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NAVI
MUMBAI
INTERNATIONAL
AIRPORT
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CIDCO - THE COUNTRY'S PREMIER TOWN Navi Mumbai. In March 1971, CIDCO was designated as
PLANNING & DEVELOPMENT AGENCY the New Town Development Authority for the project.

When Mumbai's population shot up by 40% in the
decade of 1951-61 and by 43.80% in the following
decade, it resulted in rapid upheaval in the way of life for
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the majority of the population, living in the city.
Y Mumbai. It was also entitled to recover all cost of
Development projects could not be implemented to
counter the growing needs of the population, of industry,
of trade and of commerce. Difficulties such as traffic
congestion and lack of open spaces and play fields were a
growing reality. There was also an acute shortage of
housing and over concentration of industry in the
metropolitan and suburban areas of the city. All this had
become detrimental for the staggering metropolis.
CIDCO started functioning as a fully-owned Government
of Maharashtra Company. It was entrusted the daunting
yet ambitious task of developing the necessary social and
physical infrastructure to urgently ease the burden in
development from the sale of land and constructed
properties.
WHY THERE IS A NEED FOR A SECOND AIRPORT
Current Facilities
Mumbai currently boasts of the Chhatrapati Shivaji
International Airport, which has been a regular feature of
the city to facilitate air travel. It currently is built to
accommodate up to 25 million passengers per annum. It
is a state-of-the-art facility and a credit to the commercial
capital of the country.
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Need of the hour K Y

However, it is in immediate need of expansion to

accommodate the ever growing wants of the population -

To try and remedy the situation, The City and Industrial

Development Corporation of Maharashtra Limited
(CIDCO) was incorporated on 17th March, 1970 under the
Indian Companies Act, 1956. With the formation of
CIDCO took place the birth of Navi Mumbai. By February
1970, the Government of Maharashtra had notified the
acquisition of privately owned land. It covered 86 villages
admeasuring 15,954 hectares within the present limits of

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trying to improve life of society in general. With this

thought as the cornerstone of its development planning,
CIDCO has emerged with the solution for a brand new –
state–of–the art airport in Navi Mumbai.
The Breakthrough
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This avant garde facility was first conceived in the year
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1997. Since then it has gone through several changes and
modifications in the conceptual stage itself. It is now
finally planned and is waiting to be executed.

HOW THE PROJECT TOOK SHAPE

one that is prospering and slowly but surely awakening to
air transport as the preferred way to travel. Also, if
Maharashtra is to keep attracting Foreign Direct
Investment, its aviation facilities need considerable
enhancement.
CIDCO OFFERS A BREAKTHROUGH
CIDCO's Objective
The Navi Mumbai International Airport is a giant project
which promises to change the course of air travel for
millions within the Mumbai region. A project of such
mammoth proportions had to be planned and worked on
to the finest detail, so as to ensure that factors like the
environment and the socio economic effect in the
population was considered in the greatest measure.
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CIDCO has always been in the forefront of pioneering

development in the city of Navi Mumbai. The city has
often been looked to, to reduce the congestion that
currently hampers the smooth functioning in Mumbai. It
aimed to achieve its goals by providing the population
with another urban alternative, which will allure the
citizens wishing to relocate to a city with peace and
comfort.
CIDCO aims to provide basic civic amenities to elevate
standards of living for all social and economic strata, and
offer a healthy environment and energizing atmosphere.
 Considering the city's increasing need of air transport,
Forging Solutions CIDCO had proposed a domestic airport as a part of
CIDCO will not limit its capabilities to just the sky. It has the Navi Mumbai development process. A Techno-
always strived to fuel the ambition of its expansions while

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economic Feasibility Study (TEFS) was conducted presentation to Hon'ble Chief Minister, Govt. of
through M/s. Carter & Burgess Inc. (USA) for Maharashtra on 16th Sept. 2000 in the presence of the
development of domestic airport and submitted to senior officials of the Ministry of Civil Aviation and
Govt. of India through Govt. of Maharashtra. Realizing Airport Authority of India (AAI).
the problems at other potential sites in M.M.R. and on
 The proposal of CIDCO was considered technically &
M behest of Govt. of Maharashtra, the proposal of
C financially viable, environmentally less disturbing and
K domestic airport was upgraded to International airport
Y supported by the local people. Thereafter CIDCO,
and accordingly a 'Technical Feasibility Report'
through Government of Maharashtra (GoM),
prepared by CIDCO was submitted to Govt. of India
submitted the proposal enclosing a pre-feasibility
through Govt. of Maharashtra in 1997.
report detailing air travel demand, project facilities,
phasing, costing and financial viability with dual
runway to the Ministry of Civil Aviation (MoCA),
Government of India (GoI).
 The MoCA, GoI, in turn, through AAI, constituted a
technical team to examine the pre-feasibility report.
According to the team, the Navi Mumbai site was
operationally feasible for locating the second
international airport for Mumbai. The team suggested
carrying out of geographical / geotechnical, C M
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hydrological, traffic and environmental studies, Y

etc. in 2000.
 The seed of this mammoth project was sown in the
same year. To make the Airport project a reality, a
Committee was constituted by the Ministry of Civil
Aviation (MoCA), Govt. of India in 1997. The
Committee thoroughly examined the Navi Mumbai site,
along with Rewas-Mandwa and Mhapan in Sindhudurg
district. In 2000, the Committee recommended the
Rewas–Mandwa site as the most suitable site, while it
determined the Navi Mumbai site suitable for domestic
airport but unsuitable for international airport, owing to
a single runway.
 Then incorporating the provision for a parallel runway,
CIDCO revised its original proposal and made a

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simultaneous and independent operation of both

 CIDCO achieved a major breakthrough when, with the
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 In 2001, CIDCO conducted a techno-economic
feasibility study, inter-alia, to address the issues raised
by the technical team and submitted the report to
 After receiving the green signal, CIDCO immediately
AAI. All the clarifications sought by the AAI were
reconciled and finally narrowed down to only two
points i.e. the provision of parallel independent runway
with a spacing of 1,035 m and carrying out the
Simulation study to establish the conflict free
operation of Mumbai and Navi Mumbai Airport.
airports is safe and feasible.
positive result of simulation study, it submitted the
Project Feasibility and Business Plan in 2007 to MoCA
through GoM for approval. The Union Cabinet granted
"In principal" approval for development of Greenfield
airport at Navi Mumbai on Public-Private Partnership
(PPP) basis in August, 2007. The Govt. of Maharashtra
also granted approval for setting-up Greenfield airport
at Navi Mumbai and appointed CIDCO as a Nodal
Agency for implementing the airport Project vide Govt.
Resolution No.CID-3307/1549/Pra.K.144/07/UD-10
dtd. 30th July, 2008.
appointed IIT, Mumbai for Environment Impact
Assessment (EIA) study and CWPRS, Pune for
conducting required hydraulic model studies and made
application to Ministry of Environment & Forest C M
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(MoEF) for approval of Terms of Reference (ToR) for Y

CIDCO carried out the exercise and accommodated carrying out EIA Study for environment clearance.
parallel independent runways with 1,035 m spacing
between the centerline of two runways and terminal
building in North.
 The simulation study for assessing the interoperability
of Mumbai Airport with the proposed Navi Mumbai
International Airport was carried out in 2006 by
Technical Co-operation Bureau (TCB) of International
Civil Aviation Organization (ICAO) with their sub
contractor NAV CANADA in two parts i.e. the first
being a fast time simulation using TAAM and the
second part a real-time simulation under the
supervision of AAI. The simulation study concluded
that with appropriate procedures in place,

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The above application was referred to National Coastal
Zone Management Authority (NCZMA), who in turn
recommended the amendment to CRZ Notification of
1991 to make Navi Mumbai Airport development
permissible in CRZ areas with mitigation measures for
C M environment damage in October 2007.
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 After constant persuasion by the State Govt. and
MoCA for amendment of CRZ Notification, MoEF
ordination with other Consultants such as; Central
Water Power & Research Station (CWPRS), Pune,
Mumbai University, Ground Water Surveys and
Development Agency (GSDA), GoM, Gujarat Ecology
Commission (GEC), Govt of Gujarat, M/s. Hemant Sahai
& Associates (Legal Consultant), M/s. DHI, India and
M/s. Lewis Environmental Sciences, USA. Expert
Appraisal Committee of MoEF, visited the Navi Mumbai
airport site in December, 2009 and issued the
Additional ToR in Feb., 2010.
 The Draft EIA Study report was submitted to
Maharashtra Pollution Control Board (MPCB) for
conducting Public Hearing in Mach 2010. MPCB
conducted Public Hearing and submitted the Public
Hearing report to MoEF in May, 2010. The final EIA
Report incorporating the observations in Public Hearing
Report was prepared by CIDCO and submitted to MoEF
for Environment and CRZ Clearance in June, 2010.
 The Expert Appraisal Committee (EAC) of C M
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"Infrastructure works and Other projects of MoEF Y

advised GoM/CIDCO to obtain Mumbai High Court appraised the project for Environment & CRZ
approval in the context of Writ Petition No.3246 of clearance" considered the proposal in its 89th Meeting
2004 for considering the construction of Navi Mumbai
Airport in CRZ area. Hon'ble High Court at Mumbai
allowed the Prayer of CIDCO/GoM for Amendment of
CRZ Notification of 1991. MoEF issued notification of
amending the CRZ Notification of 1991 permitting
Green Field Airport at Navi Mumbai in CRZ areas,
subject to environmental safe guards in 2009.
 CIDCO submitted fresh application for approval of ToR
for carrying out EIA for Environment and CRZ clearance
to the MoEF. MoEF conveyed the ToR for carrying out
EIA study in August, 2009. Accordingly, IIT, Mumbai
commenced the preparation of EIA work in close co-

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held on 21st July 2010, 90th Meeting held on 20th

August, 2010, 91st Meeting held on 22nd September,
2010, 92nd Meeting held on 21st October, 2010 and
93rd Meeting held on 10th November, 2010.
The Members of the EAC also visited the airport site
C M on 20th October, 2010. The 89th Meeting started with
K Y the initial appraisal of various approvals from the State
& Central Govt., Selection of Site, Project details, CRZ
area, etc. and ended with an advice to carry out the
study for selection of site within 100 km from Mumbai
airport, Social Impact Assessment study and High tide
and Low tide survey by authorized agency and
preparation of CRZ Map.
In the 90th Meeting, the Committee appraised the
selection of sites report, the base line, data,
aeronautical and non-aeronautical area of airport zone
and suggested to shift the non-aeronautical area on
south of runway, shift the aeronautical area towards
south to save the Gadhi river, re-examine the airport
drainage plan, noise pollution to the habitat of
Karnala and Matheran hills and construction of
runway on airport stilt.
In the 91st Meeting, the Committee appraised the
submission made and further suggested to re-examine
the aeronautical area by reducing the spacing
between the runway, staggering of runway, re-
designing of the terminal area to save the Gadhi and
Ulwe rivers, examination of non-aeronautical area on
south of airport, re-rating of airport sites with added C M
parameters of environment cost & impact and K Y
securities, submission of CRZ map to MCZMA and
NCZMA, traffic and transportation study with phased
development and cost of transport infrastructure
analysis of air quality monitoring data and land
details.
In the 92nd Meeting, the Committee appraised the re-
rating of airport sites, non-aeronautical area of 276
Ha., recourse of Ulwe river, Mangrove analysis, traffic
and transportation study, etc., and suggested to
submit mainly the revised water quality and ecology
report, retaining the north of airport area for
mangrove aforestation, details of recourse of Ulwe
river, etc.

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In the 93rd Meeting, the various suggestions made
in the last meeting were submitted and appraised by
the EAC.
 The original proposal of Navi Mumbai International
Airport envisaged spread over an area of 1,615 Ha.
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K Y 415 Ha. for non-aeronautical activities with training of
Gadhi river and diversion of Ulwe river has undergone
several modification in accordance with the brief of
EAC given in the above EAC meetings.
MILESTONES IN THE PROCESS
Given below is a brief chronology of the Airport from the
time of its conception:
 Nov. 1997: The year that marked the beginning.
Ministry of Civil Aviation (MOCA), Govt. of India (GOI)
constituted a Committee to examine the various sites
for second airport for Navi Mumbai.
 June 2000: The GOI Committee, which had a Member
from the Ministry of Environment & Forest (MoEF),
recommended Rewas - Mandawa suitable since Navi
Mumbai Airport was proposed with one runway.
 Sept. 2000: CIDCO / Govt. of Maharashtra (GOM)
revised the proposal to provide for two runways and
submitted a feasibility report.
 Nov. 2000: A sub-Committee constituted by AAI,
examined the Navi Mumbai site and found it
technically and operationally feasible, and suggested C M
to carry out a detailed Techno Economic Feasibility K Y
Study (TEFS).

 The final outcome of such brief is broadly to shift the

non-aeronautical activities earlier planned in Waghivali
Island to South of airport and to reduce the runway
spacing to 1.55 km. from 1.85 km. as originally
proposed so as to save the training of Gadhi river. The
various compliance sought by the EAC in the above
meetings were given by CIDCO and a revised Master
Plan of airport with 1.55 km. Runway spacing with off
site infrastructure is submitted to MoEF for processing
the proposal from their end for finally granting
Environment and CRZ clearance and the same is
awaited.

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 Sept. 2001: It was the year when CIDCO / GOM
submitted TEFS comprising various technical studies.
Various technical queries and clarifications raised by
AAI have been successfully completed by CIDCO. AAI
suggested to carryout a Simulation Study to examine
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 Aug. 2006: International Civil Aviation Organization
(ICAO) conducted Simulation Study sponsored jointly
by CIDCO / GOM & AAI. The Study confirmed that
simultaneous operation of two airports is possible with
appropriate procedures in place.
 Feb. 2007: This year saw CIDCO / GOM submitting
Project Feasibility and Business Plan Report to
MOCA / GOI.
 July 2007: MOCA obtained in principal approval from
the Union Cabinet for the 2nd Airport in Navi Mumbai
and conveyed to GOM.
 Sept. 2007: CIDCO appointed IIT, Mumbai, for
Environment Impact Assessment (EIA) study and
CWPRS, Pune for conducting required hydraulic model
studies.
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 Aug. 2007: CIDCO made application to MoEF for
approval of Terms of Reference (TOR) for carrying out EIA.
 Nov. 2007: National Coastal Zone Management
Authority (NCZMA) recommended amendment to CRZ
Notification of 1991 to make Navi Mumbai Airport
development permissible in CRZ areas with mitigation
measures for environment damage.
 Feb. 2008: Maharashtra Coastal Zone Management
Authority (MCZMA) recommended the proposal with
compensatory forestation.
 March 2008: CIDCO appoints M/s. Louise Berger Group
(LBG) consortium, USA as prime consultants for the
proposed airport.
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 July 2008: GOM granted approval and appointed
CIDCO as the nodal agency for implementation.
 Feb. 2009: MOEF directed to obtain Hon. Mumbai High
Court approval for amendment of CRZ regulations.
 April 2009: Hon'ble High Court at Mumbai allowed the
Prayer of CIDCO / GOM for Amendment of CRZ
Notification of 1991.
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 May 2009: MoEF issues notification of amending the

CRZ Notification of 1991 permitting Green Field
Airport at Navi Mumbai in CRZ areas, subject to
environmental safeguards.
 June 2009: CIDCO submitted fresh application for
C M approval of TOR for carrying out EIA to the MoEF & to
K Y MCZMA for approval of CRZ clearance.
 July 2009: MCZMA considered the proposal for CRZ
approval and recommended to MoEF.

 Mar. 2010: CIDCO submitted draft EIA report to

Maharashtra Pollution Control Board (MPCB), for
conducting Public Hearing.
 May 2010: MPCB conducted Public Hearing and
submitted the Public Hearing report to MoEF.
 June 2010: CIDCO submitted final EIA Report
incorporating observations of Public Hearing to MoEF. C M
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 July 2010: MCZMA in its 63rd meeting approved minor Y

modifications to CZMP and recommended to MoEF.

 Aug. 2009: MoEF conveyed the TOR for carrying out
EIA study and IIT, Mumbai, commenced the
preparation of EIA work in consultation with Central
Water Power & Research Station (CWPRS), Pune and
Mumbai University, Ground Water Survey Dept.
Agency (GSDA), GOM, Gujarat Ecology Commission
(GEC), Govt of Gujarat, M/s. Hemant Sahai &
Associates (Legal Consultant), M/s. DHI, India and M/s.
Lewis Environmental Sciences, USA.
 Dec. 2009: Expert Appraisal Committee (MoEF), visited
the Navi Mumbai Airport site.
 Feb. 2010: MOEF gave additional TOR for EIA study.
 July 2010: EAC considered the proposal in its 89th,
90th, 91st, 92nd, and 93rd Meetings, spread over 5
months, starting from 21st July 2010 for granting
Environmental and CRZ clearance.
 Nov. 2010: EAC and CRZ clearance granted.
THE NAVI MUMBAI INTERNATIONAL AIRPORT
State-of-the-Art
The Navi Mumbai International Airport will be a state-of-
the-art airport, with modular facilities for both domestic
and international passengers and cargo capacity to
accommodate the projected demand throughout the
planned period.

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Facilities Par Excellence
The facilities planned include passenger and cargo
terminal buildings, runway system, aprons, taxiways,
airfield lighting system, air traffic control tower, NAVAIDs,
general aviation, cargo complex, maintenance hangars,
C M long-term aircraft parking, catering, GSE, utilities and
K Y infrastructure including roads, car parking, power supply
system, storm water drainage system, sewage treatment
plant, etc.
Step by Step Development
The overall plan will be sequentially developed, managed,
and operated to internationally recognized standards. The
design and development of high quality facilities will
provide the users with a high level of service, positive
working environment, a safe environment, advanced
technologies (online check-in and passport control
procedures, etc.), long life cycles, and excellent
performance.
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World's Envy, Navi Mumbai's Pride
Not simply a way of moving people and goods quickly and
efficiently, the new airport shall be a symbol of national
and regional manifest, which demonstrates the nation's
status and its economic growth. A sense of welcome in the
quest for excellence and competitiveness in air
transportation will truly be firmly established.
THE LOCATION
The proposed Airport is situated on National Highway No.
4B near Panvel in the geographical centre of Navi
Mumbai, having longitude of 73O.4'.18" and latitude of
18O.59'.33", and at a distance of approx. 35 km from the
existing airport in Mumbai.
The 4-lane National Highway 4B abutting the eastern
boundary of the proposed Airport is the main access to the
Airport from the east, whereas the 4-lane concrete road
called Aamra Marg touches the western boundary of the
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Airport. Not just by road but the Airport is also accessible
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through the existing Mankhurd-Belapur-Panvel commuter
rail corridor from Khandeshwar Railway Station.
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THE EXPANSE
As per the revised plan, the area of the proposed Airport
zone is about 1,405 Ha. It consists of an On-Airport area
for aeronautical use (1,160 Ha) and an Off-Airport area
for Mangrove Park (245 Ha) as a compensatory major for
C M loss of mangrove as well as regeneration of mangrove in
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Creek. The non-aeronautical activities related to the
Airport have been now planned at the south over an area
of 276 Ha, spread over in three pockets and offsite
infrastructure such as interchanges access roads etc. in
279 Ha.
The total area earmarked for Airport development is
2020 Ha, which includes an airport zone, area required for
re-coursing of Ulwe river, and area required for non-
aeronautical activities, Mangrove Park and off-site physical
infrastructure. Out of this, 1333 Ha (66%) land is in
possession of CIDCO, about 263 Ha (13%) of Govt.
land is being transferred and about 424 Ha (21%) is
private land.
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HIGHLIGHTS THAT COMPLIMENT ITS
MAGNITUDE
 The scale on which the Navi Mumbai International
Airport has been planned is humongous. No stone has
been left unturned to demonstrate the sheer grandeur
and technical competence of all the concerned parties
in the project. These below highlights will only
demonstrate the sheer magnitude of the task at hand:
 It is a complete 'Greenfield' airport with a capacity to
cater to 60 million passengers per annum. This makes
it the largest of its kind in the country.
 Its modernistic design allows it to compliment the ever
growing needs of aeronautical technology and
accommodate the new large aircraft A-380, which is
compatible to ICAO Standard for aerodrome 4-F.
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 It boasts of 2 parallel runways (3,700 m x 60 m, and a
runway safety area of 150 m x 60 m, and approach
lighting of 900 m) with a spacing of 1.55 km for
independent traffic movement of aircrafts. This by
itself is unique for the city of Mumbai.
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 The terminal design is both distinct and aesthetic

while also being functional not just for the authorities
but also for the passengers. The terminal will be built
in the middle of both the runways and will have full
and complete access from either side - a unique
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feature.
K Y  The passenger and his travel time conveniences have
been placed very high while designing and planning
the airport. It boasts of an 80% contact gate to the
aircraft for the passenger, which is considered to be
the highest in the world today. To facilitate this further,
it even accommodates for full length parallel taxi ways
(3,890 m x 25 m, on each runway), which run parallel
to the runways.
 The airport is not just a boon for the passenger but will
also facilitate cargo operations with state-of-the-art
facilities to load and unload up to several tons of cargo
in and from the facility.
 The airport will be made accessible to the citizens of
Mumbai and Navi Mumbai through all major forms of
transport including the road networks, the metro, the
suburban railways and even via a hovercraft service.
 The planning should in fact be complimented as more
than 276 Ha has been dedicated for non-aeronautical
activities.
 The environment has been completely taken care of
with several Ha of Mangroves and even a water body
to add to the scenic beauty of the surroundings.
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THE TERMINAL - AN EPICENTRE K Y
The Epicentre
Every major operation needs a nerve centre to drive it on
a daily basis and the Mid Terminal designed to fit
between the two parallel runways is a clear example of
the same.
 The terminal is a one-of-its-kind unique structure,
which is accessible to the general public from both
sides, hence facilitating ease and convenience for both
the passenger and the loved one.
 The passenger terminal building and supporting
facilities have been designed to support up to 60
million passengers per annum during the ultimate
phase of development.

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 The main passenger processing facility is a five-level  Number of Remote Aircraft Positions: 24
facility, including two mezzanines, a facility with an  150 plus counters for the ease and convenience of the
additional three-level office complex located at its passengers
centre. This facility processes both international and
domestic passengers. The terminal has access from Main Processing Unit
both the north and south sides and has three curbs on
C M The main passenger terminal building processing unit
K each side, one on grade and two elevated.
Y described by level is shown below:
 The first level curb is dedicated to the commercial
Level 1
vehicles, the second level curb is for arrivals and the
third level curb is for departures.  Baggage sorting area
 Commercial Ground transportation curb access lobby
 Commercial Ground transportation curb
 Train Station
Level 2 (mezzanine)
 In-line explosive detection screening areas
 Bridge connections to parking areas and train station
 Offices and mechanical rooms
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Level 3 (Arrival Level) K Y

 International baggage claim and government

The main characteristics of the passenger terminal
building are:
 H-Shape Concept (central processing unit and two
concourses)
 Total Area (including all levels): 3.5 lacs sq. m
 Main Terminal Building (including all levels):
84000 sq. m
 North Concourse (including all levels): 1.32 lacs sq. m
 South Concourse (including all levels): 1.32 lacs sq. m
 Number of Contact Aircraft Positions: 77
inspections
 Domestic baggage claim
 Ground transportation / commercial lobby
 International meeters / greeters area
 Domestic meeters / greeters area
 Public arrivals curbs
Level 4 (mezzanine)
 Departure passenger access to concourses
 Arrival passenger access from concourses to claim
areas
 Bridge connections to parking areas

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Level 5 (Departure Level)  Immigration counters (south concourse)

 Passenger check-in Lobby  Contact gate fixed connection bridges
 Well wishers area Level 3
Level 6 (centre of building)  Concessions
C M  Concessions area  Security screening
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 Access to office building  Exit passport control (south concourse)
 Departures access corridor
Levels 7 & 8 (centre of building)
 Offices CARGO

CONCOURSES Provisioning for Cargo

The Airport has been designed to accommodate the
There are two concourses, the north concourse and the
various requirements that bulk cargo loading and un-
south concourse. During Phase 1 and 2, the south
loading would require.
concourse will be divided in two, processing both
international and domestic passengers. In later phases,  Building Area (Ultimate Condition): 1,03,000 sq. m
the south concourse will serve as the international (International and Domestic)
concourse and the north as the domestic concourse.  International Cargo Building (Phase 1): 27,000 sq. m
Following is a description by level of both the north and C M
 Domestic Cargo Building (Phase 1): 33,000 sq. m
south concourses: K Y
 Cargo Apron: 15 wide-body aircraft stands
Level 1
 Remote gate lounges & bus pick-up
 Remote gate bus drop-off and sterile corridor access
 Ramp / Airline support
 Mechanical areas
Level 2
 Sterile arrivals corridor
 Contact gate departure lounges
 Transit/Transfer airline counters
 Transit/Transfer security and concourse access
 Business Class lounges

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AIRPORT ACCESS ROAD
The primary airport access roads will provide access to the
airport from the neighbouring community road system.
There will be two main primary access roads to NMIA,
from western and eastern fronts of the airport. The
C M western primary access road will have the following
K Y elements:
 Five lanes (5) on each side having total lane width of
17.5 m.
 Pedestrian walkway on either side (3m - 6m).
 One lane undivided service road with width of 7 m,
serving ancillary facilities cargo, hangars, jet fuel farm,
etc. on both sides.
 A service corridor of 5 m width on both side to serve
electrical, mechanical and telecommunication facilities.
 A single line central metro corridor with right of way
of 12 m.
 A total right of way of 100 m, for western primary
access road, will be required in the ultimate phase of
NMIA development.
16 NAVI MUMBAI INTERNATIONAL AIRPORT
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The eastern primary access road will have the following
elements:
 Four lanes (4) on each side having total lane width
of 14 m.
 Pedestrian Walkway on either side (3m - 6m).
 One lane undivided service road with width of 7 m,
serving ancillary facilities cargo, hangars, jet fuel farm,
etc. on both sides.
 A service corridor of 5 m width on both side to serve
electrical, mechanical and telecommunication facilities.
 A total right of way of 88 m, for the eastern primary
access road, will be required in the ultimate phase of
NMIA development.
OTHER FACILITIES THAT MAKE IT COMPLETE
Aircraft Maintenance Hangar Facilities
 Facility total area (including parking access, etc.):
181,500m2 C M
 Space for 6 hangars K Y
 Building area (Phase 1): 79,000 sq. m
Air Rescue and Fire Fighting Facility
 Two Stations (Category 9) in Ultimate Condition
 Three Fire Fighting Vehicles at each station in Ultimate
Condition
 Building Area (Phase 1): 1,000 sq. m (one station)
Fuel Farm
 Facility Area: 1,28,000 sq. m
 Jet A1 fuel tanks and AVGas Cisterns
 Maintenance Areas
Ground Handling Equipment Maintenance
 Total Area: 19,800 sq. m
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PROJECT RE-SETTLEMENT & REHABILITATION

To bring such magnificent facility to life involves major
upheavals, and the Airport is no exception. The NMIA
project is going to affect number of households, minor
business activities and structures in the Airport area, and
C M the same are required to be re-located. A preliminary
K Y estimate indicates that approximately 3,000 families will
have to be re-located due to the NMIA project.
But the kind of socially responsible organisation that
CIDCO is, it has accordingly prepared the Draft R&R Policy
for Airport Project Affected Persons (APAP) keeping in line
with the Central and State Government's policies. The
Catering Facility Gaothans of villages of Panvel Taluka proposed for the
Airport project are as under:
 Facility total area (Ultimate Condition): 24,000 sq. m
(including vehicular parking, access, etc.) Name of Village Name of Padas
 Building area in Phase 1: 3,500 sq. m Targhar Targhar, Kombhadbhuje
Airport Maintenance Area Ulwe Ulwe, Ganeshpuri
 Facility total area: 96,500 sq. m Owle Vaghivilivada, Upper Owle C M
Pargaon Koli K Y
General Aviation Kopar Kopar
 Building Area (Phase 1): 1,200 sq. m
Vadgar Chinchpada
PROJECT ACTIVITIES & OFF-SITE INFRASTRUCTURE Waghivali Waghivali

A project of such magnitude understandably involves
various activities, including land development by cutting
of hills and filling, development of airport in phases, re-
coursing of Ulwe river, shifting of EHVT line, development
of non-aeronautical activities, off-site physical
infrastructure in terms of roads, interchange, water supply,
STPs, power, etc., and development of utility lines required
for airport zone. To compensate the loss of a mangrove
area admeasuring 98 Ha, a mangrove park is also
proposed to be developed on Waghivali Island. It will help
protect the environment and ecology of Navi Mumbai.
The R&R entitlement includes the allottment of fully
developed plot of equivalent to loss of area besides other
benefits in accordance with the above policy. The R&R
Policy will be implemented after obtaining State
Government's approval.
IMPACT ON THE ENVIRONMENT
Our Responsibility
CIDCO has stressed enormously on the well being of the
environment even as it has developed into an entity,
which is now synonymous with growth and development.

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Measures Taken  This in turn, would assure steady revenue to the

The measures taken to develop the environment and to investors, and attract a lot of investments in the
keep the nearing area green and beautiful are increasingly region.
applause worthy.  Moreover, enhanced aviation facilities, particularly in
Cargo, will open up a huge opportunity for export of
C M the State's agriculture produce, floriculture and hi-tech
K Y value industries to the world market.
 It will also make the export / import of time-critical
cargo economical, efficient and fast from the proposed
Navi Mumbai Special Economic Zone.

PHASES OF DEVELOPMENT
Development Phases
The facility as awe inspiring as it is will be completed over
a phase of four stages.
 A 245 Ha mangrove park, along with area of 310 Ha.  The airport will be operational first in end of 2014 and
at Kamothe and 60 Ha. at Moha Creek for will facilitate 10 million passengers in the 1st stage.
C M
regeneration of mangroves will be developed and Phase-I K Y
maintained in the nearby area, thus providing the
1. Runway 1 (North) 6. Remote Stand 5 Nos.
ecological balance of the area.
2. Taxiway 2 (North) 7. General Aviating
 A large water body in north is also being retained. 3. Comm. Apron 3,55,925 sq.m Apron 6,000 sq.m
4. Passenger 8. ATC Tower 
IMPACT ON COMMERCE Terminal 86,068 sq.m 9. Cargo 32,994 sq.m
5. Contact Gates 15 Nos. 10. Basic Construction ` 4,424 Cr.
Impact beyond Air Travel
 The massive Navi Mumbai International Airport has a  Stage 2 will see the capacity of the passengers shoot
huge employment-generation potential, and will up to 25 million and will be ready by 2020.
generate 1 lakh new jobs directly, along with another 1 Phase-II
lakh jobs on an indirect level.
1. Runway 1 (South) 6. Remote Stand 5 Nos.
 The Airport would boost the Mumbai-Pune-Ahmednagar 2. Taxiway 2 (South) 7. General Aviating
Corridor and especially the Konkan belt, along with the 3. Comm. Apron 3,00,000 sq.m Apron 6,000 sq.m
golden triangle of Mumbai-Nashik-Pune, and would 4. Passenger 8. ATC Tower –
Terminal 80,000 sq.m 9. Cargo 32,994 sq.m
ensure a steady growth rate in its air traffic.
5. Contact Gates 20 Nos. 10. Basic Construction ` 1,934 Cr.

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 A capacity of 45 million in the year of 2025 will complete

stage 3.
Phase-III
1. Runway – 6. Remote Stand 8 Nos.
2. Taxiway – 7. General Aviating
C M 3. Comm. Apron 4,21,625 sq.m Apron 12,000 sq.m
K Y 4. Passenger 8. ATC Tower –
Terminal 1,23,000 sq.m 9. Cargo 37,000 sq.m
5. Contact Gates 30 Nos. 10. Basic Construction ` 1,728 Cr.
 The airport will be fully functional and will operate at
complete capacity at the end of stage 4 by 2030.
Phase-IV rise as we speak. A facility so state-of-the-art, so modern
1. Runway – 6. Remote Stand 6 Nos. and yet most importantly, so convenient and user-friendly
2. Taxiway – 7. General Aviating for the urban passenger always in a hurry to reach his
3. Comm. Apron 1,50,000 sq.m Apron 9,100 sq.m
4. Passenger 8. ATC Tower –
destination.
Terminal 50,000 sq.m 9. Cargo – This will most definitely be a modern architectural and
5. Contact Gates 12 Nos. 10. Basic Construction ` 636 Cr. design marvel and will prove to be an inspiration for many
in the years to follow. The airport will just be another
PLAN OF ACTION C M
crown jewel in the growing list of accolades that CIDCO
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With the expectation of Environment and CRZ Clearance can take credit for, in its quest for measured yet
forthcoming from MoEF soon, simultaneous actions on the progressive development.
following activities are taken up:
It will most definitely help to accelerate Navi Mumbai's
i) Obtaining Forest Clearance
rise as a meteorological super power in the annals of
ii) Obtaining Defense Clearance
world development.
iii) Acquisition of Private Land & Transfer of Govt. Land
iv) Rehabilitation & Re-settlement
v) Master Plan & Detailed Project Report CORE TEAM:
vi) Airport Business Plan Mr. T. C. Benjamin, IAS, PS (UD) GoM
vii) Selection of Bidder Mr. Tanaji Satre, IAS, VC & MD, CIDCO
Mr. Satyendu Sinha, Ex-ACTE, CIDCO
CIDCO'S PRIDE - ELEVATING NAVI MUMBAI Mr. J. R. Kulkarni, GM (Airport)
TO THE GLOBAL RADAR Mr. Soma Vijaykumar, ACTE, CIDCO
Convenience Personified Mrs. Geeta Pillai, TE (South), CIDCO
Mr. Praful Ohale, Sr. AE, CIDCO
The Navi Mumbai International Airport will also be a boon and Panel of Consultants
for frequent air travellers, the number of which is on the

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Contact us:
Tanaji Satre, IAS, VC & MD, CIDCO
Tel.: +91.22.2202.6665, 6791.8211 • Fax: +91.22.2756.2129 • E-mail: md@cidcoindia.com, satretanaji@gmail.com
J. R. Kulkarni, GM (Airport) Soma Vijaykumar, Addl. Chief Transportation Engineer
Tel.: +91.22.6791.8681, 6791.8673 • Fax: +91.22.6791.8166 Tel.: +91.22.6791.8616 • Fax: +91.22.6791.8166
E-mail: gm.sez@cidcoindia.com, jrk50@indiatimes.com E-mail: vijaykumar.s@cidcoindia.com
CITY AND INDUSTRIAL DEVELOPMENT CORPORATION OF MAHARASHTRA LTD.
CIDCO Bhavan, 6th Floor, CBD Belapur, Navi Mumbai – 400 614.
www.cidcoindia.com

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Printed & Published by:

Dr. Mohan Ninawe, PRO, CIDCO Ltd., CIDCO Bhavan, CBD Belapur, Navi Mumbai - 400 614
November 2010
All photos are indicative only and all content is for information only.

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