Vol - IV PDF

CITY AND INDUSTRIAL DEVELOPMENT CORPORATION
OF MAHARASHTRA LIMITED
ENVIRONMENTAL IMPACT ASSESSMENT (EIA)

STUDY OF NAVI MUMBAI INTERNATIONAL AIRPORT
Volume - IV
Chapter - 5 – Environment Impacts & Mitigation Measures

Chapter - 6 – Environment Management Plan
Chapter - 7 – Disaster Management Plan
June 2010
CENTER OF ENVIRONMENT SCIENCE & ENGINEERING,

INDIAN INSTITUTE OF TECHNOLOGY, MUMBAI.
NAVI MUMBAI
INTERNATIONAL AIRPORT
Volume - IV
Chapter - 5 – Environment Impacts & Mitigation Measures
Chapter - 6 – Environment Management Plan
Chapter - 7 – Disaster Management Plan
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF

NAVI MUMBAI INTERNATIONAL AIRPORT
June 2010
CENTER OF ENVIRONMENT SCIENCE & ENGINEERING, CIDCO

INDIAN INSTITUTE OF TECHNOLOGY, MUMBAI
EIA Study of Navi Mumbai International Airport I
CONTENTS
VOLUME - I
Executive Summary
VOLUME - II
Chapter 1 : Introduction Page
No.
1.1 : Background 1
1.2 : Project Proponent 3
1.3 : Airport Sector Profile 4
1.3.1 : National Airport System 4
1.3.2 : Western Region Airport System 9
1.3.3 : Mumbai Region Airport System 13
1.4 : Passenger Traffic Trends 14
1.4.1 : Annual Passengers 14
1.4.2 : Peak Period Passengers 18
1.5 : Aircraft Movement (ATM) Trends 20
1.5.1 : Annual Aircraft Movements 20
1.5.2 : Peak Period Aircraft Movements 27
1.6 : Air Cargo Trends 29
1.7 : Conclusions of Air Traffic Analysis 32
1.8 : Policy, Legal and Administrative Framework 32
1.9 : Purpose of Study 32
1.10 : Project Brief 33
1.11 : Terms of Reference 34
1.11.1 : Site analysis 34
1.11.2 : Water 36
1.11.3 : Solid waste 36
1.11.4 : Energy 36
CESE, IIT Mumbai CIDCO

EIA Study of Navi Mumbai International Airport II
1.11.5 : Traffic & transport 37
1.11.6 : CRZ 38
1.11.7 : Noise 39
1.11.8 : EMP, DMP 40
1.11.9 : Additional Terms of Reference 41
1.12 : Scope of work 42
1.12.1 : Study Area 43
1.13 : Scoping 45
1.14 : Structure of the Report 48
Chapter 2 : Analysis of alternative Sites

2.1 : Introduction 1
2.2 : Mahapan in Sindhudurg District 1
2.3 : Rewas-Mandwa 2
2.3.1 : Salient Features 2
2.3.2 : Accessibility 4
2.3.3 : Power, Water & Telecommunication infrastructure 4
2.3.4 : Township Development 4
2.3.5 : Site Constraints 5
2.3.6 : Environment sensitive factors 5
2.4 : Navi Mumbai Site 7
2.4.1 : Salient Features 7
2.4.2 : Site Constraints 9
2.5 : Selection of Alternative Sites 11
2.5.1 : SWOT Analysis 11
2.5.2 : Site Sensitivity Analys 13
2.6 : Conclusion 20
Chapter 3 : Project Description

3.1 : Geographical Setting 1
3.1.1 : Location 1

EIA Study of Navi Mumbai International Airport III
3.1.2 : Navi Mumbai 1
3.1.3 : Regional Setting 3
3.1.4 : Linkages 3
3.1.5 : Transport Systems and Network 4
3.1.6 : Project Accessibility 6
3.1.7 : Project Area 6
3.2 : Project Activities 7
3.3 : Project structure 7
3.4 : Aviation Demand Forecast 8
3.4.1 : Air Traffic Forecast 8
3.4.2 : MMR Air Traffic Forecast 8
3.4.3 : MMR Air Cargo Demand 9
3.4.4 : Navi Mumbai Air Traffic Forecast 10
3.4.5 : Navi Mumbai Air Cargo Forecast 11
3.4.6 : Air Traffic Summary 12
3.5 : Airport Facilities 15
3.5.1 : Runways 16
3.5.2 : Taxiway System 17
3.5.3 : Navigational Aids 18
3.5.4 : Commercial Apron 19
3.5.5 : Long-Term Aircraft Parking 20
3.5.6 : General Aviation 21
3.5.7 : Cargo Apron 21
3.5.8 : Passenger Terminal Building 21
3.5.9 : Air Cargo Building 23
3.6 : Roadway System 23
3.6.1 : Primary Access Road 23
3.6.2 : Terminal Area Access Road 24
3.6.3 : Terminal Frontage Road 24

EIA Study of Navi Mumbai International Airport IV
3.6.4 : Service Roads 24
3.7 : Vehicular and Cargo Parking 25
3.7.1 : Vehicular Parking 25
3.7.2 : Cargo Parking 25
3.8 : Technical Building and Control Tower 25
3.9 : Fuel Farm 25
3.10 : Air Rescue and Fire Fighting 26
3.11 : Catering Facility 26
3.12 : Ground Handling Equipment Maintenance 27
3.13 : Aircraft Maintenance Hangar Facilities 27
3.14 : Airfield Maintenance Area 27
3.15 : Landuse of Aeronautical area 28
3.16 : Water Requirements 30
3.17 : Power Supply 32
3.18 : Sewerage Treatment Plant 35
3.19 : Solid Waste Generation & Disposal 35
3.20 : Development of Non-aeronautical Area 38
3.21 : Project Cost 39
3.22 : Implementation Programme 40
3.23 : Construction Material 41
3.24 : Construction Environment 42
VOLUME - III
Chapter 4 : Description of Environment
4.2 : Environmental Setting 2
4.3 : Hydrometeorology 3
4.4 : Physiography 5
4.5 : Geology 8
4.6 : Drainage 11

EIA Study of Navi Mumbai International Airport V
4.6.1 : Gadhi river 12
4.6.2 : Kalundri River 13
4.6.3 : Kasadi- Taloja river 14
4.6.4 : Ulwe River 15
4.7 : Land Environment 16
4.7.1 : Particle Size Distribution 19
4.7.2 : Electrical conductivity (EC) and SAR (Sodium Adsorption Ratio) 21
4.7.3 : Cation Exchange Capacity (CEC) 23
4.7.4 : Permeability 24
4.7.5 : Porosity 25
4.7.6 : Calcium, Magnesium and Potassium 26
4.7.7 : Total Soil Quality 35
4.7.8 : Sub-Soil Characteristics of Airport Area 36
4.7.9 : Pedological Suvey 36
4.7.10 : Sub-Soil Investigation during TEF Stage 40
4.7.11 : Sub-Soil Investigation During DPR Stage 59
4.8 : Water Environment 71
4.8.1 : Water Quality 71
4.8.2 : Water Quality Index 74
4.8.3 : Water Quality Results 77
4.8.4 : Results of Water Quality Analysis 84
4.9 : Air Environment 120
4.9.1 : Air Quality 120
4.9.2 : Air Quality Index (AQI) 123
4.9.3 : Air Quality Results 124
4.9.4 : Total Air quality 162
4.9.5 : Meteorology 169
4.10 : Noise Environment 234
4.10.1 : Ambient Noise Quality 234

EIA Study of Navi Mumbai International Airport VI
4.10.2 : Equivalent Continuous Sound Levels 237
4.10.3 : Traffic Noise Index 246
4.10.4 : Noise Pollution Index (NPI) 247
4.10.5 : Average Noise Level 249
4.11 : Ecology 259
4.11.1 : Terrestrial Habitats 263
4.11.2 : Avifauna 263
4.11.3 : Habitats Encountered In the Project Area 269
4.11.4 : Streams 274
4.11.5 : Community analysis for Terrestrial Habitats 279
4.12 : Forest 300
4.12.1 : Forest Types 303
4.13 : Aquatic Ecosystem 305
4.13.1 : Phytoplankton 305
4.13.2 : Zooplankton 314
4.13.3 : Benthos 325
4.13.4 : Water Quality Status of Major aquatic Habitat in the Project Area 332
4.14 : Traffic & Transportation Study 338
4.14.1 : Land Side Access 338
4.14.2 : Site accessibility 339
4.14.3 : Rail Linkages 341
4.14.4 : Water Transport 342
4.14.5 : Road Linkages 342
4.14.6 : Mode Share 344
4.14.7 : Road Traffic Forecast 347
4.14.8 : Test Of Adequacy 351
4.14.9 : Intersection Analysis 352
4.14.10 : Assessments of intersection 360
4.14.11 : Intersection Evaluation by V/C Ratio 376

EIA Study of Navi Mumbai International Airport VII
4.15 : Land Status & Settlement 389
4.16 : Demographic Socio-Economic 393
4.16.1 : Socio-demographic profile for urban area 394
4.16.2 : Socio-economic profile of rural area 396
4.17 : Land Use Pattern 399
4.17.1 : Study Area 399
4.17.2 : Project Area 403
4.18 : Places of Ecological, Historical & Cultural Importance 405
4.18.1 : The Elephanta Caves 405
4.18.2 : Karnala Bird Sanctuary 406
4.18.3 : Matheran Eco-sensitive Zone 408
4.19 : Costal Regulation Zone 409
VOLUME-IV
Chapter 5 : Environmental Impacts & Mitigation Measures
5.0 : Background 1
5.1 : Impact Identification, Classification and Prioritization 2
5.1.1 : Impact Identification 2
5.1.2 : Evaluation and Classification of Impacts 13
5.1.3 : Prioritization of Impacts and Identification of Environmental 24

Sectors affected
5.2 : Mitigation Measures 29
Chapter 6 : Environmental Management Plan

6.1 : Background 1
6.2 : Scope 1
6.3 : Objectives 2
6.4 : Government Policies 2
6.5 : Key Players for Implementation of EMP 3
6.6 : Environmental Management Cell Structure 3
6.7 : Environmental Management Action Plan 8
6.8 : Environmental Monitoring Plan 33

EIA Study of Navi Mumbai International Airport VIII
6.9 : Financial Plan 44
6.9.1 : EMP budget estimates 44
6.10 : Reporting Strategies 46
6.11 : Responsible organizations for implementation of EMP 47
Chapter 7 : Disaster Management Plan

7.1 : Natural Disasters 1
7.2 : Aircraft Accident Related Disasters 2
7.3 : Terror Attack, Plane Hijack, Sabotage 2
7.4 : Disaster Management Plan 2
7.4.1 : Purpose & Scope 3
7.4.2 : Categorization of Emergencies 4
7.5 : Emergency Procedures 5
7.6 : Role and Responsibility in Handling Emergencies 13
7.7 : Operation and Management Control 15
7.7.1 : Airport Emergency Managing Committee 15
7.7.2 : Airport Emergency Operation/Co-ordination Centre 16
7.8 : Training and Education 23
7.9 : Mock Drills and Exercises 24
7.10 : Updating of Disaster Management Plan 25
VOLUME-V
Chapter 8 : Additional Studies
8.1 : Legal Opinion on Permissibility of Activities in CRZ Area 1
8.2 : Training & Diversion of Rivers Study 22
8.2.1 : Background 22
8.2.2 : Need for Training & Diversion of Rivers 23
8.2.3 : Proposed River Training & Diversion 25
8.3 : Reorientation of runways Study 31

EIA Study of Navi Mumbai International Airport IX
8.3.1 : Background 31
8.3.2 : Runway Orientation 31
8.3.3 : NMIA Runway Orientation 34
8.3.4 : Presence of Mangroves in Airport area 35
8.3.5 : Reducing runway spacing 36
8.3.6 : Reorienting the runways 37
8.4 : Ground Water Study 38
8.5 : Vaghvli Island & Coastal line Study 39
8.5.1 : Methodology 40
8.6 : Mathematical & Physical Model Study 46
8.7 : Mangrove Analysis, Plantation & Management Study 47
8.7.1 : Field Observation 47
8.7.2 : Density and Dispersal 49
8.7.3 : Satellite Remote Sensing Study of mangroves 54
8.7.4 : Mangrove Plantation 64
8.7.5 : Management of Mangrove 65
8.8 : Air Quality & Noise Assessment 77
8.8.1 : Surface Traffic Emission 77
8.8.2 : Aircraft Emission 80
8.8.3 : Noise Quality Assessment 82
8.8.4 : Integrated Noise Model 89
8.9 : Rehabilitation & Re-settlement ( R & R ) Plan 98
8.9.1 : R & R Entitlements 98
8.9.2 : R & R Cost 99
: ANNEXURE-I
: ANNEXURE II
: ANNEXURE III
: ANNEXURE IV
: ANNEXURE V

EIA Study of Navi Mumbai International Airport X
: ANNEXURE VI
: ANNEXURE VII
Chapter 9 : Disclosure of Consultants

9.0 : List of Consultants 1
9.1 : Centre for Environmental Science and Engineering, IIT, Bombay 1
9.2 : M/s.LBG-INECO-RITES Consortium, USA 1
9.3 : Central Water and Power Research Station (CWPRS), Pune 2
9.4 : Hydraulic Advisor 2
9.5 : Review Consultant (DHI) 2
9.6 : Mumbai University 2
9.7 : M/s. Lewis Environment Service Inc., (Lewis) USA 3
9.8 : Gujarat Ecology Commission 3
9.9 : Ground water Survey & Development Agency (GSDA), Govt. of 3

Maharashtra.:
9.10 : Legal Consultants 3
9.11 : Maharashtra Maritime Board, Govt. of Maharashtra 4
9.12 : Center of Studies in Resource Engineering (CSRE), IIT Mumbai 4
9.13 : P. N. Shidhore and Company 4

EIA Study of Navi Mumbai International Airport XI
List of Tables
VOLUME-II
Chapter 1
1.1 National Airport System 4
1.2 National Air Passenger data 6
1.3 National Air freight Data 7
1.4 Regional and State Airports Passenger Data 10
1.5 Regional and State Airports Freight Data 11
1.6 Annual Commercial Passengers , CSIA 15
1.7 Breakdown of International Passengers , CSIA 17
1.8 Peak Months for Commercial Passengers , CSIA 20
1.9 Historical Commercial Aircraft Movements , CSIA 21
1.10 Breakdown of Total Aircraft Movements for 2006-2007, CSIA 23
1.11 Current Fleet Mix – Scheduled Weekly Arrivals, CSIA ( January 2008) 25
1.12 Current Fleet Mix – Scheduled Weekly Arrivals, CSIA ( Summer 2004) 25
1.13 Historical Air Cargo& Mail, CSIA 30
1.14 Geographical & Environmental Setting of The Airport Site ( 10 Km 33

Radius)
Chapter 2
2.1 SWOT - Navi Mumbai – Rewas Mandwa 11
2.2 Sensitivity Analysis of Rewas Mandwa 13
2.3 Sensitivity Analysis of Navi Mumbai 16
2.4 Comparison of Attribute Score 18
Chapter 3
3.1 MMR Air Traffic Forecast 9
3.2 MMR Air Cargo Traffic Forecast 10
3.3 NMIA Air Traffic Forecast 10
3.4 NMIA Air cargo Traffic 11
3.5 Airport development Phasing – NMIA 11
3.6 NMIA Air Traffic Forecast Summary 12

EIA Study of Navi Mumbai International Airport XII
3.7 Number of Passengers per Development Phasing 13
3.8 Land Use Statement for Aeronautical Area 28
3.9 Phase-wise Water Requirements 30
3.10 Demand & Supply of Water 31
3.11 Phase-wise Power Requirement 33
3.12 Navi Mumbai Demand and Supply of Energy 34
3.13 Land use Statement for Non Aeronautical Area 38
3.14 Basic Cost Estimate of Airport Zone 39
3.15 Quantities of basic Materials ( Approx) 42
VOLUME-III
Chapter 4
4.1 Geographical & Environmental Setting of Study Area 2
4.2 Soil Quality Monitoring Stations In The Project Area 17
4.3 Usda Soil Textural Classification System 20
4.4 Classification Based On Sodium Adsorption Ratio And Electrical 22

Conductivity
4.5 Classification of soil based on CEC value 24
4.6 Classification Of Soil Based On Permeability 25
4.7 Values Of Different Soil Quality Parametres At Various Stations Of 27

The Project Area During Post Monsoon Season
4.8 Values Of Different Soil Quality Parametres At Various Stations Of 28

The Project Area During Pre Monsoon Season
4.9 Values of Different Soil Quality Parameters at Various Stations of 30

The Project Area during Monsoon Season
4.10 Texture And Particle Size Distribution Of Soil In The Project Area 31
During Post Monsoon Season
During Pre Monsoon Season
During Monsoon Season
4.13 Navi Mumbai Soil Groups 39
4.14 Standard Penetration Test 47

EIA Study of Navi Mumbai International Airport XIII
4.15 Soil Properties (UDS Samples) 48
4.16 Soil Properties (DS Samples) 50
4.17 Rock Sample Test Results 51
4.18 Chemical Analysis 52
4.19 Design Parameters (Summary) 53
4.20 Soil Properties (UDS Samples) 60
4.21 Soil Properties (DS Samples) 61
4.22 Rock Sample Test Results 63
4.23 Marine Water Quality Monitoring Stations in the Project Area 72
4.24 Ground Water Quality Monitoring Stations in the Project Area 73
4.25 Descriptor Categories For Various Nsf-Wqi Values 76
4.26 Results Of Water Quality Analysis Of Gadhi River During Post 78

Monsoon Season
4.27 Results Of Water Quality Analysis Of Gadhi River During Pre 79

Monsoon Season
4.28 Results Of Water Quality Analysis Of Gadhi River During Monsoon 80

Season
4.29 Results Of Water Quality Analysis Of Ulve River during Post 81

Monsoon, Pre-monsoon and Monsoon
4.30 Results Of Water Quality Analysis Of Panvel Creek During Post 82

Monsoon, Pre-Monsoon & Monsoon Season
4.31 Receiving Sea Water Standards for SW II Category(Commercial 83

Fishing, Contact Recreation, Bathing water)
4.32 Nsf Water Quality Index (Wqi) Calculated For Creek Water For Post 98
Monsoon Season
4.33 NSF Water Quality Index (Wqi) Calculated For Creek Water For Pre 99
Monsoon Season
4.34 NSF Water Quality Index (Wqi) Calculated For Creek Water For 100
Monsoon Season
4.35 Results Of Water Quality Analysis Of Ground Water In The Project 102
Area During Post Monsoon Season
4.36 Results Of Water Quality Analysis Of Ground Water In The Project 103
Area During Pre Monsoon Season
4.37 Values Of Ground Water Quality Parametres During Monsoon 104

Season

EIA Study of Navi Mumbai International Airport XIV
4.38 Nsf Water Quality Index (Wqi) Calculated For Ground Water For Post 116
Monsoon Season
4.39 Nsf Water Quality Index (Wqi) Calculated For Ground Water For Pre 117
Monsoon Season
4.40 Nsf Water Quality Index (Wqi) Calculated For Water For Monsoon 118
Season
4.41 Selection of Air Monitoring Stations in the Project Area 121
4.42 (a) Monthwise Measured Values Of Tsp (G/M3) In Air At Various 125
Stations Of The Project Area During The Post Monsoon Season
4.42( b) Monthwise Measured Values Of Pm10 (G/M3) In Air At Various 126

4.42 (c) Monthwise Measured Values Of Nox (G/M3) In Air At Various 127
4.42 (d) Monthwise Measured Values Of So2 (G/M3) In Air At Various 128
4.42 (e) Monthwise Measured Values Of Nh3 (G/M3) In Air At Various 129
4.42 (f) Monthwise Measured Values Of Co (Mg/M3) In Air At Various 130

4.42 (g) Monthwise Measured Values Of Hc (G/M3) In Air At Various 131

4.42 (h) Monthwise Measured Values Of Tsp (G/M3) In Air At Various 131
Stations Of The Project Area During The Winter Season
4.42 (i) Monthwise Measured Values Of Pm10 (G/M3) In Air At Various 133
4.42 ( j) Monthwise Measured Values Of Nox (G/M3) In Air At Various 134

4.42 (k) Monthwise Measured Values Of So2 (G/M3) In Air At Various 135
4.42 (l) Monthwise Measured Values Of Nh3 (G/M3) In Air At Various 136
4.42 (m) Monthwise Measured Values Of Co (G/M3) In Air At Various 137

Stations
4.42 (n) Monthwise Measured Values Of Hc (G/M3) In Air At Various 138

Stations
4.42 (o) Monthwise Measured Values Of Tsp (G/M3) In Air At Various 139
Stations Of The Project Area During The Pre Monsoon Season

EIA Study of Navi Mumbai International Airport XV
4.42 (p) Monthwise Measured Values Of Pm10 (G/M3) In Air At Various 140
4.42 (q) Monthwise Measured Values Of Nox (G/M3) In Air At Various 141
4.42 ( r) Monthwise Measured Values Of So2 (G/M3) In Air At Various 142

4.42 (s) Monthwise Measured Values Of Nh3 (G/M3) In Air At Various 143
4.42 (t) Monthwise Measured Values Of Co (G/M3) In Air At Various 144

4.42 (u) Monthwise Measured Values Of Hc (G/M3) In Air At Various 145

4.42 (v) Monthwise Measured Values Of Tsp (G/M3) In Air At Various 146
Stations Of The Project Area During The Monsoon Season
4.42 (w) Monthwise Measured Values Of Pm10 (G/M3) In Air At Various 147
4.42 (x) Monthwise Measured Values Of Nox (G/M3) In Air At Various 148
4.42 (y) Monthwise Measured Values Of So2 (G/M3) In Air At Various 149
4.42 (z) Monthwise Measured Values Of Nh3 (G/M3) In Air At Various 150
4.42 (z’) Monthwise Measured Values Of Co (G/M3) In Air At Various Stations 151
Of The Project Area During The Monsoon Season
4.42 (z”) Monthwise Measured Values Of Hc (G/M3) In Air At Various 152

4.43 Average Values Of Different Air Pollutants Concentration At Various 153

Stations Of The Project Area During Post Monsoon Season

Stations Of The Project Area During Winter Season

Stations Of The Project Area During Pre Monsoon Season

Stations Of The Project Area During Monsoon Season
4.47 Air Quality Index (Aqi) And Air Quality Status At Various Station Of 163
The Project Area During Post Monsoon Season

EIA Study of Navi Mumbai International Airport XVI
4.48 Air Quality Index (AQI) And Air Quality Status At Various Station Of 164
The Project Area During Winter Season
The Project Area During Pre Monsoon Season
The Project Area During Monsoon Season
4.51 Average Air Quality Index (Aqi) And Overall Air Quality Status At 167
Various Station Of The Project Area During Post Monsoon, Pre
Monsoon, Monsoon Season
4.52 (a) Meteorological Data Recorded At Panvel For November, 2007 172
4.52 (b) Meteorological Data Recorded At Panvel For December, 2007 174
4.52 (c) Meteorological Data Recorded At Panvel For January, 2008 175
4.52 (d) Meteorological Data Recorded At Panvel For February, 2008 177
4.52 (e) Meteorological Data Recorded At Panvel For March, 2008 178
4.52 (f) Meteorological Data Recorded At Panvel For April, 2008 180
4.52 (g) Meteorological Data Recorded At Panvel For May, 2008 182
4.52 (h) Meteorological Data Recorded At Panvel For June, 2008 184
4.52 (i) Meteorological Data Recorded At Panvel For July, 2008 185
4.52 (j) Meteorological Data Recorded At Panvel For August, 2008 187
4.52 (k) Meteorological Data Recorded At Panvel For September, 2008 188
4.52 (l) Meteorological Data Recorded At Panvel For October, 2008 190
4.53 Summary Of Meteorological Data Recorded At Panvel During Post 191

Monsoon Season
4.54 Summary Of Meteorological Data Recorded At Panvel During Winter 193

Season
4.55 Summary Of Meteorological Data Recorded At Panvel During Pre 194

Monsoon Season
4.56 Grand Summary Of Meteorological Data Recorded At Panvel 196
4.57 Frequency Of Cloud Cover In Oktas Observed In The Project Area 211
During Post Monsoon Season
During Winter Season

EIA Study of Navi Mumbai International Airport XVII
During Pre Monsoon Season
During Monsoon Season
4.61 (a) Type Of Cloud Cover Observed During The Month Of November’ 213
2007
4.61 (b) Type Of Cloud Cover Observed During The Month Of December, 214
2007
4.61 (c) Type Of Cloud Cover Observed During The Month Of January, 2008 216
4.61 (d) Type Of Cloud Cover Observed During The Month Of February, 2008 217
4.61 (e) Type Of Cloud Cover Observed During The Month Of March, 2008 219
4.61 (f) Type Of Cloud Cover Observed During The Month Of April, 2008 220
4.61 (g) Type Of Cloud Cover Observed During The Month Of May, 2008 222
4.61 (h) Type Of Cloud Cover Observed During The Month Of June, 2008 223
4.61(i) Type Of Cloud Cover Observed During The Month Of July, 2008 225
4.61 (j) Type Of Cloud Cover Observed During The Month Of August, 2008 226
4.61 (k) Type Of Cloud Cover Observed During The Month Of September, 228
2008
4.61 (l) Type Of Cloud Cover Observed During The Month Of October, 2008 229
4.62 Visibility Observed Within Study Area During Post Monsoon Season 231
4.63 Visibility Observed Within Study Area During Winter Season 232
4.64 Visibility Observed Within Study Area During Pre Monsoon Season 233
4.65 Visibility Observed Within Study Area During Monsoon Season 234
4.66 Locations of Ambient Noise Quality Monitoring stations in and around 236
the project site
4.67 Ambient Noise Quality Standards 237
4.68 (a) Hourly Leq Values At Various Location Of The Project Area During 241
Post Monsoon Season
4.68 (b) Hourly Leq Values At Various Location Of The Project AreaDuring 243
Pre Monsoon season
4.68 (c) Hourly Leq Values At Various Locations Of The Project Area During 245
Monsoon Season
4.69 (a) Area wise Noise Characteristics In The Project Area During Post 251
Monsoon Season (January, 2008)

EIA Study of Navi Mumbai International Airport XVIII
4.69 (b) Area wise Noise Characteristics In The Project Area During Pre 252
Monsoon Season (April, 2008)
4.69 (c) Area wise Noise Characteristics In The Project Area During Monsoon 253
Season (October, 2008)
4.70 Index Ranges 248
4.71 (a) Ambient Noise Level At Various Location Of The Project Area During 255
Post Monsoon Season
4.71 (b) Ambient Noise Level At Various Location Of The Project Area During 256
Pre Monsoon Season
4.71 (c) Ambient Noise Level At Various Location Of The Project Area During 257
Monsoon Season
4.72 Ambient Noise Quality Standards 254
4.73 Monitoring Stations In The Project Area For Ecological Studies 260
4.74 List of Avifauna recorded in the study area 264
4.75 Gastropods, Pelecypods, Butterflies, Reptiles & Mammals 267

Encountered During The Site Visits In Different Seasons
4.76 Fish, Amphibians, Prawns & Crabs Encountered During The Site 268
Visits In Different Seasons
4.77 (a) Ecological Indices for the Flora of Terrestrial Habitats in Project Area 283
Surveyed During Pre Monsoon Season
4.77 (b) Ecological Indices for the Flora of Terrestrial Habitats in Project Area 288
Surveyed During Monsoon Season
4.77 (c) Ecological Indices for the Flora of Terrestrial Habitats in Project Area 295
Surveyed During Post Monsoon Season
4.78 List of Protected Forests in the Study Area 300
4.79 List of Reserve Forests in the Study Area 303
4.80 (a) Phytoplankton Species Encountered in Marine Water of Gadhi River, 306
Ulwe River and Panvel Creek during Pre-Monsoon Season
4.80 (b) Phytoplankton species encountered at all collection stations from 307
Gadhi River, Ulwe River and Panvel Creek in Monsoon Season
4.80 (c) Phytoplankton species encountered at all collection stations from 308
Gadhi River, Ulwe River and Panvel Creek in Post Monsoon
4.81 (a) Primary Production of Water at Different Stations along Gadhi River, 311
Ulwe River and Panvel Creek in Pre Monsoon Season
4.81 (b) Primary Production of Water Collected From Different Stations along 312
Gadhi River, Ulwe River and Panvel Creek in Monsoon Season

EIA Study of Navi Mumbai International Airport XIX
4.81 (c) Primary Production of Water Collected From Different Stations along 313
Gadhi River, Ulwe River and Panvel Creek in Post Monsoon Season
4.82 (a) Species Composition of Zooplankton from Various Stations in Aquatic 315
Habitats in the Project Area during Pre- Monsoon Season
4.82 (b) Zooplankton Species encountered in waters collected from different 316
sites along Gadhi River, Ulwe River And Panvel Creek during
monsoon
4.82 (c) Species encountered in waters collected from different sites along 317
Gadhi River, Ulwe River And Panvel Creek during Post monsoon
4.83 (a ) Ecological Indices Calculated For The Zooplankton at Various 318

Locations Along Gadhi River, Panvel Creek And Ulwe River during
Pre Monsoon Season
4.83 (b) Ecological Indices for Zooplankton Species at Various Locations 319
Along Gadhi River, Panvel Creek And Ulwe River during Monsoon.
4.83 (c) Ecological Indices Calculated For The Zooplankton From Various 320
Locations Along Gadhi River, Panvel Creek And Ulwe River during
Post Monsoon.
4.84 (a) Dry Organic Weight of the Zooplankton Collected From Various 321
Stations along Gadhi River, Panvel Creek and Ulwe River During Pre
Monsoon Season
4.84 (b) Dry Organic Weight of the Zooplankton Collected From Various 323
Stations along Gadhi River, Panvel Creek and Ulwe River During
Monsoon Season
4.84 (c) Dry Organic Weight of the Zooplankton Collected From Various 324
Stations along Gadhi River, Panvel Creek and Ulwe River during Post
Monsoon Season
4.85 (a ) Benthic Forms Encountered in the Sediments Collected at Various 326

Stations along Gadhi River, Panvel Creek and Ulwe River during Pre
Monsoon Season.
4.85 (b) Benthic Forms Encountered in the Sediments Collected at Various 327
Stations along Gadhi River, Panvel Creek and Ulwe River during
Monsoon Season.
4.85 (c ) Benthic Forms Encountered in the Sediments Collected at Various 328

Stations along Gadhi River, Panvel Creek and Ulwe River during Post
Monsoon Season.
4.86 (a ) Organic Matter Content of Sediments from Various Stations along 329
Gadhi River, Ulwe River and Panvel Creek during Pre Monsoon
Season
4.86 (b) Organic Matter Content of Sediments from Various Stations along 330
Gadhi River, Ulwe River and Panvel Creek during Monsoon Season

EIA Study of Navi Mumbai International Airport XX
4.86 (c) Organic Matter Content of Sediments from Various Stations along 331
Gadhi River, Ulwe River and Panvel Creek during Post Monsoon
Season
4.87 (a) Results Of Water Quality Analysis Of Gadhi River During Post 333
Monsoon Season
4.87 (b) Results Of Water Quality Analysis Of Gadhi River During Pre 334
Monsoon Season
4.87 (c) Results Of Water Quality Analysis Of Gadhi River During Monsoon 335
Season
4.87 (d) Results Of Water Quality Analysis Of Ulve River During Post 336
Monsoon, Premonsoon And Monsoon
4.87 (e) Results Of Water Quality Analysis Of Panvel Creek During Post 337
Monsoon, Pre-Monsoon & Monsoon Season
4.88 Direct Connectivity To Catchment Area And The Rest Of The Country 341
4.89 Traffic growth Rates for NH4B,AAMRA MARG,SH54&NH4 347
4.90 PCU Factors of Vehicles 348
4.91 Natural Traffic Forecast 349
4.92 Airport Traffic 350
4.93 Total Traffic 351
4.94 Peak Hour Volume & Capacity 351
4.95 Details of Intersections 353
4.96 Summary of data collected 361
4.97 Traffic volume forecast at Belapur Intersection 362
4.98 Traffic volume forecast at Kalamboli Intersection 363
4.99 Traffic volume forecast at D. Y. Patil Intersection 364
4.100 Traffic volume forecast at Panvel Intersection 365
4.101 Traffic volume forecast at Uran Intersection 366
4.102 Traffic volume forecast at Taloja Intersection 367
4.103 Traffic volume forecast at sanpada Intersection 368
4.104 Parameters Selected For Node Evaluation 370
4.105 Intersection Evaluation for Belapur Intersection 371
4.106 Intersection Evaluation for Kalamboli Intersection 372

EIA Study of Navi Mumbai International Airport XXI
4.107 Intersection Evaluation for D.Y. Patil Intersection 373
4.108 Intersection Evaluation for Panvel Intersection 373
4.109 Intersection Evaluation for Uran-JNPT Intersection 374
4.110 Intersection Evaluation for Taloja Intersection 374
4.111 Intersection Evaluation for Sanpada Intersection 375
4.112 a V/C Ratio for Belapur Intersection of Approach 12 377
4.112 b V/C Ratio for Belapur Intersection of Approach 14 378
4.112 c V/C Ratio for Belapur Intersection of Approach 16 379
4.112 d V/C Ratio for Belapur Intersection of Approach 18 380
4.113 a V/C Ratio for Kalamboli Intersection of Approach 62 381
4.113 b V/C Ratio for Kalamboli Intersection of Approach 64 382
4.113 c V/C Ratio for Kalamboli Intersection of Approach 66 383
4.113 d V/C Ratio for Kalamboli Intersection of Approach 68 384
4.113 e V/C Ratio for Kalamboli Intersection of Approach 69 385
4.114 a V/C Ratio for D Y Patil Intersection of Approach 42 386
4.114 b V/C Ratio for D Y Patil Intersection of Approach 44 387
4.114 c V/C Ratio for D Y Patil Intersection of Approach 46 388
4.115 Status Of Land For The Project 390
4.116 Villages, Settlements Area & Population and Househols within 391
Airport
4.117 Landcover Of Study Area 2009 402
4.118 Existing Landcover Of Project Zone 2009 403
VOLUME-IV
Chapter 5
5.1 Phasing of Activities 3
5.2 NMIA Location : Activities & Impact 4
5.3 NMIA Project Design – Activities & Impact 8
5.4 NMIA Construction Phase – Activities & Impacts 10
5.5 NMIA Operation Phase – Activities & Impact 12
5.6 Details of Project Activities Influences 15

EIA Study of Navi Mumbai International Airport XXII
5.7 NMIA Evaluation– Overall significance of Impact 17
5.8 NMIA Location – Impact Matrix 25
5.9 NMIA - Project Design Impact Matrix 26
5.10 NMIA Construction Phase Impact Matrix 27
5.11 NMIA Operation Phase Impact Matrix 29
5.12 Environmental sector – Air 30
5.13 Environmental sector – Biodiversity and Forests 32
5.14 Environmental sector - Ecosystems 33
5.15 Environmental sector – Energy 34
5.16 Environmental sector – Health and Safety 35
5.17 Environmental sector – Land 36
5.18 Environmental sector – Noise 38
5.19 Environmental sector – Socio-cultural 40
5.20 Environmental sector – Waste 41
5.21 Environmental sector – Water and Wastewater 42
Chapter 6
6.1 Environmental Management Action Plan 9
6.2 Environmental monitoring Plan 34
6.3 EMP cost during construction phase 44
6.4 EMP cost during operational phase 45
6.5 Organizations Responsibility 47
6.6 List of equipments needed 48
Chapter 7
7.1 Assignment of Responsibilities 13
7.2 Medical Priorities in Triage Area 21
VOLUME V
Chapter 8
8.1 Mangrove plants within the Project Area 52
8.2 Structural composition 53

EIA Study of Navi Mumbai International Airport XXIII
8.3 Importance value index 54
8.4 Details of Images 55
8.5 a Surface Traffic Air Quality Assessment CO 77
8.5 b Surface Traffic Air Quality Assessment NOX 78
8.5 c Surface Traffic Air Quality Assessment SO2 79
8.5 d Surface Traffic Air Quality Assessment CO 80
8.5 e Surface Traffic Air Quality Assessment NOX 81
8.6 a Projected noise level Sion-Panvel Highway 83
8.6 b Projected noise level-National Highway No.4 B 83
8.6 c Projected noise level-National Highway No.4 84
8.6 d Projected noise level – Amra Marg 84
8.6 e Projected noise level-State Highway 54 85
8.7 Noise level due to Aircraft 87
8.8 Predicted noise levels due to Air traffic 88
8.9 Traffic Mix – 2014 91
8.10 Area between NEF Contour Values 93

EIA Study of Navi Mumbai International Airport XXIV
List of Figures
VOLUME II
Chapter 1
1.1 Map of major Airports in India 5
1.2 Annual Commercial Passengers , CSIA 16
1.3 Comparison of Annual Passenger Growth rates, CSIA & National 18
1.4 Monthly Distribution of Total Passengers in Recent Years, CSIA 19
1.5 Monthly Passengers During 2007-08, CSIA 20
1.6 Annual Commercial Aircraft Movements, CSIA 22
1.7 Annual Other Aircraft Movements, CSIA 24
1.8 Distribution of Total Arriving Aircraft by ICAO Code 26
1.9 Distribution of International and Domestic Arriving Aircraft by ICAO 26

Code
1.10 Monthly Commercial ATMs during 2006-07, CSIA 28
1.11 Hourly Distribution of Weekly Scheduled ATMs, January 2008, CSIA 29
1.12 Breakdown of Total Air Cargo in 2007-08, CSIA 31
1.13 Breakdown of International Air Cargo by Commodity, CSIA 31
1.14 Study Area 44
Chapter 2
2.1 Map showing location of Rewas Mandwa & Navi Mumbai airports 2
2.2 Map showing Rewas Mandwa site on Toposheet 3
2.3 Map showing Rewas Mandwa site on Imagery 3
2.4 Map showing Navi Mumbai site on Toposheet 8
2.5 Map showing Navi Mumbai site on Imagery 8
Chapter 3
3.1 Location of Navi Mumbai Airport 2
3.2 Navi Mumbai Airport Zone 3
3.3 NMIA-Transportation Network & Linkages 5
3.4 NMIA Airport Layout Plan – Long Term Phase 4

EIA Study of Navi Mumbai International Airport XXV
3.5 Terminal Area Plan 22
3.6 Landuse plan of Aeronautical area 29
3.7 Map showing Solid Waste Management Site at Chal 37
VOLUME III
Chapter 4
4.1 Study Area 1
4.2 Geomorphology of study area 6
4.3 Ground Slope of study area 7
4.4 Geology & Dykes 8
4.5 Drainage in the study area 12
4.6 Independent Catchment Of Gadhi River Upto Kalundri Junction 13
4.7 Catchment of Kalundri River 14
4.8 Catchment of Kasadi –Taloja river 15
4.9 Catchment of Ulwe River 16
4.10 Location of Soil Monitoring Stations 18
4.11 Textural Triangle Showing The Percentage Of Sand, Silt And Clay 20
4.12 Soil map of Navi Mumbai 37
4.13 Soil Map of Navi Mumbai International Airport 38
4.14 Location of Boreholes 41
4.15 Sub-Soil profile of Airport Site (Longitudinal Sectional Profile ) 57
4.16 Sub-Soil profile of Airport Site (Cross Sectional Profile) 58
4.17 Location of boreholes 64
4.18 Sub-Soil profile of Airport Site (Longitudinal Sectional Profile along 65

South Runway)

North Runway )

centreline of Airport)
4.21 Sub-Soil profile of Airport (Longitudinal Sectional Profile along 69

Northen bank of river)
4.22 Sub-Soil profile of Airport (Longitudinal Sectional Profile along 70

EIA Study of Navi Mumbai International Airport XXVI
Southern bank of river)
4.23 Location of Stations for Studying Existing Water Quality Status 77
4.24 Locations of Air Monitoring Stations 122
4.25 Location of meteorological station 169
4.26 (a) Hourly Variation Of Average Wind Speed For The Month Of 197
November, 2007 And October 2008
4.26 (b) Hourly Variation Of Average Temperature For The Month Of 198
4.26 (c) Hourly Variation Of Average Relative Humidity For The Month Of 198
4.26 (d) Hourly Variation Of Average Solar Radiation For The Month Of 199
4.27 (a) Hourly Variation of Average Wind Speed for the Month of December, 199
2007, January, 2008 and February, 2008
4.27 (b) Hourly Variation of Average Temperature for the Month of December, 200
2007, January, 2008 and February, 2008
4.27 (c) Hourly Variation of Average Relative Humidity Speed for the Month of 200
December, 2007, January, 2008 and February, 2008
4.27 (d) Hourly Variation of Average Solar Radiation for the Month of 201
December, 2007,January, 2008 And February, 2008
4.28 (a) Hourly Variation of Average Wind Speed for the Month of March, 201
2008, April, 2008 and May, 2008
4.28 (b) Hourly Variation of Average Temperature for the Month of March, 202
2008, April, 2008 and May, 2008
4.28 (c) Hourly Variation of Average Relative Humidity Speed for the Month of 202
March, 2008, April, 2008 and May, 2008
4.28 (d) Hourly Variation of Average Solar Radiation for the Month of March, 203
2008, April, 2008 and May, 2008
4.29 (a) Hourly Variation of Average Wind Speed for the Month Of June, 203
2008, July, 2008, August, 2008 and September, 2008
4.29 (b) Hourly Variation of Average Temperature for the Month Of June, 204
2008, July, 2008, August, 2008 and September, 2008
4.29 (c) Hourly Variation Of Average Relative Humidity For The Month Of 204
June, 2008, July, 2008, August, 2008 And September, 2008
4.30 (a) Wind Rose For The Month Of November, 2007 205
4.30 (b) Wind Rose For The Month Of December, 2007 205

EIA Study of Navi Mumbai International Airport XXVII
4.30 (c) Wind Rose For The Month Of January, 2008 206
4.30 (d) Wind Rose For The Month Of February, 2008 206
4.30 (e) Wind Rose For The Month Of March, 2008 207
4.30 (f) Wind Rose For The Month Of April, 2008 207
4.30 (g) Wind Rose For The Month Of May, 2008 208
4.30 (h) Wind Rose For The Month Of June, 2008 208
4.30 (i) Wind Rose For The Month Of July, 2008 209
4.30 (j) Wind Rose For The Month Of August, 2008 209
4.30 (k) Wind Rose For The Month Of September, 2008 210
4.30 (l) Wind Rose For The Month Of October, 2008 210
4.31 Location of Noise quality monitoring stations 235
4.32 Locations of Monitoring Stations for Ecological Studies 262
4.33 Forest Map of Study Area 302
4.34 Location and Catchment area of the Proposed airport in Navi Mumbai 340
4.35 Master Plan Of Water Transport System 343
4.36 Land Access Modes Of Navi Mumbai Airport - The Important 346
Linkages
4.37 Location of Intersections 353
4.38 Belapur Intersection 354
4.39 Kalamboli Intersection 355
4.40 D.Y.Patil Intersection 356
4.41 Panvel Intersection 357
4.42 Uran Intersection 358
4.43 Taloja Intersection 359
4.44 Sanpada Intersection 360
4.45 Traffic volume forecast at Belapur Intersection 363
4.46 Traffic volume forecast at Kalamboli Intersection 364
4.47 Traffic volume forecast at D. Y. Patil Intersection 365
4.48 Traffic volume forecast at Panvel Intersection 366
4.49 Traffic volume forecast at Uran Intersection 367

EIA Study of Navi Mumbai International Airport XXVIII
4.50 Traffic volume forecast at Taloja Intersection 368
4.51 Traffic volume forecast at Sanpada Intersection 369
4.52 Settlements Falling within Airport Zone 392
4.53 Landcover Of Study Area 2009 – on Imagery 400
4.54 Landcover Of Study Area 2009 401
4.55 Landcover Of Project Area 2009 404
4.56 Approved Map Of Navi Mumbai Costal Zone Management Plan-1 410
4.57 Approved Map Of Navi Mumbai Costal Zone Management Plan-2 411
4.58 Navi Mumbai International Airport on Approved CZMP Of Navi 412

Mumbai
4.59 Navi Mumbai International Airport With The Training Of Gadhi And 413
Diversion Of Ulwe Rivers
4.60 Proposed minor changes in the CZMP Of Navi Mumbai 414
VOLUME IV
Chapter 5
5.1 Identification and Evaluation and Development of Mitigation Options - 1

Flow Diagram
5.2 Project timelines 3
5.3 Project Activities – Influence & Impact Evaluation 14
Chapter 6
6.1 Proposed Environmental Management Cell at NMIA 5
VOLUME V
Chapter 8
8.1 Diversion of Ulwe River & Training of Gadhi River 28
8.2 Cross Sections for Proposed Training of Gadhi River 29
8.3 Cross Sections for Proposed Diversion of Ulwe River 30
8.4 Digitized shape of Vaghvli island & the coastal lines imagery 40
8.5 Digitized shape of Vaghvli island & the coastal lines imagery 1992 41
8.6 Digitized shape of Vaghvli island & the coastal lines imagery 1995 42
8.7 Digitized shape of Vaghvli island & the coastal lines on Iknos imagery 43
2001

EIA Study of Navi Mumbai International Airport XXIX
8.8 Digitized shape of Vaghvli island & the coastal lines on imagery 2006 44
8.9 Digitized shape of Vaghvli island & the coastal lines on imagery 2009 45

Chapter - 5
Environment Impacts &
Mitigation Measures
Chapter 5
EIA Study of Navi Mumbai International Airport Sheet 1 of 43
Chapter 5
Environmental Impacts & Mitigation Measures
5.0 Background
This Chapter deals with the identification and evaluation of probable
environmental impacts, likely to occur due to the NMIA project. Prior to the
evaluation, a summary of activities with timelines is provided so as to provide
with information as regards the way project activities are likely to proceed in
stage-wise manner. Further, the Chapter details out the impacts at various
stages of development, the linkages across activities with respect to impacts
and the classification and evaluation of impacts across the affecting
environmental components. The chapter also provides for the various
mitigation options incorporated in the project design to minimize the impact
and also the options which will be dealt with during the construction and
operation period. The flow adopted for developing this chapter is depicted in
Figure 5.1 below:
Figure 5.1
Identification and Evaluation and Development of Mitigation Options
-Flow Diagram

Chapter 5
5.1 Impact Identification, Classification and Prioritization

For critical environmental impact assessment and timely mitigation of
environmental issues, it is important that analysis of the project related
activities along with anticipated environmental and social impacts prior to
project inception is done.
5.1.1 Impact Identification

To help in / ease the impact evaluation process, the various activities of the
NMIA which can have an impact on environment have been classified into
four stages namely:
I. NMIA location
II. NMIA project design
III. NMIA construction phase
IV. NMIA operation phase
The project timelines are given in the Figure 5.2., Table 5.1 gives the list of
activities that are likely to take place at various stages of the project. While
the NMIA location and NMIA design stage go hand in hand, the NMIA
construction in various stages go hand in hand with the operation phase.
With respect to environmental impacts, the impacts due to the project location
and design have to be mitigated at the same time. While the 1st stage of
Construction phase matches with the Design phase and therefore have to be
mitigated simultaneously, the 2nd, 3rd, and 4th stages for construction add to
the impact during the operation phase. While the impacts in the construction
phases are often temporary and are remediated once the construction phase
is completed, they never-the less add to the impacts during the operation
stage which are more or less constant.

Chapter 5
Figure 5.2
Project timelines
Table 5.1
Phasing of Activities
Operation/ Operation/ Operation/

Pre- Construction Construction Construction Construction
List of Activities- construction Phase –I Phase –II Phase –III Phase –IV
Facilities/Phasing 2010-13 2010-13 2017-18 2022-23 2027-28
Land acquisition
and R&R √
Diversion &
Training of rivers √
Cutting of hillock √
Land Development √
Shifting of EHVT
lines √
Construction of
compound wall √
Runway √ √
Runway Exits √ √
Bypass Holding
Bays √ √
Taxiway √ √
Navigational Aids √ √
Commercial Apron √ √ √ √
Long-Term Aircraft
Parking √ √ √ √
General Aviation √ √ √ √
Cargo Apron √ √ √ √
Pass. Terminal √ √ √ √
Air Cargo Building √ √ √ √

Chapter 5
Roadway system √ √ √ √
Vehicular and
Cargo Parking √ √ √ √
Technical Building
and ATC Tower √
Fuel Farm √ √ √ √
Air Rescue and
Fire Fighting √ √ √ √
Catering √ √ √ √
Ground Handling
Equipment
Maintenance √ √ √ √
Aircraft
Maintenance
Hangar Facilities √ √ √ √
Airfield
Maintenance area √ √ √ √
Development of
Non-Aeronautical
area √ √ √ √
i) Impacts due to NMIA Location

The site of Navi Mumbai airport is selected near Panvel town in an area admeasuring
2054 Ha. consisting of 1615 Ha. as airport zone and remaining for off-site
infrastructure, such as; diversion & training of rivers, approach road, railways,
interchange and utility lines, etc. The entire area of the airport zone falls in Raigad
District in Panvel Taluka and is situated about 45 km away from the CBD of Mumbai.
The activities to be carried out due to the NMIA location along with the impacting
environmental sectors are given in Table 5.2 below
Table 5.2
NMIA Location : Activities & Impact
No Activities to Description of Impacts

be carried
out
1 Removal of The description of environment chapter, section 4.11.3 & 8.7 of this
Mangroves & report assessed the mangroves in the project area and found that there
Biodiversity majority of mangroves are sparse and are predominantly between the
two Rivers and to the NE side of the site. The mangroves are dominated
by Avicennia marina which in most of the places appears stunted and
there are sparse Bruguira cylindrical syn. Bruguira caryophylloides and
Aegiceros corniculata plants noticeable particularly towards the hillside of
Ulwe River. Along the banks of Ulwe River there is a somewhat
continuous and healthier growth of Avicennia marina with patches of
Salvadora persica. At several places, the plants seem to be dying and
dried stems are left behind. Wherever there has been considerable

Chapter 5

be carried
out
degradation of the true mangroves, the associate mangroves, mainly
Acanthus ilicifoiius has come up. Salt tolerant grasses like Settaria sp.,
Coix lachryma-joba, Scirpus maritimus, and Eleucine sp. are found to
associate with the mangroves and mangrove associates. Away from the
waterfront, these grasses that dominate the landscape replace the
mangroves. A detailed study of Mangrove area in the project area, its
plantations and management was carried out and details of which are
given in Chapter 8. The study identifies for most successful species
based on importance value index and further quantifies the presence of
mangroves in the project area as 161.5 ha and proposes for
compensatory afforestation by 200% at Dahanu, Thane Dist.
With the project intervention, these mangroves (though in degraded form)

will be totally lost forever. A total of 161.50 ha of mangroves will be lost
due to the project.
2 Tree There is no forest in the project site area, though there are naturally
Clearance growing trees/plants/vegetation in the area. Most of the vegetation of
trees in and around the villages are planted fruiting trees like mango,
jamun, jackfruit, guava, custard apple etc. and the wood yielding trees
like teak, arjun etc. The ornamental trees, bamboos and palms also have
been planted and/or maintained by the villagers. The use of firewood is a
common practice by the villagers which has resulted in the nearby
degradation of vegetation and mangroves. This project will result in loss
of all vegetation in the project site.
3 Roads and The airport site is presently accessible by existing four lane road called
Infrastructure National Highway-4B from the east side, State Highway-54 which runs on
the southern boundary of airport as well as four lane concrete road called
Aamra marg from the west side. The airport will be made accessible by
constructing interchanges on the NH4B as well as on Aamra marg for
smooth and speedy entry and exit from the airport. This could result is
two impacts namely the over concretization resulting in increase
temperature during the day time and summer time along the roads and
diversion of agricultural land leading to issues of land use change and
food security.
It is worthwhile to note that the whole area surrounding the project area
does exclusively rain-fed agriculture and grows only paddy which is salt
tolerant. At most places during the non-monsoon period wild growth of
grasses is observed. The fact that agriculture is not very productive/
profitable in the project and surrounding area is evident from the fact that
the surface soil is being stripped off for brick making.

Chapter 5

be carried
out
The primary road network providing access to airport is analyzed in the
section 4.14.8 and section 4.14.9 provides the analysis of the major
junctions in and around airport to assess their adequacy in meeting the
traffic demand generated due to airport development in addition to the
already existing traffic.
4 Railways The existing Mankurd-Belapur-Panvel Commuter Railway line passes on

Infrastructure the northeast of airport area and the nearest station is Khandeshwar
located at a distance of less than 1 km. The airport zone is also
proposed to be connected to Belapur, Khandeshwar, Mansarowar
located on the above commuter railway line. The other commuter line
called Nerul-Uran railway line is under construction and the nearest
station to approach the airport is Targhar located at a distance of 1.5 km.
from the airport boundary. Panvel railway station on Central/Konkan
railway is located at a distance of 1.5 km. from the airport site which will
provide the rail accessibility at the Regional, State and National level.
This could result is two impacts namely the loss of mangroves &
vegetation for rail and diversion of agricultural land leading to issues of
land use change and food security. As stated above the state of
mangroves and vegetation is in a highly degraded state. It is worthwhile
to note that the whole area surrounding the project area does exclusively
rain-fed agriculture and grows only paddy which is salt tolerant. At most
places during the non-monsoon period wild growth of grasses is
observed. The fact that agriculture is not very productive/ profitable in
the project and surrounding area is evident from the fact that the surface
soil is being stripped off for brick making. The fishing culture also seems
to provide meager revenue so that the sand dredging activity which is
obviously deleterious for the fishing activity has taken precedence in
Ulwe River.
5 Water ways Water transport by hovercrafts was in service between Gateway of India
connectivity to Vashi and Belapur CBD in Navi Mumbai. The site is also proposed to
be accessed from Mumbai by high-speed water transportation system
abutting airport site.
This could result in stress on the surrounding marine ecosystem and
fishing. However, the fishing culture seems to provide meager revenue
and the sand dredging activity which is obviously deleterious for the
fishing activity has taken precedence in Panvel Creek.
6 Rehabilitation Ten settlements belonging to seven villages are required to be resettled
of the away from the project site. Approx 15000 people will be affected due to
displaced the project. Resettlement and rehabilitation will include apart from the
villagers substituted land, development of basic infrastructure such as water

Chapter 5

be carried
out
supply, electricity, sewerage, roads, social infrastructure etc. CIDCO has
assumed a proactive role towards the mitigation of the social impacts by
the rehabilitation of the ten settlements in seven villages.
7 Archeological The fringe area study i.e. study area around the proposed airport falling
/ Cultural / between 10 to 20 km. radius, revealed that there are 3 places of historic
Historic Sites importance, aesthetic, cultural including sensitive area namely the
Elephanta Caves, Karnala Bird Sanctuary and Matheran
The Elephanta Caves is about 13.5 km form proposed project site and
falls outside of core area. The island is named after a colossal elephant
found in the island, which is popularly known as ‘Gharapuri’. There are
seven cave excavations in the Elephanta group and these are datable
from circa 6th – 7th centuries A.D. The Elephanta site falls in the landing
and takeoff funnel of Navi Mumbai International Airport. With its location
from the airport site being about 13.5 km., the position of aircraft during
takeoff/landing/missed approach/circling, would be more than 700 m.
The Karnala Bird sanctuary is situated along the Mumbai-Goa-Konkan
National Highway No.17 and is 12.5 km south of the proposed project
site and falls outside of core area. The sanctuary is very rich in avifauna
and harbors 147 species of resident and 37 species of migratory birds
who visit the sanctuary during winters. Two rare birds i.e. Ashy Minimet
and Spotted heart woodpeckers have been sighted here. The sanctuary
is away from landing and takeoff funnel of Navi Mumbai International
Airport. Moreover, the position of aircraft during missed approach and
circling will be more than 750 m.
The Matheran Eco-sensitive Zone is located at about 11 km East of
proposed project site and falls outside of core area. The above site falls
in the fringe of landing and takeoff funnel of Navi Mumbai International
Airport based on its distance from the airport the position of aircraft
during takeoff/landing/ missed approach /circling, will be more than 500
m.
8 Residential The airport is likely to generate about 90,000 direct and indirect jobs
Facilities which translate into a population of about 3.5 lakhs (average family size
of 3.8 & Man power ratio of 1.33/family). With an assumption that about
80% of this man power would be residing in Navi Mumbai and 20% will
commute from outside, about 65 thousand dwelling units would be
required (keeping the service population also in mind). The total land
requirement of these dwelling units would be about 300 ha net residential
2
area (assumption of average dwelling unit area 50 m ) . This housing
needs to be supported by all the requisite social and cultural facilities as
per the norms of CIDCO. Additional load on water and energy would
have to be met, the details of which are given in Section-3.19.

Chapter 5
ii) Impacts due to NMIA Project Design

The design of the NMIA projects also puts forth certain environmental issues which
need to be overcome.
Table 5.3
NMIA Project Design – Activities & Impact
No Activities to be Description of Impacts

carried out
1 Training of Gadhi The meandering creeklets of Gadhi/Panvel river falling in the airport
River area will be trained to meet Panvel creek directly thus maintaining the
drainage pattern unchanged.
The aquatic ecosystem will be affected temporarily due to
channelization of part of Gadhi and Ulwe rivers flowing along the
proposed site. Channelization leads to altering of original dimensions
of the rivers along with extreme physical disturbances, alterations in
river bed morphology, change in flow characteristics and elimination of
bank cover. The impacts of channelization on the aquatic community
mainly arise due to channel excavation, dredging, clearing and
removal of vegetation.
Vegetation in the riverine ecosystem, whether emergent, free floating,
submergent or marginal, play a significant role in providing shelter,
protection, breeding & nursery grounds for aquatic fauna such as
benthos, fishes and aquatic birds. It also plays a vital role in protection
from excessive temperature through shedding, organic leaf litter and
oxygen input through photosynthesis.
Immediate impacts of channelization are siltation due to river bed
excavation or dredging. Siltation affects aquatic vegetation by
increasing the turbidity of water. This interferes with light penetration
which finally affects photosynthesis. Excess turbidity affects the
aquatic fauna by interfering with the filter feeding mechanism of
benthos and zooplankton. It adversely affects the respiratory
mechanism of fishes through deposition of particles on their gills
thereby leading to smothering effect on them. Also the fishes find it
increasingly difficult to locate their prey and other food organisms.
The secondary and long term impact of channelization is
excavation/dredging, which involves direct removal of organisms from
their habitat. The proposed channelization will lead to removal of
degraded mangrove patch, aquatic flora, mud flat fishes and other
benthic fauna. This will lead to loss and reduction in the number of
organisms.
The impacts due to channelization are limited to construction phase

Chapter 5

carried out
only and the ecosystem will recover the loss over a period of time.
The surrounding land use will have a temporary impact in terms of
fugitive emissions from handling of construction material.
2 Diversion of Ulwe Ulwe river presently flowing through project area will be diverted to
River west into Thane Creek to maintain the existing drainage pattern. Ulwe
river has a very small catchment of about 35-sq. km to the south of
Vaghiwali island and joins the Panvel creek channel south of
Vaghiwali island. The impacts of channelization is similar to that
discussed in the point above ‘ Training of Gadhi river”
3 Hill Cutting The study of the geology and soil characteristics have shown that the
(Quarrying / project area is composed of silty soil with little admixture of sand
Blasting) followed by murrum and weathered rock. The thickness of this layer is
approximately 3.95 m below which amygdaloidal basalt exists. The
hillocks in the airport area will be flattened and leveled to make the
runway by controlled blasting in stages. The result of this will be
generation of heavy quantity of dust which raises the SPM levels in
the vicinity. Along with these, noise levels also will increase
occasionally. Houses around the site (if any) may feel the intense
acoustic waves. The material from the cut hills will be used to reclaim
the airport zone. One positive point is that the material from the
project area will be used inside the project area. The hills being
basaltic will be good material for reclamation.
4 Shifting of Extra There are 4 Extra High Tension Lines existing in the Airport
High Tension Operational Area and in the surroundings which are required to be re-
(EHT) Line by routed to suitable place outside the horizontal surface of Airport area.
undergrounding These lines will be re-routed either over-head or underground by
cables.
5 Reclamation of The entire land of 1615 ha of the airport zone consists of mudflats,
marshy lands firmland and hills and is required to be brought to a safe grade level
varying from RL 7.0 to RL 8.5. by cutting of hills and reclaiming the
land. The above said area lying within the airport will be reclaimed
from the existing land cover. River training would take place on
existing land cover.
1-D and 2-D mathematical model studies for prediction of changes in

Chapter 5
flow conditions in Panvel creek due to NMIA project activities was

carried out by the CWPRS, Pune in 2009 (refer section 8.6 for details).
The studies indicate marginal rise in the water levels in the Panvel
creek reach along the proposed airport boundary. Along the Ulwe
river however, the rise in the water levels will be slightly over 1.5 m
due to diversion along the longer route with flatter slope. The safe-
grade elevation of 7.0 m to 8.5 m AMSL was proposed for the airport
complex and the guidelines for storm water drainage design and bank
protection works were given.
iii) Impacts during Construction Phase of NMIA

Table 5.4
NMIA Construction Phase – Activities & Impacts

carried out
1 Employment, During the construction phase, a lot of migratory workers are expected to
Migration and infiltrate in and surrounding areas of the project site. This would lead to a lot
Settlement of stress in the area surrounding the project in terms of water requirement,
power, increased ecological footprint, increased requirement for health and
educational facilities and changes in the land use pattern and local culture.
As CIDCO has been carrying out developmental activities in the surrounding
area, it is quite competent to absorb the load arising out of such an activity.
2 Siting of During the construction period, camps for workers/laborers would be set up
construction the project area leading to need for sewerage and sewage treatment
camp for facilities, stress on the local ecological resources like forests for firewood,
construction disposal of solid waste, fire hazard at the camp, indoor air pollution in the
camp, etc. Lack of Sewerage and Sewage Treatment Facilities could lead to
water pollution, Misuse of local ecological resources like forests for firewood
which would result in destruction of vegetation in the surrounding area,
Improper handling of solid waste generated could lead to unhygienic
conditions , Improper use of fuel could lead to fire hazard at the construction
camp or leakage / spillage of fuel leading to soil contamination, Incomplete
post-use clearance and rein-statement of base camp would lead to
degradation of soil and use of biomass fuel for cooking would lead to indoor
air pollution in the camp.
3 Excavation and The study of the geology and soil characteristics have shown that the project
Quarrying / area is composed of silty soil with little admixture of sand followed by
Blasting of site murrum and weathered rock. The thickness of this layer is approximately
3.95 m below which amygdaloidal basalt exists. The hillocks in the airport
area will be flattened and leveled to make the runway by controlled blasting
in stages. The result of this will be generation of heavy quantity of dust

Chapter 5

carried out
which raises the SPM levels in the vicinity. Along with these, noise levels
also will increase occasionally. Houses around the site (if any) may feel the
intense acoustic waves. The material from the cut hills will be used to
reclaim the marshy land. One positive point is that the material from the
project area will be used inside the project area and no outside material is
necessary. The hills being basaltic will be good material for reclamation.
4 Leveling of site The entire land of 1615 ha of the airport zone consists of mudflat, firmland
and hills and is required to be brought to a safe grade level varying from RL
7.0 to 8.5. by cutting of hills and reclaiming the marshy land. The above said
area lying within the airport will be reclaimed from the existing land cover.
River training & diversion would take place on existing land cover.
The leveling process would lead to an intense / heavy quantity of dust which
would raises the SPM levels in the vicinity. Along with this the noise levels
would be high due to the machinery used for leveling.
5 Construction The construction phase also involves loading/unloading of different materials
Activity (list and its transportation particularly through the unpaved sections of the haul
given in Table road which may result in spillage of material/oil and hence contaminates the
5.1) soil and groundwater and also raise the ambient SPM levels.
6 Safety of During the construction activities, workers are exposed to a wide level of
Workers hazards arising due to the blasting activity, reclaiming activity, construction
of various components of the project. Use of heavy equipments, high levels
of dust and noise aggravate the issues of health and safety of the workers.

Chapter 5
iv) Impacts during Operation Phase of NMIA
Table 5.5
NMIA Operation Phase – Activities & Impact

carried out
1 Operation of The operation phase will not trigger any appreciable impacts with regard to
airport the physiography. Geologically, the study area lies in Deccan trap composed
of hard massive basalt rocks. On a regional scale this area is very stable
comprising the Peninsular Shield. Hence, the operation will not have any
impact with regard to the stability of the structure.
Drainage pattern suggested by CWPRS will remain unchanged during the
operation phase, hence there is no impact.
The impact during the operation phase will be due to surface traffic and air
craft operations during landing, taxiing and takeoff. Air traffic is selected as a
separate issue and discussed below.
With respect to the air craft operations, two major impacts include that of air
emissions and noise. To understand the level of both of these impacts, the
following studies were carried out:
 Emissions from Aircrafts
 Noise Level Studies from Aircrafts
Sections 8.8.2 and 8.8.3 deal with the matter and the same indicate the
emission from aircrafts is well within the prescribed limit. Aircraft noise
contribution is significantly low in range of 0.02 db(A) to 0.2 db(A)
2 Surface Traffic Surface traffic increase would be of two types:

 Traffic vehicles from and to the airport
 Service vehicles operating inside the airport
Impacts due to surface traffic have been assessed by simulation of air quality
in respect of different pollutants based on the normal scenario as well as the
projected traffic scenario from 2008 to 2030. Also, noise studies for the
normal scenario as well as the projected traffic scenario from 2008 to 2030
has also been carried out.
The emission from surface traffic is well within the prescribed limit – however
surface traffic noise exceed the prescribed limit ( ref section 8.8 )
The project design has identified that aerobridges would be used for passenger
transportation at NMIA and the service vehicle numbers and duration of

Chapter 5
operation would be low for passenger transport . However surface transport for
other ground services would still happen with use of fuel efficient vehicles.
3 Employment, In the operation stage, there would be migration into the surrounding area
Migration & which is of a more permanent nature. This would lead to a lot of stress in the
Settlement area surrounding the project in terms of water requirement, power, increased
ecological footprint, increased requirement for health and educational facilities
and changes in the land use pattern and local culture. As CIDCO has been
carrying out developmental activities in the surrounding area, it is quite
competent to absorb the load arising out of such an activity.
5.1.2 Evaluation and Classification of Impacts

Depending on the availability of data, a suitable approach is adopted in
evaluating the environmental impacts. Some of the evaluation tools include the
“Adhoc approach”, the “Check list approach” and the “Matrix method”. In the
present case prediction of impacts of the proposed project has been done by
modified Leopold interaction matrix method. In the conventional Leopold matrix
method, an interaction matrix is compiled with project action on horizontal axis
(Xi) and environmental parameters on which impacts can occur on the vertical
axis (Yi). Each cell (XiYi) represents the magnitude of the impact of action Xi on
the environmental parameter Yi. The type of magnitude of impacts depends on
the location of specific attributes of the given environment. Qualitative
judgments are arrived at by introducing a scale based on expert opinion,
professional experience of similar projects which are already in operation.
The modified Leopold matrix created for NMIA activities portrays the anticipated
intensity of positive and negative impacts for each of the activity. To
estimate/classify, and prioritize severity of impact a multi-criteria analysis based
on influences of the activity on the environment have been used. The various
types of influences that have taken into consideration for the prediction study are
given in Figure 5.3.

Chapter 5
Figure 5.3
Project Activities – Influence & Impact Evaluation

Chapter 5
The following are the definitions of the influences which have been used in Impact evaluation
Table 5.6
Details of Project Activities Influences
Influence Definitions Symbol Weightage
Direct impacts are those that are resultant directly due to the
Direct project activities. For eg. Channelisation of river (activity is D 4
dredging) would lead to turbidity of water (water pollution).
Indirect impacts are those that arise not directly due to project
activity, but alter the surrounding system which in turn affect the
Indirect environment. For eg. Channelisation of river (activity is dredging) ID 2
would lead to increase turbidity which would suffocate the water
fauna’s respiration thereby killing them.
Impacts which have both direct and indirect impacts are called
Type
Synergistic Syn 6
synergistic. These impacts are considered more serious
If the impacts are within the development zone, then it is termed
as local.
Local L 2
For eg. Channelisation of river would lead to local drainage
issues if not properly planned and executed.
If the activities create an impact would affect the performance of
the entire functional level of adjoining areas,
downstream/upstream areas, it is termed as strategic impact,
Strategic irrespective of their intensity. For eg. If Channelisation of river is S 4
not carried out taking into the drainage quantity then it may cause
flooding in the surrounding low lying areas (as the project site
Area
would be raised).
Some of the activities carried out are of short duration. During
the construction activities, there would be some amount of
Short Term ST 2
inconvenience that would not be there in the operation phase and
are termed as short run.
During the operation stage there would be inconvenience and
impacts that would be more of a regular nuisance to the people in
the surrounding area. These are terms as long term. Impacts in
Long Term LT 4
this phase could also be positive like in this case socio-economic
Duration
development of the region. However, this is case only the

negative impacts are taken into account for counting.
Some of the impacts are reversible in nature i.e the negative
Reversible impacts disappear once the causal factor is removed. Hence R 2
called reversible.
Some impacts are irreversible i.e. the impacts are permanent.
Irreversible Most of the loss of biodiversity is lost forever and no mitigation IR 4
Mode
option can bring them back to the pristine conditions

Chapter 5
Each of these influences has been given a weightage based on expert opinion and
professional experience of evaluating similar projects. Most of the impacts have a
probability of occurrence which has also been taken into account for this study. Where the
probability of occurrence is very low then weightage is one, low probability weightage is 2;
medium probability weightage is 4, high probability weightage is 6 and extremely high
probability weightage is 8.
The next step followed was the calculation of the ‘Overall Significance of Impact’ parameter.
The overall significance is calculated using the formula given below:
For eg. : The activity: Hill Cutting (Quarrying / Blasting) during

preconstruction (project design stage)
Possible effect on environment Extremely high dust levels
Direct Influence 0
Indirect 0
Synergistic 6 (Both direct and indirect)
Local 2 (of local nature)
Strategic 0
Short Term 2 (only during the preconstruction
/ design stage)
Long Term 0
Reversible 2 (the impacts will disappear once the
activity is over
Irreversible 0
Probability of occurrence 8 (extremely high chance that this activity
will be taken up and the impacts will be
experienced )
There the overall significance of impact = (6 + 2 +2 +2) x 8 = 96

Chapter 5
Table 5.7
NMIA Evaluation– Overall significance of Impact
Action affecting Influences Frequency

Environmental Mode Duration Area Type /Probability Overall
Resources and Possible Effects on the of significance
No Values Environment D ID Syn ST LT L S R IR Occurrence of Impact1
Relative Weightage on a scale of 0 to 6 4 2 6 2 4 2 4 2 4
I Impacts due to NMIA Location
Loss of mangroves in the project
Mangroves &
1 area 4 0 0 0 4 2 0 0 4 8 112
Biodiversity
Loss of local fauna 0 0 6 0 4 2 0 0 4 8 128
Loss of trees & vegetation in the
2 Tree Clearance project area 0 0 6 0 4 2 0 0 4 6 96
Increase in concretization leading
to increase local temperatures 0 2 0 0 4 2 0 0 4 1 12
Roads and
3 Diversion of agricultural land
Infrastructure
leading to issues of land use
change and food security 4 0 0 0 4 2 0 0 4 1 14
Loss of mangroves & vegetation
for rail 0 2 0 0 4 2 0 0 4 2 24
Railways
4 Loss of agricultural land to rail
Infrastructure
leading to issues of land use
change and food security 0 2 0 0 4 2 0 0 4 1 12
Water ways Stress on the surrounding marine
5 connectivity ecosystem 4 0 0 0 4 0 4 2 0 2 28
Resettlement and Disruption of residences, cultural
6 Rehabilitation and livelihood patterns 4 0 0 0 4 2 0 0 4 4 56

Chapter 5

Archeological /
7 Cultural / Historic Loss of any archeological /
Sites cultural /historic site 4 0 0 0 4 2 0 0 4 1 14
Change in land use pattern 0 0 6 0 4 2 0 0 4 2 32
Increase in the water requirement
for domestic purpose leading to
stress on water availability 0 0 6 0 4 2 0 0 4 6 96
Increase in power consumption 0 0 6 0 4 2 0 0 4 6 96
8 Residential Facilities Tensions amongst communities
related to employment
opportunities 0 0 6 2 0 2 0 2 0 1 12
Loss of local culture 0 0 6 2 0 2 0 2 0 2 24
Increased ecological footprint 0 0 6 0 4 0 4 0 4 6 108
Increase requirement for health
and educational facilities 4 0 0 0 4 2 0 0 4 2 28
II Impacts due to NMIA Project Design
Training of Gadhi Interference with the natural
1
River drainage of the local ecosystem 0 0 6 0 4 0 4 0 4 6 108
Loss of local estuarine biodiversity 0 0 6 0 4 2 0 2 0 6 84
Changes in water quality reaching
the Panvel Creek 4 0 0 2 0 2 0 2 0 6 60
Likely rise in water levels in
periphery area 0 0 6 0 4 2 0 2 0 1 14
Sediment runoff leading to
damage of local aquatic ecology 4 0 0 0 4 0 4 2 0 4 56
Siltation of channels developed
while training the Gadhi River 4 0 0 0 4 0 4 2 0 2 28

Chapter 5

Changes in the groundwater
hydrologic regime 4 2 0 0 4 2 0 0 4 1 16
Interference with the natural
drainage of the local ecosystem 0 0 6 0 4 0 4 0 4 6 108
Loss of local estuarine biodiversity 0 0 6 0 4 2 0 2 0 6 84
Changes in water quality reaching
the Panvel Creek 4 0 0 2 0 2 0 2 0 6 60
Diversion of Ulwe
2 periphery area 0 0 6 0 4 2 0 2 0 1 14
River
Sediment runoff leading to
damage of local aquatic ecology 4 0 0 0 4 0 4 2 0 4 56
Siltation while diverting the Ulwe
River 4 0 0 0 4 0 4 2 0 2 28
Changes in the groundwater
hydrologic regime 0 0 6 0 4 2 0 0 4 1 16
Vibration in adjacent areas 4 0 0 2 0 0 4 2 0 1 12
Sediment runoff into the creek 4 0 0 0 4 0 4 2 0 6 84
Changes in groundwater
Hill Cutting (Quarrying hydrologic regime in the
3 surrounding area 0 0 6 0 4 0 4 0 4 1 18
/ Blasting)
Safety of workers 4 0 0 0 4 2 0 2 0 6 72
Air Pollution 0 0 6 2 0 2 0 2 0 8 96
Extremely high dust levels 0 0 6 2 0 2 0 2 0 8 96
Noise Pollution 0 0 6 2 0 2 0 2 0 8 96
Disposal of excavated material 4 0 0 2 0 2 0 0 4 6 72
Shifting of Extra High Electromagnetic Interference with
4
Tension (EHT) Line communication devices 0 2 0 2 0 2 0 2 0 1 8

Chapter 5

by undergrounding Safety hazard during the erection
and operation 4 0 0 0 4 2 0 0 4 4 56
Flooding in other low lying areas 0 0 6 0 4 0 4 0 4 6 108
5 Reclamation of lands Loss of Biodiversity 0 0 6 0 4 0 4 0 4 4 72
Loss of marshy land ecosystem 0 0 6 0 4 0 4 0 4 6 108
III Impacts during Construction Phase of NMIA
Employment, Increase in power consumption 0 2 0 0 4 2 0 2 0 2 20

1 Migration and Tensions amongst communities
Settlement related to employment
opportunities 0 0 6 2 0 2 0 2 0 1 12
Increase ecological footprint 0 0 6 0 4 0 4 0 4 6 108
Lack of Sewerage and Sewage
Siting of construction
2 Treatment Facilities leading to
camp
water pollution 4 0 0 2 0 2 0 2 0 4 40
Misuse of local ecological
resources like forests for firewood 4 0 0 2 0 2 0 0 4 4 48
Solid waste generation and
inadequate disposal 4 0 0 2 0 2 0 2 0 4 40
Fire hazard at the construction
camp 4 0 0 2 0 2 0 0 4 2 24

Chapter 5

Incomplete post-use clearance
and rein-statement of base camp,
leading to loss of land productivity 4 0 0 2 0 2 0 0 4 1 12
Leakage / Spillage of Fuel used at
the construction camp 4 0 0 2 0 2 0 0 4 2 24
Indoor air pollution in the camp
due to biomass fuel for cooking 4 0 0 2 0 2 0 2 0 6 60
Vibration in adjacent areas 0 0 6 0 4 0 4 2 0 4 64
Sediment runoff into the creek 4 0 0 0 4 0 4 2 0 8 112
Excavation and Safety of workers 4 0 0 0 4 2 0 0 4 6 84
3 Quarrying / Blasting of Air Pollution 0 0 6 0 4 0 4 2 0 8 128
site Extremely high dust levels 0 0 6 0 4 0 4 2 0 8 128
Noise Pollution 0 0 6 0 4 0 4 2 0 6 96
Disposal of excavated material 4 0 0 0 4 2 0 0 4 4 56
Loss of Biodiversity 4 0 0 0 4 2 0 0 4 2 28
Loss of water bodies (open wells
& ponds) in the project site 4 0 0 0 4 2 0 0 4 6 84
Air Pollution due to equipment fuel
4 Leveling of site
usage 0 0 6 0 4 0 4 2 0 6 96
Air Pollution due to leveling
activity 0 0 6 0 4 0 4 2 0 6 96
Pollution of land, ground water
Construction Activity
and surface water arising from
5 (given in Table 5.2.2
wastes and spillages due to
& Table 5.2.3)
construction 4 0 0 0 4 2 0 2 0 4 48
Contamination of estuarine bodies 4 0 0 0 4 2 0 0 4 1 14

Chapter 5

Water logging and cross drainage
issue during construction 4 0 0 0 4 2 0 2 0 4 48
Air Pollution due to construction
vehicle fuel usage 4 0 0 0 4 2 0 2 0 4 48
Air Pollution due to construction
activity 4 0 0 0 4 2 0 2 0 6 72
Noise Pollution 4 0 0 0 4 2 0 2 0 6 72
Disposal of construction waste /
debris 4 0 0 2 0 2 0 0 4 4 48
Loss of Biodiversity 4 0 0 0 4 2 0 0 4 4 56
Water availability issues 4 0 0 0 4 2 0 2 0 1 12
Air pollution due to DG sets 4 0 0 2 0 2 0 2 0 2 20
Accident during the construction
stage 4 0 0 0 4 2 0 0 4 6 84
6 Safety of Workers
Fire hazard during the
construction stage 4 0 0 0 4 2 0 0 4 6 84
IV Impacts during Operation Phase of NMIA
Noise pollution due to the air
traffic 4 0 0 0 4 2 0 0 4 6 84
Air pollution due to the air traffic 4 0 0 0 4 2 0 0 4 6 84
Air pollution due to use of DG sets 4 0 0 0 4 2 0 0 4 2 28
1 Operation of airport Increase in power consumption
due to DG 0 0 6 0 4 2 0 0 4 6 96
Availability of water issues 4 0 0 0 4 2 0 0 4 2 28
Sewage treatment issue 4 0 0 0 4 2 0 0 4 4 56
Solid waste management issues 4 0 0 0 4 2 0 0 4 4 56

Chapter 5

High air pollution along the
various transport corridors leading
to and away from the airport 4 0 0 0 4 2 0 0 4 6 84
2 Surface Traffic
Noise pollution along the various
transport corridors leading to and
away from the airport 4 0 0 0 4 2 0 0 4 6 84
Employment, Increase in power consumption 0 0 6 0 4 2 0 0 4 2 32
3 Migration & Tensions amongst communities
Settlement related to employment
opportunities 0 0 6 2 0 2 0 2 0 1 12
Increase ecological footprint 0 0 6 0 4 0 4 0 4 6 108

Chapter 5
5.1.3 Prioritization of Impacts and Identification of Environmental Sectors

affected
Having evaluated the impacts, the impacts were prioritized into four different
categories depending upon the numbers arrived at the NMIA evaluation of
overall significance of impact for each of the impacts. Here again the expert
opinion / professional experience of similar projects which are already in
operation was used to categorize the impacts. The four different categories are
given as follows:
Severity Massive Substantial Significant Tangible

Legend
>70 41-70 16-40 5-15
This prioritization is necessary to gauge the severity of impacts so as to arrive at

appropriate mitigation options. In Tables 5.8 to 5.11, identified possible effects on
the environment have been arranged along with the natural resources affected for
the four phases namely project location, project design, construction and operation
phase. The various natural resources (environmental components) which have been
identified to be likely affected are air, biodiversity & forests, ecosystems, health &
safety, land, noise, socio-cultural, waste and water & wastewater.

Chapter 5
Table 5.8
NMIA Location – Impact Matrix
Environment
Stage of
Possible Effects on the Environment Component
Project
Air
Increase in power consumption
Biodiversity & Forests

Loss of mangroves in the project area
Loss of local fauna Biodiversity & Forests

Loss of trees & vegetation in the project area Biodiversity & Forests
Increased ecological footprint Ecosystems
Increase in the water requirement for domestic
purpose leading to stress on water availability Water & Wastewater
Disruption of residences, cultural and livelihood
patterns Socio-Cultural
NMIA Location
Loss of mangroves & vegetation for related

infrastructure Biodiversity & Forests
Stress on the surrounding marine ecosystem Ecosystems
Increased requirement for health and educational
facilities Health & Safety
Change in land use pattern Land
Loss of local culture Socio-Cultural
Increase in concretization leading to increase local
temperatures Air
Loss of /Diversion of agricultural land leading to
issues of land use change and food security due to
related infrastructure Land
Loss of any archeological / cultural /historic site Socio-Cultural
Tensions amongst communities related to
employment opportunities Socio-Cultural

Chapter 5
Table 5.9
NMIA - Project Design Impact Matrix
Stage
Environment
of Possible Effects on the Environment
Component
Project
Air Pollution Air
Extremely high dust levels Air
Loss of local estuarine biodiversity Biodiversity & Forests
Loss of Biodiversity Biodiversity & Forests
Sediment runoff into the creek Ecosystems
Loss of marshy land ecosystem Ecosystems
Safety of workers Health & Safety
Interference with the natural drainage of the local
ecosystem Land
Flooding in other low lying areas Land
Noise Pollution Noise
NMIA Design
Disposal of excavated material Waste

Sediment runoff leading to damage of local
aquatic ecosystems Ecosystems
Safety hazard during the erection and operation Health & Safety
Changes in water quality reaching the Panvel
Creek Water & Wastewater
Siltation of channels developed while training the
Gadhi River Water & Wastewater
Changes in the groundwater hydrologic regime Water & Wastewater
Siltation while diverting the Ulwe River Water & Wastewater
Electromagnetic Interference with communication
devices Air
Vibration in adjacent areas Noise
Likely rise in water levels in periphery area Water & Wastewater

Chapter 5
Table 5.10
NMIA Construction Phase Impact Matrix
Stage
Environment
Component
Project
Extremely high dust levels Air
Air Pollution due to equipment fuel usage Air
Air Pollution due to leveling activity Air
Air Pollution due to construction activity Air
Increase ecological footprint Ecosystems
Sediment runoff into the creek Ecosystems
Safety of workers Health & Safety
Accident during the construction stage Health & Safety
Fire hazard during the construction stage Health & Safety
Noise Pollution Noise
Increase in the water requirement for domestic purpose Water &
leading to stress on water availability Wastewater
Lack of Sewerage and Sewage Treatment Facilities Water &
leading to water pollution Wastewater
Loss of water bodies (open wells and ponds) in the Water &
Construction Phase
project site Wastewater

Indoor air pollution in the camp due to biomass fuel for
cooking Air
Air Pollution due to construction vehicle fuel usage Air
Misuse of local ecological resources like forests for Biodiversity &
firewood Forests
Biodiversity &
Loss of Biodiversity
Forests
Water logging and cross drainage issue during
construction Land
Vibration in adjacent areas Noise
Solid waste generation and inadequate disposal Waste
Disposal of excavated material Waste
Pollution of land, ground water and surface water
arising from wastes and spillages due to construction Waste
Disposal of construction waste / debris Waste
Increase in power consumption Energy
Air pollution due to DG sets Air
Increased requirement for health and educational
facilities Health & Safety

Chapter 5
Stage
Environment
Component
Project
Fire hazard at the construction camp Health & Safety
Leakage / Spillage of Fuel used at the construction
camp Land
Biodiversity &
Contamination of estuarine bodies
Forests
Incomplete post-use clearance and rein-statement of
base camp, leading to degradation of soil Land
Tensions amongst communities related to employment
opportunities Socio-Cultural
Water &
Water availability issues
Wastewater

Chapter 5
Table 5.11
NMIA Operation Phase Impact Matrix
Stage
Environment
Component
Project
Air pollution due to the air traffic Air
Increase in power consumption Energy
High air pollution along the various transport corridors leading to and
away from the airport Air
Increase ecological footprint Ecosystems
Noise pollution due to the air traffic Noise
Noise pollution along the various transport corridors leading to and
Operation Phase
away from the airport Noise

Solid waste management issues Waste
Sewage treatment issue Water & Wastewater
Air pollution due to use of DG sets Air
Increase requirement for health and educational facilities Health & Safety
Availability of water issues for airport zone Water & Wastewater
Increase in the water requirement for domestic purpose leading to
stress on water availability in the region Water & Wastewater
Tensions amongst communities related to employment opportunities Socio-Cultural
5.2 Mitigation Measures

The most probable issues identified in these sections for various activities have been
found to stem from various sources like, project location, project design, project
execution and project operation, and will depend on factors like awareness amongst
the personnel implementing, finance, technologies and capacities of developmental
and regulatory agencies. In the sections 5.1.2 and 5.1.3 above the evaluation and
prioritization of environmental issues have been carried out as well cross linkages
with environmental components. With the help of these section outputs, the current
section has been developed to show case the various mitigation steps that have
been arrived to minimize the environmental impacts. It must be noted that certain
issues have been identified across the various stages of the project but the mitigation
options may be different for different stages but affect the same natural resource
sector. In such a case the mitigation options are placed across the issue but within
the natural sector.

Chapter 5
Table 5.12
Environmental sector – Air
Environment Component - Air
NMIA
Location NMIA Design Construction Phase Operation Phase
Air pollution due to the air
Extremely high dust levels
traffic
Air pollution along the
Air Pollution due to various transport corridors
construction activity leading to and away from
the airport
Air Pollution due to equipment
fuel usage
Air Pollution due to leveling
activity
Indoor air pollution in the
camp due to biomass fuel for
cooking
Air Pollution due to
construction vehicle fuel
usage
Air pollution due to DG sets
Increase in power consumption
Increase in
Electromagnetic
concretization
Interference with
leading to
communication
increase local
devices
temperatures
MITIGATION OPTIONS
1. Appropriate dust suppression measures will be implemented within the project site during
controlled blasting, construction, material handling and transportation. The prospective
contractors shall make provision for water sprinkling at the construction site.
2. To help in abating the dust, formulation of compensatory plantation will be initiated as soon as
MOEF clearance is obtained.
3. Use of dust extractors and spraying of water at source of dust emissions.
4. Trucks carrying earth, sand or stone will be duly covered with tarpaulin to avoid spilling.
5. Hi-tech equipment will be used for controlled blasting excavation and hauling of materials which will
generate minimal noise as well as dust. This aspect will be covered as a tender condition.
6. Blasting to be carried out as per the best engineering practices and the use of modern
technologies producing minimum dust and noise.
7. Construction machinery and equipment will be maintained in good working condition and
construction materials and machineries will be handled with due precautions. All vehicles and
construction equipment with internal combustion engines in use will be maintained for effective
combustion to reduce carbon particles, CO and HC emission.
8. Proper maintenance of equipment will be undertaken with suitable enclosures and intake silencers.
9. Any vehicle not meeting the vehicular pollution standards will not be allowed within the construction
site and for the construction activity.
10. Use of asbestos will be prohibited.
11. All the transport corridors leading to airport namely NH4, NH4B, Aamra Marg and Sion Panvel
Highway have sufficient right of way to absorb the increase in traffic by widening the roads as and
when required.
 Background air quality will be maintained by reducing idling time and control on

Chapter 5
Environment Component - Air

emissions.
 The contribution from idling of engine at the signals would be minimized by providing
wider roads and bridges (including over bridge) that connects to NMIA.
 Vehicles that come to NMIA will be restricted (mandatory) by emission controlled
certification and efficient engine conditions (Bharat III).
 Chimney emission from industries and other activities will have to get emission control
certification at regular interval
12. Air and Noise mitigation options will be implemented by defining the approach landing and takeoff
procedures in a manner so as to minimize impact.
13. Aerobridges would be used for passenger transportation at NMIA and hence a very minimal
amount of emissions are also likely to occur from the service vehicles operating inside the airport.
The service vehicle numbers and duration of operation would be significantly low for passenger
transport. Present day battery/electrically charged vehicles would be used by airport operators for
ground service equipment and cargo and hence there no major impact on the air quality is
expected.

Chapter 5
Table 5.13
Environmental sector – Biodiversity and Forests
Environment Component - Biodiversity & Forests

Operation
NMIA Location NMIA Design Construction Phase
Phase
Misuse of local ecological
Loss of mangroves Loss of local estuarine
resources like forests for
in the project area biodiversity
firewood
Loss of local fauna Loss of Biodiversity
Loss of trees &
Contamination of estuarine
vegetation in the
bodies
project area
Loss of mangroves
& vegetation for rail
MITIGATION OPTIONS
1. The alternative mangrove plantation site identification report based on the survey was carried out
by Gujarat Ecology Commission, 2010. In case of loss of mangroves, alternate site for developing
plantation of mangroves will be taken up. CIDCO has planned to take up approx 350 Ha. of
plantation against the 161.50 Ha. loss (more than double the area). The mangrove plantation site
identification study by GEC (Jan 2010) has identified potential mudflats at suitable site for mangrove
plantation around the Dahanu area.
2. Loss of local estuarine biodiversity is a temporary phase during the construction of channels for
diverting of Ulwe river and training of Gadhi rivers. The channelization activities are being designed
to keep the eventual flow characteristics as close to the original natural flow. It is expected that the
biodiversity would equilibrate and resettle.
3. In order to compensate for the loss of vegetation, compensatory vegetation and plantation
programme will be undertaken within the airport area in the mandatory space required to be kept
vacant for safety reasons as well as the space reserved for green belt in the vicinity of airport
respectively. Species selected for plantation programme should be local, fast growing, ornamental
and provide shade. The entire plantation undertaken will be non-fruit bearing so as to reduce any bird
mishaps during the operation phase.
4. With respect to the trees from the displaced villages, CIDCO will take up the task of replanting the
trees in their areas where they are carrying out developmental activities or along the highways.
5. There was no wildlife, observed during the field survey. There was no mention of rare or
endangered wildlife species in the area in the reports of the State Forest Department. Hence, there
will not be any displacement of wildlife as a result of project activities.
6. The contamination of estuarine body would occur mostly during the construction phase of the
channels and airport due to resuspension of sediments or dust from construction site, both of which
are temporary.

Chapter 5
Table 5.14
Environmental sector - Ecosystems
Environment Component - Ecosystems

NMIA Location NMIA Design Construction Phase Operation Phase
Increased Sediment runoff into the
Increase ecological footprint
ecological footprint creek
Stress on the
Loss of marshy land Sediment runoff into the
surrounding
ecosystem creek
marine ecosystem
Sediment runoff leading

to damage of local
aquatic ecosystems
MITIGATION OPTIONS
1. In order to minimize the above impacts of dredging/channelization, proper route alignment
will be selected and the dredging and excavation will be done in stages maintaining the
water flow. This operation will result in minimum impact on siltation/turbidity on aquatic
community. In order to minimize impact of siltation on aquatic community, the
dredging/channelization of rivers would be undertaken during high tide. The proposed
alignment will have similar physiographic characteristics. In order to minimize the impact on
aquatic ecosystem efforts will be made to keep the existing characteristics of the regime in
the new diverted alignment of the river. The enhanced turbidity is a temporary phenomenon
occurring during the water course diversion.
2. The proposed project activity does not involve clearing of any forest areas which act as the
habitat for wildlife, adverse effect on wildlife habitat (reduction / breaking). The project
activities do not reduce or brake up wild life habitat.
3. The loss of marshy land is a permanent one. Alternate development of the mangroves is
part of mitigation activity which will be taken up.
4. The project area does not have large animals whose ecosystems would be disrupted as the
area surrounding the project is already under advanced stage of development. The
proposed site and the study area do not include any migratory route of animals.

Chapter 5
Table 5.15
Environmental sector – Energy
Environment Component - Energy
Increase in power Increase in power Increase in power

consumption consumption consumption
MITIGATION OPTIONS
1. Increase in power consumption has been identified as an impact for two reasons namely the
increased air pollution at its source of generation and the power availability issues which is
prevalent in Maharashtra. To cater to the second, studies have been carried out to estimate
the demand and also to check the availability of power (for details see Section-4.16).
2. In case of the operational phase of the projects, all efforts with respect to minimizing the use of
power will be carried out. To the extent possible solar panels will be installed wherever
possible for lighting purpose.
3. All the protocols of automatic diming of light where the human traffic is low/nil will be followed.
Use of sunlight to the maximum extent to low the energy costs will be looked into while
designing the airport.
4. Good insulators to lower the AC power consumption will be looked into.
5. Energy Conservation programs / protocols will be developed
Table 5.16
Environmental sector – Health and Safety
Environment Component - Health and Safety
Safety of workers
Safety hazard
during the Accident during the
erection and construction stage
operation
Fire hazard during the

construction stage
Increase requirement for health and educational facilities

MITIGATION OPTIONS
1. Adequate security arrangement will be made to ensure that the local inhabitants and the stray
cattle if any, are not exposed to the potential hazards of construction activities.
2. Safe and secure construction camp area will be provided for the migrant laborers during the
construction period. At the camp site, the contractors will be directed to make adequate
arrangements for water supply, sanitation and cooking fuels to the laborers. The construction
site will be provided with sufficient and suitable toilet facilities for workers to allow proper
standards of hygiene. These facilities would be connected to a septic tank and maintained to
ensure minimum environmental impact. At the construction site, the contractor will be asked to
provide following facilities to construction workforce:

Chapter 5
Environment Component - Health and Safety

a. First Aid: At work place, first aid facilities will be maintained at a readily accessible
place where necessary appliances including sterilized cotton wool etc. shall be
available. Ambulance facilities will be kept readily available at workplace to take injured
person to the nearest hospital. The contractor would have a tie-up with the nearest
hospital.
b. Potable Water: Sufficient supply of cold water fit for drinking will be provided at suitable
places
c. Sanitary Facility: Within the precinct of very work place, latrines and urinals will be
provided at accessible place. These will be cleaned regularly to maintain good sanitary
condition. The contractor will conform to sanitary requirement of local medical and
health authorities at all times. These facilities would be connected to a septic tank and
maintained to ensure minimum environmental impact.
d. Canteen: A canteen on a moderate scale will be provided for the benefit of workers;
e. Security: Project Authorities will provide necessary security to work force in co-
ordination with State authorities; and
f. Facilities for Women: Facilities as per Factory Rules of the State government will be
provided to the women working force. Separate toilets for women will be provided and
marked in a vernacular language with conspicuous letters.
6. Adequate firefighting arrangement would be maintained by the contractor during the construction
phase
7. During the operation phase, high level of fire – fighting equipments with adequate water and
foam facility would be maintained as per the stipulated ICAO standards.

Chapter 5
Table 5.17
Environmental sector – Land
Environment Component - Land

Interference with the Water logging and cross
natural drainage of the drainage issue during
local ecosystem construction
Leakage / Spillage of Fuel
Flooding in other low
used at the construction
lying areas
camp
Change in land use pattern
Incomplete post-use
Diversion of clearance and rein-
agricultural land statement of base camp,
leading to issues of leading to degradation of
land use change soil
and food security
Loss of agricultural
land to rail leading
to issues of land
use change and
food security
MITIGATION OPTIONS
1. Hillocks in the airport area will be flattened and leveled be to make the runway by controlled
blasting in stages. The excavated material/construction debris would be used for land
development of marshy land in the project site area. This would result in change of land use
pattern apart from the dust generated and increased noise & air pollution (SPM levels) in the
vicinity. Proper development and maintenance of the land is a prerequisite for the project
activity and hence all efforts as per the airport standards would be carried out.
2. Geologically the project area lies in Deccan trap composed of hard massive basalt rock and
will not initiate any instability problems – landslide/subsidence etc. This region is very stable
portion of peninsular shield. Hence the operation will not have any impact with regard to the
stability of the structure.
3. The excavated material/construction debris from hill cutting would be used for land
development to the maximum extent and the surplus, if any, will be disposed off in a pre-
designated approved sites.
4. The change of river flow is inevitable and during the development, due care will be taken so
to maintain the required hydraulic flow to avoid water logging in the upstream and also any
water logging in the project area either during construction or operation phases.
5. As per the study carried out by CWPRS, reclamations for development of International
Airport at Ulwe on left bank of Panvel Creek will not have any significant effect on water
levels predicted considering all CIDCO developments along different channels in Panvel
Creek. The predicted water levels at different locations with and without the proposed airport
are practically same. Therefore, there is no possibility of additional flooding due to airport.
6. Proper guidelines with respect to handling the waste generated from any untoward accidents
of spillage of fuel or oil would be developed. This would include procedures for excavating
the contaminated site and disposal to an authorized secured hazardous waste landfill.
7. The diversion of agricultural land leading to issues of land use change and food security is
very insignificant in the present project scenario as the agricultural lands are very few. The
whole regions surrounding the project area being a part of the Mumbai Metropolitan Region
is already undergoing a rapid development and to a great extent agricultural lands are getting

Chapter 5
Environment Component - Land

converted into sites for residential purpose. Also, the whole area surrounding the project
area does exclusively rain-fed agriculture and grows only paddy. At most places during the
non-monsoon period wild growth of grasses is observed. The fact that agriculture is not very
productive/ profitable in the project and surrounding area is evident from the fact that the
surface soil is being stripped off for brick making.

Chapter 5
Table 5.18
Environmental sector – Noise
Environment Component - Noise

NMIA Construction
NMIA Design Operation Phase
Location Phase
Noise Pollution Noise pollution due to the air traffic
Vibration in Vibration in Noise pollution along the various transport

adjacent areas adjacent areas corridors leading to and away from the airport
MITIGATION OPTIONS
1. Noise will be generated due to blasting operations of Hills, on the western side of the runways.
However, it will be a onetime activity lasting for short duration and even at the nearest settlements at
Targhar and Kambad Bhuje (more than 1 km away), the impact of the generated noise level on the
surrounding population will be negligible.
2. Hi-tech equipment will be used for controlled blasting excavation and hauling of materials which
will generate minimal noise as well as dust. This aspect will be covered as a tender condition.
3. Best engineering practices and modern technologies producing minimum noise would be
maintained during the blasting.
4. Blasting should be well planned with large numbers being fired infrequently than a few blasts daily.
No blasting will be carried out at night.
5. Before controlled blasting, the surrounding villages will be alerted and the villagers and domestic
animals will be offered safe place away from the project site.
6. Stationary equipment such as ready mix plant, hot mix plant, cement storage plant will result in
noise generation. The minimum distance of operation from stationary source required for meeting
CPCB standards is given below
Category Permissible limits in day time (CPCB) Distance required (m)
Silence zone 50 dB(A) 200
Residential 55 dB(A) 113
Commercial 65 dB(A) 36
Industrial 75 dB(A) 11
There are no residential areas within 113 m from the outer boundary of the project site and hence,
no considerable impact is envisaged on the surrounding community during construction phase.
However, the impacts will be significant on construction workers, working close to the machinery.
7. Construction activities involving operation of high noise generating machinery will be generally
avoided between 10 p.m. and 6 a.m.
8. The construction personnel exposed to high noise levels will be provided with protective gears
such as ear-muffs.
9. Construction machinery and equipment will be maintained in good working condition so as to
reduce noise. Proper maintenance of equipment will be undertaken with suitable enclosures and
intake silencers.
10. DG sets used during the construction phase would have the mandatory noise enclosures.
11. The use of damping materials such as thin rubber/lead sheet for wrapping the work places like
compressors, generator sheds;
12. Control on the vehicular noise level – speed and vehicle conditions would be done by:
a. Identification of structures and population vulnerable to noise level increase and remedial
measures such sound proofing.
b. Tree corridor and sound barrier at the NMIA boundary in containing noise level.
c. Observation of no horn zone in NMIA
d. Battery operated service vehicles within the airport.
13. Control on the aircraft noise level would be done by:
a. Insistence of International code on noise level during takeoff and taxing by the Aircraft
operators.
b. Noise level contouring and identification of areas in the takeoff and landing sections.
c. Discussion with people concerned over the run way operation and noise level reduction
and execution of mandatory activities of DGCA and ICAO.
d. Based on the community consensus and noise studies an implementation plan based on
noise abatement plan and noise compatibility plan may be established.

Chapter 5
Environment Component - Noise

14. The most effective method of mitigating noise sources - other than cessation of the source activity
or use of source controls would include installation of sound barriers or also called noise barrier or
sound wall or sound berm or acoustical barrier. Mostly sound barriers are exterior structure
designed to protect sensitive land uses from noise pollution. Some of the barrier which could be
looked into are:
a. Earth berm constructed solely of excess earth from grading pads for a residential
development.
b. An elongated outdoor acoustic barrier erected around the periphery of the airport, for
reflecting and absorbing sounds emanating from the airport. The acoustic barrier could
be made of a variety of materials like wood, reinforced concrete or plastic materials, or
combinations and placed zigzagged serpentine structures and parallel to longitudinal
passages. It would have an elliptical cross-section and necessary to have a coating layer
of sound absorbing material affixed to at least one face thereof facing the direction of a
source of sound to be absorbed. Such a sound barrier must have a noise reduction
factor of at least about 0.5, and preferably 0.8-0.85. The Sound absorbing noise barrier
wall would be in-accordance with the current AASHTO ‘‘Guide Specifications for
Structural Design of Sound Barriers’’. Various standards for sound absorbing
characteristics (ASTM-423), sound transmission loss verification (ASTME 90-90), sound
absorbing panel requirements (ASTM E- 84) need to be meet.

Chapter 5
Table 5.19
Environmental sector – Socio-cultural
Environment Component - Socio-Cultural

Disruption of
residences, cultural Loss of local culture
and livelihood patterns
Tensions amongst communities related to employment
Loss of local culture
opportunities
Loss of any
archeological / cultural
/historic site
Tensions amongst
communities related to
employment
opportunities
MITIGATION OPTIONS
1 There is no historical and cultural site within 10 km distance from Navi Mumbai Airport site.
Between 10 km to 20 km from the Airport, three historical and cultural sites namely the
Elephanta Caves, Karnala bird Sanctuary with Fort and Matheran Eco-sensitive area fall.
With its location from the airport site being more than 10 km for all the three sites, the
position of aircraft during takeoff/landing/missed approach/circling, would be more than
500 m. All of the sites are far from the Airport site, no impact is envisaged even in the
operation stage. However, during operation phase, proper flight directions can be provided
so as to avoid flying over any of these sites.
2 Draft R &R Policy for rehabilitation of airport project affected people (APAP) based on the
R&R policy of Govt of Maharastra, GOI and CIDCO is already in place with CIDCO. The
draft has been approved by CIDCO Board of Directors and is now tabled for discussions
with APAP. The three re-settlement sites viz. Vadghar, Dapoli and Vahal villages, which
are close to their existing settlements, have been selected in consultation with the APAP.
The R&R entitlements include, apart from the monetary compensation at replacement
value of existing settlement, allotment of developed plot free of cost for residential and
commercial settlement, additional developed land to nuclear family, financial assistance
towards transport cost, reimbursement of no-refundable fee, charges, duties, free
vocational training and preferential placement to APAP, right to collect / salvage structural
material, one time financial grant of construction of house, free hold ownership with FSI 1.5
with 15% commercial, subsistence allowance for one year, reservation for job in unskilled
and semi-skilled workers category and allotment of preferential equity. The
implementation of the Resettlement and Rehabilitation action plan has financial implication
to the tune of Rs. 369.85 Cr.
3 The issue of loss of local culture is an another impact which is felt wherever large
developmental projects arise. The airport project area which comes under the MMR region
has already been under stress for this impact.
4 The developmental impacts of the project are quite substantive in terms of the economic
development of the region, the decongestion/ lessening the burden of transport of Mumbai
Santacruz airport resulting in less time and energy requirement for reaching the airports,
beneficial for people around the Pune city in accessing the airport.

Chapter 5
Table 5.20
Environmental sector – Waste
Environment Component - Waste

NMIA
NMIA Design Construction Phase Operation Phase
Location
Disposal of
Solid waste generation and inadequate Solid waste
excavated
disposal management issues
material
Disposal of excavated material
Pollution of land, ground water and

surface water arising from wastes and
spillages due to construction
Disposal of construction waste / debris
MITIGATION OPTIONS
1. The excavated material/construction debris from hill cutting would be used for land
development to the maximum extent and the surplus, if any, will be disposed off in a pre-
designated approved sites.
2. The construction waste / debris generated would also be disposed off in a pre-designated
approved site.
3. During the construction phase, the municipal solid waste generated would those that arise
from the construction camp and the workers canteen. Proper arrangements for transport of
these solid wastes to the Chal landfill will be done.
4. During the operational phase, two types of waste would be generated namely the solid
waste and the hazardous waste. Solid waste would be generated from the garbage/food
waste from the restaurants and airport operations and paper and packaging waste
generated in cargo section, while the hazardous waste that would be generated include
sludge generated from STP, separated oil from oily wastewater treatment units and any
waste generated due to spill containment in any untoward event. Proper arrangements with
authorized transporters and authorized disposers would be done and proper records for the
same would be maintained.
5. Adequate quantity and sizing of dustbins would be maintained throughout the airport area
during the operation stage to receive solid wastes as and when generated. The collection
bins are regularly sprayed with disinfectants. A proper solid waste management system
would be put in place.
6. Vehicles transporting the solid waste are adequately covered to prevent any spillages
during transportation. All stipulated procedures as per the Solid Waste Rules and the
Hazardous waste Handling and management Rules would be adhered to.
7. Proper guidelines with respect to handling the waste generated from any untoward
accidents of spillage of fuel or oil would be developed. This would include procedures for
excavating the contaminated site and disposal to an authorized secured hazardous waste
landfill.

Chapter 5
Table 5.21
Environmental sector – Water and Wastewater
Environment Component - Water & Waste Water

Increase in the
water
Increase in the water
requirement for
Changes in water quality requirement for domestic Sewage treatment
domestic
reaching the Panvel Creek purpose leading to stress on issue
purpose leading
water availability
to stress on
water availability
Siltation of channels Lack of Sewerage and

Availability of water
developed while training the Sewage Treatment Facilities
issues
Gadhi River leading to water pollution
Increase in the water

requirement for
Siltation while diverting the Loss of water bodies (open
domestic purpose
Ulwe River wells) in the project site
leading to stress on
water availability
Changes in groundwater
hydrologic regime in the Water availability issues
surrounding area
periphery area
MITIGATION OPTIONS
1. The dredging/channelization of rivers will be carried out in stages keeping the water flow intact
except for the period during diversion of water course. This operation will result in minimum
impact on siltation/turbidity on aquatic community. In order to minimize impact of siltation on
aquatic community, the dredging/channelization of rivers should be undertaken during high tide.
In order to minimize the above impacts of channelization, proper route alignment will be
selected and the dredging and excavation will be done in stages maintaining the water flow. The
proposed alignment will have similar physiographic characteristics. The enhanced turbidity is a
temporary phenomenon occurring during the water course diversion.
2. Drainage pattern as achieved during construction phase by training/diversion of river will remain
unchanged during the operation phase hence there will be no impact on the hydrology.
3. The water requirement for airport zone consisting of aeronautical and non-aeronautical area
taking into consideration all requirement of passengers, visitors, staff, commercial facilities, air
and land side facilities, residential, conference facilities, as well as AC Plant, irrigation for
planted area, fire-fighting, etc. are to the tune of 9, 18, 30, 39 MLD for Phase I, II, III and IV
respectively. The water requirement for the project is to be met from the water supply system of
Navi Mumbai being maintained by City & Industrial Development Corporation (CIDCO), Navi
Mumbai Municipal Corporation (NMMC), supplemented by Maharashtra Industrial Development
Corporation (MIDC) and Maharashtra Jeevan Pradhikaran (MJP). The water supply for present
population of the City of Navi Mumbai is being served mainly by CIDCO and NMMC having their
own sources of Water Supply as well as partly MJP and MIDC. CIDCO has developed its own
source at Hetawane which is presently supplying 100 MLD water and with the sanctioned
capacity of 185 MLD. Similarly, CIDCO is in the process of developing a water source from the
Balganga Dam with an installed capacity of 350 MLD with the sanctioned capacity of 250 MLD
for Navi Mumbai. NMMC has already developed its own water source known as Morbe Dam
which has installed capacity of 450 MLD and presently supplying 350 MLD to the city. The
following Table gives the details of sources of Water, availability of water, daily water

Chapter 5
Environment Component - Water & Waste Water

consumption and surplus water:
Year MIDC MJP Hetawane Morbe Balganga Total Daily Surplus

Consumption
2009-10 30 60 100 350 - 540 390 150
2015-16 30 60 185 450 100 825 525 300
2020-21 30 60 185 450 250 970 650 320
2030-31 30 60 185 450 250 970 840 130
4. Though the total water requirement of the proposed project is to be met by CIDCO and there is
ample available of water, it is proposed to minimize the water usage in the operational phase:
a. Use of low flow fixtures and appliances for reduced water consumption such as low
flush water closets and cisterns;
b. Water saving shower head flow controls, spray taps and faucet aerators and photo-
sensitive taps;
c. Sewage generated will be treated in the sewage treatment plant and reused for green
belt development, cooling system and floor washing to reduce the fresh water
requirement;
d. The storm water from paved areas will be routed to the water harvesting structures to
reuse the water for gardening purpose (as recharging the ground water is not
possible). The storm water treatment facility will be located at an appropriate site
keeping in view the slope contours and collection point at the most convenient point;
e. Use of dry cleaning process in workshop and maintenance area to clean the oil
spillages.
f. Continuous efforts to reduce the water consumption and thereby to reduce the
wastewater generation would be done by fitting automatic flow meters for all major
water inlets. Flow rates will be continuously monitored and periodic water audits will be
conducted to explore the possibilities for minimization of water consumption.
5. The various water saving steps are to be made a part of the tender document
6. With respect to wastewater, STP would be installed on the project site apart from the
underground drainage will be connect to CIDCOs other STPs.
a. All STPs will have the Sequential Batch Reactor Technology for which CIDCO has
developed its expertise in operation and maintenance.
b. The treated wastewater would be recycled and reused. Reverse Osmosis plant to treat
the wastewater to the required quality will be installed. Some of the areas where the
wastewater can be utilized include make-up water in cooling system, floor washing and
gardening. To the maximum extent the treated wastewater will be utilized and will not
be discharged outside the airport boundary.
c. Proper oil & grease interceptors will be installed at wastewater outlet from the
maintenance hangers, fuel depots, hotels/restaurants and flight catering. The
wastewater will be passed through oil and grease interceptors and then routed to STP.
d. Settling tanks, blow down tanks and neutralization pits will be cleaned regularly in order
to avoid clogging. Sludge will be removed regularly and sufficient time will be given for
proper settling of solids; and
e. The treatment units will be operated regularly.

Chapter - 6
Environment Management Plan
Chapter 6
Chapter 6
Environmental Management Plan
6.1 Background
This Chapter details the environmental management plan which will be adopted at
‘Navi Mumbai International Airport’ (NMIA). It converses all the four stages, NMIA
location, NMIA project design, NMIA construction phase and NMIA operation phase
which have impacts on and are relevant to environment. The environmental issues
that are likely to develop in project’s various stages could be minimized by adopting
EMP suggested herewith. Based on existing environmental conditions and impacts
assessed in earlier sections (Chapter 5), the EMP enumerates the set of measures to
be taken during implementation and operation to eliminate or offset adverse
environmental impacts or to reduce them to acceptable levels together with allocation
of responsibility.
6.2 Scope
This Environmental management Plan (EMP) details environmental management
requirements to be followed for the Navi Mumbai International Airport project. It
includes:-
 The requirements during planning, implementation, evaluation and review of
airport construction activities.
 Responsibilities for implementing this EMP
 Complying environmental controls and limits to ensure that project objectives
and targets are achieved.
 Physical planning consisting of work programme, time schedule and locations
for putting mitigation and compensation systems in place
 An overview of the environmental monitoring program and associated
management action
 Post construction requirements including monitoring and inspection
 Financial plan for implementing mitigation measures in the form of project
budget estimates

Chapter 6
This EMP applies to project activities described in later sections. CIDCO has the
overall responsibility in implementation of NMIA in accordance with the requirements
of EMP.
6.3 Objectives
The overall objectives of EMP are:

 Identify project specific activities that would have to be considered for
investigation of the significant adverse impacts and mitigation measures
required
 To operate and manage the airport in an environmentally responsible manner
 Eliminate adverse environmental impacts wherever possible
 Reduce impacts where elimination is not possible
 Continuously improve results of environmental monitoring from plans and
programmes
6.4 Government Policies
The following legislations & policies of the Country and State with their latest
amendments, which are relevant to the project, will be consulted during the
preparation of EMP as well as implementation of the EMP
 The Wildlife (Protection) Act, 1972.
 The Water (Prevention and Control of Pollution) Act, 1974.
 The Maharashtra Water (Prevention and control of pollution) Rules, 1978.
 The Forest (Conservation) Act, 1980.
 The Air (Prevention and Control of Pollution) Act, 1981.
 The Maharashtra Air (Prevention and control of pollution) Rules, 1983.
 Environmental (Protection) Act, 1986 and notification there under

- The Environment Impact Assessment Notification 1994 & 1997
- The Noise Pollution (Regulation and Control) Rules, 2000
- The Municipal Solid Waste (Management & Handling Rules), 2000
- Hazardous waste (Management and Handling) Rules 1989
- The Chemical accidents (Emergency planning, preparedness and
Response) Rules, 1996

Chapter 6
- Coastal Zone Management Plan (CZMP) of Maharashtra, 1996.
6.5 Key Players for Implementation of EMP
The responsibility for designing the mitigative measures are delegated to the
Project Proponent (CIDCO), along with Special Purpose Company (SPC) to
be formed for project execution and operation which in the present context is
to mobilize the appropriate expertise to mitigate the adverse impact.
 Department of Horticulture, CIDCO Limited will implement the green
belt development at the project site.
 The District Collector would grant necessary permission to the project

proponent for acquiring the land and disbursing compensation to the
project affected people.
 The Department of Environment, Government of Maharashtra, would

guide the project proponent for sorting out various environmental
issues.
 Revenue Department would cooperate with the project proponent in

fixing up the compensation for the land acquisition and disbursal of
compensation to the PAPs.
 Airport Authority of India, is the approving authority for the project as

well as provide ATC facilities during operation.
 Construction Contractor, the problems arising out of the construction

sites and labour camps are to be controlled by him. These include
provision of fuel to the labourers and proper water supply and
sanitation facilities at the project site. First aid facilities for the workers
and suitable high-tech environment which will generate minimum noise
and fugitive emissions will have to be procured to be used and has to
adopt best handling practices executing the work.
6.6 Environmental Management Cell Structure
The Environmental Management Cell (EMC) would be set up at the NMIA to take care
of all the environmental aspects and to maintain environmental quality in the project
area. The main objective of EMC would be to implement the EMP effectively and
closely supervise environmental monitoring programme and to co-ordinate with the

Chapter 6
existing management system of CIDCO. EMC will undertake regular monitoring of the
environment and conduct yearly audit of the environmental performance during the
construction and operation of the NMIA. It will also check that the stipulated
measures are being satisfactorily implemented and operated.
Environmental Management Cell will manage all environmental related activities on

the site. This cell will be headed by an Assistant General Manager along with
supporting staff. The cell will be responsible for regular environmental quality
monitoring and co-ordinate with regulatory bodies like MPCB, CPCB &MOEF and
some the main functions include:
• Continued monitoring & assessment of environmental parameters & regulations.
• To work for continuous & regular improvement in environmental performance.
• To ensure systematic and routine housekeeping to reduce generation of

pollutants inside the airport core area.
• To develop & maintain green belt and plant nurseries.
• To keep close liaison with environmental regulating authorities i.e. MPCB, CPCB,
MOEF to arrange required consent under Water, Air & Environment Protection
Act.
• To conduct yearly monitoring and submit statement to MPCB.
• To manage post project-monitoring plan as per approved EIA & EMP.
• To follow proper documentation and monitoring practices and procedures, this

will facilitate the NMIA to go for IS 14001 or equivalent environmental
management systems at a later stage

Chapter 6
The Organizational set-up of Environment Management Cell is given.
Figure 6.1:
The roles and responsibilities of each of the EMC officer is given below:
i) Assistant General Manager (AGM):
AGM will be the head of the Environment Management Cell and perform the
following tasks:
 Overall In-charge of Department and will be reporting to the Executive
Director (Engineering Services) about the functioning of the Department as
well as submit the implementation report to PCB and to IAA/MOEF.
 Planning and execution of environmental monitoring.
 Review of the report submitted by the monitoring agency, checking the
compliance of the results with respect to the baseline environmental
conditions and also with the relevant standard.
 Regularly interact with the Environmental agencies, Health department and
Fire services.
 Responsible for:
- Proper smooth functioning of the Department and sort out their problems
whenever it arises.
- Procurement and testing of equipment used.
- Overviewing the training programmes.
ii) Senior Manager (Engineering) SM(E):
SM(E) responsibilities will be to supervise,

 Supervise the implementation of water pollution control methods
 Water supply and sanitation

Chapter 6
 Noise and Air Pollution control

 Safety aspects
 Smooth functioning of the department by sorting out problems
 Review of the report submitted by the Engineer (Water & Sanitation) and
Engineer (Safety) and submit final monthly report to the Assistant General
Manager.
 Reporting to Assistant general manager.
iii) Senior Manager (Sciences) SM(S):
SM(S) responsibilities will be to supervise,

 Laboratory services
 Monitoring services
 Health aspects
 Landscaping
 Greenbelt development
 Training programme
 Review of the report submitted by the Scientist (Lab. Services) and Scientist
(Horti.) and submit final monthly report to the Assistant General Manager
 Reporting to Assistant General Manager (Head of the EMC)
iv) Engineer (Water & Sanitation) E(W&S):
E(W&S) responsibilities will be,

 Ensure the quality of water and sanitation during construction and operation.
 Ensure the functioning of wastewater treatment plant.
 Check the provision of sanitation facilities at the construction site and during
operation.
 Preparation of monthly progress report and documenting all the activities
 Reporting to the Sr. Manager (Engineering)
v) Engineer (Safety) E(S):
E(S) responsibilities will be,

 Responsible to check –
- Air and noise pollution control facilities

Chapter 6
- Fire safety systems

 Interacting with the officials of fire services
 Check operation and maintenance of equipment
 Reporting to Sr. Manager (Engineering)
vi) Scientist (Laboratory Services) S(LS):
S(LS) responsibilities will be,

 Responsible for pollution monitoring
 Laboratory analysis
 Preparation of monthly analysis and progress report & documenting all
activities
 Looking after health aspects
 Reporting to Sr. manager (Sciences)
vii) Scientist (Horticulture) S(H):
S(H) responsibilities will be,

 Landscaping
 Greenbelt development
 Organizing training programmes
 Reporting to Sr. Manager (Sciences)
An Environmental Management System would be put in place so as to help in

smooth chain of action. As and when required contract with other agencies for
monitoring (when sophisticated analysis is needed) or training / capacity building of
staff will be made. Regular training programmes will be organized to train the airport
staff in using various safety devices and other equipment. Specialists from various
fields of environment, health and fire safety would impart the training. The training
would mainly focus on how to handle emergency issues. Monitoring and analysis of
various environmental parameters and fire safety measures will be carried out as per
the guidelines laid down by Government of Maharashtra and Government of India.

Chapter 6
The pollution emitted during the construction and operational stages will be regularly
monitored by the project proponent through Environment Management Cell with
occasional checks will be made by State Pollution Control Board (SPCB).
6.7 Environmental Management Action Plan
The detailed Environmental Management Action Plan is given below

Chapter 6
Table 6.1
Environmental Management Action Plan
Environmental Enhancement/ Management Action Implementation

Issues/Impacts Mitigation Measures1 Responsibilities
NMIA Location
Tree Clearance  Trees from the displaced villages, will be replanted in  Re-plantation Costs will be  Contractor
areas where CIDCO is carrying out developmental borne by CIDCO.
activities or along the highways.  EMC will prepare a detailed
Transplantation and
Plantation plan and
monitoring the
implementation
 Energy Conservation programs / protocols will be  EMC will prepare a detailed  CIDCO/SPC
Increase in power developed Energy Conservation plan
consumption and monitoring the
implementation
 Compensatory plantation to the tune of 350 ha has  Plantation Costs will be  CIDCO/ Contractor.
been planned and the most appropriate mangrove borne by CIDCO
plantation site as identified by GEC is the potential  EMC will prepare a detailed
Loss of mangroves in mudflats around the Dahanu area. Mangrove Transplantation
and Plantation plan and
the project area
monitoring the
implementation. Help from
GEC/BU would taken while
developing this
1 For detailed mitigation measures refer Chapter 5, Section 5.2, Table Nos 5.12 to 5.21

Chapter 6

 As there was no wildlife, observed during the field  EMC  CIDCO/ SPC.
survey as well no mention of rare or endangered
Loss of local fauna wildlife species in the area in the reports of the State
Forest Department, no detailed mitigation measure is
envisaged. However, the EMC personnel would be
trained to be sensitive to this rare issue
 Compensation for the loss of vegetation would be  Plantation Costs will be  CIDCO/ SPC.
through compensatory vegetation and plantation borne by CIDCO/SPC
programme It will be undertaken within the airport  EMC will prepare a detailed
area and the species selected would be local, fast Transplantation and
growing, ornamental, provide shade and above all Plantation plan and
Loss of trees & non-fruit bearing so as to reduce any bird mishaps monitoring the
during the operation phase. implementation
vegetation in the
 The proposed project activity does not involve
project area
clearing of any forest areas which act as the habitat for
wildlife, adverse effect on wildlife habitat (reduction /
breaking). The project activities do not reduce or
brake up wild life habitat. However, the EMC
personnel would be trained to be sensitive to this rare
issue
Increase in the water  This requirement is to be met by CIDCO. CIDCO has  EMC to monitor and
CIDCO/ SPC.
requirement for estimated and found that there is ample water prevent the excess water
domestic purpose available for the project and the related development. consumption.
water availability
Disruption of  The draft R & R Policy for rehabilitation of airport  CIDCO will see that the R &
CIDCO/ SPC.
project affected people (APAP) based on the R&R R policy once finalized is
residences, cultural
policy of Govt of Maharastra, GOI and CIDCO is already implemented in a fair fast

Chapter 6

and livelihood in place with CIDCO. The draft has been approved by and transparent manner.
patterns CIDCO Board of Directors and is discussed with APAP.  SPC to provide CSR to re-
settlement area.
 The contamination of estuarine body would occur  EMC will plan the dredging
CIDCO/ SPC.
during the construction phase of the channels and and channelization in
airport due to resuspension of sediments or dust from consultation with the
construction site, both of which are temporary. contractor and see to it that
 However, in order to minimize the above impacts of the mitigation measures
Stress on the dredging/ channelization, proper route alignment, are implemented by the
surrounding marine carrying out dredging and excavation in stages so as to contractor
maintain the water flow and during high tide will be
ecosystem
done. The proposed alignment will have similar
physiographic characteristics so as to keep the
existing characteristics of the regime in the new
diverted alignment of the river. The enhanced
turbidity is a temporary phenomenon occurring
during the water course diversion.
 Though the change in land use is permanent, in the  CIDCO/SPC will prepare
Change in land use CIDCO/ SPC.
project area lot of landscaping and greenery would be the landscaping and
pattern developed resulting in a better landscape then what it greenery plan
is at present
 The issue of loss of local culture is another impact  CIDCO to develop CSR
CIDCO/ SPC.
which is felt wherever large developmental projects programme and implement
Loss of local culture arise. The airport project area which comes under the
MMR region has already been under stress for this
impact. CIDCO under its CSR program could take steps
to at least minimize loss of culture.
Loss of /Diversion of  The diversion of agricultural land leading to issues of -
-
land use change and food security is very insignificant

Chapter 6

agricultural land in the present project scenario as the agricultural
leading to issues of lands are very few and already notified for new city
land use change and development.
food security due to
related infrastructure
 Based on the location from the airport site for all the  ATC., AAI to prepare the
ATC., AAI
three sites (Elephanta Caves, Karnala bird Sanctuary flight procedure for arrival
with Fort and Matheran Eco-sensitive area), the and departure to avoid
position of aircraft during takeoff/ landing/ missed these sites.
Loss of any approach/circling, would be more than 500 m. All of
archeological / the sites are far from the Airport site, no impact is
cultural /historic site envisaged even in the operation stage.
 However, during operation phase, proper flight
directions can be provided so as to avoid flying over
any of these sites. This would be stipulated in the
guidelines during the operation stage
 The R&R entitlements include, apart from the  CIDCO will see that the R &
Tensions amongst CIDCO and EMC
monetary compensations also will provide free R policy once finalized is
communities related vocational training and preferential placement to implemented in a fair fast
to employment APAP. Also reservation for job in unskilled and semi- and transparent manner
opportunities skilled workers category will be made. This would
result in such an impact to the minimal extent
NMIA Design
 Appropriate dust suppression measures will be  CIDCO would see that these  The Contractor in
implemented within the project site during controlled requirements are a part of charge of the blasting,
Air Pollution blasting, construction, material handling and the tender document for site leveling,
transportation. The prospective contractors shall the contractor carrying out construction, material
make provision for water sprinkling at the this activity handling and

Chapter 6

construction site.  The EMC would look into transportation
 To help in abating the dust, formulation of the action of the contractor
compensatory plantation will be initiated as soon as on a regular basis
MOEF clearance is obtained.
 Blasting to be carried out as per the best engineering  CIDCO would see that these  The Contractor in
practices and the use of modern technologies requirements are a part of charge of the blasting,
producing minimum dust and noise. the tender document for site leveling,
Extremely high dust  Use of dust extractors and spraying of water at source the contractor carrying out construction, material
levels of dust emissions. this activity handling and
 Trucks carrying earth, sand or stone will be duly  The EMC would look into transportation
covered with tarpaulin to avoid spilling. the action of the contractor
on a regular basis
 The contamination of estuarine body would occur  EMC will plan the dredging  CIDCO
mostly during the construction phase of the channels and channelization in
and airport due to resuspension of sediments or dust consultation with the
from construction site, both of which are temporary contractor and see to it that
Loss of local dredging/ channelization, proper route alignment, are implemented by the
carrying out dredging and excavation in stages so as to contractor
estuarine
maintain the water flow and during high tide will be
biodiversity
 There was no wildlife, observed or mentioned in the  EMC  CIDCO/SPC
Loss of Biodiversity reports of the State Forest Department. The proposed
project activity does not involve clearing of any forest

Chapter 6

areas which act as the habitat for wildlife, adverse
effect on wildlife habitat (reduction / breaking). The
proposed site and the study area do not include any
migratory route of animals.
 However, the EMC personnel would be trained to be
sensitive to this rare issue
from construction site, both of which are temporary. contractor and see to it that
dredging/ channelization, proper route alignment, are implemented by the
Sediment runoff into carrying out dredging and excavation in stages so as to contractor
the creek maintain the water flow and during high tide will be
 The loss of marshy land is a permanent one.  Plantation Costs will be  CIDCO
 Alternate development of the mangroves is part of borne by CIDCO
mitigation activity which will be taken up.  EMC will prepare a detailed
Loss of marshy land Compensatory plantation to the tune of 350 ha has Mangrove Transplantation
been planned and the most appropriate mangrove and Plantation plan and
ecosystem
plantation site as identified by GEC is the potential monitoring the
mudflats around the Dahanu area. implementation. Help from
GEC would taken while
developing this

Chapter 6

 Adequate security arrangement will be made to ensure  EMC to monitor and ensure  Contractor/CIDCO/SPC
that the project authorities will provide necessary the security and safety of
Safety of workers security to work force workers.
 This will conveyed to the contractor in the tender
document and made a part of the agreement with the
contractor
 The proposed alignment will have similar  EMC & CIDCO  CIDCO
Interference with the existing characteristics of the regime in the new
natural drainage of diverted alignment of the river.
the local ecosystem  Hence the interference would be of a minor nature and
would stabilize in the long run. It is in the interest of
the life of the airport that regular monitoring is done
 The change of river flow is inevitable and during the  EMC to monitor the flood  CIDCO/SPC
development, due care will be taken so to maintain the levels.
Flooding in other low required hydraulic flow to avoid water logging in the
upstream and also any water logging in the project area
lying areas
either during construction or operation phases.
 In the interest of the life of the airport regular
monitoring of any flooding is done
 Noise will be generated due to blasting operations of  CIDCO to make provision in  CIDCO/SPC
Hills. It is a activity lasting for short duration and the the contract to limit the
nearest settlements are more than 1 km away, the noise pollution.
impact of the generated noise level on the surrounding
Noise Pollution population will be negligible. However, following
stipulations would be provided to the contractor in the
tender document
o Blasting to be carried out as per the best engineering
practices and the use of modern technologies

Chapter 6

producing minimum dust and noise.
o Proper maintenance of equipment will be undertaken
with suitable enclosures and intake silencers.
o Blasting should be well planned with large numbers
being fired infrequently than a few blasts daily. No
blasting will be carried out at night.
o Before controlled blasting, the surrounding villages
will be alerted and the villagers and domestic animals
will be offered safe place away from the project site.
o Stationary equipment such as ready mix plant, hot
mix plant, cement storage plant will result in noise
generation. The minimum distance of operation from
stationary source for residential areas required for
meeting CPCB standards is 113m. There are no
residential areas within 113 m from the outer
boundary of the project site and hence, no
considerable impact is envisaged on the surrounding
community during construction phase. However, the
impacts will be significant on construction workers,
working close to the machinery.
o Construction activities involving operation of high
noise generating machinery will be generally avoided
between 10 p.m. and 6 a.m.
o The construction personnel exposed to high noise
levels will be provided with protective gears such as
ear-muffs.
o Construction machinery and equipment will be
maintained in good working condition so as to reduce
noise. Proper maintenance of equipment will be

Chapter 6

undertaken with suitable enclosures and intake
silencers.
o DG sets used during the construction phase would
have the mandatory noise enclosures.
o The use of damping materials such as thin
rubber/lead sheet for wrapping the work places like
compressors, generator sheds.
 The excavated material/ construction debris from hill  CIDCO to make available  CIDCO
Disposal of excavated cutting would be used for land development to the the land for disposal of
material maximum extent and the surplus, if any, will be disposed excavated materials.
off in a pre-designated approved sites.
from construction site, both of which are temporary. contractor and see to it that
Sediment runoff dredging/ channelization, proper route alignment, are implemented by the
leading to damage of carrying out dredging and excavation in stages so as to contractor
local aquatic maintain the water flow and during high tide will be
ecosystems done. The proposed alignment will have similar
Safety hazard during  Safe and secure construction camp area will be provided  CIDCO to make provision in  SPC/CIDCO
the erection and for the migrant laborers during the construction period. the contract.
At the camp site, the contractors will be directed to
operation
make adequate arrangements for water supply,

Chapter 6

sanitation and cooking fuels to the laborers. The
construction site will be provided with sufficient and
suitable toilet facilities for workers to allow proper
standards of hygiene. These facilities would be
connected to a septic tank and maintained to ensure
minimum environmental impact. At the construction
site, the contractor will be asked to provide following
facilities to construction workforce:
 First Aid: At work place, first aid facilities will be
maintained at a readily accessible place where
necessary appliances including sterilized cotton wool
etc. shall be available. Ambulance facilities will be kept
readily available at workplace to take injured person to
the nearest hospital. The contractor would have a tie-up
with the nearest hospital.
 Potable Water: Sufficient supply of cold water fit for
drinking will be provided at suitable places
 Sanitary Facility: Within the precinct of very work place,
latrines and urinals will be provided at accessible place.
These will be cleaned regularly to maintain good
sanitary condition. The contractor will conform to
sanitary requirement of local medical and health
authorities at all times. These facilities would be
connected to a septic tank and maintained to ensure
minimum environmental impact.
 Canteen: A canteen on a moderate scale will be provided
for the benefit of workers;
 Security: Project Authorities will provide necessary
security to work force in co-ordination with State

Chapter 6

authorities; and
 Facilities for Women: Facilities as per Factory Rules of
the State government will be provided to the women
working force. Separate toilets for women will be
provided and marked in a vernacular language with
conspicuous letters.
 Adequate firefighting arrangement would be maintained
by the contractor during the construction phase
 During the operation phase, high level of fire – fighting
equipments with adequate water and foam facility
would be maintained as per the stipulated ICAO
standards.
 Though the change in land use is permanent, in the  CIDCO to make provision in  CIDCO/SPC
Change in land use project area lot of landscaping and greenery would be the contract
pattern developed resulting in a better landscape then what it
is at present
Siltation of channels  The change of river flow is inevitable and during the  CIDCO to make provision in  CIDCO/SPC
developed while development, due care will be taken so to maintain the the contract
training the Gadhi required hydraulic flow to avoid water logging in the
upstream and also any siltation in the channels
River
Siltation while  CIDCO to make provision in  CIDCO/SPC
diverting the Ulwe the contract
River
 Following stipulations would be provided to the  EMC to set criteria for  CIDCO/SPC
Vibration in adjacent contractor in the tender document: vibration for
o Blasting should be well planned with large numbers implementation.
areas
being fired infrequently than a few blasts daily. No
blasting will be carried out at night.

Chapter 6

o Before controlled blasting, the surrounding villages
will be alerted and the villagers and domestic
animals will be offered safe place away from the
project site.
 As per the study carried out by CWPRS, reclamations for  EMC to monitor the  CIDCO/SPC
development of International Airport at Ulwe on left flooding.
bank of Panvel Creek will not have any significant effect
Likely rise in water on water levels predicted considering all CIDCO
developments along different channels in Panvel Creek.
levels in periphery
The change of river flow is inevitable and during the
area
development, due care will be taken so to maintain the
required hydraulic flow to avoid water logging in the
upstream and also any water logging in the project area
either during construction or operation phases.
NMIA Construction
 Use of dust extractors and spraying of water at source of  CIDCO would see that these  Contractor/SPC/CIDCO
dust emissions. requirements are a part of
 Trucks carrying earth, sand or stone will be duly the tender document for
Extremely high dust covered with tarpaulin to avoid spilling. the contractor carrying out
levels  this activity
 The EMC would look into
the action of the contractor
on a regular basis
Air Pollution due to  All equipments should comply with the Air Standards.  EMC to monitor the air  CIDCO/SPC
equipment fuel usage This aspect will be covered as a tender condition. pollution
Air Pollution due to  Hillocks in the airport area will be flattened and leveled  CIDCO would see that these  CIDCO/SPC
resulting in high dust generation and increased air requirements are a part of
leveling activity
pollution (SPM levels) in the vicinity. Proper the tender document for

Chapter 6

development and maintenance of the land is a the contractor carrying out
prerequisite for the project activity and hence all efforts this activity
as per the airport standards would be carried out.  The EMC would look into
 Hi-tech equipment will be used for excavation and the action of the contractor
hauling of materials which will generate minimal noise on a regular basis
as well as dust. This aspect will be covered as a tender
condition.
 Use of dust extractors and spraying of water at source of  EMC to monitor the air  CIDCO/SPC
Air Pollution due to dust emissions. pollution and set the
 Trucks carrying earth, sand or stone will be duly construction working
construction activity
covered with tarpaulin to avoid spilling. schedule.
 Regular monitoring would be carried out
 The change of river flow is inevitable and during the  EMC to monitor water  CIDCO/SPC
Sediment runoff into development, due care will be taken so to maintain the pollution.
the creek required hydraulic flow to avoid water logging in the
upstream and also any siltation in the channels
 Adequate security arrangement will be made to ensure  CIDCO to make provision in  CIDCO/SPC
that the project authorities will provide necessary the contract document
Safety of workers security to work force
 This will conveyed to the contractor in the tender
document and made a part of the agreement with the
contractor
 At work place, first aid facilities will be maintained at a  CIDCO to make provision in  CIDCO/SPC
readily accessible place where necessary appliances the contract document
Accident during the including sterilized cotton wool etc. shall be available.
Ambulance facilities will be kept readily available at
construction stage
workplace to take injured person to the nearest hospital.
The contractor would have a tie-up with the nearest
hospital.

Chapter 6

 This stipulations would be provided to the contractor in
the tender document
Fire hazard during  Proper fire fighting facilities would maintained at the  CIDCO to make provision in  CIDCO/SPC
the construction sight the contract document
stage
the tender document
 Proper maintenance of equipment will be undertaken  CIDCO to make provision in  CIDCO/SPC
with suitable enclosures and intake silencers. the contract document
 Construction machinery and equipment will be
Noise Pollution maintained in good working condition and construction
materials and machineries will be handled with due
precautions. All vehicles and construction equipment
with internal combustion engines in use will be
maintained for effective combustion to reduce noise.
Increase in the water  This requirement is to be met by CIDCO. CIDCO has  EMC to monitor and  CIDCO/SPC
requirement for estimated and found that there is ample water prevent the excess water
domestic purpose available for the project and the related development consumption.
water availability
 The construction site will be provided with sufficient  CIDCO to make provision in  CIDCO/SPC
Lack of Sewerage and and suitable toilet facilities for workers to allow the contract document
Sewage Treatment proper standards of hygiene.
Facilities leading to  The basic hygiene facilities to be provided by
water pollution contractor are to be made a part of the tender
document
Loss of water bodies  CIDCO to make provision of water bodies in the R & R  EMC to ensure the  CIDCO
settlement colony as per the R & R Policy implementation of R & R
(open wells and
Policy.

Chapter 6

ponds) in the project
site
Indoor air pollution  The contractor will see to that either kerosene or LPG  EMC to monitor the air  Contractor/CIDCO/SPC
in the camp due to would be made available to the workers so that misuse pollution.
of local trees does not take place. This stipulations
biomass fuel for
would be provided to the contractor in the tender
cooking document
 Construction machinery and equipment will be  EMC to monitor the air  Contractor/CIDCO/SPC
maintained in good working condition and construction pollution.
Air Pollution due to precautions. All vehicles and construction equipment
construction vehicle
maintained for effective combustion to reduce carbon
fuel usage
particles, CO and HC emission.
 Any vehicle not meeting the vehicular pollution
standards will not be allowed within the construction
site and for the construction activity.
Misuse of local  The contractor will see to that either kerosene or LPG  CIDCO to make provision in  Contractor/CIDCO/SPC
ecological resources would be made available to the workers so that misuse the contract.
of local trees does not take place. This stipulations
like forests for
would be provided to the contractor in the tender
firewood document
 There was no wildlife, observed or mentioned in the  EMC  CIDCO/ SPC.
reports of the State Forest Department. The proposed
Loss of Biodiversity project activity does not involve clearing of any forest
areas which act as the habitat for wildlife, adverse
effect on wildlife habitat (reduction / breaking). The
proposed site and the study area do not include any

Chapter 6

migratory route of animals.
 However, the EMC personnel would be trained to be
sensitive to this rare issue
Water logging and  Proper care would be taken that no water logging in the  CIDCO to make provision in  Contractor/CIDCO/SPC
cross drainage issue construction phase. This stipulations would be the contract.
during construction provided to the contractor in the tender document
 This would be in the project area but with the workers  CIDCO to make provision in  Contractor/CIDCO/SPC
in place, following stipulations would be provided to the the contract.
contractor in the tender document:
Vibration in adjacent  Construction machinery and equipment will be
maintained in good working condition and construction
areas
precautions. All vehicles and construction equipment
maintained for effective combustion to reduce vibration.
 Proper guidelines with respect to handling the waste  CIDCO to make provision in  Contractor/CIDCO/SPC
generated from any untoward accidents of spillage of the contract. EMC to
fuel or oil would be developed. This would include monitor the adequacy of
procedures for excavating the contaminated site and solid waste disposal.
Solid waste disposal to an authorized secured hazardous waste
generation and landfill.
inadequate disposal  During the construction phase, the municipal solid
waste generated would those that arise from the
construction camp and the workers canteen. Proper
arrangements for transport of these solid wastes to the
Chal landfill will be done.
Disposal of excavated  The excavated material/ construction debris from hill  CIDCO to make available  CIDCO
material cutting would be used for land development to the the land for disposal of

Chapter 6

maximum extent and the surplus, if any, will be disposed excavated materials.
off in a pre-designated approved sites.
Pollution of land,  Proper disposal of waste and spilled material would be  CIDCO to make provision in  Contractor/CIDCO/SPC
ground water and carried out as per the Hazardous Waste Rules the contract. EMC to
surface water arising  This stipulations would be provided to the contractor in monitor the adequacy of
the tender document waste disposal.
from wastes and
spillages due to
construction
Disposal of  Proper disposal of waste material would be carried out  CIDCO to make available  CIDCO
construction waste / as per the Hazardous Waste Rules the land for disposal of
 This stipulations would be provided to the contractor in excavated materials.
debris
the tender document
 Energy Conservation programs / protocols will be  EMC will prepare a detailed  CIDCO/SPC
Increase in power developed Energy Conservation plan
consumption and monitoring the
implementation
Air pollution due to  DG sets complying with the standards would only be  EMC to monitor the air  Contractor/CIDCO/SPC
used. This stipulations would be provided to the pollution.
DG sets
contractor in the tender document
 Proper fire fighting facilities would maintained at the  EMC to ensure the fire  Contractor/CIDCO/SPC
Fire hazard at the sight safety by making visit to
construction camp  This stipulations would be provided to the contractor in site.
the tender document
 Though the change in land use is permanent, in the -
Change in land use -
project area lot of landscaping and greenery would be
is at present

Chapter 6

Leakage / Spillage of  Proper disposal of waste and spilled material would be  CIDCO to make provision in  CIDCO/SPC
Fuel used at the carried out as per the Hazardous Waste Rules the contract.
construction camp
the tender document
 The issue of loss of local culture is an another impact  CIDCO to take CSR  CIDCO/SPC
which is felt wherever large developmental projects programme in and around
Loss of local culture arise. The airport project area which comes under the airport.
to at least maintain some
Incomplete post-use  Proper disposal of waste and spilled material would be  CIDCO to make provision in  CIDCO/SPC
clearance and rein- carried out as per the Hazardous Waste Rules the contract.
statement of base  This stipulations would be provided to the contractor in
the tender document
camp, leading to
degradation of soil
communities related vocational training and preferential placement to implemented in a fair and
to employment APAP. Also reservation for job in unskilled and semi- fast transparent manner
Water availability  This requirement is to be met by CIDCO. CIDCO has -
-
estimated and found that there is ample water
issues
available for the project and the related development
NMIA Operation
Air pollution due to  Air and Noise mitigation options will be implemented by  EMC to ensure the air  CIDCO/SPC
defining the approach landing and takeoff procedures in pollution in the airport
the air traffic
a manner so as to minimize impact. within the limit.

Chapter 6

 In case of the operational phase of the projects, all  EMC will prepare a detailed  CIDCO/SPC
efforts with respect to minimizing the use of power Energy Conservation plan
will be carried out. To the extent possible solar panels and monitoring the
will be installed wherever possible for lighting implementation
purpose.
Increase in power  All the protocols of automatic diming of light where
the human traffic is low/nil will be followed. Use of
consumption
sunlight to the maximum extent to low the energy
costs will be looked into while designing the airport.
 Good insulators to lower the AC power consumption
will be looked into.
 Energy Conservation programs / protocols will be
developed
 All the transport corridors leading to airport namely  CIDCO/NHAI to take tree
CIDCO/NHAI
NH4, NH4B, Aamra Marg and Sion Panvel Highway plantation along the
have sufficient right of way to absorb the increase in transport corridors.
traffic by widening the roads as and when required.
o Background air quality will be maintained by
High air pollution reducing idling time and control on emissions.
along the various o The contribution from idling of engine at the signals
would be minimized by providing wider roads and
transport corridors
bridges (including over bridge) that connects to
leading to and away
NMIA.
from the airport o Vehicles that come to NMIA will be restricted
(mandatory) by emission controlled certification
and efficient engine conditions (Bharat III).
o Chimney emission from industries and other
activities will have to get emission control
certification at regular interval

Chapter 6

 Air and Noise mitigation options will be implemented  SPC in consultation with  CIDCO/SPC/AAI
by defining the approach landing and takeoff the ATC, AAI design the
procedures in a manner so as to minimize impact. arrival and departure
 Control on the aircraft noise level would be done by: procedure of flat to
a. Insistence of International code on noise level during minimize the noise.
takeoff and taxing by the Aircraft operators.  CIDCO would control the
b. Noise level contouring and identification of areas in land use by zoning
the takeoff and landing sections. regulation.
c. Discussion with people concerned over the run way
Noise pollution due operation and noise level reduction and execution of
to the air traffic mandatory activities of DGCA and ICAO.
d. Based on the community consensus and noise
studies an implementation plan based on noise
abatement plan and noise compatibility plan may be
established.
 The most effective method of mitigating noise sources
- other than cessation of the source activity or use of
source controls would include installation of sound
barriers or also called noise barrier or sound wall or
sound berm or acoustical barrier.
 Control on the vehicular noise level – speed and  EMC to monitor the noise  CIDCO/SPC
vehicle conditions would be done by: pollution.
Noise pollution along  Identification of structures and population vulnerable
the various transport to noise level increase and remedial measures such
corridors leading to sound proofing.
and away from the  Tree corridor and sound barrier at the NMIA boundary
airport in containing noise level.
 Observation of no horn zone in NMIA
 Battery operated service vehicles within the airport.

Chapter 6

 During the operational phase, two types of waste  SPC to adhere to standard  CIDCO/SPC
would be generated namely the solid waste and the solid waste management
hazardous waste. Solid waste would be generated and EMC to monitor the
from the garbage/food waste from the restaurants and same.
airport operations and paper and packaging waste
generated in cargo section, while the hazardous waste
that would be generated include sludge generated
from STP, separated oil from oily wastewater
treatment units and any waste generated due to spill
containment in any untoward event. Proper
arrangements with authorized transporters and
authorized disposers would be done and proper
records for the same would be maintained.
Solid waste  Adequate quantity and sizing of dustbins would be
maintained throughout the airport area during the
management issues
operation stage to receive solid wastes as and when
generated. The collection bins are regularly sprayed
with disinfectants. A proper solid waste management
system would be put in place.
 Vehicles transporting the solid waste are adequately
covered to prevent any spillages during
transportation. All stipulated procedures as per the
Solid Waste Rules and the Hazardous waste Handling
and management Rules would be adhered to.
 Proper guidelines with respect to handling the waste
generated from any untoward accidents of spillage of
fuel or oil would be developed. This would include
procedures for excavating the contaminated site and
disposal to an authorized secured hazardous waste

Chapter 6

landfill.
 With respect to wastewater, STP would be installed on  SPC & CIDCO to maintain  CIDCO/SPC
the project site apart from the underground drainage the STP as per the standard
will be connect to CIDCOs other STPs. prescribed norms.
o All STPs will have the Sequential Batch Reactor  EMC to monitor the same.
Technology for which CIDCO has developed its
expertise in operation and maintenance.
o The treated wastewater would be recycled and
reused. Reverse Osmosis plant to treat the
wastewater to the required quality will be
installed. Some of the areas where the wastewater
can be utilized include make-up water in cooling
system, floor washing and gardening. To the
Sewage treatment maximum extent the treated wastewater will be
issue utilized and will not be discharged outside the
airport boundary.
o Proper oil & grease interceptors will be installed at
wastewater outlet from the maintenance hangers,
fuel depots, hotels/restaurants and flight catering.
The wastewater will be passed through oil and
grease interceptors and then routed to STP.
o Settling tanks, blow down tanks and neutralization
pits will be cleaned regularly in order to avoid
clogging. Sludge will be removed regularly and
sufficient time will be given for proper settling of
solids; and
o The treatment units will be operated regularly.
Air pollution due to  DG sets with proper acoustic enclosures and complying  EMC to monitor the air
SPC
with the standards would only be used. This pollution.

Chapter 6

use of DG sets stipulations would be maintained by the operator of the
airport
 Though the change in land use is permanent, in the -
Change in land use -
project area lot of landscaping and greenery would be
is at present
 The issue of loss of local culture is an another impact  CIDCO to take CSR  CIDCO/SPC
which is felt wherever large developmental projects programme in and around
Loss of local culture arise. The airport project area which comes under the airport.
to at least maintain some
Availability of water  This requirement is to be met by CIDCO. CIDCO has -
-
issues for airport estimated and found that there is ample water
zone available for the project and the related development,
it is proposed to minimize the water usage in the
-
operational phase: -
a. Use of low flow fixtures and appliances for reduced
Increase in the water water consumption such as low flush water closets
requirement for and cisterns;
domestic purpose b. Water saving shower head flow controls, spray taps
leading to stress on and faucet aerators and photo-sensitive taps;
water availability in c. Sewage generated will be treated in the sewage
the region treatment plant and reused for green belt
development, cooling system and floor washing to
reduce the fresh water requirement;
d. The storm water from paved areas will be routed to

Chapter 6

the water harvesting structures to reuse the water
for gardening purpose (as recharging the ground
water is not possible). The storm water treatment
facility will be located at an appropriate site
keeping in view the slope contours and collection
point at the most convenient point;
e. Use of dry cleaning process in workshop and
maintenance area to clean the oil spillages.
f. Continuous efforts to reduce the water
consumption and thereby to reduce the wastewater
generation would be done by fitting automatic flow
meters for all major water inlets. Flow rates will be
continuously monitored and periodic water audits
will be conducted to explore the possibilities for
minimization of water consumption.
 The various water saving steps are to be made a part
of the tender document
communities related vocational training and preferential placement to implemented in a fair and
to employment APAP. Also reservation for job in unskilled and semi- fast transparent manner

Chapter 6
6.8 Monitoring Plan
The ‘Navi Mumbai International Airport’ project will result in significant environmental
impacts. These impacts can be reduced to a great extent with the proper
implementation of mitigation measures. To check the efficacy of the suggested and
implemented mitigation measures, there is a need for regular monitoring. The
monitoring will be done for various environmental components which are adversely
(directly or indirectly) affected by the proposed project. The main objectives of
environmental monitoring:
 To verify the results of the impact assessment study with respect to the proposed
‘NMIA’ project.
 To study the trend of concentrated values of the parameters, which have been
identified as critical and then planning the mitigating measures.
 To check and assess the efficacy of pollution control equipment.
 To ensure that any additional parameters, other than those identified in the
impact, do not turn critical after the commissioning of ‘NMIA’ project.
The mitigation measures suggested in the preceding sections require environmental

monitoring of air quality, noise levels, seawater, sediment, groundwater quality, sand
movement/erosion during the construction and operation phase of Navi Mumbai
International Airport. Environmental surveys will be carried out to meet the monitoring
requirements. The monitoring requirements would be carried out through sub-
contracting the assignment to an approved agency with capabilities to undertake
monitoring of environmental surveys.
The environmental attributes to be monitored during the construction and operation

phase of, Navi Mumbai International Airport are listed below:
CESE, IIT Mumbai

Chapter 6
Table 6.2
Environmental monitoring Plan
MONITORING Institutional Responsibilities

Environmental
Component
Parameters2 Special Guidance Standard Location Frequency Duration Method for Analysis Implementation Supervision
 Suspended  Respirable Dust Air  Panvel, Twice a week Continuous  SPM & RPM will be Initially during EMC/SPC/CIDCO
Particulate Sampler & High (Prevention  Ulwe, at each 24 hours/ or estimated the design and
Matter (SPM) Volume Sampler and Control of  Vaghvli monitoring for 1 full gravimetrically construction
 Respirable will be used for Pollution) station. working day  SO2 will be estimated phase from
monitoring of  Kopar
Particulate by ‘Modified West and
Rules , 1981 outside
Matter (RPM) RPM, SPM, SO2 & Gaeke method’ (IS-
 Sulphur NOx 5182 part II, 1969) laboratory Later
Dioxide (SO2)  Organic Vapour  NOx will be estimated on in- house
 Oxides of Sampling kit will by ‘Jacobs-Hochheiser laboratory
Air
Nitrogen (NOx) be used for method’ (IS-5182 part

 Carbon sampling CO & IV, 1975)
Monoxide (CO) HC  ‘Indicating tube
method’ will be used
for estimation of CO
 Gas liquid
Chromatography
technique will be used
for HC
2 Kindly refer Table no. 6.6 for the List of Equipments

Chapter 6

Environmental
Component
 Hourly noise  Cygnet Air  Panvel, Once in a Once in each  Sound pressure level Initially during EMC/CIDCO/SPC
level for 24 integrating data- (Prevention  Ulwe, month season during will be monitored the design and
hours [L10, L50, logging sound and Control of  Vaghvli construction using Sound Level construction
L90, LEQ(24 level meter Pollution) Meter (SLM) over a phase from
Noise
hours),LEQ period of 24 hours.

Rules , 1981 outside
(day) and The day time levels
LEQ(night)] will be monitored laboratory Later
during 6 AM to 10 PM on in- house
and night levels laboratory
during 10 PM to 6 AM.

Chapter 6

Environmental
Component
 Physical  Ground water Water Gadhi, Taloja Once in a During  The parameters will Initially during EMC/SPC/CIDCO
parameters:- will be collected (Prevention & & Panvel. month construction be tested as per IS: the design and
pH, using bottom Control) Act, and operation 2296, IS: 10,500 and construction
Temperature, sampler (Nishkin 1974 EIA manual by MOEF. phase from
Turbidity, EC, sampler) The test method will
outside
Salinity be adopted as per IS:
 Chemical 3025 and American laboratory Later
parameters:- Public Health on in- house
DO, BOD, COD, Association (APHA) laboratory
Magnesium
hardness,
Ground Water
Alkalinity,
Chloride,
Sulphate,
Fluoride,
Sodium,
Potassium,
total nitrogen,
Total
phosphorus,
Phenol
 Heavy metals:-
Fe, Zn, Mg, Mn,
Cd, Cr, Hg
 Bacteriological
parameters:-
Coliform count

Chapter 6

Environmental
Component
 Physical  Grab sampler Indian Panvel & Once in a Construction  The parameters will Initially during EMC/SPC/CIDCO
parameters:- standards for Pargaon month and be tested as per IS: the design and
pH, Inland Surface Operation 2296, IS: 10,500 and construction
Temperature, Water (IS; EIA manual by MOEF. phase from
Turbidity, EC, The test method will
2296, 1982) outside
Salinity be adopted as per IS:
 Chemical and for 3025 and American laboratory Later
parameters:- Drinking Public Health on in- house
DO, BOD, COD, water (IS; Association (APHA) laboratory
Magnesium 10500,1991)
hardness,
Surface Water
Alkalinity,
Chloride,
Sulphate,
Fluoride,
Sodium,
Potassium,
total nitrogen,
Total
phosphorus,
Phenol
 Heavy metals:-
Fe, Zn, Mg, Mn,
Cd, Cr, Hg
 Bacteriological
parameters:-
Coliform count

Chapter 6

Environmental
Component
 Physical  Marine water The tested Panvel Creek The samples During  The parameters will Initially during EMC/SPC/CIDCO
parameters:- will be collected samples will and Taloja should be construction be tested as per IS: the design and
pH, using bottom be compared Creek collected on a & Operation 2296, IS: 10,500 and construction
Temperature, sampler (Nishkin with the monthly basis EIA manual by MOEF. phase from
Turbidity, EC, sampler) The test method will
primary water both for low outside
Salinity  The plankton be adopted as per IS:
 Chemical samples should quality tide and high 3025 and American laboratory Later
parameters:- be collected standards tide periods Public Health on in- house
DO, BOD, COD, using plankton framed by Association (APHA) laboratory
Magnesium net of diameter Central
hardness, of 0.35 m, No. 25 Pollution
Alkalinity, mesh size 63 Control Board
Chloride, micron
Marine Water
and also with

Sulphate,
Fluoride, other relevant
Sodium, guidelines to
Potassium, assess the
total nitrogen, compliance
Total during the
phosphorus,
entire phase of
Phenol
the
 Heavy metals:-
Fe, Zn, Mg, Mn, construction
Cd, Cr, Hg activities and
 Bacteriological operational
parameters:- phase
Coliform count
 Marine biology:
Phytoplankton
& Zooplankton
Chapter 6

Environmental
Component
 Physical  pH Meter, The treated Aeronautical Once in Construction  As per the standard Initially during EMC/SPC/CIDCO
parameters – Thermometer, wastewater area and Non- fortnight and procedures given in the design and
pH, Turbidometer, quality should aeronautical Operation APHA for every construction
Temperature, TDS scan meter, be in area parameter phase from
EC, Turbidity, BOD incubator,
compliance outside
Surface tension COD digester,
 Chemical Muffle furnace, with the laboratory Later
Wastewater
parameters - weighing standards laid on in- house

TSS, TDS, BOD, balance, UV- down by laboratory
COD, Visible MPCB
Ammonical Spectrophotomet
nitrogen, er, Flame
Phosphorus, photometer and
MLSS, MLVSS glasswares
 Bacteriological
analysis –
Coliform count
 Cleaning of  All drains should All storm Before every At least once  Initially during
Cleaning shall
Drains and CD be monitored water drains Monsoon a year the design and
Structures under regular be to the
Stormwater
construction
cleaning satisfaction of
phase from
operations. the PMC and
outside
 Records to be DIAL
maintained laboratory Later
on in- house
laboratory

Chapter 6

Environmental
Component
 Physico-  Peterson’s Grab At present, Panvel & Once in a Construction  The collected Initially during EMC/SPC/CIDCO
Chemical Sampler there are no Taloja month and sediment will be the design and
Properties: pH, standards for Operation segregated on the site construction
Organic Matter, sediment period. for analysis of phase from
Nutrients, Oil physico-chemical
quality in outside
and Grease parameters, heavy
 Heavy Metals: India. metals and benthic laboratory Later
Sediment Quality
Fe, Zn, Mn, Cd, However, communities. on in- house

Cr, Hg, Ni, Pb there should  The sediment sample laboratory
 Benthic not be marked for benthic
Communities: variations in communities will be
Macro and the sediment subjected to sieving
Micro Benthic to record the macro
quality during
Flora and benthos and then the
Fauna the entire samples should be
construction preserved with Rose
phase Bengal and Formalin
Solution for further
analysis of Benthic
communities

Chapter 6

Environmental
Component
 Wind speed  Anemometer for As per the Aeronautical Daily/ hourly Operation The meteorological Initially during SPC
 Wind direction wind speed standard Area values Period parameters will be the design and
 Temperature  Wind vane with norms laid recorded continuously construction
 Relative counter weight through a micro-chip
down by phase from
humidity for wind based data logger (Model
Bureau of WM-200, which is outside
 Rainfall direction
 Temperature Indian approved by CPCB). The laboratory Later
sensor Standards data logger will be on in- house
 Humidity sensor (IS:8829) and connected to laboratory
 Rain gauge India meteorological sensors
Meteorological Monitoring
meteorological for collection of required

data. The collected data
Department
will be transferred to the
(IMD) data logger via
connecting cables and
stored in its memory.
The data will be
retrieved at regular
intervals by interfacing
the data logger with a
computer. The generated
data will be also
compared with the long
term data collected from
by India Meteorological
Department (IMD), to
identify the general
meteorological regime of
the region.

Chapter 6

Environmental
Component
 Survival rate of  The number of The survival All places Every year for Construction  By manual EMC/SPC/CIDCO EMC/SPC/CIDCO
tress trees surviving rate should be where initial five Operation contracting
 Success of re- for each phase of at least 70% compensatory years for period
vegetation construction below which plantation compensatory
re-plantation have be plantation of
Plantation
shall be done carried out as each planned

well as the phase.
project site
where
plantation
have be
carried out
 Monitoring of  Visual At material Construction  By inspection Contractor
Construction - Monthly
observations storage area period EMC/SPC/CIDCO
material
Construction Site
storage and
storage area. construction
 Drainage
camps.
arrangements
 Sanitation at
construction
camp including
solid waste
management.

Chapter 6

Environmental
Component
 Periodic Affected Post  Statistical technique SPC/CIDCO SPC/CIDCO

Surveys to Socio-economic - Yearly
employees operation
Socio-Cultural Environment
monitor the survey and human period

Status of settlements in
Health due to
the vicinity of
Pollution
the airport
Maintenance
of accurate
registration
data on
population
and business

Chapter 6
6.9 Financial Plan

The development of ‘Navi Mumbai International Airport’ is essential to meet the
growing demands for air travel and for economic growth but at the same time the
environment is to be preserved for future generations. The implementation of
pollution control, environmental monitoring and management programmes is the
basis of the mitigation of impacts. The environmental expenditures show
commitment of the management on environmental front.
6.9.1 EMP budget estimates:
The budget of monitoring, implementation of mitigation and environment

management plan to mitigate the potential adverse impact during construction and
operation phase has been worked out. The approximate budgetary estimates for
environmental measures during construction phase of NMIA will be Rs. 400.00
Crores. The annual budgetary estimate for environmental monitoring during
operational phase of NMIA will be Rs. 20 lakhs The detail of the expenditure on
environmental measures is presented in the table below:
Table 6.3
EMP cost during construction phase
Sr. Item Rate Amount

No. (Rs. In
Lakhs)
1 Provision of sanitation at Lump sum 100.00
construction site
2 Plantation around the parking Lump sum 50.00
area
3 Plantation /Replantation around Lump sum 500.00
the boundary wall
4 Barrier around the construction Lump sum 50.00
yard

Chapter 6
5 Procurement of monitoring and Lump sum 500.00

laboratory equipment
6 Rehabilitation and Resettlement As per 36985.00
details in
section
2.1.1
7 Effluent treatment plant and Lump sum 400.00
disposal arrangement
8 Compensatory mangrove Lump sum 500.00
plantation
9 Firefighting equipment Lump sum 500.00
10 Landscaping Lump sum 300.00
11 Air and noise pollution safety Lump sum 25.00
gadgets
12 Water quality monitoring Lump sum 25.00
13 Solid waste management (Dust Lump sum 20.00
bins and incinerators)
14 Mobile health unit Lump sum 25.00
15 Accidents/Safty Lump sum 20.00
Grand Total 40000.00
Total : Rs. 400.00 Cr
Table 6.4
EMP cost during operational phase
Sr. No. Parameters to be monitored Rate Amount
(Rs. Lakhs)
1 Air pollution monitoring & control Four locations 6.0
2 Noise level monitoring & control Three locations 2.0
3 Water quality monitoring & control Three locations 1.50
4 Meteorological monitoring One location @ L.S 1.50

5 Miscellaneous L.S 9.0
Total Rs. 20 lakhs

Chapter 6
6.10 Reporting Strategies:

As mentioned in the section 6.7 Environment Management Cell, the EMC
shall include the Head of the EMC who will be the Assistant General Manager
(Sr. Environmentalist: Environment, Health & Safety) along with the
supporting staff. A team of Environmental Engineers, Environmental
Scientist, Chemists, Horticultural Expert and biologist would maintain the cell.
The entire staff will be given unique responsibilities and accordingly they will
carry out specific activities. The reporting plan will be developed according to
hierarchy which is created in the EMC cell structure. The junior staff or
employees who are at lower level in the hierarchy will report to their senior
officers.
The reporting strategy at the NMIA from lower to upper level in the hierarchy
(based on their roles, responsibilities and designation) will be as follows:
 The Engineer (Water & Sanitation), the Engineer (Safety), Scientist
(laboratory services) and Scientist (Horticulture) will be the junior staff and
therefore at the lowermost position in the hierarchy. They will prepare
monthly analysis and progress report of their work and will report to Senior
Manager (Engineering) and Senior Manager (Sciences) respectively.
 Senior manager (Engineering) and Senior Manager (Sciences) will be
senior staff and therefore at the upper level in the hierarchy. They will
evaluate the monthly report submitted by their junior staff. They will
prepare final monthly progress report and submit it to the Assistant
General Manager (Head of the EMC).
 The Assistant General manager will be the head of the EMC and he will be
reporting to the Executive Director (Engineering Services) about the
functioning of the Department as well as submit the implementation report
to PCB and to IAA/MOEF.

Chapter 6
6.11 Responsible organizations for implementation of EMP:

The identified impacts, suggested mitigative measures and the organizations
responsible for implementation of Environmental management Plan are presented in
the following Table 6.1
Table 6.5
Organizations Responsibility
Impact Mitigation measure Organization In- charge
Loss of vegetation Growing vegetation in the unused CIDCO/SPC

reserved area
Air Pollution Water sprinkling and modern Construction Contractor
construction methods (SPC),& Project
Proponent (CIDCO)
Increased noise Building noise barriers, Growing Construction Contractor
levels vegetative cover and using noise (SPC),& Project
absorbing material inside the Proponent (CIDCO)
terminal building
Hill cutting and Dust suppressing methods will be Construction Contractor
problems of dust adopted while cutting the hill (SPC),& Project
Proponent (CIDCO)
Physical, Effect is temporary for a short period Construction Contractor
morphological (SPC),& Project
disturbance due to Proponent (CIDCO)
river diversion
Displacement of the Disbursal of compensatory package Project Proponent
people to the displaced people (CIDCO), revenue
Department and the
District Collector,
Government of
Maharashtra
Water Pollution Wastewater generated due to the Environmental
usage will be treated and recycled management Cell of
for plantation Project Proponent
(CIDCO) & SPC and State
Pollution control Board
(SPCB)
Garbage and other Disposal of organic and canteen SPC, CIDCO &
solid waste waste will be collected and Maharashtra Pollution
management incinerated Control Board (MPCB)

Chapter 6
Table No. 6.6

List of equipments needed
Sr. Equipment No. of equipments

No.
1 Respirable dust sampler 2
2 High volume sampler 2
3 Organic vapor sampling kit 2
4 Sound level meter 1
5 Nishkin sampler (bottom sampler) 1
6 Peterson’s Grab sampler 1
7 Anemometer 1
8 Wind vane with counter weight 1
9 Temperature sensor 1
10 Humidity sensor 1
11 Rain gauge 1
12 pH meter 2
13 Thermometer 2
14 Turbidometer 2
15 TDS scan meter 1
16 BOD incubator 1
17 COD digester 2
18 Muffle furnace 1
19 Weighing balance 1
20 UV- Visible spectrophotometer 1
21 Flame photometer 1
22 Glasswares (Pipettes, conical flask, round Lump sum
bottom flask, etc.)
23 Firefighting equipments 10

Chapter - 7
Disaster Management Plan
Chapter 7
Chapter - 7
Disaster Management Plan
7.0 Introduction
Natural disasters and manmade disasters like aircraft accidents, fires, terror
attack & aircraft hijacking do occur at airports; therefore, it is required disaster
preparedness and management plan. As every installation, airports require
specific installation protection and organization to meet theirs need for its
onsite and offsite emergency management plan. In most cases organization
planning is based on the number of workers and work environment as well as
type of disaster, control facilities, and available equipments. In the disaster
management plan preplanning is done to contain effects of indentified failure
scenarios. Depending upon the degree of the severity, incidents may be
classified into two groups a) the accident that could be local causing damage
to airport, materials, work force & facility users i.e. passengers only and
b) the incidents that may affect neighbouring environment including
surrounding habitations. The emergency arising out of the first category of
incident is termed as on-site emergency and emergency arising out of second
category is termed as off-site emergency. This chapter identifies possible
disasters that could occur at Navi Mumbai International Airport and draws a
disaster management plan, which includes the emergency control measures,
plan of coordination and interaction with various agencies including
administrative agencies, rescue and relief operations, training and awareness
to minimize the severity of disasters.
7.1 Natural Disasters
Natural Disasters are often sudden & intense and results in considerable
destruction, injuries & death disrupting normal life as well as the process of
development. Disasters due to natural calamity could be as follows:
 earthquake
 flood
 storms/cyclone
 cloud burst/lightning/extreme weather conditions
 fire

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7.2 Aircraft Accident Related Disasters
Aircraft accident occurs near and within the airport during landing/take
off/taxing due to malfunctioning of some mechanism like undercarriage,
failure of hydraulic power supply, non-functioning of one or more engines,
malfunctioning of landing gear, sudden fire in aircraft while enrouting,
unforeseen circumstances in which pilot loses control over aircraft and
improper signalling by air traffic control tower (ATC). Disasters due to
emergencies could be as follows:
 aircraft accident at airport
 aircraft accident off airport
 Hazardous material emergency, hydrocarbon spills (ATF) followed by
vapour dispersion and pool fire
 fire
7.3 Terror Attack, Plane Hijack, Sabotage
The threat of bombing vital installations by enemy action or sabotage can not
be ruled out near and within the airport. Since airports are vital facilities prone
to terror attack/sabotage or plane hijacking. The threat to an airport could be
from ground as well as from the air. Disasters due to external factors are on
account of unlawful seizure, sabotage and bomb threat.
7.4. Disaster Management Plan
Based on the identified disaster above, a disaster management plan needs to

be prepared for Navi Mumbai International Airport for dealing with emergency
situations. Aviation emergency occurs at or near airports; therefore,
integrating the activities of local and airport emergency service becomes a
major issue for planning and implementation. Planning of an effective
response to disaster at or near an airport places a particular requirement for
co-ordination between emergency services, for both short-term and long-term
response.

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A Disaster Management Plan (DMP) is an integral part of an airport

operation for effective and safe management of technical and non-technical
emergencies. This is important for effective management of an emergency
situation to minimize losses to people, property and both at and around the
airport.
The objectives of the emergency planning are to describe the airport's

emergency response organization, the resources available and applicable
response actions. Thus, the objectives of emergency response plan can be
summarized as follows:
 Rapid control and containment of the hazardous situation;
 Minimizing the risk and impact of an event/accident; and
 Effective rehabilitation of the affected persons, and prevention of
damage to property.
 .
The DMP plan should be prepared in accordance with the Civil Aviation
requirement laid down by the Director General of Civil Aviation (DGCA), the
National Disaster Management Act, 2005, the National Building Code as well
as various code provisions of the International Civil Aviation Organization
(ICAO) including other International conventions and acts.
Under the Aircraft Rule 1937 Part XI, Rule 81 and Civil Aviation
Requirements (CAR) Section 4, series ‘B’ Part I, an aerodrome operator is
required to establish a Disaster Management Plan (DMP) commensurate
with airport operations and other activities conducted at the aerodrome. To
meet this requirement and necessary obligations stipulated by DGCA, the
Navi Mumbai International Airport should establish and promulgate the DMP
based on standards set by DGCA in CAR, Section 4, Series ‘B’ Part I and
ICAO guidelines in the Airport Service Manual, Part 7.
7.4.1 Purpose & Scope

The purpose of a DMP is to spell out the procedures for coordinating the
response of different agencies and services, both on and off the airport, to
cope with various aircraft related and non-aircraft related emergencies
anticipated at the airport.

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The procedures to deal and manage different types of emergencies

anticipated at the airport will be drawn up in the DMP as follows:
Section 1 - Local Standby 


Section 2 - Full Emergency 

Section 3 - Aircraft Crash within Airport Fire Service Turnout Area 

Section 4 - Aircraft Crash outside Airport Fire Service Turnout Area 

Section 5 - In-flight Mass Casualties 

Section 6 - Fires on the Ground (Aircraft Related Fires Occurring in
Aircraft Movement Areas) 

Section 7 - Fires on the Ground (Fires Involving Airport Buildings and
Installations, i.e. Non-Aircraft Related Fires) 

Section 8 - Dangerous Goods Accidents/Incidents 

Section 9 - Natural Disasters such as storms and earthquakes 

Section 10 - Salvage of Crashed or Disabled Aircraft on the Aerodrome 
The procedures for dealing with sabotage such as bomb-threats and

unlawful seizures of aircraft will be developed under separate plans as
classified documents in the following manuals:
Contingency Plan for Handling Hijack Situation; and 

Contingency Manual Bomb Threat. 
7.4.2 Categorization of Emergencies

Emergencies at airports can be classified under several broad headings.
These headings are listed below together with a description of the type of
emergency.
i) Local Standby
Local standby will be declared when an aircraft approaching the
aerodrome is known or is suspected to have developed some defect but
the trouble does not normally involve any serious difficulty in effecting a
safe landing.

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ii) Aircraft Disabled/Immobilized on Runway/Taxiway

An incident such as bursting of tyres, hydraulic leakage/failure,
undercarriage failure or any other technical problems, the aircraft can be
disabled or immobilized on the runway or taxiway. Situation like this may
require the pilot to disembark the passengers onboard in situ before the
aircraft is removed or towed to its parking bay. To specifically deal with
such a situation, a plan should be developed.
iii) Full Emergency
Full Emergency will be declared when an aircraft approaching the

aerodrome is known or is suspected to be in such trouble that there is a
possibility of an accident.
iv) Crash Action

Crash Action will be declared for aircraft accidents on the aerodrome as
well as off the aerodrome. There are two types of Crash Action - for aircraft
accidents that occur within the Airport Fire Service Turnout Area and for
that occur outside the Airport Fire Service Turnout Area.
v) In-Flight Mass Casualties

Part 1 of ICAO Annexure 6 stipulates that the pilot-in-command shall be
responsible for notifying the nearest appropriate authority by the quickest
available means of any accident involving his aircraft, which results in
serious injury or death to any person or substantial damage to the aircraft
or property. Mass casualties onboard will usually result from incidents such
as an encounter with air turbulence during flight and mass food poisoning.
vi) Fires on the Ground

Fires on the ground can be aircraft related and non-aircraft related. Fires
involving aircraft can be at any location on the runway, taxiway or apron
area where the aircraft is parked. Non-aircraft related fires involve mainly
the airport buildings and installations.

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vii) Natural Disasters

The natural disasters to which airport are likely to be subjected to are
earthquake, flood, thunder and storms. Depending on the intensity, such
acts of nature may cause severe destruction to the aircraft, airport
buildings and installations, and even loss of life. While nothing can be
done to avert them, there are actions that can be taken at design stage to
minimize the impact and expedite restoration of airport operations during
emergency using the emergency plan for the airport.
7.5 Emergency Procedures
i) Local Standby
Local Standby is declared when an aircraft approaching the
aerodrome is known or is suspected to have developed some defect
but the trouble is not such as would normally involve any serious
difficulty in effecting a safe landing.
 The decision to declare Local Standby for an aircraft emergency
rests with the Air Traffic Control; and 

 The Air Traffic Control shall use the standard text and format
for the declaration of Local Standby as follows: 
AIRPORT LOCAL STANDBY:

 Aircraft Operator;
 Aircraft Type & Flight Number; Nature of Trouble;
 Number of Persons on Board (POB); Fuel on Board;
 Planned Runway;
 Estimated Time of Arrival (ETA); and
 Any Dangerous Goods On Board including quantity and location, if

known.
ii) Full Emergency

Full Emergency is declared when an aircraft approaching the
aerodrome is known or is suspected to be in such trouble that there
is a possibility of an accident. The decision to declare Full
Emergency rests with the Air Traffic Control.

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The Air Traffic Control shall use the standard text and format for the
declaration of Full Emergency as follows:
AIRPORT FULL EMERGENCY:
 Aircraft Type & Flight Number; Nature of Trouble;
 Number of Persons on Board (POB); Fuel on Board;
 Planned Runway;
 Estimated Time of Arrival (ETA);
known.
iii) Aircraft Crash within Airport Fire Service Turnout Area
The Airport Fire Service turnout area shall include the entire airport
area as well as the areas in the vicinity of the airport up to an arc of a
circle centred at the runway threshold of 5 km radius, and 3 km from
the perimeter of the airport.
Crash action is declared for aircraft accidents on the aerodrome as

well as off the aerodrome. The Air Traffic Controller shall activate the
crash alarm immediately if one of the following events occurs:
a) When the aircraft accident/crash is sighted by the Air Traffic

Controller or the sighting is reported to the Air Traffic Control by any
of the reliable sources such as the "Follow-Me" vehicles plying in the
aircraft movement area;
b) During poor visibility- when the Air Traffic Controller is unable to sight
the runway, and the aircraft, which has been cleared for take-off or
land, fails to respond to the Air Traffic Control's repeated calls or the
inputs from the Advanced Surface Movement Guidance and Control
System (A-SMGCS) and other radar have indicated that the aircraft
might have crashed; or
c) When the aircraft has been cleared to land and fails to land within 5
minutes of the estimated time of landing and the communication with
the pilot is not able to be re-established. Or the inputs from ASMGCS
and other radar have indicated that the aircraft might have crashed.

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o The decision to declare Crash Action rests with the Air Traffic Control; 

o If the crash is within the Airport Fire Service Turnout Area, the Air
Traffic Control shall activate the crash alarm for at least one minute
continuously, and the "Crash" message shall be broadcast over the
Crash alarm communication system. The "Crash" message shall also
be relayed to the Airport Fire Watch Tower; 

o The standard text and format used for the "Crash Action" message
for aircraft crash within the airport Fire Service Turnout Area shall be
as follows: 
CRASH, CRASH, CRASH:
 Aircraft Type & Flight Number; Location of Accident;
 Grid Map Location [*SQUARE (Alpha-Numeric)];Time of Accident;
 Number of Persons On Board
(POB);
 Fuel On Board;
 Any Dangerous Goods On Board including quantity and:
location, if known.
*The 'Square' is the alpha -numeric grid reference indicated on the Crash
Map.
If the aircraft accident occurs on the runway, the Air Traffic Control shall give
clearance for the responding airport fire vehicles to enter the runway as soon
as possible.
iv) Aircraft Crash outside Airport Fire Service Turnout Area

If an aircraft accident occurs outside the Turnout Area, the procedures for
Crash Action outside the Airport Fire Service Turnout Area shall be as
followed.
 The decision to declare the Crash Action rests with the Air Traffic Control.
 If it is clear to the Air Traffic Controller that the aircraft has crash and
landed outside the Airport Fire Service Turnout Area, the standard text and
format used for the "Crash Action" message shall be as follows:

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AIRCRAFT CRASH OUTSIDE TURNOUT AREA;

 Aircraft Type & Flight Number; Location of Accident (approximate);
 Time of Accident;
 Number of Persons On Board (POB); Fuel On Board;
known.
State Authorities/District Administration will be overall in charge of all ground

operations at the scene. All the other agencies and services involved will
activate their respective emergency operations plans to support the State
Authorities/District Administration in the mitigation of the aircraft accident.
Local Fire Service will be fully in charge and resume command of the aircraft
fire-fighting and rescue operations at the crash site.
v) Fires on the Ground (Aircraft Related Fires Occurring in Aircraft

Movement Areas)
An aircraft can catch fire whilst it is taxing in the movement area or parked at
an aerobridge or remote bay. Such a scenario can arise from a defect or
malicious act, and may develop into a major disaster. The resources
required to mitigate are thus identical to that of an aircraft crash within the
Airport Fire Service Turnout Area.
When the aircraft on the ground catches fire and is sighted by the Air Traffic
Controller or reported to the Air Traffic Control by any reliable sources, the
Air Traffic Controller shall activate the Airport Fire Service through the crash
alarm communication system and provide details of the aircraft fire, for
example:
 Location of aircraft;
 Nature of fire (e.g. undercarriage fire, engine fire);
 Number of Passenger On Board (POB); and
 Presence of dangerous goods, if known.
The Air Traffic Controller shall give clearance to the responding fire vehicles to
enter the runway/taxiway as soon as possible.

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If the fire is large and has caused extensive damage to the aircraft and
external resources are required to aid in the mitigation process, the Air Traffic
Controller shall declare "Aircraft on Fire". The standard text and format used
for the "Aircraft on Fire" message shall be as follows:
 AIRCRAFT ON FIRE;
 Aircraft Type & *Flight Number; Location of Aircraft;
 *Nature of Fire (e.g. undercarriage fire, engine fire);
 *Number of Persons on Board (POB);
 *Any Dangerous Goods on Board.
(*The information shall be provided if it is available and applicable.)
The Sequence of Activation for "Aircraft on Fire" shall be similar to that of

"Aircraft Crash within the Airport Fire Service Turnout Area". The use of the
phrase "Aircraft on Fire" is to give distinction and therefore avoid confusion
between aircraft crash and aircraft on the ground on fire.
vi) Fires on the Ground (Fires Involving Airport Buildings and

Installations, i.e. Non-Aircraft Related Fires)
Fire may occur at any of the airport installations and buildings. If out of
control, such a fire may cripple the key airport facilities and disrupt the
normal airport operations. During a fire occurrence, however small it
may appear to be, person who discovers it shall:
 Raise the fire alarm via the nearest manual call point. If no manual
call point is readily available, raise the alarm by other available
means; 

 Inform the Airport Fire Service immediately of the exact location of
the fire; and 

 Operate a suitable fire extinguisher where readily available, or any
water hose reel within range. 

On receipt of a structural fire call, the Fire Watch Tower operator shall
request the caller to provide the following details:
 Location of fire; 

 Type of fire; 


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 Name of caller; and 


 Telephone number of caller. 
vii) Dangerous Goods Accidents/Incidents

Dangerous goods accidents/incidents may occur:
 During an "Aircraft Crash" in which the aircraft concerned is carrying
dangerous goods;
 During a "Full Emergency" in which the aircraft concerned is carrying
dangerous goods;
 During a "Local Standby" in which the aircraft concerned is carrying
dangerous goods;
 During "Fires on the Ground" in which the aircraft is carrying or . in the
process of loading/unloading dangerous goods; or
 When consignments of dangerous goods are damaged during loading
or unloading from the aircraft or during delivery or collection from cargo
terminals/warehouses within the airport.
viii) Emergency Response for Enemy Action or Sabotage
a) Bomb Alert on Aircraft
i) Any aircraft that is suspected of carrying a bomb should be parked in

Isolated Bay Area
ii) All passengers should be evacuated immediately by the fastest means

whilst the local or airport police arrange for bomb disposal experts to
attend and search the aircraft. All baggage should be left on board until it
has been searched and cleared. Airport rescue and fire services should
be standby at point no less than 300m from air craft and predetermined
procedure for bomb alerts should take into account the calling of local
authority services of fire, police, ambulance and hospitals
iii) These types of incidents may occur on the ground or in the air including
the seizure of an aircraft unlawfully, the placement of bomb on board or
suspected bomb on board or armed attack on the aircraft which may
include taking of hostage in such cases airport normally have

Chapter 7
contingency plan which firstly demand positioning the aircraft away from
the main runway and terminal building and secondly police and law
enforcement agencies are contact as necessary
iv) Air traffic control must maintain continuous communication with the
rescue and fire fighting services to ensure that they are kept updated in
relation to any change in distressed aircraft condition.
v) To attend to bomb threat calls received to aircraft, terminal building, vital

installations and arising from unclaimed observed insides/outside the
airport and safe neutralization of explosives devices found.
vi) To conduct regular training of airport security police and staff, airline
agencies working at the airport. This training is based for identification of
explosives
ix) Emergency Response for Forced landing of Hijacked Aircraft
Every airport is faced with a threat of hijacked aircraft forced to land at the
aerodrome all airports have standard operating procedures to deal with
such eventualities. An outline of the procedure to be followed to manage
this contingency is given below.
Essentially the plan of action is as follows:
 A separate isolated parking place away from the parking aprons and
far away from the terminal complex is earmarked for parking such
aircraft after it has landed
 All messages from the hijackers are to be relayed by air traffic control
to the concern agencies
 Information must be promptly given to local police dept state
government authorities and concern airline company
 Information will also be passed to neighbouring airports for alert
through airport officials and IAF authorities
 Fire tender and ambulance be kept ready for emergency situations
 Local hospital, fire services and ambulance services made alert for
possible aid

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All the standards of pre embarkation security and anti sabotage measures in
respect of civil aviation issued by Bureau of Civil Aviation Security will be
followed.
TABLE NO: 7.1 ASSIGNMENTS OF RESPONSIBILITIES

S.No. Task Allotted Agency
1 Anti-hijacking Security Central Industrial Security Force Bureau of
Civil Aviation Security
2 Security of registered baggage Airlines concerned Airlines catering and
cargo
3 Access control & Issue of AAI, APSU/ CISF & BCAS
PICs/Temporary passes
4 Perimeter Security/Security of vital AAI , APSU/CISF
installations
5 Bomb Detection and Disposal BDDS / Local Police
Squad
(BDDS)
6 Emergency intervention in AAI, APSU/CISF/NSG e.g. Hijacking
contingency situation incidents.
7 Law and Order, Crime, Intelligence, Local Police
Traffic
7.6 Role and Responsibility in Handling Emergencies

Table below summarizes the general key functions for the Navi Mumbai
International Airport (NMIA) and other supporting organizations/ agencies/
services during an airport crisis.
Sl. No. Organization/Agencies/Services Key Function/Responsibility
1 NMIA - Airport Fire Service  Aircraft rescue and fire fighting
operation
 Post-accident fire protection
 Support for triage activities
 Evacuate injured passengers to
hospitals
 Support for structural fire-fighting and
evacuation
 Support for mitigation and dangerous
floods, accidents/ incidents

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2. NMIA – Airside Management/  Activate key officials and ground

Operation handling agent concerned
 Muster airline’s and ground handling
agent’s resources
 Provide and direct ground service
supports
 Provide inputs to air traffic control in
regard to runway and taxiway closure
 Coordinate aircraft recovery and
salvage operation.
3. NMIA – Air Terminal Management  Activate key officials and other
external agency/services such as
hospitals, panel doctors, ambulance
services, bureau of civil aviation
security, immigration and customs
 Activate the Emergency Response
and Interaction Centre (ERIC) Group
 Setup the Emergency Co-ordination
Centre (ECC), Survivors Reception
Centre ( SRC), Friends and Relative
Reception Centre (FRRC) and Re-
union Area (RA)
 Passengers facilitation and business
recovery at terminal buildings
 Support terminal building evacuation.
4. NMIA – Engineering  Provide technical support and
assistance
 Support recovery efforts
5. NMIA – Corporate Communication.  Media management
 Facilitate press releases and
 organization of press conferences
6. Airport Authority – Air Traffic Service  Activation and Termination of Crash
Action, Full Emergency, Local
standby, etc.
 Air traffic management including
issuing NOTAM (notices to airman)
7. Police  Guarding of aircraft wreckage and
preservation of evidence at the
accident site including eye-witness
accounts and photography
 Custody of flight data and cockpit
voice recorders, cargoes onboard
including dangerous goods, and
baggage/passenger belongings
 Investigation and management of
dead bodies including their identity
establishment, mortuary
arrangements, and release of the
bodies
 Arrange medical examinations of the
alive crew members and passengers
as well as post-mortem examinations
of the deceased crew members and
passengers mob control.

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8. Airlines  Support overall crisis mitigation efforts

e.g. accountability of passengers,
management of Next of Kin (NOK),
aircraft accident investigation, etc.
 Support media management
 Passenger and NOK facilitation
 Facilitate reunions of survivors and
NOK
 Prepare and provide passenger and
cargo manifests.
 Report the aircraft accident or serious
incident to the authorities concerned
as stipulated under Aircraft Rules,
1937, Part X Investigation of
Accidents.
 Salvage/removal of crashed or
disabled aircraft
9. Ground Handling Agent  Provide ground service staff and
facilities including passenger steps,
coaches, and aircraft towing
equipment.
10. Director General of Civil Aviation • Set standards and directions for dealing
(DGCA) with all aviation related emergencies.
• Aircraft accident/incident investigation.
• Authorize release of dead bodies,
cargoes onboard including dangerous
goods, baggage, and removal of
crashed/disabled aircraft.
7.7 Operation and Management Control:

7.7.1 Airport Emergency Managing Committee
To ensure coordinated action, an Airport Emergency Managing Committee
will be constituted. The airport director will be the chairman of this
Committee. The committee will comprise of members from various airport
departments including the following.
- Airport Administration
- Air Traffic Control
- Airport Rescue and Fire Fighting
- Airport Security Services (CISF, BCAS)
- Safety Department
- Airport Medical Services
- Maintenance Department
-Environment Management Cell
- Representative from Airlines

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- Transportation Department
- Cargo Facility
- Department of Information and Publicity
- Representative from local NGO’s and Social Group
Also member from Airport Authority of India and district administration will
be part of the committee.
Airport emergency managing committee will design the procedure the

emergency action plan, evacuation plan and procedures for
implementation based on local needs and facilities available. For effective
implementation of emergency action; coordination, among the various
agencies involved in Emergency Control Centre will be expected,
emergency control centre will be established as the supreme command
post for emergency action, for direct action and coordination at ground
level mobile command post will be established. Emergency action
committee will select officers in charge for emergency control centre.
7.7.2 Airport Emergency Operation/Co-ordination Centre

During a major airport disaster such as an aircraft crash or a severe fire
outbreak at terminal building, the various emergency operations and
coordination centres will be established immediately to mitigate the
disaster. The Emergency Control Centre will be the top command for
coordination and communication centre for all kinds of emergencies. The
Chairman of Emergency Managing Committee will be the head of
emergency control centre, under his direction; chief officer will operate and
regulate all emergency operation. The centre will operate under the
directions of Airport Emergency Managing Committee. Its location will be
fixed, as per the requirement emergency situations.
The main features of this unit will be
 Its fixed location

 It acts to guide and support to the on scene commander in the mobile
command post for aircraft accidents/incidents

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 It will be operated by a specialised trained staff from Fire, Safety,

Health and Environment department personnel of airport
 It will be the command, co-ordination and communication centre for
unlawful seizure of aircraft and bomb threats
 It is operationally available 24 hours a day
 The location of the emergency operations centre should provide a
clear view of the movement area and isolated aircraft parking position,
wherever possible.
The Airport emergency operation centre should contain:
 Emergency alert and communication system.

 Adequate number of external telephones. The latest telephone
directories with a separate list of important numbers.
 Adequate number of internal telephones and a P.A. system.
 Radio equipment, hot-lines and walkie-talkie.
 Plans of the airport to show various areas of airport
 Sources of sirens and safety equipments including fire, explosion, spill
and gas controls.
 Stock of other fire extinguishing materials.
The airport emergency operations and coordination centres at the airport

comprise Crisis Management Centre (CMC), Airport Emergency Response
and Interaction Centre (AERIC), Emergency Coordination Centre (ECC),
Mobile Command Post (MCP), Triage Area (TA), Survivors Reception Centre
(SRC), Friends and Relatives Reception Centre (FRRC) and Reunion Area
(RA). Each of them has its own functions and roles to perform during the
crisis as described below:
i) Crisis Management Centre (CMC)

Established by the airport operator, the CMC is to function as an overall
overseeing and controlling authority of the crisis mitigation process during an
emergency. The committee of the CMC comprises the following permanent
and supporting members:

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Permanent members of CMC are:

a) Chief Operating Officer
b) Head (Engineering/Maintenance)
c) Head (Utility)
d) Head (Security)
e) Head (Airside Management)
f) Terminal Manager
Supporting members of CMC are:

a) Ministry of Civil Aviation representative
b) DGCA representative
c) Airline concerned representative
d) CISF representative
e) Police representative
f) Any other agencies required for proper handling of the crisis.
Functions of the CMC include:

a. Formulate strategic plans and policies, as well as engage in high level
decision making for the mitigation of crisis;
b. Control, coordinate and support operations during an aircraft accident;
c. Oversee the work and progress of protracted fire-fighting & rescue, and
salvage operations;
d. Liaise with the airline concerned, local authorities, ministries, and
governmental departments for support;
e. Arrange and provide welfare to the staff involved in the mitigation of
crisis;
f. Regulate the release of information to the public on the facts of the
disaster;
g. Authorize the release of official passenger manifest and information
pertaining to the aircraft accident;
h. Issue press releases and organize press conferences; and
i. Ensure that the post-accident operations are completed expeditiously so
that the airport can resume normal operations in the shortest possible
time.

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ii) Emergency Response and Interaction Centre (ERIC)

When an accident occurs beyond the normal office hours, the CMC
Committee may take longer-than-usual time to convene. As an interim
arrangement, ERIC will be activated and its members will be notified as per
the roster and convene within one hour of activation.
The ERIC group will carry out the general functions of the CMC until the
latter comes into operation. When the CMC is operational, the ERIC will
cease functioning and play the supporting roles as directed by the CMC.
Before standing down the ERIC operations, the head of the ERIC group shall
brief the CMC on the progress.
The ERIC Group comprises Officials on duty. The members are on a weekly
rotation basis. All officials on the duty are required to have their mobile
phones switched on at all times and be in a position to reach the airport within
one hour of activation.
iii) Emergency Coordination Centre (ECC)

Located near to airport gate, the ECC will be established by the airport
operator, in the event of a major disaster to coordinate the response and
functions of the external supporting organizations, agencies, and services
involved in the mitigation of the emergency. Functions of the ECC include:
a. Support crash site fire-fighting and rescue operations through liaison and
coordination with the external organizations/agencies/ services;
b. Facilitate mobilization of external resources to the crash site, such as
issuing emergency passes and arranging with Apron Control for "Follow-
me" vehicles;
c. Friends and relatives facilitation at the airport; and
d. Arrange and facilitate visits by the VVIPs to the crash site.
iv) Mobile Command Post (MCP)

The MCP will be established at the accident site to serve as an on-scene
command, coordination and communication centre for the accident. It is a
point where the co-operating agencies heads/representatives assemble to
receive and disseminate information and make decisions pertinent to the
rescue operations.

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The MCP will be deployed to the accident site by the Airport Fire Service and
be positioned at a distance of not less than 90 m upwind from the aircraft.
The MCP will be headed by Head (Airside Operations), and Chief Airport Fire
Service will be the alternate Head. When it is beyond the office hours, Duty
Airport Manager (Shift-In-Charge) shall proceed to manage the MCP for the
first hours until Head (Airside operations) or Chief Airport Fire Service
arrives. Functions of the Mobile Command Post include:
a. Establish communication with CMC and ECC.;
b. Establish contact with other agencies reporting at the crash site.
Establish a staging area for all ground services equipment such as tow
tractors, passenger steps, and coaches reporting to the crash site;
c. Establish an Assembly Area for the uninjured survivors;
d. Secure and provide any assistance required by the doctors at the Triage
Area;
e. Arrange speedy evacuation of injured casualties to the hospitals;
f. Liaise with the airline concerned to transport the uninjured and casualties;
and
g. Maintain and update a record of casualty evacuation status including:
o Number of casualties evacuated from the aircraft; and 

o Number of casualties evacuated to the Emergency Medical Centre,
hospitals, and Survivors Reception Centre. 
v) Triage Area (TA)

Triage area is a location established usually near to the accident site, where
triage operations (i.e. sorting and classification of casualties to determine the
order of priority for treatment and transportation) are performed. In an aircraft
crash accident, the triage area is normally established at a distance of not
less than 100 m upwind from the aircraft. In triaging, casualties are classified
into four categories given below and explain in the Table below:
 Priority I : Immediate care 

 Priority II : Delayed care 

 Priority III : Minor care 

 Priority 0 : Deceased 

Chapter 7
Table No 7.2
Medical Priorities in Triage Area
Category Arm band or

Status Description
(priority) identification
Serious injuries, haemorrhage, asphyxia, facial
P-I Immediate case Red injuries open and compound fracture, extensive
burns, crash injuries and sever shock symptoms
Simple fracture, limited burns, cranial trauma, rapidly
P-II Delayed care Yellow progressive shock. Injuries to sort parts burns less
than 30%
P-III Minor care Green Minor injuries-need only first aid on the spot.
P-0 Dead Black Declared dead by the doctor
To expedite the treatment of mass casualties in a triage situation and

to permit more rapid evacuation of the injured to medical facilities, the casualty
identification tags (also known as Met-Tags) as specified in ICAO Airport
Services Manual, Part 7 shall be used.
vi) Assembly Area (AA)

The Assembly area is an area set up near the accident site to temporarily
receive the survivors until the arrangements to transport them to the
Survivors Reception Centre are made. Depending on the doctors’
assessments of their medical condition, most priority III casualties will also
join them and bring to the Survivors Reception Centre.
vii) Survivors Reception Centre (SRC)

The Survivors Reception Centre (SRC) is a designated area set up for
receiving the survivors (except for the flight crew and flight attendants)
involved in an aircraft accident, for the associated documentation designed
to account for the survivors and for interviews by the police officers and
accident investigators.

Chapter 7
Upon receiving the "Crash" message, Terminal Manager will set up the SRC
which shall be manned by the airline staff with the police taking charge of the
security of the area, i.e. no unauthorized persons shall be allowed in this
area. At the SRC, the airline staff shall:
 Perform head count, briefing and documentation; 

 Provide care and comfort including refreshments; 

 Arrange accommodations; 

 Facilitate the survivors who plan to continue their journey; and 

 Arrange for doctors and/or officers through ECC on need basis. 
viii) Friends and Relatives Reception Centre (FRRC)

The FRRC serves as a secure area, away from the attentions of the media,
for the friends and relatives of those involved in an aircraft accident. The
documentation process within the FRRC helps to confirm who was on the
aircraft and facilitates the reunion. On receiving the "Crash" message, the
Terminal Manager will set up the FRRC.
The airline staff shall man the FRRC, and the police shall take charge of the
security of the area. At the FRRC, the airline staff shall:
 Attempt to verify the identity of the visitors on entry; 

 Conduct documentation and briefing; 

 Update Next to Kin (NOK) with the latest information including
passenger manifest, that has been officially cleared; 

 Provide care and comfort including refreshments; 

 Facilitate the NOK's requests or needs; 

 Break the news of fatalities to the NOK concerned in the presence of the
police; and 

 Arrange for doctors and/or officers through ECC on a need basis. 
ix) Reunion Area (RA)

Reunion Area is an area for the reunions between survivors and their friends
and relatives (reconciliation process) to take place. Once the matching is
completed, the friends and relatives will be brought in batches under the

Chapter 7
police's escort to the Reunion Area by the airline staff. Similarly, the
uninjured survivors will be escorted by the police and airline staff to the
Reunion Area to meet with their friends and relatives.
Command structure and communication flow among various emergency

operations/ coordination centres is as per given below:
Command Structure and Communication Flow
CMC
AERIC
MCP CMC
TA TA EMC SRC FRRC RA
7.8 Training and Education
Regular training would be provided to all personnel who have a role in

planning and operational response to an emergency. The training objectives
are:
o To familiarize personnel with the contents and manner of
implementation of the plan and its procedures; 

o To train personnel in the performance of the specific duties assigned
to them in the plan and in the applicable implementation procedures; 

o To keep personnel informed of any changes in the plan and the
implementing procedures; 

o To maintain a high degree of preparedness at all levels of the
Emergency Response Organization; 

o Train new personnel who may have moved within the facility
organization; 

o Test the validity, effectiveness, timing and content of the plan; and 

o Update and modify the plan on the basis of experience acquired
through exercises and drills. 

Chapter 7

7.9 Mock Drills and Exercises
Mock drills constitute another important component of emergency

preparedness and refer to the re-enactment, under the assumption of
a mock scenario, of the implementation of response actions to be
taken during an emergency. Mock drills and integrated exercises
have the following objectives.
 To test, efficacy, timing, and content of the plan and implementing

procedures;
 To ensure, that the emergency organization personnel are familiar
with their duties and responsibilities by demonstration;
 Provide hands-on experience with the procedures to be
implemented during emergency; and
 Maintain emergency preparedness.
The frequency of the drills would vary depending on the severity of

the hazard. However, drills would be conducted once in a year.
Scenarios may be developed in such a manner as to accomplish
more than one event objective. Drills and exercises will be conducted
as realistically as is reasonably practicable. Planning for drills and
exercises would include:
 Basic objectives;
 Dates, times and places;
 Participating organizations;
 Events to be simulated;
 Approximate schedule of events;
 Arrangements for qualified observers; and
 An appropriate critique of drills/exercises with participants.
Evaluation of drills and exercises would be carried out which include

comments from the participants and observers. Discrepancies noted by the
drill observers during the drill shall be pointed out.

Chapter 7
The individual responsible for conducting the drill or exercise would prepare
a written evaluation of the drill or exercise. The evaluation would include
assessments and recommendations on:
 Areas that require immediate correction;

 Areas where additional training is needed;
 Suggested modifications to the plan or procedures; and
 Deficiencies in equipment, training, and facilities.
 Records of drills, exercises, evaluations, and corrective actions would be
duly maintained.
7.10 Updating of Disaster Management Plan
The Disaster Management Plan and implementing procedures would be

reviewed and updated to ensure compliance with relevant regulations and
applicable state and local emergency plans.
The need for updating is based on following aspects:
 Written evaluations of mock drills exercises which identify deficiencies or

more desirable methods, procedures, or organizations;
 Changes in key personnel involved in the organization;
 Changes in the facility organization structure;
 Changes in regulations;
 Recommendations received from other organizations and state agencies.

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CITY AND INDUSTRIAL DEVELOPMENT CORPORATION

ENVIRONMENTAL IMPACT ASSESSMENT (EIA)

Chapter - 5 – Environment Impacts & Mitigation Measures

CENTER OF ENVIRONMENT SCIENCE & ENGINEERING,

ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF

CENTER OF ENVIRONMENT SCIENCE & ENGINEERING, CIDCO

1.2 : Project Proponent 3

1.3 : Airport Sector Profile 4

1.3.1 : National Airport System 4

1.3.2 : Western Region Airport System 9

1.3.3 : Mumbai Region Airport System 13

1.4 : Passenger Traffic Trends 14

1.4.1 : Annual Passengers 14

1.4.2 : Peak Period Passengers 18

1.5 : Aircraft Movement (ATM) Trends 20

1.5.1 : Annual Aircraft Movements 20

1.5.2 : Peak Period Aircraft Movements 27

1.6 : Air Cargo Trends 29

1.7 : Conclusions of Air Traffic Analysis 32

1.8 : Policy, Legal and Administrative Framework 32

1.9 : Purpose of Study 32

1.10 : Project Brief 33

1.11 : Terms of Reference 34

1.11.1 : Site analysis 34

1.11.3 : Solid waste 36

CESE, IIT Mumbai CIDCO

1.11.5 : Traffic & transport 37

1.11.8 : EMP, DMP 40

1.11.9 : Additional Terms of Reference 41

1.12 : Scope of work 42

1.12.1 : Study Area 43

1.14 : Structure of the Report 48

Chapter 2 : Analysis of alternative Sites

2.2 : Mahapan in Sindhudurg District 1

2.3.1 : Salient Features 2

2.3.3 : Power, Water & Telecommunication infrastructure 4

2.3.4 : Township Development 4

2.3.5 : Site Constraints 5

2.3.6 : Environment sensitive factors 5

2.4 : Navi Mumbai Site 7

2.4.1 : Salient Features 7

2.4.2 : Site Constraints 9

2.5 : Selection of Alternative Sites 11

2.5.1 : SWOT Analysis 11

2.5.2 : Site Sensitivity Analys 13

Chapter 3 : Project Description

CESE, IIT Mumbai CIDCO

3.1.2 : Navi Mumbai 1

3.1.3 : Regional Setting 3

3.1.5 : Transport Systems and Network 4

3.1.6 : Project Accessibility 6

3.1.7 : Project Area 6

3.2 : Project Activities 7

3.3 : Project structure 7

3.4 : Aviation Demand Forecast 8

3.4.1 : Air Traffic Forecast 8

3.4.2 : MMR Air Traffic Forecast 8

3.4.3 : MMR Air Cargo Demand 9

3.4.4 : Navi Mumbai Air Traffic Forecast 10

3.4.5 : Navi Mumbai Air Cargo Forecast 11

3.4.6 : Air Traffic Summary 12

3.5 : Airport Facilities 15

3.5.2 : Taxiway System 17