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Mumbai Infrastructure Projects, Airport, Metro, Monorail & Suburban Railway Sealinks

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Mumbai Infrastructure Projects, Airport, Metro, Monorail & Suburban Railway Sealinks

Last updated: June 7 2021
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  • Mumbai Infrastructure Projects, Airport, Metro, Monorail & Suburban Railway Sealinks

    In this thread let understand the Mumbai infrastructure Project..

    Because with out good infrastructure Real Estate projects are useless.

    Here are the problems:

    Why most big-ticket infrastructure projects have been marred by slow decision-making, poor planning and execution ?

    Why India infrastructure is not like US, China and Dubai?

    The Mumbai Trans Harbour Link (MTHL) was first proposed in the 1970s still not excess.???

    The Bandra–Worli Sea-Link foundation stone was laid in 1999.The original plan estimated the cost at 6.6 billion (US$120 million) to be completed in five years.This project was subject to numerous public interest litigations, with the 5-year delay resulting in the cost escalating to 16 billion (US$290 million), with the additional interest cost alone accounting for 7 billion (US$130 million).

    Navi Mumbai International Airport : The ministry of environment and forests (MoEF) gave its clearance for the Navi Mumbai International Airport on 14 May 2008.The environmental ministry finally cleared the project on 23 November 2010.still not excess.???

    Source and figures will be collected from newspaper and websites.

    Mumbai Infrastructure Projects - Mumbai Airport, Mumbai Metros, Monorail, Suburban Railway, Sealinks, Supertalls, Roads, Flyovers, Freeways, Mumbai Transportation by Surface/Water
    Last edited January 12 2017, 07:10 PM.
  • #2


    Re : Mumbai Infrastructure Projects, Airport, Metro, Monorail & Suburban Railway Sealinks

    No new metro, monorail routes till 2021?

    MUMBAI: It has been a long wait, but 2013, the year before the polls, may have something good in store for commuters in Mumbai.

    Come August, you can travel in the country’s first monorail, from Chembur to Wadala, or hop into the air-conditioned Metro from September (this is the first phase of both projects, and the full rides will take off in 2014).

    Now, here is the bad news. These will be the only metro and monorail routes you can access till 2019 or even 2021, when the next metro corridor — the underground Colaba-Seepz line — will be completed.

    In fact, the next monorail ride may never happen. State planners are unsure whether this feeder system with its low passenger carrying capacity is feasible for our megapolis.

    Even the second metro corridor from Charkop to Mankhurd, which was to be completed next year, faces uncertainty because of environmental clearances and tiffs with the concessionaire.

    “Nine corridors were planned for the metro system in Mumbai. But after nine years, we have completed only one small phase of the first corridor. At the rate we are going, all the corridors will finish only in 2050,” said Narinder Nayar, chairman for Mumbai First, initiative of corporates that is partnering with the state for city’s makeover. “There will be little benefit to the city if only one metro line is completed.”


    A look at the top transport projects shows that Mumbai’s much-talked about multi-crore makeover has been hit by poor planning and slow execution, which eventually stems from lack of vision and political will.

    For instance, the Western Freeway project envisages connecting the entire west coast from Nariman Point to Borivli via sea links. But after the Bandra-Worli sea link was thrown open to public in 2009 — five years behind schedule and at 400% cost overruns — the remainder of the freeway project is stuck.
    While chief minister Prithviraj Chavan is keen on construction of a coastal road, the Congress’s ally, the Nationalist Congress Party, wants the sea link. Also, the Union environment ministry is unlikely to amend its laws easily to allow reclamation necessitated for the coastal road.

    In the meantime, motorists zip from Bandra to Worli within minutes only to get stuck in traffic snarls jams at Haji Ali and Peddar Road.


    Transport experts slam the over-emphasis on big buck steel and cement projects rather than a comprehensive transport, mobility plan for the city.
    “Smaller policies and projects that could change the way the city commutes - restraining cars, parking policies, Bus Rapid Transit System (BRTS) - are ignored. There is also lack of political will, a vision and uniform or nodal authority to take the Mumbai makeover forward,” said Ashok Datar, transport expert.

    In fact, the state has, despite prodding by the high court, shied away from introducing any kind of restraint on number of cars plying on roads.

    At least two former studies have said that the BRTS, which costs one-third of a metro, is feasible on city's arterial roads, but the CM recently announced that it was not the right system for congested Mumbai.


    According to a senior bureaucrat, the fact that multiple agencies are involved leaves room for errors and zero accountability. “Various agencies, such as the BMC, MMRDA and MSRDC seem to be running on different tracks without any comprehensive plan in hand. Efforts to have a nodal authority for the makeover have come to a naught in the past five years,” he said.

    For instance, the state government set up a Unified Metropolitan Transport Authority to co-ordinate all transport projects, but that is now defunct.
    In 2004, a post of secretary (special projects) was created as a nodal officer for the makeover project, but over the years it has been given no importance.
    The empowered committee on the makeover, chaired by the chief secretary, includes representatives from corporate houses and bureaucrats, but it has little mandate to implement suggestions and decisions taken.

    The need of the hour, say experts, is to set up an authority at the state-level to oversee and push all makeover projects.

    UPS Madan, MMRDA commissioner, termed the slow decision-making and planning as 'teething problems'. “Our next big-ticket projects will move faster. There is uncertainty while executing such projects because there are diverse opinions about everything,” he said.


    • #3


      Re : Mumbai Infrastructure Projects, Airport, Metro, Monorail & Suburban Railway Sealinks

      LITTLE PROGRESS Projects

      METRO 1: (Versova-Andheri-Ghatkopar)

      THE PROJECT: Meant for providing east-west suburbs connectivity. Will cover 11.4km stretch in 21 minutes as against about 60 to 90 minutes during peak hours.

      DELAY: Construction began five years ago. Initial deadline was December 2010, but was extended five times. MMRDA claims the Versova to airport road stretch will be operational by September, while the entire route will start by early next year.

      REASON: Delay in getting various approvals, shifting of utilities, rehabilitation of PAPs

      COST: R2,356 CRORE (will be revised after completion of project)

      METRO 2: (Charkop-Bandra-Mankhurd)

      PROJECT: The 32km stretch is anticipated to benefit commuters travelling from eastern part of the city to western suburbs.

      DELAY: After signing the concession agreement in Jan 2010, the Reliance Infra-led consortium failed to start work due to differences with the MMRDA.

      REASON: The concessionaire claimed the MMRDA did not ensure possession of enough land. The contractor expressed its disapproval to construct metro depot in Charkop on stilt on a mangroves land

      COST: R8,250 CRORE

      METRO 3: (Colaba to Seepz via Bandra)

      PROJECT: The 33.5km underground metro corridor will improve connectivity to between south Mumbai and suburbs.

      CURRENT STATUS: With monetary help from Japan International Cooperation Agency (JICA) and the central government, there are some signs of the project taking off. MMRDA claims construction will start by end of next year while the project will be ready by 2018-19.


      The 20km elevated corridor will connect eastern suburbs to the western part of the south Mumbai with connectivity to four suburban railway stations. MMRDA will start Chembur-Wadala part of the Chembur-Wadala- Jacob Circle corridor from September this year.

      DELAY: Original deadline for public commission of the corridor was December 2011, but it has been extended four times. REASON: Rehabilitation of PAPs and shifting of utilities to construct pillars for elevated corridor

      * Cost which will be revised after completion of project

      Mumbai Urban Transport Project PH-II

      PROJECT: As part of the WB- funded project, 72 new suburban rakes will be procured, along with various other infrastructure works such as extension of harbour line up to Goregaon and connecting missing link of 5th and 6th line between Thane-Diva stations.

      DELAY: Prototype of first MUTP-II rake, which was supposed to reach the city in March, hasn’t come yet. The Borivli and Mumbai Central 6th line ground work has not started REASON: Commercial exploitation of Bandra land is a major problem at the moment. The issue was to be resolved in December, but there has been no decision.


      The airport was planned to ease the pressure off Mumbai's existing airport.

      DELAY: The airport was supposed to be ready by 2012, but was stuck due to several bureaucratic and environmental hurdles as well as land acquisition issues. Original deadline for completion of phase one was 2012, which then extended to 2014. The project is not likely to be complete before 2018-19.

      REASON: Cidco is unable to float tender as it still to resolve compensation issue for 291 hectares of private land from the PAPs. Cidco is yet to receive final approval for forest clearance.

      * estimated cost


      The 6.45km SCLR is meant to improve east-west road connectivity and expected to reduce traffic congestion in Sion-Bandra area.

      THE DELAY: The project began in 2003 and was expected to be finished in 2005. It is now expected to complete by this year end. REASON: Rehabilitation of PAP and red-tapism delayed the project significantly


      Project: About 64kmlong elevated-cum-underground corridor is proposed to ease pressure on on western railway. It will have over 25 stations and AC trains..

      DELAY: Proposed in 2008, the railway is doing this project on PPP basis. Though the railway is going ahead with the bidding process to complete the project by 2020, it could get delayed over State support agreement (SSA).

      REASON: The state government has not yet signed the SSA since it is yet to decide on some issues such as allowing more FSI to build stations and other structures.


      Mumbai Trans Harbour Link The 22km MTHL will provide faster, shorter and comfortable connectivity to Navi Mumbai International Airport, JNPT along with the highways going to Pune and Goa. It is expected to operational in 2018,

      DELAY: In 2005, MSRDC invited bids, which was won by Reliance Infrastructure-led consortium. The contract was cancelled and the project was transferred to MMRDA.

      REASON: Poor planning and implementation led to failure of tendering process in 2005. In 2008, MSRDC was supposed to build the MTHL, but it was transferred to MMRDA due to its financial muscle and political support.


      Four sea links along the west coast of the city were meant to provide faster and smooth travel for commuters going from the western suburbs to south

      DELAY: The four sea links were planned about a decade ago. Authorities managed to construct just one, while the others were scrapped with the state government pushing for coastal road.

      REASON: The Worli- Haji Ali sea link has been stuck due to tussle between the MSRDC and Reliance-led consortium. The CM’s push for coastal road has signaled virtual death knell for the proposed sea links.


      MSRDC has planned nine jetties on the west coast and three on the east coast.

      DELAY: Three failed attempts were made to start water transport service in 1990s, 2003 and 2008. Now, the MSRDC has awarded contracts to private companies to build nine terminals for water transport.

      REASON: The contract awarded by MSRDC in 2006 was cancelled. MSRDC is yet to get approval from the state subcommittee on infrastructure for construction of nine jetties.
      Last edited May 5 2013, 06:14 PM.


      • #4


        Re : Mumbai Infrastructure Projects, Airport, Metro, Monorail & Suburban Railway Sealinks

        Milan rail over bridge to open to traffic this month: MMRDA

        Milan flyover to be ready by May at double the cost

        Thanks to the proposed Churchgate-Virar elevated railway corridor, the scope and design of the under-construction flyover above the Milan subway has changed again, doubling the cost of the flyover from Rs 42 crore to Rs 82 crore, MMRDA officials said. The flyover, work on which started in 2008, may be ready only by May 2013.

        Getting to SV Road from highway via Milan over bridge will be cumbersome

        MUMBAI: Motorists in the western suburbs have a reason to cheer this monsoon: Heavy water-logging at the Milan subway will no longer cause an inconvenience, thanks to the Milan rail over bridge (RoB), which is set to open this month.

        According to the Mumbai Metropolitan Region Development Authority (MMRDA), the 700-metre RoB is finally ready for traffic will be ready for traffic by the end of this month. Sharad Sabnis, chief engineer of MMRDA, said, “Construction of the RoB is complete and final touches are being given. It will be ready for traffic by the end of this month.”

        Every monsoon, motorists find it very difficult to commute through the Milan subway as even slightly heavy rainfall leads to water logging.

        Now motorists can save up to 20 minutes using the RoB while commuting between SV Road and the Western Express Highway (WEH). But commuters from the WEH will have to take roundabout routes to reach SV Road (see graphic).

        Motorists from Bandra will have to take a left turn at the airport junction to reach the Dayaldas road and then travel back to the service road leading to the RoB. Motorists from Andheri will have to turn right at Nehru road below the airport flyover to reach the Dayaldas road and then travel back to a service road to reach the RoB.

        To get to the WEH from the RoB, motorists will have to exit the service road just before the airport flyover and take the WEH towards Andheri. Those headed towards Bandra will have to take a U-turn at the airport junction. The MMRDA is planning to construct a new junction so motorists can take a U-turn without congesting traffic. But the new junction will be constructed only after studying traffic patterns in the next few months.
        The MMRDA has also planned two traffic signals, one at the Dayaldas road and another where the service road connects with the WEH, to reduce traffic congestion.


        Series of unfortunate delays

        Work started -- December 2008
        Initial date for completion -- December 2010
        Rescheduled deadlines -, December 2011 and later March 2012
        Now the new deadline --- February 2013

        Main reasons for delay:
        Railway permission for design and construction; height permission from airport authorities and resettlement of marble sellers along the stretch.Now the railways want a temporary pillar to be built while constructing the bridge over the western railway tracks on the subway portion and wants MMRDA to carry out work only after monsoon ends

        Rs 42 crore was the earlier cost but new estimates suggest Rs 82 crore expenses due to changed scope of work and dealy

        Monsoon inconvenience:
        Expect flooding at certain locations; sometimes traffic crawls right up to the Khar subway and towards S V road
        Last edited May 18 2013, 01:39 PM.


        • #5


          Re : Mumbai Infrastructure Projects, Airport, Metro, Monorail & Suburban Railway Sealinks

          Improved infra redefines housing demand on kandivali-malad east corridor

          Properties on Malad East- Kandivali East corridor to see 30 % rise in a year

          Riding high with greater infrastructure and connectivity, housing demand on the Kandivali-Malad east stretch, starts at the lower range of Rs 20 lakhs and peaks at Rs 2 crores

          Situated strategically along the western line of Mumbai’s suburban railway network, Kandivali east has been in the news for its proposed infrastructure projects, ranging from the proposed Metro line terminating at Charkop, to enhanced connectivity by road through the Western Express Highway and SV Road. Its link to Malad east, another locality that has been redefined by newer infrastructure - both physical and social, has made this an in-demand stretch from the residential real estate perspective.

          The two ends of this stretch act as a perfect foil to each other, as they offer two different price ranges depending on the connectivity. Malad east too, is benefitting from the enhanced connectivity through the Western Express Highway which is directly reflected in the enhanced property prices. Bulk of the new property in this locality has been in the range of Rs 1-2 crores and above while in Kandivali east, bulk of the property is in the range of Rs 50 lakhs to Rs 2 crores.

          However, demand statistics available on Ma show that the demand on this stretch starts at the lower ranges of Rs 20 lakhs and peaks at Rs 2 crores. So, what makes this suburban locality so popular that the rates for commercial shops jumped about 19 per cent in just six months?

          The residential property markets are driven by the ease of access and facilities. The Western Express Highway and SV Road were the big movers here. The minute the demand started building up, the supply followed. As the supply firmed up, the demand for commercial shops soared, resulting in the jump in values.

          Market sources reveal that the real estate and infrastructure development process in Malad east started five years ago and today, the area enjoys excellent connectivity, both, by road and rail. Therefore, the locality has further managed to attract many real estate investors and buyers, in the past. Apart from good rail connectivity, the area is in close proximity to the domestic and international airports.

          Another key factor that drove excitement in this market was that about two years ago, there was a proposal to extend the proposed 10-km-long Bandra-Versova coastal road corridor by 8 kms, up to Malad. In further phases, the proposed extension was up to Virar, a distance of about 46 kms. The proposal came up based on a draft report of a joint technical committee (JTC), constituted by the state government in 2011, to study technical, financial and environmental feasibilities of road options, along the city's coast.

          Any infrastructure proposal, results in investor interest in the market and then, it is a chicken and egg situation where each drives the other. Finally, when the endusers move in, the infrastructure development peaks. That is expected to happen soon along this stretch. A proposed move of some diamond trader activity and the strong pull of the industrial activity in Kandivali, also serve as a cementing factor.


          • #6


            Re : Mumbai Infrastructure Projects, Airport, Metro, Monorail & Suburban Railway Sealinks

            Reliance Infrastructure to exit Rs 20k-cr projects on government delays

            Is it a good new or bad new....Mumbai Metro line 2, Mumbai Sea Link extension project, and two ultra mega transmission projects have been stuck without clearances on government delays.

            Do we Indians love "Delays" word very much??

            MUMBAI: Reliance Infrastructure is in the process of pulling out of mega projects worth 20,000 crore due to inordinate delays by government agencies in fulfilling commitments relating to these projects.

            The Anil Ambani-led company hived off its new power projects into subsidiary Reliance Power so that it could evolve into an infrastructure developer. But the roadblocks faced by some of the trophy projects won by R-Infra have forced it to change gears and exit projects to cap potential losses.

            "Four of our projects, Mumbai Metro line 2, Mumbai Sea Link extension project, and two ultra mega transmission projects, have been stuck without clearances. We will not start construction until we have all clearances and I don't see any clearances coming. So, around 20,000 crore of capital expenditure is off my books," Lalit Jalan, chief executive officer, R-Infra, told ET in an interview.

            Last year, R-Infra walked out of the 5,000 crore-Worli-Haji Sea Link project after two years of dispute with the government. Its 32-km second phase Metro Rail project faces termination due to lack of substantial progress. It bagged two of the biggest transmission projects the country ever awarded but could not start work on them due to inordinate delay in government clearances.

            "In our exuberance, we started work on Mumbai Metro-1 without many approvals and financial closure. But we later faced delay in approvals and depot site allocation by government while we were paying interest," Jalan said.

            "We have learnt from our experience and would not start work on projects unless approvals and clearances are in place. We are answerable to our shareholders," he said.

            The Mumbai Metro-1 project, that connects Versova-Andheri, recently had its trial run after a decade of planning and five years of construction. Delay in the project could have resulted in the cost of the project rising to almost 4,500 crore from 2,200 crore planned originally, analysts said.

            "Reliance Infra is not the only company suffering from delay in getting approvals and land to start a project. It is a reasonable strategy if they want to exit some difficult projects and want to focus on few core projects that have visibility of completion and revenue," said Gaurang Shah, assistant vice-president, Geojit BNP Paribas Financial Services.

            Reliance Infrastructure is also in arbitration, seeking termination of its Delhi Airport Metro Express line which is completed but is making losses. "In hindsight, the only project that I would say we went wrong in bidding was the Delhi Airport metro line project. We bid it at a premium thinking that there would be a lot of traffic and retail growth. But the retail market crashed and the revenue stream wasn't there," he said.

            The process of getting rid of the "white elephant" projects has resulted in an exodus of around 20 mid-to-senior executives from the company in the last few quarters. Industry watchers believe that the exit of KP Maheshwari, who was heading the Mumbai Metro Rail project, and Vidya Basarkod, who was in charge of airport projects, among other executives, was prompted by the ADAG management's mandate to scale down the group's infrastructure ambitions.

            "They have lost some good talent. But at a time when companies are struggling with bad projects, R-Infra has been lucky in exiting projects without being liable for any penalty because the fault has been the government's," a senior infrastructure expert working at in international consultancy said.

            "We have eight operational road projects and two other road projects ready for commercial operations but awaiting some last minute clearance from National Highway Authority of India. By the end of the current financial year, we would have 11 revenue generating projects," Jalan said.

            With no new mega projects left in its kitty, scaling up its infrastructure portfolio would be an uphill task for the company. But Jalan is not perturbed. "For three years, we have not won a single project. We bid sensibly and our focus would be profitable growth," he said. "I am capital light right now with very cash flow. The biggest risks in my electricity business are over. So I am in a good shape," Jalan added.

            Last edited May 21 2013, 09:27 AM.


            • #7


              Re : Mumbai Infrastructure Projects, Airport, Metro, Monorail & Suburban Railway Sealinks

              Maharashtra Chief Minister Prithviraj Chavan will meet people displaced by the proposed Navi Mumbai Airport (project affected persons or PAPs) in the next ten days to sort land allotment for the project.

              Officials of the state urban development ministry confirmed the development to Business Standard on Monday after a meeting between Chavan, City and Industrial Development Corporation (Cidco) Vice-Chairman and Managing Director Sanjay Bhatia and other government officials.

              The PAPs are pressing for the allotment of 35 to 40 per cent of the developed land, while the state government has shown its willingness to provide 22.5 per cent of developed land. At the detailed presentation made at the meeting, about 30 issues, including the allotment of developed land to PAPs came up for discussion.

              “About 450 hectares of private land is yet to be acquired for the Navi Mumbai airport project. A series of talks were held between Cidco and the PAPs. The market value of the 22.5 per cent developed land will be worth Rs 18 crore per hectare, against the present value of Rs 15 lakh per hectare. The PAPs are certainly going to benefit. Besides, Cidco will develop a world class city for the PAPs adjacent to the airport,” a senior government official, who was present during on Monday's presentation, told Business Standard. Read more at;

              Chavan to meet those displaced by Navi Mumbai Airport | Business Standard
              Last edited February 4 2016, 09:52 PM. Reason: posted link content


              • #8


                Re : Mumbai Infrastructure Projects, Airport, Metro, Monorail & Suburban Railway Sealinks

                After missing six deadlines, Milan ROB finally thrown open

                After six deadlines and a delay of three years, the much-anticipated Milan Road Over Bridge (ROB) was thrown open on Friday evening after it was inaugurated by CM Prithviraj Chavan.

                The 700-metre ROB will help motorists avoid the waterlogged and congested road below especially during the monsoon. When asked about the delays, an official said that the resettlement and rehabilitation of affected people took time and there were delays in obtaining permission from the railways for the steel bridge passing over the tracks.

                Prithviraj Chavan inaugurates the much-anticipated Milan Road Over Bridge yesterday. The ROB has been completed at Rs 84 crore, double the initial estimate of Rs 42 crore. Pics/Satyajit Desai

                The MMRDA started constructing the structure at a cost of Rs 41.5 crore but after missing the June 2010 deadline and five others after that the costs have escalated to Rs 82 crore. Incidentally, the ROB allows motorists a clear view of the airport and they fear that in the future many would collect on the ROB to catch a glimpse of flights taking off, causing traffic jams. Hence, they have suggested that they might install view cutters to avoid this problem.

                During the inauguration, CM Prithviraj Chavan said, “The completion of the ROB is good news for motorists as it will provide them with a hassle free journey. Constructing this bridge was a challenge and I congratulate the engineers for the tough task.” He added, “We will also make sure that the eastern freeway is operational before June 7. We have carried out the trial run of the monorail and metro and hoping to open them to the public shortly.”

                Deadlines missed
                >> June 2010
                >> March 2011
                >> October 2011
                >> May 2012
                >> October 2012
                >> March 2012


                • #9


                  Re : Mumbai Infrastructure Projects, Airport, Metro, Monorail & Suburban Railway Sealinks


                  can anybody throw some light on - if the PROPOSED Navi Mumbai International Airport is/was a Passenger Airport or a Cargo Airport or Both.

                  If it is/was only a CARGO AIRPORT then why people (read INVESTORS) were going crazy about it.


                  • #10


                    Re : Mumbai Infrastructure Projects, Airport, Metro, Monorail & Suburban Railway Sealinks

                    Navi mumbai international airport - porject

                    Navi Mumbai International Airport is a proposed greenfield international airport, to be built in the Kopra-Panvel area of the Mumbai Metropolitan Region in India. The airport is being built through public-private partnership (PPP). The yet to be chosen private sector partner will hold 74% equity while the Airports Authority of India (AAI) and the Government of Maharashtra (through CIDCO) each holding 13%. The airport project, aimed at easing Mumbai's air traffic congestion, has been delayed due to property disputes. Its first phase was supposed to be operational by 2014, but that deadline will not be met.


                    The sea – shore land required is about 11.4 km² for the core airport activity and will have two parallel runways each 3700 metres long. It is to be located on highway NH 4B near Panvel, about 35 km from the existing Chhatrapati Shivaji International Airport . The International Civil Aviation Organisation (ICAO) has already given clearance to the Navi Mumbai airport on technical parameters. The Airport construction is at global tendering stage[2]

                    The cost of the project, which is being developed through the public-private partnership route, is estimated at 52.6 billion (US$960 million). The airport will have a terminal area of 250,000 m² and a cargo area of 100,000 m² and handle 50–55 million passengers annually.[3] The site of airport is located in an area of 9.5 km² accommodating two parallel runways for simultaneous and segregated parallel operation with provision of full length taxi ways on either side of the runways. The airfield has been designed to accommodate the new large aircraft compatible to aerodrome code 4-F.
                    The new airport will cater to 10 million passengers a year in its initial phase (end-2014), 25 million by 2020, 45 million by 2025, and 60 million by 2030, according to CIDCO.[4]

                    The site had several environmental problems in dealing with mangroves and rain/storm water drains in Panvel. There is an NGO fighting government agencies regarding Panvel. The ministry of environment and forests (MoEF) gave its clearance for the Navi Mumbai international airport on 14 May 2008.[5] The environmental ministry finally cleared the project on 23 November 2010

                    Airport Plans

                    The airport will have a total area of 1160 hectares. National Highway 4B will provide the main road access to the airport from the east, whereas the Aamra Marg will allow access from the west. The planned Sewri-Nhava Sheva Trans Harbour Link will connect the airport with Mumbai. The new airport will have a 10-lane approach road to its terminal building flanked by its two runways.

                    The airport is to have two parallel runways, 3,700 m long, 60 m wide and spaced 1,550 metres apart (ICAO minimum requirement is 1090m). The runways will be connected to the apron by taxiways with the approach road to the terminal passing underneath. The airport will be able to host new-generation aircraft like the Airbus A-380 and Boeing 747-8.

                    The terminal building will cover over 5,23,000 sq metres. The two terminal buildings will have a total of 350 check-in counters. There will be three curbs each on the north and south sides. The level one curb will be dedicated to commercial vehicles, the second will be for arrivals and the third for departures.
                    The main terminal building will have five levels, including two mezzanine floors.
                    • Level one of the terminal will house the metro train station, the commercial ground transportation curb, baggage sorting area and vehicular parking.
                    • Level two (mezzanine) will have explosive detection baggage screening areas, bridge connections to parking areas, metro train station and offices.
                    • Level three will have baggage claims, public arrival curbs and greeting areas The level three will be dedicated for arrivals.
                    • Level four (mezzanine) will provide departing passenger access to the concourse. It will also provide arriving passengers access to baggage claim areas from concourse and also a bridge connection to the car park.
                    • Level five will hold passenger check-in lobbies.
                    The terminal building will provide 81 Contact Aircraft Positions and 29 Remote Aircraft Parking bays. The adjoining cargo complex will cover 2,01,581 sq metres, while the aircraft fuelling enclave will be spread over 1,51,000 sq metres. Over 276 hectares have been earmarked for non-aeronautical activities like hotels and commercial plazas. The airport will have parking slots for 5,500 cars, 3,500 bikes, 120 buses and 10 cargo trucks. It will cater to 10 million passengers per annum in the first phase and 60 million once it goes full stream by 2030. The total project cost is expected to be Rs 14,573 crore.


                    The total cost is expected to be 9000 crore (US$1.6 billion)

                    Phase 1 – 2011–2015 – cost 52.6 billion (US$960 million) Objections to the Location

                    Objections were raised by the Union Ministry of Environment and Forests on the current proposed location of the Navi Mumbai International airport near Kopra Panvel area, apparently because the construction of the airport would involve reclamation of low-lying areas in an ecologically fragile zone as well as destruction of several hectares of Mangroves. There are serious environmental issues. Its construction would damage mangrove cultivation in the 2,000 hectares, besides the diversion of Gadhi and Ulwe rivers, which according to the Union Environment and Forests Ministry is a very serious issue considering the destruction Mumbai faced during the 26 July 2005 floods. As a result of these new developments other locations were considered.

                    The original option of locating near Rewas Mandwa The proposed airport site is centred around the region of Rewas and Mandwa near Alibaug, where the original proposal of second international airport existed on all regional development plans, and the location was commented to be the most fit and correct barring the excessive financial cost involved in building a sea-link/creek bridge over the Karanja Creek connecting UranJNPT area to the proposed airport at Rewas Mandwa. It is only at a distance of 20 nautical miles (37 km) by sea makes it a viable location.

                    The other option of locating near Kalyan – Nevali The second option includes the one off village Newali near Kalyan-Ambernath 55 km away from the current airport in Mumbai. There exists an old and abandoned air-strip of World War II era and the Union Defence Ministry owns the 1,500 acres (6.1 km2) of land on which it is located. The proposal was centred around those 1,500 acres (6.1 km2) of land.

                    Both options were later ruled out and the site was finalised at Panvel.

                    Land Acquisition Hurdles

                    The airport is facing hurdles in the acquisition of private land. The airport requires 2,042 hectares. CIDCO needs to acquire 424 hectares of privately owned land for which CIDCO officials and the State Government have been negotiating with the residents of seven villages. Land acquisition is stuck as the villagers (5,000 families) are demanding a higher compensation package of 200 million per acre.[10] Villagers and land holders at the planned site of the airport are unhappy with the compensation paid to them. CIDCO then formed a committee comprising the divisional commissioner of the Konkan division and local politicians. The committee had offered the project-affected-people (PAP) two rehabilitation-related compensation options:

                    a) 12.5% of developed land at the ready reckoner rates, in addition to monetary compensation

                    b) 22.5% developed land in Navi Mumbai. In response, the PAP allowed CIDCO to carry out survey work in the Chinchpada village, and not at the other 9 villages within the proposed airport site. However, the PAP still haven't agreed completely to the compensation options offered by the CIDCO. The PAP pressure group made it clear that it hasn't yet accepted the offer made by CIDCO, and will reach a decision only when CIDCO fulfils a list of its demands, one of which asks for appointments against pending vacancies in the development body, which are reserved for PAP.

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                    Last edited May 26 2013, 05:10 PM.


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