Volume-II (Introduction, Analysis of Alternative Sites and Project Description)

8/7/2019 Volume-II (Introduction, Analysis of Alternative Sites and Project Description)

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ENVIRONMENTAL IMPACT ASSESSMENT (EIA)

STUDY OF NAVI MUMBAI INTERNATIONAL AIRPORT

CITY AND INDUSTRIAL DEVELOPMENT CORPORATION

OF MAHARASHTRA LIMITED

Volume - II

CENTER OF ENVIRONMENT SCIENCE & ENGINEERING,INDIAN INSTITUTE OF TECHNOLOGY, MUMBAI.

June 2010

Chapter - 1 Introduction

Chapter - 2 Analysis of Alternative Sites

Chapter - 3 Project Description


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June 2010

CENTER OF ENVIRONMENT SCIENCE & ENGINEERING,INDIAN INSTITUTE OF TECHNOLOGY, MUMBAI

ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF

NAVI MUMBAI INTERNATIONAL AIRPORT

NAVI MUMBAI

INTERNATIONAL AIRPORT

NAVI MUMBAI

INTERNATIONAL AIRPORT

CIDCO

Volume - II

Chapter - 1 IntroductionChapter - 2 Analysis of Alternative SitesChapter - 3 Project Description


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EIA Study of Navi Mumbai International Airport I

CESE, IIT Mumbai CIDCO

C O N T E N T S

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 141.4.2 : 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


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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 72.4.1 : Salient Features 72.4.2 : 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


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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


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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


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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


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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 3384.14.2 : 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


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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 25.1.1 : Impact Identification 2

5.1.2 : Evaluation and Classification of Impacts 13

5.1.3 : Prioritization of Impacts and Identification of EnvironmentalSectors affected

24

5.2 : Mitigation Measures 29

Chapter 6 : Environmental Management Plan

6.1 : Background 16.2 : 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


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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


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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 778.8.2 : Aircraft Emission 808.8.3 : 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


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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. ofMaharashtra.:

3

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


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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 301.14 Geographical & Environmental Setting of The Airport Site ( 10 Km

Radius)33

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 113.5 Airport development Phasing NMIA 113.6 NMIA Air Traffic Forecast Summary 12


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EIA Study of Navi Mumbai International Airport XII


3.7 Number of Passengers per Development Phasing 133.8 Land Use Statement for Aeronautical Area 283.9 Phase-wise Water Requirements 303.10 Demand & Supply of Water 313.11 Phase-wise Power Requirement 333.12 Navi Mumbai Demand and Supply of Energy 343.13 Land use Statement for Non Aeronautical Area 383.14 Basic Cost Estimate of Airport Zone 393.15 Quantities of basic Materials ( Approx) 42VOLUME-III

Chapter 4

4.1 Geographical & Environmental Setting of Study Area 2

4.2 Soil Quality Monitoring Stations In The Project Area 174.3 Usda Soil Textural Classification System 204.4 Classification Based On Sodium Adsorption Ratio And Electrical

Conductivity22

4.5 Classification of soil based on CEC value 244.6 Classification Of Soil Based On Permeability 254.7 Values Of Different Soil Quality Parametres At Various Stations Of

The Project Area During Post Monsoon Season27

4.8 Values Of Different Soil Quality Parametres At Various Stations OfThe Project Area During Pre Monsoon Season

28

4.9 Values of Different Soil Quality Parameters at Various Stations ofThe Project Area during Monsoon Season

30

4.10 Texture And Particle Size Distribution Of Soil In The Project AreaDuring Post Monsoon Season

31

4.11 Texture And Particle Size Distribution Of Soil In The Project AreaDuring Pre Monsoon Season

32

4.12 Texture And Particle Size Distribution Of Soil In The Project AreaDuring Monsoon Season

33

4.13 Navi Mumbai Soil Groups 394.14 Standard Penetration Test 47


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EIA Study of Navi Mumbai International Airport XIII


4.15 Soil Properties (UDS Samples) 484.16 Soil Properties (DS Samples) 50

4.17 Rock Sample Test Results 514.18 Chemical Analysis 524.19 Design Parameters (Summary) 534.20 Soil Properties (UDS Samples) 604.21 Soil Properties (DS Samples) 614.22 Rock Sample Test Results 634.23 Marine Water Quality Monitoring Stations in the Project Area 724.24 Ground Water Quality Monitoring Stations in the Project Area 734.25 Descriptor Categories For Various Nsf-Wqi Values 764.26 Results Of Water Quality Analysis Of Gadhi River During Post

Monsoon Season78

4.27 Results Of Water Quality Analysis Of Gadhi River During PreMonsoon Season

79

4.28 Results Of Water Quality Analysis Of Gadhi River During MonsoonSeason

80

4.29 Results Of Water Quality Analysis Of Ulve River during PostMonsoon, Pre-monsoon and Monsoon

81

4.30 Results Of Water Quality Analysis Of Panvel Creek During PostMonsoon, Pre-Monsoon & Monsoon Season

82

4.31 Receiving Sea Water Standards for SW II Category(CommercialFishing, Contact Recreation, Bathing water)

83

4.32 Nsf Water Quality Index (Wqi) Calculated For Creek Water For PostMonsoon Season

98

4.33 NSF Water Quality Index (Wqi) Calculated For Creek Water For PreMonsoon Season 994.34 NSF Water Quality Index (Wqi) Calculated For Creek Water For

Monsoon Season100

4.35 Results Of Water Quality Analysis Of Ground Water In The ProjectArea During Post Monsoon Season

102

4.36 Results Of Water Quality Analysis Of Ground Water In The ProjectArea During Pre Monsoon Season

103

4.37 Values Of Ground Water Quality Parametres During MonsoonSeason

104


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EIA Study of Navi Mumbai International Airport XIV


4.38 Nsf Water Quality Index (Wqi) Calculated For Ground Water For PostMonsoon Season

116

4.39 Nsf Water Quality Index (Wqi) Calculated For Ground Water For PreMonsoon Season

117

4.40 Nsf Water Quality Index (Wqi) Calculated For Water For MonsoonSeason

118

4.41 Selection of Air Monitoring Stations in the Project Area 1214.42 (a) Monthwise Measured Values Of Tsp (G/M3) In Air At Various

Stations Of The Project Area During The Post Monsoon Season

125

4.42( b) Monthwise Measured Values Of Pm10 (G/M3) In Air At VariousStations Of The Project Area During The Post Monsoon Season

126

4.42 (c) Monthwise Measured Values Of Nox (G/M3) In Air At VariousStations Of The Project Area During The Post Monsoon Season

127

4.42 (d) Monthwise Measured Values Of So2 (G/M3) In Air At VariousStations Of The Project Area During The Post Monsoon Season

128

4.42 (e) Monthwise Measured Values Of Nh3 (G/M3) In Air At VariousStations Of The Project Area During The Post Monsoon Season

129

4.42 (f) Monthwise Measured Values Of Co (Mg/M3) In Air At VariousStations Of The Project Area During The Post Monsoon Season

130

4.42 (g)

Monthwise Measured Values Of Hc (G/M3) In Air At VariousStations Of The Project Area During The Post Monsoon Season 131

4.42 (h) Monthwise Measured Values Of Tsp (G/M3) In Air At VariousStations Of The Project Area During The Winter Season

131

4.42 (i) Monthwise Measured Values Of Pm10 (G/M3) In Air At VariousStations Of The Project Area During The Winter Season

133

4.42 ( j) Monthwise Measured Values Of Nox (G/M3) In Air At VariousStations Of The Project Area During The Winter Season

134

4.42 (k) Monthwise Measured Values Of So2 (G/M3) In Air At VariousStations Of The Project Area During The Winter Season

135

4.42 (l) Monthwise Measured Values Of Nh3 (G/M3) In Air At VariousStations Of The Project Area During The Winter Season

136

4.42 (m) Monthwise Measured Values Of Co (G/M3) In Air At VariousStations

137

4.42 (n) Monthwise Measured Values Of Hc (G/M3) In Air At VariousStations

138

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

139


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EIA Study of Navi Mumbai International Airport XV


4.42 (p) Monthwise Measured Values Of Pm10 (G/M3) In Air At VariousStations Of The Project Area During The Pre Monsoon Season

140

4.42 (q) Monthwise Measured Values Of Nox (G/M3) In Air At VariousStations Of The Project Area During The Pre Monsoon Season

141

4.42 ( r) Monthwise Measured Values Of So2 (G/M3) In Air At VariousStations Of The Project Area During The Pre Monsoon Season

142

4.42 (s) Monthwise Measured Values Of Nh3 (G/M3) In Air At VariousStations Of The Project Area During The Pre Monsoon Season

143

4.42 (t) Monthwise Measured Values Of Co (G/M3) In Air At VariousStations Of The Project Area During The Pre Monsoon Season

144

4.42 (u) Monthwise Measured Values Of Hc (G/M3) In Air At VariousStations Of The Project Area During The Pre Monsoon Season

145

4.42 (v) Monthwise Measured Values Of Tsp (G/M3) In Air At VariousStations Of The Project Area During The Monsoon Season

146

4.42 (w) Monthwise Measured Values Of Pm10 (G/M3) In Air At VariousStations Of The Project Area During The Monsoon Season

147

4.42 (x) Monthwise Measured Values Of Nox (G/M3) In Air At VariousStations Of The Project Area During The Monsoon Season

148

4.42 (y) Monthwise Measured Values Of So2 (G/M3) In Air At VariousStations Of The Project Area During The Monsoon Season

149

4.42 (z) Monthwise Measured Values Of Nh3 (G/M3) In Air At VariousStations Of The Project Area During The Monsoon Season

150

4.42 (z) Monthwise Measured Values Of Co (G/M3) In Air At Various StationsOf The Project Area During The Monsoon Season

151

4.42 (z) Monthwise Measured Values Of Hc (G/M3) In Air At VariousStations Of The Project Area During The Monsoon Season

152

4.43 Average Values Of Different Air Pollutants Concentration At VariousStations Of The Project Area During Post Monsoon Season

153

4.44 Average Values Of Different Air Pollutants Concentration At VariousStations Of The Project Area During Winter Season

154

4.45 Average Values Of Different Air Pollutants Concentration At VariousStations Of The Project Area During Pre Monsoon Season

155

4.46 Average Values Of Different Air Pollutants Concentration At VariousStations Of The Project Area During Monsoon Season

156

4.47 Air Quality Index (Aqi) And Air Quality Status At Various Station OfThe Project Area During Post Monsoon Season

163


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EIA Study of Navi Mumbai International Airport XVII


During Pre Monsoon Season

4.60 Frequency Of Cloud Cover In Oktas Observed In The Project AreaDuring Monsoon Season

212

4.61 (a) Type Of Cloud Cover Observed During The Month Of November2007

213

4.61 (b) Type Of Cloud Cover Observed During The Month Of December,2007

214

4.61 (c) Type Of Cloud Cover Observed During The Month Of January, 2008 2164.61 (d) Type Of Cloud Cover Observed During The Month Of February, 2008 2174.61 (e) Type Of Cloud Cover Observed During The Month Of March, 2008 2194.61 (f) Type Of Cloud Cover Observed During The Month Of April, 2008 2204.61 (g) Type Of Cloud Cover Observed During The Month Of May, 2008 2224.61 (h) Type Of Cloud Cover Observed During The Month Of June, 2008 2234.61(i) Type Of Cloud Cover Observed During The Month Of July, 2008 2254.61 (j) Type Of Cloud Cover Observed During The Month Of August, 2008 2264.61 (k) Type Of Cloud Cover Observed During The Month Of September,

2008228

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 2314.63 Visibility Observed Within Study Area During Winter Season 2324.64 Visibility Observed Within Study Area During Pre Monsoon Season 2334.65 Visibility Observed Within Study Area During Monsoon Season 2344.66 Locations of Ambient Noise Quality Monitoring stations in and around

the project site236

4.67 Ambient Noise Quality Standards 2374.68 (a) Hourly Leq Values At Various Location Of The Project Area During

Post Monsoon Season241

4.68 (b) Hourly Leq Values At Various Location Of The Project AreaDuringPre Monsoon season

243

4.68 (c) Hourly Leq Values At Various Locations Of The Project Area DuringMonsoon Season

245

4.69 (a) Area wise Noise Characteristics In The Project Area During PostMonsoon Season (January, 2008)

251


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EIA Study of Navi Mumbai International Airport XVIII


4.69 (b) Area wise Noise Characteristics In The Project Area During PreMonsoon Season (April, 2008)

252

4.69 (c) Area wise Noise Characteristics In The Project Area During Monsoon

Season (October, 2008)

253

4.70 Index Ranges 2484.71 (a) Ambient Noise Level At Various Location Of The Project Area During

Post Monsoon Season255

4.71 (b) Ambient Noise Level At Various Location Of The Project Area DuringPre Monsoon Season

256

4.71 (c) Ambient Noise Level At Various Location Of The Project Area DuringMonsoon Season

257

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 & MammalsEncountered During The Site Visits In Different Seasons

267

4.76 Fish, Amphibians, Prawns & Crabs Encountered During The SiteVisits In Different Seasons

268

4.77 (a) Ecological Indices for the Flora of Terrestrial Habitats in Project Area

Surveyed During Pre Monsoon Season

283

4.77 (b) Ecological Indices for the Flora of Terrestrial Habitats in Project AreaSurveyed During Monsoon Season

288

4.77 (c) Ecological Indices for the Flora of Terrestrial Habitats in Project AreaSurveyed During Post Monsoon Season

295

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,Ulwe River and Panvel Creek during Pre-Monsoon Season

306

4.80 (b) Phytoplankton species encountered at all collection stations fromGadhi River, Ulwe River and Panvel Creek in Monsoon Season

307

4.80 (c) Phytoplankton species encountered at all collection stations fromGadhi River, Ulwe River and Panvel Creek in Post Monsoon

308

4.81 (a) Primary Production of Water at Different Stations along Gadhi River,Ulwe River and Panvel Creek in Pre Monsoon Season

311

4.81 (b) Primary Production of Water Collected From Different Stations alongGadhi River, Ulwe River and Panvel Creek in Monsoon Season

312


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EIA Study of Navi Mumbai International Airport XIX


4.81 (c) Primary Production of Water Collected From Different Stations alongGadhi River, Ulwe River and Panvel Creek in Post Monsoon Season

313

4.82 (a) Species Composition of Zooplankton from Various Stations in AquaticHabitats in the Project Area during Pre- Monsoon Season

315

4.82 (b) Zooplankton Species encountered in waters collected from differentsites along Gadhi River, Ulwe River And Panvel Creek duringmonsoon

316

4.82 (c) Species encountered in waters collected from different sites alongGadhi River, Ulwe River And Panvel Creek during Post monsoon

317

4.83 (a ) Ecological Indices Calculated For The Zooplankton at VariousLocations Along Gadhi River, Panvel Creek And Ulwe River duringPre Monsoon Season

318

4.83 (b) Ecological Indices for Zooplankton Species at Various LocationsAlong Gadhi River, Panvel Creek And Ulwe River during Monsoon.

319

4.83 (c) Ecological Indices Calculated For The Zooplankton From VariousLocations Along Gadhi River, Panvel Creek And Ulwe River duringPost Monsoon.

320

4.84 (a) Dry Organic Weight of the Zooplankton Collected From VariousStations along Gadhi River, Panvel Creek and Ulwe River During PreMonsoon Season

321

4.84 (b) Dry Organic Weight of the Zooplankton Collected From Various

Stations along Gadhi River, Panvel Creek and Ulwe River DuringMonsoon Season

323

4.84 (c) Dry Organic Weight of the Zooplankton Collected From VariousStations along Gadhi River, Panvel Creek and Ulwe River during PostMonsoon Season

324

4.85 (a ) Benthic Forms Encountered in the Sediments Collected at VariousStations along Gadhi River, Panvel Creek and Ulwe River during PreMonsoon Season.

326

4.85 (b) Benthic Forms Encountered in the Sediments Collected at VariousStations along Gadhi River, Panvel Creek and Ulwe River during

Monsoon Season.

327

4.85 (c ) Benthic Forms Encountered in the Sediments Collected at VariousStations along Gadhi River, Panvel Creek and Ulwe River during PostMonsoon Season.

328

4.86 (a ) Organic Matter Content of Sediments from Various Stations alongGadhi River, Ulwe River and Panvel Creek during Pre MonsoonSeason

329

4.86 (b) Organic Matter Content of Sediments from Various Stations alongGadhi River, Ulwe River and Panvel Creek during Monsoon Season

330


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4.86 (c) Organic Matter Content of Sediments from Various Stations alongGadhi River, Ulwe River and Panvel Creek during Post MonsoonSeason

331

4.87 (a)

Results Of Water Quality Analysis Of Gadhi River During PostMonsoon Season 333

4.87 (b) Results Of Water Quality Analysis Of Gadhi River During PreMonsoon Season

334

4.87 (c) Results Of Water Quality Analysis Of Gadhi River During MonsoonSeason

335

4.87 (d) Results Of Water Quality Analysis Of Ulve River During PostMonsoon, Premonsoon And Monsoon

336

4.87 (e) Results Of Water Quality Analysis Of Panvel Creek During PostMonsoon, Pre-Monsoon & Monsoon Season

337

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 3624.98 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 3674.103 Traffic volume forecast at sanpada Intersection 3684.104 Parameters Selected For Node Evaluation 3704.105 Intersection Evaluation for Belapur Intersection 3714.106 Intersection Evaluation for Kalamboli Intersection 372


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4.107 Intersection Evaluation for D.Y. Patil Intersection 3734.108 Intersection Evaluation for Panvel Intersection 3734.109 Intersection Evaluation for Uran-JNPT Intersection 3744.110 Intersection Evaluation for Taloja Intersection 3744.111 Intersection Evaluation for Sanpada Intersection 3754.112 a V/C Ratio for Belapur Intersection of Approach 12 3774.112 b V/C Ratio for Belapur Intersection of Approach 14 3784.112 c V/C Ratio for Belapur Intersection of Approach 16 3794.112 d V/C Ratio for Belapur Intersection of Approach 18 3804.113 a V/C Ratio for Kalamboli Intersection of Approach 62 3814.113 b V/C Ratio for Kalamboli Intersection of Approach 64 3824.113 c V/C Ratio for Kalamboli Intersection of Approach 66 3834.113 d V/C Ratio for Kalamboli Intersection of Approach 68 3844.113 e V/C Ratio for Kalamboli Intersection of Approach 69 3854.114 a V/C Ratio for D Y Patil Intersection of Approach 42 3864.114 b V/C Ratio for D Y Patil Intersection of Approach 44 3874.114 c V/C Ratio for D Y Patil Intersection of Approach 46 388

4.115 Status Of Land For The Project 3904.116 Villages, Settlements Area & Population and Househols within

Airport391

4.117 Landcover Of Study Area 2009 4024.118 Existing Landcover Of Project Zone 2009 403VOLUME-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


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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 346.3 EMP cost during construction phase 446.4 EMP cost during operational phase 456.5 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


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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 788.5 c Surface Traffic Air Quality Assessment SO2 798.5 d Surface Traffic Air Quality Assessment CO 808.5 e Surface Traffic Air Quality Assessment NOX 818.6 a Projected noise level Sion-Panvel Highway 83

8.6 b Projected noise level-National Highway No.4 B 838.6 c Projected noise level-National Highway No.4 848.6 d Projected noise level Amra Marg 848.6 e Projected noise level-State Highway 54 858.7 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


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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 221.7 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 ICAOCode

26

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 311.13 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


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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 alongSouth Runway)

65

4.19 Sub-Soil profile of Airport Site (Longitudinal Sectional Profile alongNorth Runway )

66

4.20 Sub-Soil profile of Airport Site (Longitudinal Sectional Profile alongcentreline of Airport)

68

4.21 Sub-Soil profile of Airport (Longitudinal Sectional Profile alongNorthen bank of river)

69

4.22 Sub-Soil profile of Airport (Longitudinal Sectional Profile along 70


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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 OfNovember, 2007 And October 2008

197

4.26 (b) Hourly Variation Of Average Temperature For The Month OfNovember, 2007 And October 2008

198

4.26 (c) Hourly Variation Of Average Relative Humidity For The Month OfNovember, 2007 And October 2008

198

4.26 (d) Hourly Variation Of Average Solar Radiation For The Month OfNovember, 2007 And October 2008

199

4.27 (a) Hourly Variation of Average Wind Speed for the Month of December,2007, January, 2008 and February, 2008

199

4.27 (b) Hourly Variation of Average Temperature for the Month of December,2007, January, 2008 and February, 2008

200

4.27 (c) Hourly Variation of Average Relative Humidity Speed for the Month ofDecember, 2007, January, 2008 and February, 2008

200

4.27 (d) Hourly Variation of Average Solar Radiation for the Month of

December, 2007,January, 2008 And February, 2008

201

4.28 (a) Hourly Variation of Average Wind Speed for the Month of March,2008, April, 2008 and May, 2008

201

4.28 (b) Hourly Variation of Average Temperature for the Month of March,2008, April, 2008 and May, 2008

202

4.28 (c) Hourly Variation of Average Relative Humidity Speed for the Month ofMarch, 2008, April, 2008 and May, 2008

202

4.28 (d) Hourly Variation of Average Solar Radiation for the Month of March,2008, April, 2008 and May, 2008

203

4.29 (a) Hourly Variation of Average Wind Speed for the Month Of June,2008, July, 2008, August, 2008 and September, 2008

203

4.29 (b) Hourly Variation of Average Temperature for the Month Of June,2008, July, 2008, August, 2008 and September, 2008

204

4.29 (c) Hourly Variation Of Average Relative Humidity For The Month OfJune, 2008, July, 2008, August, 2008 And September, 2008

204

4.30 (a) Wind Rose For The Month Of November, 2007 205

4.30 (b) Wind Rose For The Month Of December, 2007 205


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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

Linkages

346

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


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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 NaviMumbai

412

4.59 Navi Mumbai International Airport With The Training Of Gadhi AndDiversion Of Ulwe Rivers

413

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 -Flow Diagram

1

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 imagery2001

43


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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


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Chapter - 1

Introduction


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EIA Study of Navi Mumbai International Airport Sheet 2 of 49


Techno-economic Study (TEFS) was conducted through M/s.Carter & Burgess

Inc. (USA) for development of domestic airport. The TEFS report was submitted

to Govt. of India in 1997.

Realising the problems at other identified sites in MMR and at the behest of

Govt. of Maharashtra, the proposal of domestic airport was upgraded to

International airport and accordingly a Technical Feasibility Report was

submitted to Govt. of India in 1998.

The Committee constituted in 1998 by the Ministry of Civil Aviation, Govt. of India

to identify suitable site for 2nd airport for Mumbai examined Navi Mumbai site

along with Rewas-Mandawa and Mhapan in Sindhudurg district and

recommended the Rewas-Mandwa site as most suitable site in 2000. The Navi

Mumbai site, while considered suitable for a domestic airport, was determined

unsuitable for international airport as no parallel runway had been proposed.

CIDCO then revised its original proposal incorporating the provision for a parallel

runway and made a presentation for development of Navi Mumbai International

Airport (NMIA) The proposal of CIDCO was considered financially viable,

environmentally less disturbing, supported by the local people. Thereafter

CIDCO, through Government of Maharashtra(GOM), submitted the proposal

enclosing a pre-feasibility 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 Ministry of Civil Aviation, Government of India, in turn through the Airport

Authority of India, constituted a technical team to examine the pre-feasibility

report. The team concluded that the Navi Mumbai site is operationally feasible

for locating the second International Airport for Mumbai, and suggested to

conduct studies such as geological/geo-technical, hydrological, traffic and

environmental studies etc.

A techno-economic feasibility study was conducted in 2001, by CIDCO, inter-alia,

to address the issues raised by the above technical team which included

Geological/geo-technical, hydrological, aeronautical, traffic and environmental

studies and submitted the report to AAI. All the clarifications sought by the AAI


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were reconciled and finally narrowed down to only two points i.e. the provision of

parallel independent runways with a spacing of 1035 mt. and carrying out the

Simulation study to establish the conflict free operation of Mumbai and NaviMumbai Airports. CIDCO carried out the exercise and accommodated parallel

independent runways with 1035 spacing between the centerline of two runways.

The simulation study for assessing the interoperability of Mumbai international

Airport and the proposed Navi Mumbai international Airport was carried out by

Technical Cooperation 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, second part a realtime simulation in 2007.The study concluded that with appropriate procedures in place, simultaneous and

independent operation of both airports is safe and feasible.

Upon the positive findings of the simulation study, the Union Cabinet in the

Ministry of Civil Aviation, Govt. of India, granted In Principle approval in July,

2007 for development of second airport at Navi Mumbai on public private

partnership basis based on the Project Feasibility & Business Plan report

submitted by Govt. of Maharashtra. The Govt. of Maharashtra also grantedapproval in July 2008 for the development of Navi Mumbai International Airport

and appointed CIDCO as a Nodal Agency for implementation.

1.2 Project Proponent

As stated above, Ministry of Civil Aviation, Govt. of India has granted In

Principle approval for setting-up a Greenfield airport through public-private

partnership (PPP) at Navi Mumbai, Maharashtra; to Govt. of Maharashtra. The

Govt. of Maharashtra, in turn appointed City & Industrial Development

Corporation Ltd. (CIDCO), a company incorporated under the Companies Act,

1956, wholly owned by Govt. of Maharashtra, as a Nodal Agency for

implementation of Navi Mumbai International airport project. A Special Purpose

Company (SPC) will be incorporated by CIDCO/AAI and project developer to be

selected through competitive bidding to take up the implementation of NMIA

project at Navi Mumbai.


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1.3 Airport Sector Profile

1.3.1 National Airport System

The Airports Authority of India (AAI) is currently responsible for 126

airports of which 46 manage at least 100,000 annual passengers.

These are divided into five main categories, as broken down in Table1.1;

with their respective share of total passenger traffic during the first 10

months of the 2008-09 fiscal year.

Table 1.1

National Airport System

CategoryNumber

Airports

Share Pax

2008-09

Joint-Venture

International 5 59.4%

International 12 28.2%

Custom 8 5.1%

Domestic 21 6.2%

Other 80 1.2%

Total 126 100.0%

Source: LBG Consultant

The first category covers airports operated through joint-ventures with

private airport operators and currently includes the two largest airports in

the country (Delhi and Mumbai), as well as Cochin and two new greenfield

airports that began operations during 2008 (Bangalore and Hyderabad).

The four largest Indian airports (Mumbai, Delhi, Chennai, and Bangalore)

each handle more than 10 million annual passengers and accounted for

more than 60% of national passenger traffic during the fiscal year 2007-

08.


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increasing to almost 117 million upto end of fiscal year 2007-08. Most

growth has taken place since 2003/04, averaging 24.4% per year, with

particularly high growth in domestic traffic.

Air Freight has also increased substantially in recent years, though not

quite to the same extent as passengers (see Table 1.3). Total air freight

has grown from 1,068,445 tonnes in 2003-04 to 1,713,960 tonnes in

2007-08 at an average annual growth rate of 12.5%.

Table 1.2

National Air Passenger Data(in 000 of Passengers)

Year International Domestic Total Growth1995-96 11,450 25,564 37,014

1996-97 12,224 24,276 36,500 -1.4%

1997-98 12,783 23,849 36,632 0.4%

1998-99 12,917 24,073 36,989 1.0%

1999-00 13,293 25,742 39,035 5.5%

2000-01 14,009 28,018 42,027 7.7%

2001-02 13,625 26,359 39,983 -4.9%

2002-03 14,826 28,898 43,723 9.4%2003-04 16,641 32,138 48,780 11.6%

2004-05 19,424 39,859 59,284 21.5%

2005-06 22,255 51,043 73,298 23.6%

2006-07 25,778 70,625 96,403 31.5%

2007-08 29,814 87,059 116,873 21.2%

2008-09 * 32,100 77,404 109,505 -6.3%GACR1995-2003 4.8% 2.9% 3.5%

2003-2007 15.7% 28.3% 24.4%

Source: AAI* 2008-09 estimated based on data for first 10


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Year International Domestic Total Growth

2001-02 854,277 294,051 1,148,328

2002-03 646,137 333,222 979,359 -14.7

2003-04 693,362 375,083 1,068,445 9.1

2004-05 823,608 456,662 1,280,270 19.8

2005-06 920,150 483,794 1,403,944 9.7

2006-07 1,021,263 529,643 1,550,906 10.5

2007-08 1,146,641 567,319 1,713,960 10.5

2008-09 * 1,169,646 550,623 1,720,269 0.4%

GACR

2001-2008 4.6% 9.4% 5.9

2003-2007 13.4 10.9% 12.5

Source: AAI

* 2008-09 estimated based on data for first 10 months

Table 1.3

National Air Freight Data (in tonnes)

The driving forces behind this rapid growth in air traffic are:

1. Deregulation of the aviation sector: A policy of liberalization of

international bilateral agreements has coincided with a lowering the cost

base for the sector by reducing a number of taxes and charges has

opened the sector to more domestic and international airlines. This

combination has resulted in a more competitive environment and lower

fares for aviation services and a more dynamic sector of the economy.

Key reductions in taxes and charges include:

The abolition of the Inland Air Travel Tax (IATT) in January 2004,

resulting in a reduction in domestic fares of 15%

The abolition of the Foreign Travel Tax (FTT) in January 2004,

translating into a 2% reduction in international fares

Reduction in the excise on aviation turbine fuel (ATF) from 16% to

8%

Reduction in landing charges for domestic flights by 15%

Elimination of landing charges on domestic flights with less than

80 seats

Rationalization of navigational charges


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2. Positive macro economic trends: Recent years have seen a

relatively high growth in GDP driven by domestic demand and

exports including those of high tech industries. Together, they haveresulted in an increased use of air travel by the business sector and

an expanding middle class with discretionary disposable income

willing to travel to domestic and international destinations by air.

Business persons and individuals are increasingly making use of

domestic and international shipping air cargo services.

3. Tourism: Foreign tourists have discovered India as a major

destination. The last few years have seen a rapid growth of foreign

visitors with double digit annual growth rates in visitors (18% per

annum between 2003 and 2006). As indicated above, the increasing

growth of the middle class will be a major factor in the domestic

tourism industry, which also feeds the growth of aviation services.

4. The Emergence of Low Cost and Premium Service Carriers:

Several Low Cost Carriers (LCCs) have started services in the

region in recent years and many new ones have announced or are

considering initiating services. The experience in other continentsduring the past two decades demonstrates that the potential for LCC

traffic growth is huge, with a combination of low fares and higher

disposable income. These carriers are particularly important in the

case of major markets such as Mumbai, where the emergence of

LCCs services can generate latent demand way above any prior

experience anywhere in the world. In addition to LCCs in India, other

airlines have been very successful in establishing themselves as a

high service premium brand, emphasizing another market segment,

and thereby also helping increase demand by offering reliability,

frequency and quality.

This boom period seems to have recently been interrupted as the

industry was hit hard by high fuel costs this past summer and the

current worldwide financial crisis. Traffic figures for the first 10

months of the 2008-09 fiscal year indicate that while international

passengers have continue to increase by 7.7% compared to those

same six months during 2007, domestic passengers actually


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declined by -11.1% as compared to year 2007. The LCCs were

particularly hard hit.

Its important to note that many of the factors that led to the recent boom

in traffic are still relevant and growth can be expected to resume once

economic conditions improve.

1.3.2 Western Region Airport System

There are also several other major commercial airports in Western India

that can be considered to be in the same region as Mumbai, based on a

criteria of being within one day travel by land. These are:

Goa

Ahmedabad

Vadodara

There are currently four primary commercial airports in Maharashtra State

with more than 100,000 annual passengers. They are:

Mumbai (CSIA)

Pune

Nagpur

Aurangabad

Finally, it is also important to consider the Juhu Aerodrome in

Mumbai. While it handles more than 100,000 annual passengers,

it does not receive scheduled passenger operations. Juhu doesplay an important role for private, corporate and general aviation.

Other smaller airports in Maharashtra include:

Kolhapur

Latur

Nanded

Nasik

Solapur


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Table 1.4 presents a summary of recent air passenger traffic at each of the

primary regional airports in terms of total passengers.

Table 1.4

Regional and State Airports Passenger Data

The fastest growing airports during the current decade have been Pune,

Nagpur, Ahmedabad and Goa. But it is also these last two that have

suffered the sharpest downturns in traffic during 2008-09. In general, the

Maharashtra airports have all proved to be less affected by the current

crisis than those in the neighbouring states, with Pune and Aurangabad

performing particularly well in maintaining traffic levels.

Year CSIA Juhu Pune Augrangabad Nagpur Goa Ahmedabad Vadodara

JV-Inter Domestic Custom Domestic Intern. Intern. Intern. Domestic

2001-02 11,291,431 228,236 372,520 91,957 187,225 790,626 768,135 238,804

2002-03 12,260,284 218,144 410,136 104,896 229,205 841,894 818,018 361,302

2003-04 13,284,445 130,108 466,295 110,383 254,402 987,681 976,687 312,447

2004-05 15,664,787 134,821 600,949 133,221 277,830 1,265,410 1,289,747 361,959

2005-06 18,410,234 104,166 919,635 137,388 376,446 1,672,666 1,893,590 360,4892006-07 22,248,929 137,205 1,573,962 170,498 662,583 2,211,804 2,490,782 404,242

2007-08 25,864,753 138,311 1,679,409 197,820 851,651 2,578,248 3,163,647 501,744

2008-09* 23,610,722 147,706 1,677,944 195,773 780,478 2,220,670 2,822,373 451,577

GAGR

2001-2008 11.1% -6.0% 24.0% 11.4% 22.6% 15.9% 20.4% 9.5%

2003-2007 18.1% 1.5% 37.8% 15.7% 35.3% 27.1% 34.2% 12.6%

2008-09* -8.7% 6.8% -0.1% -1.0% -8.4% -13.9% -10.8% -10.0%

Source: AAI


Other Western IndiaGreater Mumbai Other Maharashtra


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Table 1.5 presents a summary of air freight data for these same airports.

Outside of CSIA, only Ahmedabad and Pune handle a significant amount of

cargo.

Table 1.5

Regional and State Airports Freight Data

(in tonnes)

Below is a brief description of each of these airports:

Mumbai: The Chhatrapati Shivaji International Airport (CSIA) located in

Mumbai is the busiest in the country and provides the primary gateway

into Western India. The characteristics of air traffic at this airport are

analyzed in detail in a separate para.

Pune Airport is located approximately 10 kilometres north-east of the City

of Pune. The airport is operated by the Airports Authority of India, but

shares its runway with an Indian Air Force Airbase. Up until recently, this

airport offered only domestic commercial operations, but Air India/Indian

Airlines introduced direct flights from Pune to Dubai and Singapore, thus

giving it international status. Pune has also been experiencing spectacular

growth in its domestic traffic, increasing from 466 thousands to 1.68million domestic passengers in just the four years through 2007-08. A

Year CSIA Juhu Pune Augrangabad Nagpur Goa Ahmedabad Vadodara

JV-Inter Domestic Custom Domestic Intern. Intern. Intern. Domestic

2001-02 293,520 350 3,597 710 1,074 3,386 8,046 1,0212002-03 325,751 475 5,326 813 1,445 3,474 10,696 1,826

2003-04 342,922 409 7,379 880 2,099 3,486 13,153 2,079

2004-05 415,317 395 8,791 1,064 2,780 4,856 16,692 3,265

2005-06 443,950 248 8,666 1,063 3,180 5,168 16,878 3,435

2006-07 493,430 315 13,043 994 3,358 4,898 20,211 3,422

2007-08 548,566 365 9,985 1,058 4,062 4,969 23,576 3,377

2008-09* 556,018 428 10,691 935 3,839 3,830 23,990 2,336

GAGR

2001-2008 9.6% 2.9% 16.8% 4.0% 20.0% 1.8% 16.9% 12.6%

2003-2007 12.5% -2.8% 7.9% 4.7% 17.9% 9.3% 15.7% 12.9%

2008-09* 1.4% 17.3% 7.1% -11.7% -5.5% -22.9% 1.8% -30.8%

Source: AAI* 2008-09 estimated based on data for first 10 months

Greater Mumbai Other Maharashtra Other Western India


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brand new greenfield Pune International Airport is currently being

planned.

Aurangabad Airport: The Chikkalthana Airport is a relatively small

domestic facility located over 200 km to the northeast of Pune that serves

the city of Aurangabad and central Maharashtra. It has experienced

relatively moderate growth rates (by current Indian standards) averaging

15.6% per year during the peak boom years between 2003-04 and 2007-

08.

Nagpur Airport: The Dr. Ambedkar International Airport is the primary

commercial airport in eastern Maharashtra. Nagpur is a touristdestination, but similar to Pune, it has only started receiving direct

international service in recent years, beginning with connections to

Sharjah and Bangkok. Domestic destinations include Delhi, Mumbai,

Kolkata and Hyderabad. Growth rates between 2003-04 and 2007-08

were quite spectacular, averaging over 35% annually. There are plans to

develop an important cargo hub and Air Indias Boeing aircraft

maintenance unit at this airport.

Goa Airport: The Dabolim International Airport serves one of Indias most

important tourist destinations, located along the coast 600 km to the south

of Mumbai. The airport accounts for as much as 90% of Indias

international charter traffic. Dabolim's scheduled international flights are

sporadic; primarily short-haul flights operated by Air India/Indian and Sri

Lankan Airlines. On the other hand, scheduled domestic traffic has been

increasing rapidly, surpassing 2.1 million annual passengers in 2007-08,

having more than doubled over the previous three years. Airport facilities

are shared with the Navy which has resulted in some restrictions on hours

of operation.

Ahmedabad Airport: The Sardar Vallabhbhai Patel International Airport

is the eighth busiest in India with over 3.1 million annual passengers. The

airport is served by seven international carriers and various domestic

carriers, which includes functioning as a secondary hub for Spice Jet and

Kingfisher Airlines. The airport has been undergoing considerable

expansion with new domestic and international terminals so as to be ableto accommodate rapidly increasing traffic levels (total passengers grew by


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Terminal 1B is a second domestic terminal situated on the

northwest near Terminal 1A and has an area of approximate

27,600 sq. m.The airport is currently operated by the Mumbai International Airport Ltd.

(MIAL); a joint venture company owned by the consortium of GVK Group,

Airports Company South Africa and Bidvest (74%) and Airports Authority

of India (26%) formed in 2006 to manage and develop the airport. MIAL is

in the process of constructing a new combined international and domestic

passenger terminal in the vicinity of the existing international terminal.

This terminal will be built in three phases, with the final phase to be

completed by December 2012. Once completed, the terminal is to have

56 contact gates, supplemented by remote aircraft stands and will

significantly increase the capacity of the landside facilities to permit the

handling of up to 40 million annual passengers while maintaining a Level

of Service C.

1.4 Passenger Traffic Trends

1.4 .1 Annual Passengers

Table 1.6 and Figure 1.2 show the historical trends for the CSIA in terms

of the number of international and domestic commercial passengers

between 1980-81 and 2007-08.


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Table 1.6

Annual Commercial Passengers, CSIA(in 000 of Passengers)


1980-1981 2,638 2,416 5,054

1990-1991 4,338 3,764 8,102

2000-2001 5,175 7,003 12,177 5.3%

2001-2002 4,765 6,527 11,291 -7.3%

2002-2003 5,088 7,172 12,260 8.6%

2003-2004 5,336 7,948 13,284 8.4%

2004-2005 6,088 9,577 15,665 17.9%

2005-2006 6,728 11,682 18,410 17.5%

2006-2007 7,347 14,902 22,249 20.9%

2007-2008 7,984 17,881 25,865 16.3%

2008-2009 * 8,227 15,384 23,611 -8.7%

GAGR

1980-2003 3.1% 5.3% 4.3%

2003-2007 10.6% 22.5% 18.1%



This data permits the following conclusions:

CSIA experienced relatively modestly slow growth in the number

of passengers over the two decades preceding the liberalization of

the Indian air transportation industry during 2003-04.

Though the overall trend during those two decades was generally

positive, there was significant year to year variation, with

temporary declines in traffic during the economic recession of the

early 1990s and in the period immediately following the terrorist

attacks of September 11, 2001.


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0

5

10

15

20

25

30

1980-81

1981-82

1982-83

1983-84

1984-85

1985-86

1986-87

1987-88

1988-89

1989-90

1990-91

1991-92

1992-93

1993-94

1994-95

1995-96

1996-97

1997-98

1998-99

1999-00

2000-01

2001-02

2002-03

2003-04

2004-05

2005-06

2006-07

2007-08

2008-09

AnnualPax

(millions)

Internat.

Domestic

Total

From 2004-05 to 2007-08, the impact of the liberalization of the

market was quite spectacular with annual growth rates averaging

over 18%, as traffic has almost doubled once again in the spanof only four years.

This growth trend has been interrupted during the current year

(2008- 09); initially by spiking fuel prices last summer, followed by

the impact of the worldwide financial crises.

During both previous periods, the number of domestic passengers

had grown at over twice the rate of international passengers, but it

is also the traffic segment most affected by the current crisis.

Fig 1.2

Annual Commercial Passengers, CSIA

This boom period seems to have recently come to an end as the industry

was hit hard by high fuel costs this past summer and the current

worldwide financial crisis. Traffic figures for the first six months of the

2008-09 fiscal year indicate that while international passengers have

continue to increase by 6.2% compared to those same six months during

2007, domestic passengers actually declined by -8.0%.


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A further important trend becomes apparent when direct international

transit passengers are broken out. As can be seen in Table 1.7, during

the current boom in the air transportation market, while non-transitinternational passengers have increased by over 12% per annum,

international transit passengers have actually declined significantly. This

decline has taken place primarily over the past two years. It should be

noted that these transit figures do not include transfer passengers

connecting to an international carrier from a domestic carrier and vice-

versa.

Table 1.7

Breakdown of International Passengers, CSIA(in 000 of Passengers)

Year O/D Mumbai International Total

Embarked Disembarked Transit Pax

2003-2004 2,532 2,285 519 5,336

2004-2005 2,864 2,636 588 6,088

2005-2006 3,191 2,916 621 6,728

2006-2007 3,562 3,224 560 7,347

2007-2008 4,055 3,591 338 7,984

GAGR

2003-2008 12.5% 12.0% -10.2% 10.6%


The overall trends for CSIA have followed a similar pattern as those at the

national level; though with somewhat lower growth rates in recent years

(see Figure 1.3).

Much of this difference in growth rates has been taken place over the past

four or five years, during which already consolidated airports like CSIA,

Delhi and Chennai have naturally grown at a somewhat lower rate than

many of the traditionally secondary airports that began the current decadewith very low traffic levels.


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Chapter 1



-20%

-10%

0%

10%

20%

30%

40%

1996-97

1997-98

1998-99

1999-00

2000-01

2001-02

2002-03

2003-04

2004-05

2005-06

2006-07

2007-08

2008-09

AnnualGrowthRates

-TotalPassengers CSIA

India

Fig 1.3

Comparison of Annual Passenger Growth Rates, CSIA & National

1 .4 .2 Peak Per iod Passengers

Figure 1.4 presents the monthly breakdown of passengers for the past

five complete fiscal years; indicating that December and January have

consistently been the peak months for both international and domestic

traffic, with a secondary peaks in March and May.


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0

500

1,000

1,500

2,000

2,500

April

May

June

July

Aug.

Sept.

Oct

Nov.

Dec.

Jan.

Feb.

March

Passengers(thousands)

2003-04 2004-05 2005-06 2006-07 2007-08

Fig 1.4

Monthly Distribution of Total Passengers in Recent Years, CSIA

In the specific case of 2007-08, December was the peak month for total

passengers. The 2.35 million total passengers recorded that monthrepresent 9.2% of the annual total. The month of December was followed

closely by January and November with 9.2% and 9.1% of the annual total,

respectively. The month with the smallest number of passengers was

September with 1.9 million passengers; representing 7.6% of the annual

total.

As can be seen in. Figure 1.5 both international and domestic

passengers followed a similar trend, though in the case of the later,

November was the peak month. On average over the past five years, the

peak month represented 9.7% of the total passengers per year. This

percentage has been gradually declining during this period as the peaks

level out. Table 1.8 presents the commercial passengers peak months at

CSIA.


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Chapter 1



0

500

1,000

1,500

2,000

2,500

April

May

June

July

August

Sept.

Oct

Nov.

Dec.

Jan.

Feb.

March

Passengers(thousands)

Internat. Domestic Total

Fig 1.5

Monthly Passengers During 2007-08, CSIA

Table 1.8

Peak Months forCommercial Passengers, CSIA

Year Peak Peak % Annual Avg. Day

Month Month Pax Pax Peak Month

2003-04 January 1,277,685 10.01% 41,216

2004-05 December 1,537,007 10.19% 49,581

2005-06 December 1,750,676 9.84% 56,473

2006-07 January 2,122,655 9.79% 68,473

2007-08 December 2,351,165 9.21% 75,844

Peak Month Average: 1,807,838 9.74% 58,317


1.5 Aircraft Movement (ATM) Trends

1.5 .1 Annual A ircraf t Movements

Table 1.9 and . Figure 1.6 present the trend for annual commercial

aircraft movements at CSIA over the past 25 years.


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Total annual commercial passenger ATMs has experienced an important

increase over the past four years in particular, from 137,212 in 2003-04 to

an estimate of over 230,000 for 2007-08. But while the general trend foraircraft movements in the CSIA is similar to that of the passengers,

average growth rates have been somewhat lower. This is particularly true

during the current boom, primarily because of a significant increase in the

average number of passengers per domestic ATM from 79 in 2003-04 to

over 105 in 2007-08 as domestic airlines have been moving towards using

larger aircraft.

Table 1.9

Historical Commercial Aircraft Movements, CSIA


1980-1981 23,256 22,778 46,034

1990-1991 28,831 27,411 56,242

2000-2001 34,597 73,812 108,409 1.1%

2001-2002 35,891 79,389 115,280 6.3%

2002-2003 35,100 90,451 125,551 8.9%

2003-2004 37,560 99,652 137,212 9.3%

2004-2005 43,743 109,423 153,166 11.6%

2005-2006 49,186 121,959 171,145 11.7%

2006-2007 52,729 149,071 201,800 17.9%

2007-2008 61,658 170,861 232,519 15.2%

2008-2009 * 65,804 162,054 227,858 -2.0%

GAGR

1980-2003 2.1% 6.6% 4.9%

2003-2007 13.2% 14.4% 14.1%




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Table 1.10

Breakdown of Total Aircraft Movements for 2006-07, CSIA

ATM %

International Scheduled 45,590 21.4%

International Non Scheduled 2,206 1.0%

International Cargo 4,933 2.3%

Domestic Scheduled 146,596 68.7%

Domestic Non-Scheduled 0 0.0%

Domestic Cargo 2,475 1.2%

Military 1,256 0.6%

Business Aviation 10,221 4.8%

Total 213,277


Military and business aviation operations have not experienced the same

rapid growth experienced by commercial passenger and cargo ATM,

remaining relatively stable in recent years; though with considerable year

to year variation (see Figure 1.7). It would also be important to add that

most General Aviation activity in Mumbai is concentrated at the Juhu

Aerodrome, which in recent years has handled from 20,000 to 25,000

aircraft movements per year, representing approximately 10% of the

ATMs for the Mumbai system.


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Fig 1.7

Annual Other Aircraft Movements, CSIA

0

2,000

4,000

6,000

8,000

10,000

12,000

2005-06 2006-07 2007-08

AnnualAircraftMovements

Military

G.A

1Flights arriving to CSIAs international terminals from other airports in India are included

as international, as they either originated in another country or will continue on overseas

after departing Mumbai.

An estimate was made for the current fleet mix for regular passengeroperations based on the January 2008 flight schedule for CSIA (Table

1.11 ). This is compared to the fleet mix at the airport for August 2004 so

as to identify any recent trends (See Table 1.12 , Figure 1.8 and

Figure 1.9 ). This fleet mix was organized according to the aircraft

categories established by the ICAO and distributed between the

international and domestic terminals.1


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Aircraft Seats ICAO

(1) Code ATM % ATM % ATM %

CRJ-200 50 B 14 0.8% 14 0.6%

ATR-42 48 C (turbo) 70 4.0% 70 2.9%

ATR-72 62-66 C (turbo) 61 3.4% 61 2.5%

B737 122-170 C 708 40.0% 48 7.5% 756 31.3%

A319 124-144 C 112 6.3% 112 4.6%

A320 142-180 C 646 36.5% 95 14.8% 741 30.7%

A321 170-177 C 140 7.9% 8 1.2% 148 6.1%

B757 158 D 13 2.0% 13 0.5%

A310 201-213 D 89 13.8% 89 3.7%A300 230-261 D 21 1.2% 8 1.2% 29 1.2%

B767 216-269 D 38 5.9% 38 1.6%

A330 229-305 E 95 14.8% 95 3.9%

B777 221-385 E 128 19.9% 128 5.3%

A340 269-311 E 40 6.2% 40 1.7%

B747 276-431 E 82 12.7% 82 3.4%

TOTAL 1772 644 2416

(1) Range of seat configurations used by airlines at CSIA

TotalDomestic International

Table 1.11

Current Fleet Mix Scheduled Weekly Arrivals, CSIA (January 2008)


Table 1.12

Current Fleet Mix Scheduled Weekly Arrivals, CSIA (Summer 2004)


Aircraft Seats ICAO

(1) Code ATM % ATM % ATM %

CRJ-200 50 B 35 4.5% 35 3.3%

ATR-42 48 C (turbo) 14 1.8% 14 1.3%

ATR-72 62-66 C (turbo) 55 7.1% 55 5.1%

B737 122-170 C 451 58.4% 18 5.9% 469 43.6%

A320 142-180 C 210 27.2% 30 9.9% 240 22.3%

Tu-204 122-164 C 6 2.0% 6 0.6%

B757 158 D 6 2.0% 6 0.6%

A310 201-213 D 36 11.8% 36 3.3%A300 230-261 D 7 0.9% 13 4.3% 20 1.9%

DC-10 264 D 13 4.3% 13 1.2%

B767 216-269 D 38 12.5% 38 3.5%

A330 229-305 E 34 11.2% 34 3.2%

B777 221-385 E 26 8.6% 26 2.4%

A340 269-311 E 11 3.6% 11 1.0%

B747 276-431 E 73 24.0% 73 6.8%

TOTAL 772 304 1076

Domestic International Total


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The key findings of this fleet mix analysis are:

The market is currently dominated by ICAO Code C narrow-body

aircraft with less than 200 seats, representing 78.1% of total

scheduled commercial passenger arrivals. A large majority of

these were either Boeing 737 series or Airbus 320 aircraft, which

together account for 62% of scheduled ATMs at the airport.

Another 5.4% were Code C ATR turboprop aircraft.

Code C aircraft have actually increased their overall share of the

market in recent years. This is a function of both the relatively

faster growth of domestic traffic compared to international arrivalsand an increase in the use of narrow body Code C aircraft on

international flights.

Wide-body aircraft accounted for 21.3% of total scheduled

commercial passenger arrivals and 76.5% of international

arrivals in January 2008.

There has been an increase in the relative size of the Code C

aircraft towards Boeing 737-800s and 900s, as well as the Airbus

321. This along with the change in seat configurations used by the

new low cost carriers is what accounts for an overall increase in

the average number of passengers per aircraft movement from

107 to 115 during the same period.

Also, Air Sahara (now Jet Lite) has replaced its regional jets with

Boeing 737-800 aircraft on most routes into Mumbai, reducing the

domestic share of Code B aircraft down to less than 1% of total

arrivals compared to 4.5% in 2004.

1.5 .2 Peak Per iod Aircraf t Movements

As was the case with passengers, the peak month for scheduled

ATMs in 2006-07 was January. However, there is little monthly

variation and this peak month only represents 9.2% of the annual

total (See Figure 1.10).

Figure 1.11 shows the hourly distribution of weekly passenger

aircraft movements according to the January 2008 schedule, split


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0

5,000

10,000

15,000

20,000

25,000

April

May

June

July

Aug

Sept.

Oct

Nov.

Dec.

Jan.

Feb.

March

CommercialAircraftMovements

Internat. Domestic Total

between CSIAs international and domestic terminals. As could be

expected in an airport that is nearing saturation, traffic is

relatively well distributed; with more than at least 29 scheduledmovements for every hour between 5:00 and midnight on every

single day of the week. Specific findings were:

The hour with the most scheduled total weekly movements per day

was at 21:00-21:59, followed closely by 6:00-6:59 and 10:00-

10:59. The busiest hour for total arrivals was 22:00-22:59, while it

was 6:00-6:69 for total departures.

For international aircraft movements, the busiest hour was spreadout between 21:00-1:59 depending on the day of the week,

while for domestic it was 10:00-10:59, followed closely by 18:00-

18:59.

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