That is not the question.
Let’s talk about solutions!
One artifact that has promised to change the face of this city forever and has been looked forward for quite some time by Navi Mumbaikars is the proposed Navi Mumbai International Airport. This mega project will definitely assure Navi Mumbai a place on the international travel map. In a bid to meet the ever-increasing demands of the commercial capital, the operational capacity of the Chhatrapati Shivaji International Airport has reached the brim. To systematically decongest this airport, a proposal to build a second airport for Mumbai Metropolitan Region was floated and the location shortlisted was an 1140 hectares tract of land in the Kopra Panvel Area, about 35 Kms from the existing international airport. The airport is being built through public-private partnership (PPP) — with private sector partners getting 74% equity while Airports Authority of India (AAI) and Govt of Maharashtra (through City and Industrial Development Corporation or CIDCO) holding 13% each. Built at an estimated cost of Rs 4,000 crore, the airport will have a terminal area of 250,000 m2 and a cargo area of 100,000 m² with two parallel runways each 4500 metres long. The passenger traffic that it proposes to handle would increase in a graded manner starting from 10 million passengers per annum in the first few years and adding 10 million passengers every 5 years up to a maximum capacity of 50-55 million passengers annually.
Various factors were considered while providing the techno-commercial go-ahead for this massive project and it was on the basis of these overwhelming positives that the Kopra – Panvel location in Navi Mumbai was finalized. The immense capacity of this city to absorb future growth in population, business and commercial activity and the availability of physical and social infrastructure are forerunners among these. There was also the added advantage of least resettlement and rehabilitation of people since the particular area is quite sparsely populated. Analysts also have no doubts of its ability to recover costs and ensure steady returns to investors as traffic at the new airport would definitely witness exponential growth owing to the presence of a Special Economic Zone, Jawaharlal Nehru Port Trust, Thane-Belapur and Taloja industrial area and the huge catchment area ranging from Pune to South Mumbai.
What I have described above is the rosy picture that we were all shown early on in this decade. Along with it was the prediction of the airport being operational by the year 2007, a claim boldly mentioned on the CIDCO website. However, to our dismay a lot has changed since then. Bureaucratic delays and controversies have marred the project to such an extent that from being a steady and well-planned Endeavour, it has become a rush-hour necessity. The scenario as of now is as follows. In spite of being an urgent need of the hour, a deadline is yet to be fixed for construction to begin. Environmental issues such as the slashing of mangroves and rain/storm water drains for which solutions had already been found are being re-raised and have become a hit with NGOs and the media alike. The Ministry of Environment and Forests, on its part has halted the crucial approval required for any work to begin on grounds that the airport would involve reclamation of low-lying areas in an ecologically fragile zone as well as destruction of several hectares of mangroves. Some of the other concerns raised include the diversion of river Gadhi and Ulwe and the blasting of a 91 metre hillock island — at the proposed airport site. Lastly, the villagers and land holders at the proposed site are unhappy with the compensation paid to them by CIDCO. It is suitable to mention here that the number of these inhabitants is currently just about 20, 000.
Let us now look at some of the ironies in the situation which make me want to bang my head against my shell. More than 30% of the entire proposed land falls under the Coastal Regulatory Zone (CRZ) which has given its approval to the project, though significantly delaying it by two years from 2007 to 2009. The MoEF first gave its approval in May 2008 and then deferred it after more than a year. Blasting of the 91 metre hillock would in a way neutralize any adverse environmental impact by ensuring that its rubble can be used for construction work. Finally, the 4,000 odd families that would be displaced are in for an enviable Rs. 350 Crore relief package which I’m sure if implemented would be a definite boon for these families. It includes provisions like 100 preferential equity shares, developed land equivalent to actual loss plus 50 sq. mt. and employment guarantees.
What seems to be going in the positive direction right now is that CIDCO has already selected the US-based Louis Berger for the preparation of master plan for the Navi Mumbai airport. They would prepare a comprehensive master plan, detailed project report, procurement documents and other necessary reports. CIDCO was asked to carry out a fresh environmental impact survey (EIS) for which it had engaged IIT Powai. The crucial Environmental Impact Assessment (EIA) study is ready for submission. The report has given the thumbs up for a smooth take-off for the project. The EIA also assesses a flooding scenario. Sources with Louis Berger, which studied possible impact of emissions and sound pollution due to the airport, said there appears to be "no big shocks in store and the replantation of mangroves and realignment of rivers "could be taken care of without harming the environment. Differences between the environment and civil aviation ministries over the proposed Navi Mumbai airport project will hopefully be sorted out with Prime Minister Manmohan Singh, once again, intervening in the matter.
On the field, most Navi Mumbaikars are highly optimistic about the project taking shape and their hopes are alive as long as the signage for the Navi Mumbai Airport is rooted at Kharghar. For a decade now, the airport has been sold by everyone from real estate agents to politicians. What is amusing is that most hotels in Panvel, Kharghar, CBD and parts of Nerul also mention this as one of their USPs when it actually makes no sense for a traveler currently. Just imagine the phrase ‘located 5 Km from the proposed international airport’ What difference does it make to me man.
All said and done, what bewilders me most is that after more than ten years of contemplation and feasibility studies, spending crores of rupees, all the hype and hoola, we are now talking about alternative options like Rewas – Mandwa or Kalyan – Nevali for the new airport. It seems preposterous and almost an insult to our intelligence that after all the plans and proposals, we ultimately come back to the fundamental question – ‘To be or not to be”, ‘To have the second airport at Navi Mumbai or not?” However, I guess it is not all that unexpected in our country of paradoxes where with just two months left for the commonwealth games, people are debating on whether or not we should’ve had them.
When global cities like Dubai, New York, Amsterdam and Hong Kong can build much larger structures by scientifically overcoming conflicts with nature, I’m sure the task here is not all that arduous given sufficient will-power on the part of all those involved. I sincerely hope that we get to witness this symbol of pride really soon in our city!
