As city readies for take-off from Navi Mumbai, experts warn poor connectivity and steep costs could ground the hype
Construction in progress at Navi Mumbai International Airport on September 19. Pic/ Satej Shinde
As Mumbai counts down to the expected inauguration of the Navi Mumbai International Airport (NMIA) on October 8, mid-day brings you an exclusive wrap of our week-long deep dive into the city’s most ambitious aviation project. While the airport promises world-class amenities and a futuristic design, experts warn that connectivity and costs could clip its wings before take-off.
A week-long look at Mumbai’s second hub
Day 1
What’s coming up
We began with a detailed infographic that broke down the airport’s design and scale — the lotus-shaped terminal, its massive passenger capacity, and its seamless transfers. Cargo facilities, sustainability features, and comparisons with Mumbai’s existing T1 and T2 terminals set the stage for what NMIA promises to deliver.
Day 2
The making of NMIA
From its first proposal in 1991 to the flattening of hills, diversion of creeks, and flood-risk assessments, NMIA has been a project of epic proportions. Environmental and engineering challenges aside, planners have stressed sustainability, positioning the airport as one of India’s most carefully thought-out aviation hubs.
Day 3
How far is too far?
To put the airport’s location to the test, mid-day reporters made the journey themselves. One travelled by road from Terminal 2 of CSMIA, the other by suburban rail from Churchgate. Both journeys highlighted the real issues passengers are likely to face — not just travel time and effort, but the cost involved.
Day 4
Local challenges
On the ground in Navi Mumbai, we looked at last-mile connectivity and the looming danger of bird strikes. In an exclusive chat, NMMC Commissioner Kailash Shinde revealed plans for 50 electric buses dedicated to the airport. At the same time, authorities are clamping down on open meat markets to minimise bird activity — a known hazard for flights.
Day 5
Glimpses of the future
Highly placed sources confirmed that a bullet train could be part of NMIA’s long-term connectivity plan. But the present picture isn’t as rosy: hotels and lodges around the airport are limited, with the nearest proper facilities 15–20 minutes away — a gap that could inconvenience travellers and airline staff alike.
Day 6
Mapping the links
The final part of our series explored the multiple modes of access planned: road, buses, suburban rail, waterways, and last-mile options. On paper, the connectivity looks diverse, but most of it is still on the drawing board.
Experts raise the red flag
Nitin Dossa, transport expert, chairman of the Western India Automobile Association, told mid-day:
“The airport is a good one-and-a-half hours away from the city. While the Atal Setu sea link is meant to bridge that gap, its steep toll will be a concern. For many, the cost of just reaching the airport may nearly equal the airfare on short-haul flights.” He added that road connectivity is another challenge, “South Mumbai bottlenecks, especially around Reay Road and CSMT, choke traffic during peak hours. Passengers trying to transfer between T1 and NMIA can expect a long and unpredictable journey.” Dossa also highlighted missing signage, “Once motorists exit Atal Setu, there are hardly any clear signs guiding them to the airport. Instead of NMIA, one could easily end up on the Pune Expressway by mistake. That needs urgent fixing.”
KVJ Rao, ex-Air India official
Ex-Air India official KVJ Rao added perspective on long-term planning: “Mumbai will now have three airports if we count T1 and T2 at CSMIA separately. But beyond road and suburban rail, all other connectivity modes are just promises that will take years. Only when these come online will we know if NMIA can handle passenger traffic effectively.”
Jagdeep Desai, architect and urban planner
Architect and urban planner Jagdeep Desai raised broader concerns:
“At this stage, there are more questions than answers. Which flights will operate here? Will corporate jets use it, or will ordinary citizens alone bear the burden of travelling to NMIA, paying the Atal Setu toll to save half an hour?” He questioned the airport’s financial viability, “After spending thousands of crores, will it recover costs? If airline charges are higher than at Sahar, why would they shift operations here?” Desai noted the airport’s delayed launch, “No operator wanted a rival airport so close to CSMIA, which is why the project was given to the same group — earlier GVK, now Adani. This could also affect Pune’s second airport, as a fourth airport within 200 km may not be economically feasible.” He recommended affordable, frequent bus transfers, “At least they should provide cost-effective shuttle services from multiple pick-up and drop locations to reduce dependency on private vehicles.”
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