CHAPTER-2 ANALYSIS OF ALT. SITES

8/6/2019 CHAPTER-2 ANALYSIS OF ALT. SITES

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Chapter 2EIA Study of Navi Mumbai International Airport Sheet 1 of 64

CESE, IIT Mumbai CIDCO

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) Mahapan in Sindhudurg District

ii) Rewas-Mandwa in Raigad District

iii) 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 rangeof 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 Rewas-

Mandwa 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 tele-

communication facilities and the same are required to be tapped from the

nearest sources available in Navi Mumbai and directly taken to Rewas-

Mandwa 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. The cost on this account will also be an additional cost.

Similarly, the telecommunication network facility needs to be created for

airport.

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 Site Constraints

i) 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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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

Fig. 2. 5

Map Showing Navi Mumbai Site On Imagery


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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 bringsthe 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 Rewas Mandwa

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


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Table 2.1

SWOT TABLE

Navi Mumbai Rewas Mandwa 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 development of

township for 50,000 families

Destruction to scenic coastal

beauty

Falls in CRZ area.

Falls in sensitive zone.

Airport closure during Navalpractice.

Stiff opposition from local

population.

Project financially un-viable.

Unattractive for development

through public-private

partnership.

Seismic Zone IV


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Table 2.1

SWOT TABLE

Navi Mumbai Rewas MandwaC) 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

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

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

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 0-0.25 0.25-0.50 0.50-0.75 0.75-1.00 Weightage

Attribution

I Accessibility

a. State Highway 0 to 5km 5 to 10km 10 to 15km 15 to 20km 6

15

b. National Highway 0 to 12.5km 12.5 to 25km 25 to 37.5km 37.5 to 50km 6

40

c. Broad Guage Railway 0 to 2.5km 2.5 to 5km 5 to 7.5km 7.5 to 10km 6

8

d. Central Business District

of Mumbai

0 to 37.5km 37.5 to 75km 75 to

112.5km

112.5 to

150km

6

135

e. Ports 0 to 20km 20 to 40km 40 to 60km 60 to 80km 6

60

II Land Acquisition (Acres) 0-1500 1500-3000 3000-4500 4500-6000 70

5000

III Reduction of built-up 0-1000 1000-2000 2000-3000 3000-6000 50

Structures (Nos.) 6000

IV Displacement of Population 0-5000 5000-10000 10000-

15000

15000-30000 70

(Nos) 30000

V Land Reclamation 0-1500 1500-3000 3000-4500 4500-6000 70

(Acres) 5000

VI Length of Coast Line 0 to 2.5km 2.5 to 5km 5 to 7.5km 7.5 to 10km 70

10

VII Sensitive Location nearby 20-15 15-10 10-5 5-0 30

Nil


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Table 2.2

Sensitivity Analysis of Rewas Mandwa

Sensitivity Index 0-0.25 0.25-0.50 0.50-0.75 0.75-1.00 Weightage

VIII Loss of Environmental General Internal Land Creek line Coast line 30

Aesthetics

IX Physical Infrastructure cost 0-40 40-80 80-120 120-160 30

(Crores)

X Marine Environment

a) Plant Species 0-100 100-200 200-300 300-400 40

(Nos.) 350

b) Birds Species 0-40 40-80 80-120 120-160 15

(Nos.) 150

c) Fishes Species 0-40 40-80 80-120 120-160 15

(Nos.) 125

XI Social Culture 0-2 2-4 4-6 6-8 30

5

XII Air Noise Pollution

a) Minor Habitants 0-5000 5000-10000 10000-

15000

15000-30000 35

(Nos.) 30000

b) Major Habitants 0 to 1 lac 1 to 2 lacs 2 to 3 lacs 3 to 4 lacs 35

0

XIII Water Pollution Sea Creek River Nalla 50

XIV Siltation and Erosion River Creeklet Creek Sea 50

XV Construction Material 0 to 5km 5 to 10km 10 to 15km 15 to 20km 50

2.5

XVI Disfiguring of Landscaping Natural

Topography

River side Creek Coast Line 70

XVII Hospital Availability 0 to 5km 5 to 10km 10 to 15km 15 to 20km 30

15

XVIII Capital Project Cost (crores) 0-5000 5000-10000 10000-15000

15000 andabove

60

XIX Drainage Pattern Natural

Slope

Moderate

Change

Diversion Obstruction 70

Total 1000


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Table 2.3

Sensitivity Analysis of Navi Mumbai

SENSITIVITY INDEX 0-0.25 0.25-0.50 0.50-0.75 0.75-1.00 Weightage

Attribution

I Accessibility

a.State Highway 0 to 5km 5 to 10km 10 to 15km 15 to 20km 6

0.5

b.National Highway 0 to 12.5km 12.5 to

25km

25 to

37.5km

37.5 to 50km 6

0.5

c.Broad Guage Railway 0 to 2.5km 2.5 to 5km 5 to 7.5km 7.5 to 10km 6

2

d.Central Business District

of Mumbai

0 to 37.5km 37.5 to

75km

75 to

112.5km

112.5 to 150km 6

60

e.Ports 0 to 20km 20 to 40km 40 to 60km 60 to 80km 6

15

II Land Acquisition (Acres) 0-1500 1500-3000 3000-4500 4500-6000 70

1140

III Reduction of built-up 0-1000 1000-2000 2000-3000 3000-4000 50

Structures (Nos.) 3000

IV Displacement of Population 0-5000 5000-

10000

10000-

15000

15000-20000 70

(Nos.) 15000

V Land Reclamation 0-1500 1500-3000 3000-4500 4500-6000 70

(Acres) 3500

VI Length of Coast Line 0 to 2.5km 2.5 to 5km 5 to 7.5km 7.5 to 10km 70

5

VII Sensitive Location nearby 20-15 15-10 10-5 5-0 30

12.5

VIII Loss of Environmental General Internal

Land

Creek line Coast line 30

Aesthetics

IX Physical Infrastructure cost 0-40 40-80 80-120 120-160 30

(Crores)

X Marine Environment

a) Plant Species 0-100 100-200 200-300 300-400 40

(Nos.) 139

b) Birds Species 0-40 40-80 80-120 120-160 15

(Nos.) 59

c) Fishes Species 0-40 40-80 80-120 120-160 15

(Nos.) 80

XI Social Culture 0-2 2-4 4-6 6-8 30

3


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Table 2.3

Sensitivity Analysis of Navi Mumbai

SENSITIVITY INDEX 0-0.25 0.25-0.50 0.50-0.75 0.75-1.00 Weightage

XII Air Noise Pollution

a) Minor Habitants 0-5000 5000-

10000

10000-

15000

15000-20000 35

(Nos.) 15000

b) Major Habitants 0 to 1 lac 1 to 2 lacs 2 to 3 lacs 3 to 4 lacs 35

3

XIII Water Pollution Sea Creek River Nalla 50

0.6

XIV Siltation and Erosion River Creeklet Creek Sea 50

XV Construction Material 0 to 5km 5 to 10km 10 to 15km 15 to 20km 50

2.5

XVI Disfiguring of Landscaping Natural

Topography

River side Creek Coast Line 70

0.5

XVII Hospital Availability 0 to 5km 5 to 10km 10 to 15km 15 to 20km 30

2.5

XVIII Capital Project Cost

(Crores)

0-5000 5000-

10000

10000-

15000

15000 and

above

60

XIX Drainage Pattern Natural Slope Moderate

Change

Diversion Obstruction 70

Total 1000

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

below-

Categorisation CriteriaOverall scale Level of Environmental Impact

750-1000 Very high

600-750 High

450-600 Moderate

300-450 Low

Less than 300 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 2.4Comparison of Attribute Score

Attribution

Measurement

Sensitivity index Weightage ScoreAttribution

Rew.

Mand.

N Mum. Rew.

Mand.

N Mum. Rew.

Mand.

N

Mum.

Rew.

Mand.

N Mum.

Accessibility

a.State Highway 15 0.5 0.75 0.025 6 6 4.5 0.15

b.National Highway 40 0.5 0.8 0.01 6 6 4.8 0.06

c.Broad Guage Railway 8 2 0.8 0.2 6 6 4.8 1.2

d.Central BusinessDistrict of Mumbai

135 60 0.9 0.4 6 6 5.4 2.4

e.Ports 60 15 0.75 0.1875 6 6 4.5 1.125

Land Acquisition (Acres) 5000 1140 0.83 0.19 70 70 58.33 13.3

Reduction of built-up 6000 3000 1 0.75 50 50 50 37.5

Structures (Nos.)

Displacement of

Population (Nos.)

30000 15000 1 0.75 70 70 70 52.50

Land Reclamation

(Acres)

5000 3500 0.83 0.58 70 70 58.33 40.83

Length of Coast Line 10 5 1 0.5 70 70 70 35

Sensitive Location

nearby

0 12.5 - 0.375 30 30 0.00 18.75

Loss of Environmental

Aesthetics

1 0.75 1 0.75 30 30 30 22.5

Physical Infrastructure

cost Marine Environment

High Low 1.00 0.25 30 30 23.43 7.50

a) Plant Species (Nos.) 350 139 0.925 0.3475 40 40 37 13.9

b) Birds Species (Nos.) 150 59 0.9375 0.368 15 15 14.06 5.52

c) Fishes Species (Nos) 125 80 0.781 0.50 15 15 11.715 7.50

Social Culture 5 3 0.625 0.375 30 30 18.75 11.25

Air Noise Pollution

a) Minor Habitants(Nos.) 30000 15000 1 0.75 35 35 35 26.25

b) Major Habitants 0 3 0 0.75 35 35 0 26.5

Water Pollution 0.25 0.6 0.25 0.6 50 50 12.5 30

Siltation and Erosion sea creek 1 0.75 50 50 50 37.5

Construction Material 2.5 2.5 0.125 0.125 50 50 6.25 6.25

Disfiguring of

Landscaping

- - 0.75 0.5 70 70 52.5 35

Hospital Availability 15 2.5 0.75 0.125 30 30 22.5 3.75

Capitol Project Cost

(Crores)

12000 4700 1 0.47 60 60 60 28.20

Drainage Pattern 0.9 0.6 0.9 0.6 70 70 63 42


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Table 2.4Comparison of Attribute Score

Attribution

Measurement

Sensitivity index Weightage ScoreAttribution

Rew.

Mand.

N Mum. Rew.

Mand.

N Mum. Rew.

Mand.

N

Mum.

Rew.

Mand.

N Mum.

1000 1000 773.95 498.69

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 Rewas-Mandwa Navi Mumbai

Score 773.95 498.69

Category Very high impact 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) revealsthat 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 reasonableground travel time from Mumbai, Greater Mumbai and Navi Mumbai.


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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 onMap-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 ofarea 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) Matheran Range

b) Panvel Mumbai Ridge

c) Bhiwandi Gotara Ridge

d) Bhatsai Hills

e) Tungas Hill Complex

f) Kanheri Ridge

g) Trombay Hills

h) Uthan Hills

i) Karnala Hill

j) Kankeshwar and Bhal-man Hills

k) 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

N

R

E

E

S

T G

H

T

A

S

791

404

584849

662

96

305

423

439

1479

1375

1268

1257

1148

1129

1093

1277

1424

1155

797

568

1646

461

611

574471

547

510

1093

537

778

11161054

813

1141

1031

490

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 systematicallyevaluate 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 - Operation of Aircraft.

e) Annex-16 - Environmental protection.

f) Annex-10 - Aeronautical Communication.

g) Doc 8168 - Procedure for Air Navigation (OPS).

h) C.A.R. - D.G.C.A.

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. Palghar 19 4013 72 4426 70

2. Wada 19 3607 73 0330 95

3. Virthan 19 3217 72 4548 55

4. Ansoli 19 2630 73 0654 70

5. Aste 19 2550 73 3320 90

6. Shahapur (S) 19 2317 73 2008 75

7. Kinvali 19 2118 73 3138 100

8. Bhivandi (E) 19 1915 731146 85

9. Uttan 19 1702 72 4902 25

10. Balegaon 1915.56 73 3158 80

11 Kalyan 191046 73 0822 50

12. Kalyan (S) 190849 73 0746 50

13. Navi Mumbai 18 5933 73 04 13 35

14. Nhava Sheva 18 5500 72 5830 45

15. Uran 18 5130 72 5530 55

16. Dadar 18 49 20 73 0011 65

17. Rewas-Mandva 18 4753 72 5421 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 Mahim-

Manor 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 lengthwisethroughout 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. 2starting 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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site. A huge built up facilities of Bhaba Atomic Research Centre (BARC) existwithin 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 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 Probable

Airport Sites

Distance(Km)

LandAvailability

Environment(CRZ)

Topography GroundTransportation

Availability ofSocial and

Physical

Infrastructure

PossibleSites

1 Palghar 70 X X X X

2 Wada 95 X X

3 Virthan 55 X X X

4 Arsoli 70 X X

5 Aste 90 X X X X X

6 Shahapur (S) 75 X X X X X

7 Kinvali 100 X X

8 Bhivandi (E) 85 X X X X

9 Uttan 25 X X X X

10 Balegaon 80

X X

11 Kalyan 50

X X X

12 Kalyan (S) 50 X

13 Navi Mumbai 35 X

14 Nhava Sheva 45 X X X X

15 Uran 55 X X X X

16 Dadar 100 X X X X X

17 Rewas-

Mandva

120 X X X X

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. Site Co-ordinates

1. Wada 19 3607 73 0330

2. Ansoli 19 2630 73 0654

3. Kinlivi 19 2118 73 3138

4. Balegaon 1915.56 73 3158

5. Kalyan(South) 190849 73 0746

6. Navi Mumbai 18 5933 73 04 13

7.0 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) Conical surface

ii) Inner horizontal surface.iii) Transitional surface.

iv) Take-off climb surface.

v) Approach surface.

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 surfacespertaining 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 Dimensions

CONICAL:

Slope

Height

5%

100 m

INNER HORIZONTAL:

Height

Radius

45 m

4000 m.

INNER APPROACH:

Width

Distance from threshold

Length

Slope

120 m.

60 m.

900 m.

2%

APPROACH

Length of inner edge


Divergence

300 m.

60 m.

15%

FIRST SECTION

Length

Slope

3000m.

2%

SECOND SECTION:

Length

Slope

3600 m.

2.5%

Horizontal Surface or horizontal plane

passing through the object governing the

obstacle clearance limit.

Length

Total length

8400 m.

15000 m.


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Surface Dimensions

TRANSITIONAL

Slope 14.3%

INNER TRANSITIONAL

Slope 33.3%

BALK LANDING SURFACE

Length


Divergence

Slope

120 m.

1800 m.

10%

3.33%

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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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 OASsurface 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:


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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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 re-examined from engineering and environmental

factors to provide the rating of the four sites on the scale of 0 to 100 on equal

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.


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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. Criteria M a r k s

1 Cutting/Filling. 13

2 Diversion/Training of rivers. 12

3 Rehabilitation of Population. 12

4 Land Acquisition. 13

5 Proximity/Accessibility. 13

6 Site Development cost 12

7 Environment cost & Impacts 13

8 Security 12Total 100


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TABLE 2.10

METHODOLOGY OF ALLOCATION OF MARKSSl. Total Allocation Allocation MethodologyNo. Criteria Marks of Marks (AM)

The maximum quantity of netcutting/filling will be allocated 0 marks

and

1 Cutting & Filling. 13 13thereafter allocation will be done as

per the following formulaMcf = AM ( Qmax.net Qi ) / Q

max.netWhere

Mcf = Marks for cutting/fillingAM = Allocated Marks

Qmax.net = Max.net Cutting/fillingQi = Net quantity of cutting/filling of

concerned site

2 Diversion of River. 12 12Maximum length of river/nallah will be

allocated 0 marks andthereafter allocation will be done as

per the following formulaMdr = AM (L dr Li ) / L dr

WhereMdr = Marks for diversion of river

AM = Allocated Marks

L dr = Max. Length of diversion ofriver

Li = Length of diversion of river ofconcerned site

3 Rehabilitation. 12 12The maximum population to be re-

located will be allocated 0 marks andthereafter allocation will be done as

per the following formulaMR = AM ( Pm Pi ) / Pm

WhereMR = Marks for Rehabilitation

AM = Allocated MarksPm = Max. Population

Pi = Population of concerned site

4 Land acquisition. 13The maximum area of land to be

acquired will be allocated 0 marks and

thereafter allocation will be done as

per the following formulaML = AM ( Lm Li ) / Lm

Where


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Sl. Total Allocation Allocation MethodologyNo. Criteria Marks of Marks (AM)

LFm = Max.Loss of Forest Land.

LFi = Loss of Forest Land of theconcerned site

Loss of Forest landdue to hill 3

The site with maximum of loss ofForest land in approaches will be

allocated 0 marks and

cutting in Approachesthereafter allocation will be done as

per the following formulaMlf = AM ( LFm LFi ) /LFm

WhereMlf = Marks for Loss of Forest Land

AM = Allocated MarksLFm = Max.Loss of Forest Land.LFi = Loss of Forest Land of the

concerned siteLoss of Agricultural

Land 3The maximum of loss of AgriculturalLand will be allocated 0 marks andthereafter allocation will be done as

per the following formulaMla = AM ( LAm LAi ) /LAm

WhereMla = Marks for Loss of Agricultural

LandAM = Allocated Marks

LAm = Max.Loss of Agriculture Land.LAi = Loss of Agricultural land of the

concerned site

Loss of Environmentdue to 2

The maximum quantity of dumpingwill be allocated 0 marks and

Dumping of excessmaterial

thereafter allocation will be done asper the following formula

Med = AM ( LDm LDi ) /LDmWhere

Med = Marks for Loss of Environmentdute to dumping

AM = Allocated MarksLDm = Max quantity of dumping.

LDi = Quantity of Dumping of thethe concerned site

Places of Ecological,Historical 2 The maximum no. of places affectedwill be allocated 0 marks andand Culturalimportance

thereafter allocation will be done asper the following formula

Mehc = AM ( EHCm EHCi )/EHCm


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TABLE 2.11

DATA SHEET FOR ANALYSIS OF AIRPORT SITES

SR

NO CRITERIA WADA ASNOLI KALYAN

NAVI

MUMBAI

1 Cutting & Filling (Million M3)

CUTTING 123.23 1106.16 100.22 60.29

FILLING 0.11 0.01 0.17 59.38

Net cutting/filling 123.11 1106.15 100.05 0.92

2 DIVERSION OF RIVER (KM)

RIVER /water course 4.7 8.3 3 4.5

3

Rehabilitation of

Population. 2125 7203 5809 15000

4 Land Acquisition. (HA.)

Land to be Acquired 1728 1782 1692 457

5 Accessibility.(KM)Ground Travel Distance 115 90 60 43

i) Highway

National Highway

State Highway

Other roads

ii) Train

Within 1 km

Within 2 km

Within 3 km

Sl. Total Allocation Allocation MethodologyNo. Criteria Marks of Marks (AM)

Where

Mehc = Marks for places ofecological, Historical & cultural

importanceAM = Allocated Marks

EHCm = Max no. of places ofimportance.

EHCi = No. of Places of importanceof concerned site.

8 Security 12Impact due to 6surroundingsettlements

Threat perception 6

TOTAL 100


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DATA SHEET FOR ANALYSIS OF AIRPORT SITES

SR

NO CRITERIA WADA ASNOLI KALYAN

NAVI

MUMBAI

More than 3 km

6

Site development cost (Rs.

In crores) 5804 51132 4692 1220

7 Environment cost & Impacts

i) Loss of Forest /Mangrove

Land in Project area (Ha) 673 602 184 162

ii) Loss of Forest land due

to hill cutting in Approaches

(Ha) 647 2045 160 0

iii) Loss of Agricultural

Land (Ha) 1116 1132 1149 105

iv) Loss of Environment due

to Dumping (Million M3) 123.23 1106.16 100.22 60.29

V) Places of Ecological,

Historical & Cultural

Importance Nil VJT&HWS* MEZ&HM** Nil

8 Security

a) Impact due to surrounding

settlements. Low low High Medium

b) Threat perception Low low Medium High

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 CRITERIA

MAX.

MARKS WADA ASNOLI KALYAN

NAVI

MUMBAI

1 Cutting & Filling (Million M3) 13 12 0 12 13

2 DIVERSION OF RIVER (KM) 12

RIVER 12 5 0 8 5

3 Rehabilitation of Population. 12 10 6 7 0

4 Land Acquisition. (HA.) 13 0 0 1 10

5 Accessibility.(KM) 13

Ground Travel Distance 5 0 1 2 3

i) Highway 4

National Highway 2 2

State Highway 1 1 1

Other roads 1 1 1 1

ii) Train 4

Within 1 km 4 4

Within 2 km 3

Within 3 km 2

More than 3 km 1 1 1 1

6 Site development cost (Rs. In crores) 12 11 0 11 12

7 Environment cost & Impacts 13

i)

Loss of Forest /Mangrove Land in

Project area (Ha) 3 0 0 2 2

ii)

Loss of Forest land due to hill cutting in

Approaches (Ha) 3 2 0 3 3

iii) Loss of Agricultural Land (Ha) 3 0 0 0 3

iv)

Loss of Environment due to Dumping

(Million M3) 2 2 0 2 2

v)

Places of Ecological, Historical &

Cultural Importance 2 2 0 0 2

8 Security 12

a) Impact due to surrounding

settlements. 6 6 6 2 4

b) Threat perception 6 6 6 4 2TOTAL MARKS 100 58 22 56 69


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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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