 15000 m. Total length
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Surface TRANSITIONAL Slope Slope Length Distance from threshold Divergence Slope
Dimensions 14.3% 33.3% 120 m. 1800 m. 10% 3.33%
INNER TRANSITIONAL BALK LANDING SURFACE
TAKE OFF CLIMB: Length Distance from runway end Divergence Final width Total length Slope 180 m. 60 m. 12.5% 1200 m/(1800 m). 15000 m. 2%
The obstructions in the vicinity of the airport are assessed based on the various surfaces indicated in the table above and the same are described as follows: I. Inner Horizontal and Conical Surface The inner horizontal surface is located in a horizontal plane above the airport and its environs. The height of the inner horizontal surface is 45 m above the Airport Reference Point (ARP) The conical surface sloping upwards and outwards from the periphery of the inner horizontal surface with height 45 m. and starts raising to 100 m above the ARP in a distance of 2100 m. with the slope of 5%. Map-06 shows the inner horizontal and conical surfaces. The basic purpose of these surfaces is to protect airspace for visual circling prior to landing.
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MAP 06
II. Transitional Surface The transitional surface defines the volume of air space that should be kept free from obstacles to protect and aircraft in the final phase of the approach during land maneuver. The slopes and dimensions are as per the airport code 4-F with precision approach. III. Take off Climb Surface The take off Climb surface is in inclined plane beyond the end of the runway to provide protection for an aircraft during takeoff and safe initial climb. Based on ICAO Standards, the takeoff plan and longitudinal section has been drawn on (Map-6). The slope and dimensions are mentioned in Table 2.8. IV. Approach Surface The approach surface is an inclined plane or combination of planes preceding the threshold. The volume of air surface should be kept from obstacles to protect the plane in final phase of approach and landing maneuver. The distance from the threshold is 15 km. The slope of the first section of 3 km is 2%. The slope of the second section of 3.6 km is 2.5% and that of the third section of 8.4 km is 2.5% with the horizontal plane passing through the top of the object governing
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the obstacle clearance limit. At the edge of the runway strip of 300 m width, the surface diverges with 15% flare on either end up to the end of approach surface or 15 km. The slope and dimension of approach surface was marked and shown on Map-06. In case hills protrudes in the basic instrument landing system surfaces and cutting of the hill is not possible, it is necessary to examine the obstacles assessment surfaces (OAS),being the second criteria, an option provided by ICAO Standards. The second set of criteria comprises the surfaces described in procedures for Air Navigation Service - Aircraft Operations (PANS-OPS). The PANS-OPS surfaces are intended for the use by procedures designed for the construction of instrument flight procedures specifying minimum safe attitudes/heights for each segment of the procedure. The procedure and/or minimum heights may vary with aeroplane speed, the navigational aid being used and in some cases the equipment fitted to the aeroplane. The air space can be bounded by plane or curved surfaces as a result of Basic ILS Surfaces or Obstacle Assessment Surfaces (OAS) or Collision Risk Model surfaces. The obstacle assessment surface (OAS) establishes a volume of airspace, inside, which it is assumed that the flight paths of aeroplanes making ILS approaches and subsequent missed approaches will be continued with sufficiently high probability. b) Obstacle Assessment Given the orography (physical geography dealing with uneven terrain) condition of hilly terrain in and around Mumbai Metropolitan Region, it is obvious that the obstacle limitation surfaces may be well penetrated by obstacles. However, the defined design obstacle free airspace should permit the intended aircraft takeoff, approach as well as landing and operation to be conducted safely at the airport. Obstacles in the takeoff climb and approach surfaces and in the transitional surfaces are assessed most stringently. The obstacles penetrating the conical surface or inner horizontal surface are assessed with the view to determine maximum to which these can be removed practicably and then to find ways and means to realise an operational environment by providing and augmented air
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navigational equipment and procedures guaranteeing the desired level of air safety. The construction of new objects or extensions of existing object shall always be controlled to ensure obstacle free air space. However, in case of natural obstacles, it is necessary to evolve a defined/designed obstacle surface by determining special procedure by installing special equipment for runway or limit the runway operation with higher operating limits as well as marking and lighting the obstacles. Obstacle surfaces are drawn based on the mathematical model prescribed in ICAOs specification on Aircrafts Operation. The parameters chosen are a runway length of 4000 m, runway orientation of 09-27 except the runway orientation of Navi Mumbai 08-26, Instrument Landing Category-I and a Glide Slope of 3 degrees. The template for OAS surface is worked out to examine the technical and operational feasibility of each possible sites selected. The finding of obstacle assessment for each possible selected sites are shown below in terms of plan and cross sections. Site 1: Wada:
This site is not acceptable as glide slope is more than 3 and OAS surface is penetrated by hills by 170 m in the approach and takeoff.
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Site 2: Ansoli:
This site is not acceptable as the OAS surface is penetrated by hills on either side of approach and takeoff by 210 m/ 57 m as well as the required glide slope is more than 3. Site 3: Kinvali:
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This site is not acceptable as the OAS surface is penetrated by hills in its approach and takeoff by 625 m as well as the required glide slope is more than 3. Site 4: Balegaon:
This site is not acceptable as the OAS surface is penetrated by hills in its approach and take off by 471 m as well as the required glide slope is more than 3. Site 5: Kalyan (South):
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This site is not acceptable as the OAS surface is penetrated by hills in its approach and takeoff by 429 m as well as the required glide slope is more than 3. Site 6: Navi Mumbai :
This site is acceptable as there is no penetration of hills in OAS surface with glide slope of 3. 8.0 Rating of Airport sites In accordance with the EAC brief, the four sites ie., Wada, Asnoli, Kalyan and Navi Mumbai need to be weightage. 8.1 The following engineering parameters were considered Cutting / Filling : The amount of site preparation, earthwork and grading required onsite as well as in approach for the safety and regularity of Airport will directly affect the cost of construction. Information on this aspect has been developed using the contour map of Survey of India and latest Satellite imagery. re-examined from engineering and environmental factors to provide the rating of the four sites on the scale of 0 to 100 on equal
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Proximity /Accessibility: To provide the maximum service to the Mumbai Metropolitan Region (MMR), the Airport to be located in reasonable proximity to the population centre also the Airport should be located in such a location that it has good accessibility from the major National and State highway. Information on this matter has been collected from the road development maps of MMRDA, state PWD & local bodies as well as by using the latest satellite imagery.
8.2
The following environmental parameters are taken into consideration. Land Acquisition: The overall magnitude of land required for the
development of Airport is in the range of about 20 sq.kms and the information on this front is developed on the basis of information available in Gazette of District Collector as well as by contacting each Talati & Tashildar of concerned site of Thane Dist. The information was collected by making personal contacts as well as on telephone / fax. Diversion of Rivers : Diversion of rivers falling within the Airport area is required to be considered from the safety and security point of view. The information on this front has been developed using the Survey of India map and latest Satellite imagery followed by site observations. Rehabilitation of Population: The overall magnitude and level of
Rehabilitation required for the Airport development is one of the aspect considered. Information used for analysis is based on census data of 2001 as well as information available on the website of District collectorate. Site Development cost: Site development cost is accessed is worked out based on net of cutting/filling converted in terms of rupees by DSR rate prevailing in Thane District. Environment Cost & Impacts: Environment Cost & Impacts cost is worked out in term of loss mangrove, forest land, agricultural land, environment loss due to dumping and place of ecological, historical importance.
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Security: Security impact is assess in terms of surrounding settlements and threat perception to site.
9.0
Marking Criteria : A marking criteria has been developed based on the degree to which the site are capable of meeting the criteria of cutting / filling, diversion / training of rivers/nallah, rehabilitation of population, Land Acquisition, Accessibility, Site development cost, Environment costs & impacts and security. The allocation of marks were developed so that the sites that do not meet the criteria gets marks proportionately in decreasing order. The 100 marks allocated to the above parameters were more or less equally distributed among the eight environment parameters indicated above. The allocation of marks was in accordance with the formula developed for all the items except the security in which the two divisions, i.e. nearness to urban sprawl and threat perception each having a weightage of 6 marks. The following table gives the overall marketing criteria for each environmental parameters as well as allocation of marks & Data sheet of environmental parameters. The following tables give the overall marking criteria for each engineering and environmental factors as well as the allocation of the same. TABLE 2.9
MARKING CRITERIA FOR AIRPORT SITES
Sl.No. 1 2 3 4 5 6 7 8 Cutting/Filling.
Criteria
Marks 13 12 12 13 13 12 13 12 100 CIDCO
Diversion/Training of rivers. Rehabilitation of Population. Land Acquisition. Proximity/Accessibility. Site Development cost Environment cost & Impacts Security Total
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TABLE 2.10
METHODOLOGY OF ALLOCATION OF MARKS

Sl. No. Criteria Total Marks Allocation of Marks (AM) Allocation Methodology
The maximum quantity of net cutting/filling will be allocated 0 marks and thereafter allocation will be done as per the following formula Mcf = AM ( Qmax.net Qi ) / Q max.net Where Mcf = Marks for cutting/filling AM = Allocated Marks Qmax.net = Max.net Cutting/filling Qi = Net quantity of cutting/filling of concerned site Maximum length of river/nallah will be allocated 0 marks and thereafter allocation will be done as per the following formula Mdr = AM (L dr Li ) / L dr Where Mdr = Marks for diversion of river AM = Allocated Marks L dr = Max. Length of diversion of river Li = Length of diversion of river of concerned site The maximum population to be relocated will be allocated 0 marks and thereafter allocation will be done as per the following formula MR = AM ( Pm Pi ) / Pm Where MR = Marks for Rehabilitation AM = Allocated Marks Pm = Max. Population Pi = Population of concerned site The maximum area of land to be acquired will be allocated 0 marks and thereafter allocation will be done as per the following formula ML = AM ( Lm Li ) / Lm Where
Cutting & Filling.
13
13
Diversion of River.
12
12
Rehabilitation.
12
12
Land acquisition.
13
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Sl. No.
Criteria
Total Marks
Allocation of Marks (AM)
Allocation Methodology
Lm = Max. Land to be acquired. Li = Land to be acquired for the concerned site
Proximity/Accessibility. Ground Travel Distance from Mumbai GPO.
13 5 The maximum ground travel distance will be allocated 0 marks and thereafter allocation will be done as per the following formula Ma = AM ( Dm Di ) / Dm Where Ma = Marks for accessibility AM = Allocated Marks Dm = Max. Ground travel distance Di = Distance to be traveled to reach the concerned site
Highway : National Highway State Highway Other roads. Train: Within 1 km. from the site. Within 2 km. from the site. Within 3 km. from the site. More than 3 km. 6 Site Development Cost 12
4 2 1 1 4 4 3 2 1 The maximum site deveolopment cost will be allocated 0 marks and thereafter allocation will be done as per the following formula Msd = AM ( SDm SDi ) / SDm Where Msd = Marks for Site Development cost AM = Allocated Marks SDm = Max.cost of Site development cost. SDi = Site Development cost of the concerned site The site with maximum of loss of Forest land will be allocated 0 marks and thereafter allocation will be done as per the following formula Mlf = AM ( LFm LFi ) /LFm Where Mlf = Marks for Loss of Forest Land
Environment Cost & Impact Loss of Forest / Mangrove Land in Project area
13 3
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Sl. No.
Criteria
Total Marks
LFm = Max.Loss of Forest Land. LFi = Loss of Forest Land of the concerned site The site with maximum of loss of Forest land in approaches will be allocated 0 marks and thereafter allocation will be done as per the following formula Mlf = AM ( LFm LFi ) /LFm Where Mlf = Marks for Loss of Forest Land AM = Allocated Marks LFm = Max.Loss of Forest Land. LFi = Loss of Forest Land of the concerned site The maximum of loss of Agricultural Land will be allocated 0 marks and thereafter allocation will be done as per the following formula Mla = AM ( LAm LAi ) /LAm Where Mla = Marks for Loss of Agricultural Land AM = Allocated Marks LAm = Max.Loss of Agriculture Land. LAi = Loss of Agricultural land of the concerned site The maximum quantity of dumping will be allocated 0 marks and thereafter allocation will be done as per the following formula Med = AM ( LDm LDi ) /LDm Where Med = Marks for Loss of Environment dute to dumping AM = Allocated Marks LDm = Max quantity of dumping. LDi = Quantity of Dumping of the the concerned site The maximum no. of places affected will be allocated 0 marks and thereafter allocation will be done as per the following formula Mehc = AM ( EHCm EHCi ) /EHCm
Loss of Forest land due to hill cutting in Approaches
Loss of Agricultural Land
Loss of Environment due to Dumping of excess material
Places of Ecological, Historical and Cultural importance
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Sl. No.
Criteria
Total Marks
Where Mehc = Marks for places of ecological, Historical & cultural importance AM = Allocated Marks EHCm = Max no. of places of importance. EHCi = No. of Places of importance of concerned site.
Security Impact due to surrounding settlements Threat perception TOTAL
12 6 6 100
TABLE 2.11
DATA SHEET FOR ANALYSIS OF AIRPORT SITES SR NO 1 CUTTING FILLING Net cutting/filling 2 RIVER /water course Rehabilitation of 3 4 Land to be Acquired 5 Accessibility.(KM) Ground Travel Distance i) Highway National Highway State Highway Other roads ii) Train Within 1 km Within 2 km Within 3 km 115 90 60 43 Population. 2125 7203 5809 15000 Land Acquisition. (HA.) 1728 1782 1692 457 CRITERIA WADA ASNOLI KALYAN Cutting & Filling (Million M3) 123.23 0.11 123.11 1106.16 0.01 1106.15 100.22 0.17 100.05 60.29 59.38 0.92 NAVI MUMBAI
DIVERSION OF RIVER (KM) 4.7 8.3 3 4.5
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DATA SHEET FOR ANALYSIS OF AIRPORT SITES SR NO CRITERIA More than 3 km Site development cost (Rs. 6 7 In crores) 5804 51132 4692 1220 Environment cost & Impacts i) Loss of Forest /Mangrove Land in Project area (Ha) ii) Loss of Forest land due to hill cutting in Approaches (Ha) iii) Loss of Agricultural Land (Ha) iv) Loss of Environment due to Dumping (Million M3) V) Places of Ecological, Historical & Cultural Importance 8 a) Impact due to surrounding settlements. b) Threat perception Low Low low low High Medium Medium High Nil VJT&HWS* Security MEZ&HM** Nil 123.23 1106.16 100.22 60.29 1116 1132 1149 105 647 2045 160 0 673 602 184 162 WADA ASNOLI KALYAN NAVI MUMBAI
VJT&HWS*-VAJRESHWARI TEMPLE & HOT SPRINGS MEZ&HM**-MATHERAN ECO SENSITIVE ZONE & HAJIMALANGAD HILL
Based on the marking criteria, methodology of allocation of marks and data collected for the four sites, the rating exercise was carried out in the scale of 0 to 100 and the same is summarized in Table No.2.12.
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TABLE 2.12
RANKING OF AIRPORT SITES SR NO 1 2 CRITERIA Cutting & Filling (Million M3) DIVERSION OF RIVER (KM) RIVER 3 4 5 Rehabilitation of Population. Land Acquisition. (HA.) Accessibility.(KM) Ground Travel Distance i) Highway National Highway State Highway Other roads ii) Train Within 1 km Within 2 km Within 3 km More than 3 km 6 7 i) ii) iii) iv) v) 8 Site development cost (Rs. In crores) Environment cost & Impacts Loss of Forest /Mangrove Land in Project area (Ha) Loss of Forest land due to hill cutting in Approaches (Ha) Loss of Agricultural Land (Ha) Loss of Environment due to Dumping (Million M3) Places of Ecological, Historical & Cultural Importance Security a) Impact due to surrounding settlements. b) Threat perception TOTAL MARKS 6 6 100 6 6 58 6 6 22 2 4 56 4 2 69 2 12 2 0 0 2 2 2 0 2 2 3 3 2 0 0 0 3 0 3 3 3 0 0 2 2 4 4 3 2 1 12 13 1 11 1 0 1 11 12 4 5 4 2 1 1 1 1 1 2 1 1 MAX. MARKS 13 12 12 12 13 13 0 1 2 3 5 10 0 0 6 0 8 7 1 5 0 10 WADA 12 ASNOLI 0 KALYAN 12 NAVI MUMBAI 13
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10.0
Final Conclusion Based on above exercises, the Navi Mumbai site scores 69 marks followed by Wada 58 marks, Kalyan 56 marks and lastly Ansoli 22 marks. Thus Navi Mumbai site has emerged as the first owing to its inherent strengths.
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Chapter-2 Analysis of Alt. Sites

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EIA Study of Navi Mumbai International Airport

ANALYSIS OF ALTERNATIVE SITES

Mahapan in Sindhudurg District

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EIA Study of Navi Mumbai International Airport

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EIA Study of Navi Mumbai International Airport

Fig. 2. 2 Map Showing Rewas Mandwa Site On Toposheet

Fig. 2. 3 Map Showing Rewas Mandwa Site On Imagery

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

Navi Mumbai Site

Fig. 2. 4 Map Showing Navi Mumbai Site On Toposheet

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

Fig. 2. 5 Map Showing Navi Mumbai Site On Imagery

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

Selection of Alternative Sites

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EIA Study of Navi Mumbai International Airport

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

Table 2.2 Sensitivity Analysis of Rewas Mandwa

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EIA Study of Navi Mumbai International Airport

Table 2.3 Sensitivity Analysis of Navi Mumbai

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EIA Study of Navi Mumbai International Airport

Table 2.3 Sensitivity Analysis of Navi Mumbai

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EIA Study of Navi Mumbai International Airport

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

Table 2.4 Comparison of Attribute Score

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EIA Study of Navi Mumbai International Airport

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

EIA Study of Navi Mumbai International Airport

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

CESE, IIT Mumbai

EIA Study of Navi Mumbai International Airport

662 584 96 461 404 305

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