mumbai city - town planning report

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CSPA/Semester 9/ Town Planning/City Report/Mumbai

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Mumbai

Town Planning

City Report

Submitted by:-

1) Jaiveer Singh Bawa2) Varun Preet Singh3) Sugam Saini

4) Tanya Mahindroo


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CONTENTS

Bombay: A brief history of the city 03

The english arrive

The companys city schemes

The mughals attack

Trading Capital

The empire and afterwards

The geography of Mumbai 06

The population density pattern of Bombay 06

The evolving urban form: Mumbai 08

Inner Mumbai Outer Mumbai

Employment patterns 13

Mumbai Urban Understanding 14

Mumbai Urban Environmental Issues 14

Land Use and Growth Management 16

Revised Development Plan 1991 2013 16

Existing Land-Use

Public Transport in Mumbai

Evolution of Navi Mumbai 30

Navi Mumbai- Need for a new city 31

Navi Mumbai Creation 31

Navi Mumbai Design Principles 32

Physical Infrastructure 35

Water Supply

Storm Water Management

Roads

Swot Analysis 37

Land Use Pattern 39

Bibliography 44


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Bombay: A brief history of the city

Bombay, now known as Mumbai, is home to around 10 million people. It is a thriving cosmopolitan,multi-cultural city, and is the centre of India's entertainment industry.

Mumbai has been growing for five hundred years, even though it was built on what initially looked

like very weak foundations.At first there were just seven islands separated by swamps: the land was dangerous and unhealthy.A thousand years ago the islands were part of the Magadhan empire. Later they belonged to theSilhara family and in 1343 they became part of the lands of the Sultan of Gujarat.

In 1534, the Portuguese captured the islands and established a trading centre (or 'factory') there.The Portuguese called the place Bom Bahia, meaning 'the good bay', which the Englishpronounced Bombay .

This trading place slowly grew, with local people trading products such as silk, muslin, chintz, onyx,rice, cotton and tobacco. By 1626, there was a great warehouse, a friary, a fort and a ship buildingyard. There were also new houses for the general population, and mansions for the wealthy.

Fig 1 The map of bomaby Fig 2 - The englishmen leader

The english arriveThe first Englishmen to visit Mumbai were raiders. In October 1626, whilst at war with Portugal,English sailors heard that the Portuguese had "got into a hole called Bombay" to repair their ships.

They attacked Bombay, but the ships had already left. The English burned down buildings, anddestroyed two new Portuguese ships "not yet from the stocks".

In May 1662, King Charles II of England married Catherine of Braganza, whose family offered a largedowry (a gift made by the father of the bride to the groom). Part of this gift was the Portugueseterritory of Bombay. However, Charles II did not want the trouble of ruling these islands and in 1668persuaded the East India Company to rent them for just 10 pounds of gold a year.

As Bombay was a deep water port, large vessels were able to dock there. Bombay needed a fort anda garrison of soldiers to protect it from Dutch fleets and Indian pirates.


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Unfortunately, it was an unhealthy climate for the English - it was said of Bombay that "three yearswas the average duration of European life"; "two mussouns (i.e. monsoons, there was one everyyear) are the age of a man"; and of children born there "not one in twenty live beyond their infantdays". Men who lived there were encouraged to marry local women, although English women werealso "sent out".

The companys city schemes

Within a few years the Company had transformed Bombay. Governor Gerald Aungier set aboutbuilding up the port, with a new quay, warehouses and a customs house.

The Company supported him and encouraged him to build a new city - they even sent him theplan of London as it was to be rebuilt after the Great Fire of 1666.

In this "city which, by God's assistance, is intended to be built" people could buy land and buildtheir own houses. Aungier started a complex building programme: causeways to link theislands; forts and a castle to protect people; a church, a hospital, and a mint where coins weremade.

Settlers came from many local communities, as well as from Britain. In the 1670s, the Companyhad 1,500 soldiers in Bombay (both English and local) to protect people living there.

By 1675, the population was around 60,000. In 1687, the Company made Bombay their Indianheadquarters. The headquarters stayed

Fig 3- bombay as a port Fig 4- The exploitation of the port by the english

The mughals attack

English, Dutch and Portuguese ship captains regularly raided and captured foreign ships, if theythought they could get away with it. In 1688, during a conflict between the English and the Mughals,

fourteen Mughal ships were captured and taken to Bombay harbour. A fleet of barges was alsocaptured. The Mughals responded: in February 1689, a force entered Bombay harbour and landedMughal men.

Since most people lived outside the Castle they rushed there for safety. They must have beenfrightened as it was said of them that "the poor ladies, both black and white, ran half naked to thefort and only carried their children with them".

The Castle was laid siege, and it did not go well for the Company. In December, men were sent to theMughal court to seek peace. They got peace but at great cost to the Company.

The population of Bombay fell to a fraction of its earlier size. Many people, both Indian and English,lost their lives. Plantations were devastated and houses destroyed. Bombay became known as a"dismal desert"


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Trading Capital

Bombay soon grew again: by the end of the 1700s it was "The Gateway to India". Early in the centurythe Company sent ships to patrol the sea off the Malabar (West) coast of India - it needed protection

from the many dangers posed by foreign ships.The Company built up a fleet, called the Bombay Marine, which brought some peace to the Westcoast of India in the first half of the century. The Bombay Marine eventually became the IndianNavy.

Because Bombay was a secure place offering a range of employment opportunities, people with allsorts of skills moved there to start a new life.

There were goldsmiths to make fabulous jewellery, weavers to create extraordinary textiles,merchants to trade the goods, and money-lenders in case the merchants or anybody else neededcash, as well as ironsmiths, planters, and servants. Bombay did not only trade in local products;

many other goods were brought from all over India and beyond. In the 1730s, ship builders movedinto Bombay, creating a new industry.

Raw cotton was shipped from Bombay to England where it was manufactured into cloth prior tobeing sent back to India for sale. In 1854 the first Indian cotton mill was opened.

Fig 5- Trade practices Fig 6- Plan

The empire and afterwards

In the early 1800s, much engineering work was carried out in Bombay. The city's swamps werecompletely filled in, and by 1845 the seven small islands that had previously made up Bombay hadbeen turned into one large island.

In 1853, the first Indian railway opened, which stretched from Bombay to Thana. The employmentcreated by the new railway attracted more people to settle in Bombay. To keep control, theCompany created a number of government buildings. These were in a style very similar to city hallsbuilt in England at the time.

The city has continued to grow. In 1864, there were 816,562 living there. By 1991, the population ofthe whole of Bombay (which had spread beyond the islands) was 9,900,000.


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The city changed its name in 1995 to Mumbai, after Mumbadevi, the stone goddess of the deep-seafishermen who originally lived on the islands before they were driven out by the East IndiaCompany .

The geography of Mumbai

Position

The island city of Bombay lies off the west coast of India just south of the tropic of Cancer. Becauseof its harbor, a wide bay between the city and the mainland, facing Africa and East Asia, Bombay hasbeen a natural shipping and trading center through all of its short history. It has grown in spite oflying in a seismically active zone.

Climate and weather-

The position of the city ensures a uniform warm temperature throughout the year. The main climaticvariation is provided by rainfall. Lying windward of the Western Ghats, Bombay receives most of itsrain from the South Asian Monsoon, between June and September every year.

The city-

The seven islands of Bombay were joined together into one landmass through three centuriesof reclamation. This one island is now 436 square kilometres in area (approximately 170 squaremiles), and is connected to the mainland by several bridges. As a new millennium begins, the city isspreading over these bridges into the mainland

The population density pattern of Bombay

The changing population density of Bombay is shown in the maps below. Darker colours denote

progressively higher population density. The data are available by Municipal wards. The highest
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density of 791 persons per acre was reached in parts of Bombay in 1961. The most congested partsof Bombay in 1901 already reached the population density that the rest of Bombay now has.

Fig 7- Changing Population Density Of Mumbai

The 1991 census found that 12.5 million people lived in the Mumbai Metropolitan Region. Of these,9.9 million lived in Greater Mumbai. Estimates of the present population are in the range of 14 to 15million.

Bombay's population has grown most rapidly in the years after India's independence. In the decadebetween the censuses of 1981 and 1991, there have been some signs of a levelling off in the growth.Population figures obtained from historical sources and the Indian census are summarized in thegraph and table below.
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With 18 million residents, the larger MumbaiMetropolitan Region is the worlds fifth mostpopulousmetropolitan region. The capital of the State ofMaharashtra, Mumbai is a city of 12 million.This areaknown as Greater Mumbai stretches over 438 km2 , andit has an extremely high populationdensity (27,348 people per km2). Mumbai is the entertainment andfinancial capital of India but the

city also has thelargest slums in the country. Mumbai contributes 40%of national income tax and60% of customs duty. Inpurchasing power parity, Mumbai is estimated to havea US $143 billioneconomy. Per capita income is us$12,070. In India, Mumbai has a higher than averageproduct percapita, service sector employment and carownership rates. On the other hand, the city has alowerhome ownership rate and the ratio of young peoplein Mumbai is slightly below the nationalaverage. Keychallenges facing Mumbai include traffic congestion,the loss of wetlands, frequentflooding and criticalissues concerning housing and the citys slums. Yetthe urban region continuesgrowing. Some projectionssta te that Mumbai will overtake Tokyo as the worldslargest city by theyear 2030.

The evolving urban form: Mumbai

The continuing dispersion of international metropolitan areas is illustrated by recently released 2011Census of India preliminary data for the Mumbai "larger" metropolitan area. The historical core, the"island" district of Mumbai (Inner Mumbai) lost population between 2001 and 2011, while all growthwas in suburban areas outside the historic core. Indeed, since 1981, Inner Mumbai lost 140,000residents, while suburban areas gained 13.2 million.

The larger metropolitan area is defined by district boundaries, the census division level below that ofthe state. The Mumbai Metropolitan Region Development Authority has a more "tight" definition,composed of smaller administrative units (municipalities), however that data is not yet available on
http://www.indianexpress.com/news/Census--Population-growing-in-Thane--Mumbai-and-suburbs--but-at-slower-rate/770509/http://www.indianexpress.com/news/Census--Population-growing-in-Thane--Mumbai-and-suburbs--but-at-slower-rate/770509/http://www.indianexpress.com/news/Census--Population-growing-in-Thane--Mumbai-and-suburbs--but-at-slower-rate/770509/http://www.indianexpress.com/news/Census--Population-growing-in-Thane--Mumbai-and-suburbs--but-at-slower-rate/770509/


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the internet (Note). The larger metropolitan area includes four districts, two of which compose thecity of Mumbai, Inner Mumbai (the historic core), and Outer Mumbai. The larger metropolitan areaalso includes the district of Thane, which is to the east and north of Mumbai and the district ofRaigarh, which is to the south of Mumbai. The overwhelming majority of growth outside the city of

Mumbai has been in Thane, which is accessible by land and bridge to Mumbai. Raigarh is lessaccessible from Mumbai and requires travel through Thane to reach.

The historic population trends of these four districts are described below. The evolution of theMumbai urban form is illustrated by the following:

(1) The population growth rate peaked first in the core, Inner Mumbai, Outer Mumbai later andthen fell substantially. Recent growth has been concentrated in the outlying districts ofThane and Raigarh. Figure 1 shows the population growth rate by district for each decadesince the 1901 census.

(2) Much of the population growth was in Inner Mumbai until 1961. From 1961 through 1981, thebulk of the population growth moved to Outer Mumbai. By the 1981 to 1991 period, Thane emergedto virtually equal Outer Mumbai in its share of growth and has been dominant since 1991. Figure 2indicates the share of the larger metropolitan area growth by district since 1901.


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(3) The population of Inner Mumbai has risen comparatively little since 1961, with nearly all

growth occurring first in Outer Mumbai and later in Thane. These two suburban areas nowaccount for 90 percent of the larger metropolitan area population, double the 44 percent of1961. Figure 3 illustrates the actual population, by district, of the larger metropolitan areafrom 1901 to 2011.

Inner Mumbai:

The historic core (Inner Mumbai) registered 3.146 million residents, down from 3.327 million in2001. The historic core now contains only 12 percent of the larger metropolitan area population,down from 40 percent in 1961, adding approximately 375,000 residents during that forty yearstretch. Overall, since 1960, the island district has captured only 2 percent of the largermetropolitan area growth. This contrast with the period before 1951; Inner Mumbai hadcaptured approximately 60 percent of the larger metropolitan region population growthbetween 1931 and 1941, and 49 percent between 1941 and 1951. However, Inner Mumbai'sshare dropped to a 26 percent share in 1951 to 1961 and an 11 percent share in 1961-1971. Thisis consistent with the overall trend in urban core population growth in metropolitan areasaround the world, with population stalling or even declining once there is little greenfield landremaining for development. Inner Mumbai had lost population in the 1981-1991 census period,however recovered to reach its population peak in 2001. The 2011 population for Inner Mumbaiwas the lowest since the 1971 census. These population losses have occurred despite an

unprecedented building boom of high-rise residential towers.


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Outer Mumbai:

The Mumbai Suburban district (Outer Mumbai) became a part of the city of Mumbai through a 1950consolidation. As Inner Mumbai became fully developed, population growth shifted sharply to OuterMumbai. By 2011, Outer Mumbai grew to 9.33 million residents, an increase of 7.95 million from its1961 total of 1.38 million. Outer Mumbai captured 41 percent of the larger metropolitan areagrowth from 1961 to 2011. However, as the supply of greenfield land has been reduced, OuterMumbai's growth has also slowed considerably. In each of the three decades from 1941 to 1971,Outer Mumbai grew by more than 100 percent. Outer Mumbai attracted only 19 percent of thelarger metropolitan area growth, down from a 58 percent peak in the 1971-1981 periods. The 2001-2011 increase of 744,000 (8.7 percent) was the lowest since the 1951-1961 census period, and wassubstantially below the 27.2 percent from rate from 1991 to 2001.

Thane:

During the last 10 years, Thane has become the largest district in the Mumbai larger metropolitanarea, with a population of 11.1 million, passing Outer Mumbai. Thane is now the largest district inIndia. In 2001 Thane had 8.1 million residents in 2001 and grew 35 percent to 2011. This, however, isdown from a 55 percent growth rate between 1991 and 2001, reflecting a decline in the overallgrowth rate of the larger metropolitan area (see below). Thane has steadily increased its share ofgrowth in the larger metropolitan area, from 24 percent between 1961 and 1971 to 55 percentbetween 1991 and 2001. Thane reached a peak in the 2001-2011 census period, capturing 74


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percent of the larger metropolitan area growth. Since 1961, Thane has captured 49 percent of thegrowth in the larger metropolitan area and added 9.4 million residents. In each of the last twocensus periods, Thane has added 2.9 million residents, equal nearly to the population of the urbancore, Inner Mumbai.

Raigarh:

More remote from the core, Raigarh has experienced considerably slower growth than Thane, anduntil recently slower than Outer Mumbai. Raigarh grew 19 percent, from 2.21 million in 2001 to 2.64million in 2011, an increase of 19 percent. This was the only census period since 1901 in whichRaigarh grew more quickly than Outer Mumbai. Raigarh accounted for 11 percent of the largermetropolitan area growth between 2001 and 2011 and 8 percent since 1960. Raigarh addedapproximately 1.575 million residents from 1961 to 2001, more than four times that of larger InnerMumbai (the urban core).

Overall Population Growth:

Consistent with the general population growth rate declines witnessed in less affluent nations, theMumbai larger metropolitan area is growing less quickly than in previous decades. Between 2001and 2011, the area grew 17.3 percent, which is down from 30.9 percent between 1991 and 2001.The greatest growth had been between 1941 and 1951 (49 percent), with rates from 30 percent to39 percent in each of the decades from 1951 to 1991.


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Mumbai: Penultimate Density, Yet Representative:

The core urban area (area of continuous urban development) of Mumbai represents approximately80 percent of the larger metropolitan area population. Mumbai is the third most dense major urbanarea in the world at nearly 65,000 residents per square mile (25,000 per square kilometer), trailing

Dhaka (Bangladesh) and Hong Kong. Yet even at this near penultimate density, Mumbai exhibits thegeneral trends of dispersion and declining density that are occurring in urban areas around theworld, from the most affluent to the least. In the two Mumbai city districts, as in othermegacities ,housing has become so expensive that population growth is being severely limited.Overall, the Mumbai larger metropolitan area may also be experiencing slower growth as smallermetropolitan areas outperform larger ones, a trend identified in a recent report by the McKinseyGlobal Institute. Finally, the over-crowded, slum conditions that prevail for more than one-half ofthe city's residents could be instrumental in driving growth to more the distant suburbs of Thane andRaigarh.

Employment patterns

As Bombay moves from a primarily manufacturing to a service based economy, jobs are slowlymoving out of the congested Island city .

The inner circle for the Island City, the remainder for the rest of Greater Mumbai

Employed in 1980 1990

Trade, finance, services 52.1 64.3

Manufacturing sector 36.0 28.5

Others 11.9 7.2

the Island city 71.8 55.7
http://demographia.com/db-worldua.pdfhttp://demographia.com/db-worldua.pdfhttp://www.khaleejtimes.com/DisplayArticle08.asp?xfile=data/international/2011/April/international_April104.xml&section=internationalhttp://www.mckinsey.com/mgi/publications/urban_world/index.asphttp://www.mckinsey.com/mgi/publications/urban_world/index.asphttp://www.newgeography.com/content/002170-the-problem-with-megacitieshttp://www.newgeography.com/content/002170-the-problem-with-megacitieshttp://www.mckinsey.com/mgi/publications/urban_world/index.asphttp://www.mckinsey.com/mgi/publications/urban_world/index.asphttp://www.khaleejtimes.com/DisplayArticle08.asp?xfile=data/international/2011/April/international_April104.xml&section=internationalhttp://demographia.com/db-worldua.pdfhttp://demographia.com/db-worldua.pdf


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Mumbai Urban Understanding

When it comes to urban development, Mumbai is considered as an organic city that was built,transformed and developed by a number of reclamation projects and temporary policies. The city isentirely a mixed use settlement where place of residence, place of work, public places,transportation, retail shops, industries, commercial, educational districts etc. exist together. This isperhaps the most important reason for its vibrant character.Incepted in 1853, Mumbais local train system consists of three tra nsit lines running south-north andeffectively connecting almost all the corners of the city. Mumbai as compared to any city in India hasthe maximum proportion of people who use public transport or walk to work which are fundamentalcomponents of any good city. With its mass transit system running almost 20 hours a day & 7 days aweek, Mumbai city never really sleeps. It celebrates festivals of all the religions, almost monthly,with same enthusiasm and energy. Mumbais hot & humid climate is one of the re asons for itsconstant active nature. Corner side plazas, public places and beaches are always occupied by citizensof all kinds all year aroundHawkers, vendors, street side food stalls and most importantly, people are never rare in this city. Itworks well and inspires its citizens to work productively because of the way it is built. A truemetropolis and the city of the migrants, Mumbai is one of the most livable cities in the country. Thegrowing population of this metropolis proves the same.

Mumbais built environment does not lack variety either. From the southern tip of the city to itsnorthern border, it encompasses array of spaces, buildings and destinations representing its growthfrom colonial era to present day metropolis. Most of the monumental buildings in the city were builtduring the British regime. These structures still serve as important public, infrastructure andadministrative buildings of the city. The built environment throughout Mumbai is composed ofvarious architectural styles from Indo-Saracenic to Hindu, from Greek revival to modern.

The urban characteristic of Mumbai could be studied by looking at the different spatial elements

that are woven into its urban fabric. Locations ranging from important public places to historicdistricts or a lively street to a popular market place, fuel the city for its everyday hustle-bustle and itsvery existence.

Mumbai Urban Environmental Issues

Mangrove Destruction:

Mangroves are an integral part of the landscape of Mumbai. The city was originally surrounded by

5000 acres of mangrove swamps. Among these, the city has lost almost 40% to reclamation of landfor construction and development projects. As a result, Mumbai became more vulnerable to naturaldisasters.

Land Use Changes: Salt Pan Lands :

Similar to its mangrove cover, the city has a chunk of land dedicated to salt production. However,the lack of land for residential accommodation has pushed the developers to convert the salt panlands into residential and commercial zones. Salt pan lands are an important barrier between land &sea. And with their land use change, the danger of flooding has increased.


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Forest Depletion :

Urban development didnt spare Mumbais only breathing lung too. Illegal construction continues todevelop on National Park periphery. Consequently this rich and unique forest which acts as an

essential green cover and carbon sink is shrinking day by day.

Rapid land reclamation :

Mumbai once had numerous creeks flowing into the island. But as urbanization of the citycontinued, these water bodies got filled up. Such excessive coastal land reclamation is unhealthy foran island city like Mumbai.Pollution, population and lack of space are traditionally described as the ultimate problems ofMumbai. These issues consequently lead to environmental degradation of this global city. Leopardattacks in a bustling city, landslides, abnormally high temperatures in summers, erratic rainfall havelong since warned the city of the impending doom. It is believed that the environmental problems of

Mumbai have emerged due to the creation of the city itself.With change in climate and global temperature rise, Mumbai now receives extravagant monsoonshowers making citys drainage system inadequate. On 26th November 2005, Mumbai was lashedwith 39 inches of rainfall within 24 hours. This day was an eye opener when the city came to astandstill. Disasters like 26/7 not only cause a distress among the citizens but they also drain the cityeconomically. Mumbais urban environmental issues might not have a water tight solution at the

moment. But its important that they are studied, analyzed & addressed in the best possible way.

Over the last few years Mumbai has witnessed several signs of sanity in terms of environmentalprotection. Some of the leading organizations in the city along with active environmentalists are

persistently fighting for citys sustainability. Their effort s are essential & could turn out to be one ofthe most crucial steps towards Mumbais environmentally healthy future.


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Land Use and Growth Management

Revised Development Plan 1991 2013


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Existing Land-Use


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Growth of Mumbai as depicted in the Road Layout Maps

Road layout of Bombay in 1893


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Public Transport in Mumbai

Public transport in Mumbai involves the transport of millions of its citizens by train, road and water.Over 88% of the commuters in Mumbai use public transport.

Mumbai has the largest organized bus transport network among major Indian cities.

Mumbai's public transport consists primarily of rapid transit on exclusive suburban railway linesaugmented by commuter rail on main lines serving outlying suburbs, the bus services of the threemunicipalities making up the metropolitan area, public taxis and auto rickshaws, as well as ferryservices. A metro system is under construction.

Bus

Brihanmumbai Electric Supply and Transport has a fleet of single and double decker buses; airconditioned Kinglong buses are being added to modernise the fleet.

Navi Mumbai Municipal Transport (NMMT) operates air conditioned Volvo buses from NaviMumbai to Bandra, Dadar & Borivali and non A/C buses from Navi Mumbai to Mulund (East andWest).

Thane Municipal Transport (TMT) operates their buses from Thane to Mulund and Borivali.

Ferry Services

from Vashi (in Navi Mumbai) to the Gateway of India.

to Elephanta Caves and to nearby places such as Alibaug, Rewas and Mandwa.

in northern Mumbai across the Manori creek. The barges operate at regular intervals across the

shallow creek linking Manori to Malad. from Versova to Madh Island.

Railway network

The Mumbai Suburban Railway is the oldest in Asia, founded in 1867. It is owned by IndianRailways and operated by its Western Railways and Central Railways divisions. With a length of303 km, it has highest passenger density in the world, 6.3 million people daily, which is more thanhalf of daily capacity of Indian Railways. It has three radial lines:

Western between Churchgate railway station and Dahanu Road

Central between Chatrapati Shivaji Terminus (CST) and Kasara /Khopoli Harbour, running between CST and Panvel /Andheri

A fourth important line, the Trans-Harbour line connects Thane to Vashi /Panvel.

Mumbai railways offer first class commuter transport. First class fares are approximately 10 timesthe second class fareand therefore tend to be less crowded. First class compartments also haveslightly better seats than second class. Less crowded compartments.

There are also women-only cars (termed 'ladies'), and since 1992, 'Ladies Special' trains with allcoaches reserved for women passengers.

The Mumbai suburban railway network is constantly struggling to cope with the growing population.
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Metro

In January 2004, a master transit plan was unveiled by the Mumbai Metropolitan Region Development Authority (MMRDA). The plan integrated a 146 kilometre-long metro system, of which 32 km would beunderground.

In June 2004, government approval was given for a 13-station elevated linebetween Ghatkopar, andheri and Versova. In June 2006, the first phase of the Mumbai Metro projectwas inaugurated. Construction work began in February 2008. A successful trial run was conducted inMay 2013, and the system's first line is expected to enter operation in October 2013, although someaspects of the project have been afflicted by delays and cost issues.

Mono rail

The Mumbai Monorail is a monorail system for the city of Mumbai which is under construction. It isbeing contracted by the Mumbai Metropolitan Region Development Authority and it will be thefirst monorail in India .[11]

There are four lines proposed. The first two are 25 kilometres (16 mi) long. Out of the two,construction on the first line has begun.

A line running from Malabar Hill to the Bandra-Kurla complex via the Haji Ali Dargah, JacobCircle, Wadala Road, Sion Hospital and Dharavi. This is planned to have been opened by 2011.

A line from Thane to Bhiwandi via Kalyan.

Two lines 10 kilometres (6.2 mi) long are to be constructed after the first two have opened.

Chembur to Jacob Circle via Mahul. This route is planned to have been opened by December2010 .[12] (May get extended to Vashi, Navi Mumbai. )

Lokhandwala Complex to Kanjurmarg via Oshiwara. Additionally, previously planned Mumbai Metro corridors are also being examined to be made asmonorail corridors instead of metro by MMRDA due to the dense and congested areas thesecorridors pass through. The corridors are:

Hutatma Chowk Ghatkopar 21.8 km Ghatkopar Mulund 12.4 km
http://en.wikipedia.org/wiki/Mumbai_Metropolitan_Region_Development_Authorityhttp://en.wikipedia.org/wiki/Mumbai_Metropolitan_Region_Development_Authorityhttp://en.wikipedia.org/wiki/Rapid_transithttp://en.wikipedia.org/wiki/Ghatkoparhttp://en.wikipedia.org/wiki/Andherihttp://en.wikipedia.org/wiki/Versova,_Mumbaihttp://en.wikipedia.org/wiki/Monorailhttp://en.wikipedia.org/wiki/Mumbaihttp://en.wikipedia.org/wiki/Mumbai_Metropolitan_Region_Development_Authorityhttp://en.wikipedia.org/wiki/Monorailhttp://en.wikipedia.org/wiki/Public_transport_in_Mumbai#cite_note-times-11http://en.wikipedia.org/wiki/Public_transport_in_Mumbai#cite_note-times-11http://en.wikipedia.org/wiki/Public_transport_in_Mumbai#cite_note-times-11http://en.wikipedia.org/wiki/Malabar_Hillhttp://en.wikipedia.org/wiki/Bandra-Kurla_complexhttp://en.wikipedia.org/wiki/Haji_Ali_Dargahhttp://en.wikipedia.org/wiki/Wadala_Roadhttp://en.wikipedia.org/wiki/Dharavihttp://en.wikipedia.org/wiki/Thanehttp://en.wikipedia.org/wiki/Bhiwandihttp://en.wikipedia.org/wiki/Kalyan,_Indiahttp://en.wikipedia.org/wiki/Chemburhttp://en.wikipedia.org/w/index.php?title=Jacob_Circle&action=edit&redlink=1http://en.wikipedia.org/wiki/Mahulhttp://en.wikipedia.org/wiki/Public_transport_in_Mumbai#cite_note-12http://en.wikipedia.org/wiki/Public_transport_in_Mumbai#cite_note-12http://en.wikipedia.org/wiki/Public_transport_in_Mumbai#cite_note-12http://en.wikipedia.org/wiki/Vashihttp://en.wikipedia.org/wiki/Navi_Mumbaihttp://en.wikipedia.org/wiki/Lokhandwala_Complexhttp://en.wikipedia.org/wiki/Kanjurmarghttp://en.wikipedia.org/wiki/Oshiwarahttp://en.wikipedia.org/wiki/Hutatma_Chowkhttp://en.wikipedia.org/wiki/Ghatkoparhttp://en.wikipedia.org/wiki/Ghatkoparhttp://en.wikipedia.org/wiki/Mulundhttp://en.wikipedia.org/wiki/Mulundhttp://en.wikipedia.org/wiki/Ghatkoparhttp://en.wikipedia.org/wiki/Ghatkoparhttp://en.wikipedia.org/wiki/Hutatma_Chowkhttp://en.wikipedia.org/wiki/Oshiwarahttp://en.wikipedia.org/wiki/Kanjurmarghttp://en.wikipedia.org/wiki/Lokhandwala_Complexhttp://en.wikipedia.org/wiki/Navi_Mumbaihttp://en.wikipedia.org/wiki/Vashihttp://en.wikipedia.org/wiki/Public_transport_in_Mumbai#cite_note-12http://en.wikipedia.org/wiki/Mahulhttp://en.wikipedia.org/w/index.php?title=Jacob_Circle&action=edit&redlink=1http://en.wikipedia.org/wiki/Chemburhttp://en.wikipedia.org/wiki/Kalyan,_Indiahttp://en.wikipedia.org/wiki/Bhiwandihttp://en.wikipedia.org/wiki/Thanehttp://en.wikipedia.org/wiki/Dharavihttp://en.wikipedia.org/wiki/Wadala_Roadhttp://en.wikipedia.org/wiki/Haji_Ali_Dargahhttp://en.wikipedia.org/wiki/Bandra-Kurla_complexhttp://en.wikipedia.org/wiki/Malabar_Hillhttp://en.wikipedia.org/wiki/Public_transport_in_Mumbai#cite_note-times-11http://en.wikipedia.org/wiki/Monorailhttp://en.wikipedia.org/wiki/Mumbai_Metropolitan_Region_Development_Authorityhttp://en.wikipedia.org/wiki/Mumbaihttp://en.wikipedia.org/wiki/Monorailhttp://en.wikipedia.org/wiki/Versova,_Mumbaihttp://en.wikipedia.org/wiki/Andherihttp://en.wikipedia.org/wiki/Ghatkoparhttp://en.wikipedia.org/wiki/Rapid_transithttp://en.wikipedia.org/wiki/Mumbai_Metropolitan_Region_Development_Authorityhttp://en.wikipedia.org/wiki/Mumbai_Metropolitan_Region_Development_Authority


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Existing road map


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Exiting rail metro map


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Entire connectivity map


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EVOLUTION OF NAVI MUMBAI

A phenomenal rate of urban growth has been experienced by India during the 25 years

following independence and Bombay has had its due share in it. The population rose from2.966 millions in 1951 to 4.152 millions in 1961 and to 5.970 millions in 1971, registering40.0 and 43.80 per cent growths during the first and second decades respectively. The rapidrate of growth of population, made possible by the increasing industrial and commercialimportance of the city.

The Government of Maharashtra has been alive to the emerging problems of this metropolis. In 1958, the Govt. of Bombay appointed a study group under the Chairmanship of Shri S.G.Barve, Secretary to Government, Public Works Department, to consider the problems relatingto congestion of traffic, deficiency of open spaces and play fields, shortage of housing andover concentration of industry in the metropolitan and suburban areas of Bombay, and torecommend specific measures to deal with these.

One of its major recommendations was that a rail-cum-road bridge be built across the ThaneCreek to connect peninsular Bombay with the mainland. The group felt that the bridge wouldaccelerate development across the Creek, relieve pressure on the citys railways androadways, and draw away industrial and residential concentrations. Another Committeeunder the Chairmanship of Prof. D.R. Gadgil, then Director of the Gokhale Institute ofPolitics and Economics, Poona was formed and asked to formulate broad principles ofregional planning for the metropolitan regions.

The Maharashtra Regional and Town Planning Act was passed in 1966 and brought into forcein January, 1967. The Bombay Metropolitan Region was notified in June 1967 and aRegional Planning Board constituted under the Chairmanship of Shri L.G. Rajwade, I.C.S.

The Draft Regional Plan of the Board was finalized in January, 1970. The Boardrecommended that the new metro-centre or Navi Mumbai as it is now called, be developed toaccommodate a population of 21 lacs and attention should also be paid to the planning anddevelopment of a number of other smaller centers in the surrounding region.


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NAVI MUMBAI- DESIGN PRINCIPLES

The conceptual design of Navi Mumbai was developed at a height of modernism

The principles were

Decentralization by the design of self sufficient townships (nodes). Residential neighborhoods (sectors). Single use zoning as opposed to traditional multiple use zoning

CONCENTRIC ZONE THEORYSOURC-BURGESS, 1929

SECTOR THEORY

SOURCE --HOYT, 1939

MULTI NUCLEI THEORYSOURCE:HARTSHORM, 1992


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The spatial planning adopted for Navi Mumbai are :polycentric pattern ofdevelopment; spatial dispersal of employment centers and use of land-use zoning anddevelopment controls as tools for better environment creation.

Availability of this infrastructure and the lessons learnt from the Mumbai situationgave rise to the concept of polycentric pattern of development.Navi Mumbai was

conceived as a series of Nodal concentration strung out along mass transport axis. There were to be 14 such centers, referred to as nodes each having restricted size and

separated from the next by open spaces. Each node is planned to contain accommodation for all the income groups. The planned city commercial zones were to integrate the TBIA with the emerging

complex. While each node is planned to have its own residential accommodation, depending

upon the location of major employment centers. Nodes are subdivided into sectors that are delineated along roads which further

divided into residential zones. Each node is planned to have a complete set of social facilities such as schools,

religious facilities, hospitals etc.

CONCENTRIC ZONE THEORY, BURGES MODEL


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PHYSICAL INFRASTRUCTURE

1. WATER SUPPLY CIDCO has planned its own water supply project schemes at Hetawane, Morbe andBalganga. CIDCO has allocated 12% of its expenditure on physical infrastructure towards theprovision of water supply in Navi Mumbai.Water supply infrastructure has been planned by dividing each node into sub-sectors whereESR and GSR are provided to fulfill the demand of residents. Different projects are:

Water Supply to Navi Mumbai is supplied through the Morbe Dam, which is ownedby the Navi Mumbai Municipal Corporation (NMMC).

The Hetawane Water Supply Project, which is owned by the Irrigation Dept., has alsoproved a boon.

The Balganga Dam Project.

Other sources: MIDC and MJP utilised by CIDCO for Panvel and Kalamboli.

Navi Mumbai is a pioneer in MMR that treats Severage before discharging it into thecreek.

CIDCO has provided 1-2 Seawage Treatment Plants (STP) in each node. Standards ofMaharashtra Pollution Control Board are met before the treated effluent is

discharged. This treated effluent is used for landscaping and gardening.

STORM WATER MANAGEMENT

Navi Mumbai experiences average annual rainfall from 2500-3000mm which may extend to 5000mm considering the catchment areas of hill ranges. Therefore disposal of rain water from the cityarea is a critical issue as during rainy season water gushes in from the surrounding areas. CIDCOidentified following challenges while designing Storm Water Management for Navi Mumbai

If the storm water is not properly disposed of, Navi Mumbai will face high

occurrence of flooding due to high tide conditions. In Navi Mumbai project area,about 20% land is low lying and prone to tidal submergence.


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Reclamation of the entire city area for the project may not be economically andenvironmentally feasible. At the same time disposal must not endanger the life ofpeople. Based on these conditions, CIDCO identified two methods of reclamation:-

Polder or Dutch Method of Reclamation (Non-Conventional Method) : This methodinvolves construction of bunds (dykes) rising above Highest High Waterline alongcoast water line to block entry of tidewater on the area proposed to be reclaimed.

Second method is conventional which require raising of the level of low lying area byearth filling.

ROADS

It boasts of a 650 km-long road network that connects nodes and neighbouring towns,besides 5 major bridges, 8 flyovers, 15 road-over bridges and a couple of foot-overbridges.Palm Beach Marg, a beautiful 8 km-long and 6-lane internal expressway connectingBelapur to Vashi is Rs. 130 crore state-of-the-art coastal expressway hailed as the Queen'sNecklace of Navi Mumbai. This internal expressway crossing 7 nodes and extends till Airoli the northern tip of Navi Mumbai. Entire road system of Navi Mumbai is implemented in aplanned manner and commensurate with growth of population in the city.

Considering the need of parking space for two wholesale markets i.e. Steel Market at

Kalamboli and Agriculture Produce Market at Vashi, two truck terminals have beenprovided. It boasts of a 650 km-long road network that connects nodes and neighbouringtowns, besides 5 major bridges, 8 flyovers, 15 road-over bridges and a couple of foot-overbridges.

Palm Beach Marg, a beautiful 8 km-long and 6-lane internal expressway connecting Belapurto Vashi is Rs. 130 crore state-of-the-art coastal expressway hailed as the Queen's Necklaceof Navi Mumbai. This internal expressway crossing 7 nodes and extends till Airoli thenorthern tip of Navi Mumbai. Entire road system of Navi Mumbai is implemented in aplanned manner and commensurate with growth of population in the city.Considering theneed of parking space for two wholesale markets i.e. Steel Market at Kalamboli andAgriculture Produce Market at Vashi, two truck terminals have been provided.


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WEAKNESS

1. Dependence on business tourism.

2. Lack of innovation.

3. Mumbai host ambience.

Transportation and traffic poor connectivity with MUMBAI , with only two road linksbetween the two cities and a single rail line. Users of public transport face several difficultiesin navi mumbai. Much of the workforce travels in the N-W direction . Transportationcorridors have also therefore evolved as a longitudinal routes traversing along the N-Wdirection.

Pollution- Another major source for air pollution is the transport. Navi Mumbai is the major

pass-way for Mumbai and Thane and laces of vehicles pass to and fro.

Slum rehabilitation- More than 50 percent citys population lives in slums, they haveblocked huge chunk of citys land.

THREATS

NO SCOPE OF DEVELOPMENT-

Developable land left is 10sq.m

1.Limited scope of the city to expand horizontally.

2. Necessary to plan the land use and zoning

effectively taking into consideration the future

projected population.


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LAND USE PATTERN

1.TOTAL AREA : 437.81 SQ.KM

2.TOTAL DEVELOPABLE LAND : 275.26SQ.KM(63% of total area )- this excludes land

under forest , coastal wetlands and water bodies.

3.CURRENT BUIT UP: 265sq.km

DEVELOPABLE LAND LEFT :10SQM

OUT OF THE 10SQ. KM : 1.2 sq. Km for industrial use , 0.1 sq.km for commercial use ,2.5 sq.km for public use , 6 sq. Km for residential.

CONSIDERING THE TREND: commercial activities would have to be increased to 6.8sq.km from presently available 4.75 sq.km and it would be necessary to allow higherFSI .

Sector wise establishment over 1980 to 1998 shows distinct shift from secondarysector to tertiary sector over 2 decades.

Decrease related to industrial users : 20% .decrease : 5% p.a , industrial land use canbe used to meet the deficiency in commercial and tertiary sector .

This would increase the availability of commercial area to the extent of about 5 sqkm enabling to meet the demand of anticipated by 2031.

COMMERCIAL USE : inc. of 20% in last decade. Considering the trend , the area forcommercial activities inc. to 6.8 sq.km from 4.8 sq.km : fulfilled by allowing higherFSI for commercial uses.


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PARTICIPATION OF LOCAL : CIDCO adopted a scheme of returning 12.5% of theirown land after development back.

to the Project Affected Persons (PAPs).12.5% land is fully developed and is anintegral part of urban areas.

LAND USE PATTERN OF NAVI MUMBAI


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SLUMS :

Incentive for redevelopment of slums.( as per DP 1991 ). Incentives such as increasein the FSI allowed in the slum areas and ability to transfer development rights toother area in City was given to developers and builders to redevelop the slum. SRAScheme (mitation in terms of ownership restriction and restrictions on developmentright.) Dharavi action plan with public participation. Coherent slum policy needs tobe considered itself comprised of legislative provisions. Institutional reform,mechanism for rehabilitation for slums on environmentally sensitive zones andinfrastructure projects.

1. % OF SLUM POPULATION TO TOAL POPULATION HAS INCREASED FROM 39% TO48%.

2. ESTIMATED AREA OF 35 SQ.KM COVERED UNDER SLUM HOUSING ALMOST 50%OF CITYS POPULATION.The rapid increase in immigrant population estimated at200000 annually from rural areas has far exceeded the rate of construction ofhouses, which is estimated to the order of 20,000 tenements per annum.

Turbhe , bang opposite the swank railway station, has so consolidated that it also hasan active red-light zone. In Rabale , the prime land, also right across the road wherecommercial property would have been prized by anyone, has a slum colony.

HOUSING: Need for creation of housing stock 19.40 lakh in a phased period of 20years to cater to meet the demands of the projected population of 9.19 million .However this target could not be met. Formal household tenements in greaterMumbai is to the extent of 1,62,000 catering to a population of 61,40,000 only . Theremaining 14,30,000 households are in slums .

TRANSPORTATION AND CONNECTIVITY

1. poor connectivity with Mumbai , with only two road links between the two citiesand a single rail line. Users of public transport face several difficulties in NaviMumbai

Low densities and natural barriers like mountain ranges or creeks result inlonger distances in the final step of the journey from the train station to home.

In Vashi or Kharghar, the last step of the journey may be as much as 4kilometers long . Bus services are unreliable and auto-rickshaws are costly. Walkingtakes time and is not always safe.

much of the workforce travels in the N-W direction . Transportation corridors havealso therefore evolved as a longitudinal routes traversing along the N-W direction.

Very few E-W connectivity linkages


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Having recognized the need for transformation of the city ,the statement shall aim toachieve its transformation in a phased manner. Accelerate economic growth toreach 8 to 10 percent in the coming decades .Strengthening transport infrastructureto increase capacity. Reduce present level of congestion in the public transportnetwork. Providing good quality frictionless arterial roads and highways.

Strengthening of public transportation system : development of alternate modes ,new mass transport system , promoting dedicated bus corridor.


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Development of critical transport infrastructure : N-S and E-w arterial roads andmissing junctions ,development of truck terminal. Pedestrian safety improvementmeasures : Station Area Traffic Improvement Schemes (SATIS)

Demand management measure : vvarious options such as area licensing system,congestion pricing parking policy etc. Congestion pricing : it is reported that therehas been reduction of traffic by 1- to 15% in the peak period.


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BIBLIOGRAPHY

www.wikipedia.com

www.slideshare.net

www.ihs.nl

www.niua.org

www.mcgm.gov.in

www.scholar.lib.vt.edu

www.cidco.maharashtra.gov.in
http://www.wikipedia.com/http://www.wikipedia.com/http://www.slideshare.net/http://www.slideshare.net/http://www.ihs.nl/http://www.ihs.nl/http://www.niua.org/http://www.niua.org/http://www.mcgm.gov.in/http://www.mcgm.gov.in/http://www.scholar.lib.vt.edu/http://www.scholar.lib.vt.edu/http://www.cidco.maharashtra.gov.in/http://www.cidco.maharashtra.gov.in/http://www.cidco.maharashtra.gov.in/http://www.scholar.lib.vt.edu/http://www.mcgm.gov.in/http://www.niua.org/http://www.ihs.nl/http://www.slideshare.net/http://www.wikipedia.com/

mumbai city - town planning report

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