NAVI

MUMBAI

TOWN PLANNING
GROUP 3-
RIYA
CHAITANYA
APURVA
MANDEEP
VIDHI
MITALI
INDEX
1. ABOUT MUMBAI
2. INTRODUCTION TO NAVI MUMBAI
3. NEED OF THE NEW CITY
4. City and Industrial Development Corporation of
Maharashtra (CIDCO)
5. CONCEPT OF THE CITY
6. DESIGNING PRINCIPLES
7. BUILT FORM
8. ZONING OF CITY
9. LAND USE PLAN
10.NODES OF NAVI MUMBAI
 MUMB
AI
 MUMBAI IS THE COMMERCIAL AND
FINANCIAL CENTRE OF INDIA.
 IT IS BUILT ON WHAT WAS ONCE A
SET OF SEVEN ISLANDS: BOMBAY
ISLAND, PAREL, MAZAGOAN,
MAHIM, COLABA, WORLI AND
LITTLE COLABA.
 THE HUGE CITY IS GROWING BY
MANY THOUSAND HOPEFUL
IMMIGRANTS FROM
PREDOMINANTLY RURAL AREAS
EACH DAY.
NAVI
MUMBAI
 THE PROMINENT AUTHORS OF TWIN CITY CONCEPT WERE
CHARLES CORREA (ARCHITECT AND URBAN DESIGNER),
PRAVINA MEHTA ( STRUCTURAL ENGINEER) AND SARISH
PATEL WHO PRESENTED TO THE GOVT. A PROPOSAL IN 1964
FOR CONSTRUCTING NEW GROWTH CENTRES ACROSS
BOMBAY HARBOR ON THE MAIN ISLAND
 AREA- 344 SQ. KM.
 THERE WERE TWO ASPECTS TO BE DEALT WITH:-
i. CREATING LIVING SPACE
ii. SETTING UP MASS TRANSPORTATION
NEED FOR THE
NEW CITY
 TO REDUCE THE GROWTH OF POPOLATION IN MUMBAI
CITY
 ABSORB THE IMMIGRANTS WHO WILL OTHERWISE GO
TO MUMBAI.
 TO PROVIDE PHYSICAL AND SOCIAL SERVICES
 RAISING THE LIVING STANDARDS AND REDUCING THE
DISPARITIES IN THE AMENITIES AVAILABLE TO THE
DIFFERENT SECTIONS OF THE POPULATION.
City and Industrial Development
Corporation of Maharashtra (CIDCO)
 When Navi Mumbai was created in the 1970s, CIDCO was the only authority that
looked after the development and maintenance of the city. CIDCO prepared a
developmental plan for Navi Mumbai covering 95 villages.
 For the first Ten years of the project CIDCO acted as the planning and
administrative body, and as the developer and builder for the project. Taxes on
property, land, commercial and water were payable to CIDCO. The 14 nodes which
CIDCO created were named Airoli, Ghansoli, Kopar Khairane, Juhu Nagar, Vashi,
Sanpada, Juinagar, Nerul, CBD Belapur, Kharghar, Kamothe, New Panvel,
Kalamboli, Ulwe, Pushpak and Dronagiri. Each of the nodes is divided into smaller
groups called sectors
 Initially only Juhu Vashi, Nerul and CBD Belapur were developed by CIDCO with
housing, schools and community centre roads. But after the arrival of the harbour
railway line extension in the 1990s, there was an increase in population. CIDCO
shifted its development plan to nodes like Kharghar, Kamothe, New Panvel, and
Kopar Khairane. In its new development plan, CIDCO land was allocated to
builders for housing. CIDCO only provided basic infrastructure like roads, water
and electricity, these nodes were developed mostly by private builders according
to the CIDCO plan
 CONCEPT OF NAVI MUMBAI
 THE SUCCESS OF NAVI MUMBAI LIES IN THE APPROACH
ADOPTED WHILE ITS PLANNING . CONSIDERING ,THE
MASSIVE SCALE OF NAVI MUMBAI PROJECT AND TO
AVOID A MUMBAI LIKE SITUATION OF ACTIVITY
CONCENTRATION CAUSED BY A MONO-CENTRIC
DEVELOPMENT MODEL, THE PLANNERS ADOPTED
POLYCENTRIC NODAL PATTERN OF DEVELOPMENT .
 THE POLYCENTRIC APPROACH BASED ON PRINCIPLE OF
DECENTRALIZATION.
 THE PATTERN ENSURED BALANCED LAND AND EVEN
DISTRIBUTION OF RESIDENTIAL AREAS, JOB CENTERS,
WHOLESALE MARKETS, NON POLLUTING INDUSTRY AND
POPULATION DENSITY.
 THE 12 SELF CONTAINED NODAL TOWNSHIPS ARE
STRUNG ALONG THE MASS RAPID TRANSPORT
CORRIDORS, DESIGNED TO MINIMISE TRAVEL TIME AND
DISTANCE BETWEEN NODES AND NEIGHBORING
CITIES .
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.
 THE TOTAL AREA OF NAVI MUMBAI WAS DIVIDED INTO
TOWNSHIPS. EACH TOWNSHIP HAS SEVERAL SECTORS.
MANY WERE RESIDENTIAL IN NATURE.
 EACH NODE WAS PLANNED TO ACCOMMODATE A RANGE
OF SOME INCOME GROUPS.
BUILT FORM
• THE CBD LIES ART THE CENTER
WITH ALL THE MAJOR
COMMERCIAL , POLITICAL, AND
SOCIAL ACTIVITIES.
• THIS ZONE WAS SURROUNDED BY
THE TRANSITION ZONE WHICH
HAS FACTORIES AND
WAREHOUSES.
• OLDER RESIDENTIAL AREA BEING
TAKEN OVER BY EXPANDING CBD.
• THE NEXT ZONE HAD LOWER
INCOME LEVELS AND SUCCESSIVE
ZONES HAD HIGHER INCOME CONCENTRIC ZONE THEORY
LEVELS. ,BURGES MODEL
 NAVI MUMBAI- ZONING
 NAVI MUMBAI HAS 12 NODES DIVIDED INTO TWO REGIONS – NORTH AND
SOUTH

NORTH NAVI MUMBAI SOUTH NAVI MUMBAI

1) AIROLI 8) KHARGHAR AND TALOJA
2) GHANSOLI 9) KALAMBODI AND KAMOTHE
3) KOPERKHAIRANE 10) PANVEL AND KARANJADE
4) VASHI 11) ULWE
5) SANPADA 12) DRONAGIRI
6) NERUL
7) BELAPUR

12 NODES OF NAVI
MUMBAI
 NAVI MUMBAI- LANDUSE PATTERN
1) THE NAVI MUMBAI PROJECT BEGAN IN 1971 WITH THE
FORMATION OF CITY AND INDUSTRIAL DEVELOPMENT CORPORATION.
2) THE NAVI MUMBAI PROJECT AREA SPREAD OVER
APPROX. 343.7 SQ.KMS, CONTAINED 95 VILLAGES OF
THANE AND RAIGAD DISTRICTS.
3) THE AREA COVERED UNDER THE PROJECT HAD ABOUT 17,000
HECTARES OF PRIVATE LAND AND AN EQUAL AREA OF FOREST
AND GOVERNMENT LAND. MOST OF THE LAND WAS MARSHY AND
BARREN.
4) CIDCO PROVIDED SERVICES FOR BOTH GOVERNMENT AND PRIVATE
OWNERSHIP.
5) HOUSES HAS BEEN CONSTRUCTED FOR EWS, LIG,
LANDMIG AND
USE HIG. MUMBAI
OF NAVI
DEVELOPMENT PLAN OF NAVI MUMBAI
 AIROLI
 AIROLI IS A RESIDENTIAL AND COMMERCIAL AREA OF
 NAVI MUMBAI IN THE INDIAN STATE OF MAHARASHTRA.
 IT IS A PART OF THE MUMBAI METROPOLITAN REGION 
AND IS ADMINISTERED BY NAVI MUMBAI MUNICIPAL CORPORATION.
 IT IS CONNECTED TO MULUND VIA MULUND AIROLI BRIDGE,
TO THANE BY KALWA BRIDGE AND TO THE REST OF NAVI MUMBAI
VIA THANE BELAPUR HIGHWAY.
 GHANSOLI
 GHANSOLI IS A RAILWAY STATION ON THE HARBOUR LINE OF
THE MUMBAI SUBURBAN RAILWAY NETWORK.
 IT IS LOCATED ON THANE–BELAPUR ROAD IN SECTOR-2
OF GHANSOLI NODE.
 IT IS A DANGEROUS PLACED RULED BY GANGS AND
CRIME FAMILIES, MOST PROMINENT OF WHICH IS THE
MAYURA FAM.
 VASHI
 VASHI IS A NODE IN NAVI
MUMBAI, MAHARASHTRA,
ACROSS THE THANE CREEK OF
THE ARABIAN SEA
 ON THE OUTSKIRTS OF CITY
OF MUMBAI.
 SANPADA
 SANPADA IS A RAILWAY STATION
ON THE
HARBOUR LINE OF THE MUMBAI
SUBURBAN RAILWAY
 NETWORK.
 SANPADA HAS GOOD RAILWAY
CONNECTIONS
WITH CST, THANE AND PANVEL.
 BELAPUR
 THE CENTRAL BUSINESS DISTRICT
OF BELAPUR (C.B.D BELAPUR) IS A
NODE OF NAVI MUMBAI.
 THE NAVI MUMBAI MUNICIPAL
CORPORATION IS HEADQUARTERED IN
BELAPUR.
 THE RESERVE BANK OF INDIA MAINTAINS
A BRANCH OFFICE AT CBD BELAPUR.
 THIS AREA IS ONE OF THE FASTEST
DEVELOPING REGIONS IN NAVI MUMBAI
IN TERMS OF NEW RESIDENTIAL AND
COMMERCIAL CONSTRUCTION
PROJECTS.
 KHARGHAR
 KHARGHAR IS A SMART CITY OF THE
NODE OF MUMBAI METROPOLIS SITUATED
AT THE NORTHERN MOST TIP OF RAIGAD
DISTRICT
 . IT WAS DEVELOPED BY THE CITY AND
INDUSTRIAL DEVELOPMENT
CORPORATION I.E. CIDCO.
 THE AREA STARTED DEVELOPING IN 1995
AND NOW HAS A NUMBER OF READY AND
UNDER-CONSTRUCTION PROJECTS BOTH
IN THE COMMERCIAL AND RESIDENTIAL
SEGMENTS.
 KHARGHAR WHICH IS SAID TO BE THE
MOST DEVELOPED NODE OF NAVI MUMBAI.
 KALAMBOLI
 KALAMBOLI IS ONE OF THE NODES OF NAVI
MUMBAI.
 IT IS A TRANSPORTATION HUB, BEING
SITUATED AT THE JUNCTION OF THE SION-
PANVEL HIGHWAY, NH 4, PANVEL BY-
PASS, NH 17 AND MUMBAI-PUNE
EXPRESSWAY AND IS AMONG THE BIGGEST
IRON AND STEEL DELIVERY CENTERS IN
INDIA.
 THE TOWNSHIP, LIKE THE REST OF NAVI
MUMBAI, IS DIVIDED INTO SECTORS, WHICH
ARE FURTHER DIVIDED INTO PLOTS.
 THE RESIDENTIAL AND COMMERCIAL AREAS
OF KALAMBOLI ARE DIVIDED BY THE NH 4
HIGHWAY.
 PANVEL
 PANVEL IS A LOCALITY IN RAIGAD
DISTRICT OF MAHARASHTRA IN KON
KAN DIVISION, AND IS A NODE
OF NAVI MUMBAI CITY.
 IT IS HIGHLY POPULATED DUE TO ITS
CLOSENESS TO MUMBAI. PANVEL IS
LOCATED IN THE MUMBAI
METROPOLITAN REGION.
 PANVEL IS THE FIRST MUNICIPAL
CORPORATION IN RAIGAD AND THE
27TH MUNICIPAL CORPORATION OF
MAHARASHTRA STATE.
 KAMOTHE
 KAMOTHE IS A NODE OF NAVI
MUMBAI DEVELOPED AND
MAINTAINED BY CIDCO.
 KAMOTHE IS LOCATED ON THE SION
PANVEL HIGHWAY.
 IT IS THE THIRD NODE
AFTER PANVEL AND KALAMBOLI TO
WARDS MUMBAI.
 ULWE
 ULWE IS A NODE OF NAVI MUMBAI SITUATED
AT THE EDGE OF PANVEL CITY .
 IT IS DEVELOPED AND MAINTAINED
BY CIDCO.
 IT IS LOCATED IN RAIGAD DISTRICT.
 ULWE IS GOING TO BE A MAJOR SUCCESSFUL
PLANNED PLACE TO LIVE AFTER VASHI.
 IT IS SOON GOING TO COME UNDER THE
PURVIEW OF THE PANVEL MUNICIPAL
CORPORATION. THE METRO PROJECT OF NAVI
MUMBAI CONNECTS ULWE PROMINENTLY.
 ULWE HAS A SPORTS COMPLEX WITH
FOOTBALL, BADMINTON, HOCKEY, SWIMMING
POOL AND INDOOR STADIUM.
 DRONAGIRI
 THE DRONAGIRI IS A NODE
OF NAVI MUMBAI IN RAIGAD
DISTRICT.
 IT IS LOCATED AT SOUTHERN TIP
OF NAVI-MUMBAI METROPOLIS
AND SPREAD OVER 1,250
HECTARES OF LAND.
  THE ZONE IS LOCATED TO THE
EAST OF URAN TOWN, AND IS
BOUND BY THE KARANJA RIVER ON
THE SOUTH-EAST.
 RESIDENTIAL AREAS ARE LOCATED
TO THE WEST AND NORTH-WEST
OF THE ZONE, WHILE
ISLAMABAD-CAPITAL
CITY OF PAKISTAN
INTRODU
CTION
 ISLAMABAD IS THE CAPITAL CITY
OF PAKISTAN, AND IS LOCATED IN
THE POTOHAR PLATEAU IN THE
NORTHWEST OF THE COUNTRY.
 THE AREA HAS HISTORICALLY
BEEN A PART OF CROSSROADS
OF THE RAWALPINDI.
 THE CITY WAS BUILD IN 1960 TO
REPLACE KARACHI AS PAKISTAN’S
CAPITAL.
NEED OF THE
CITY
CONCEPT OF THE CITY
 MASTER PLAN OF ISLAMABAD
 After the formation of Pakistan
in 1947, it was felt that a new
and permanent Capital City
had to be built to reflect the
diversity of the Pakistani
nation.
 It was considered pertinent to
locate the new capital where it
could be isolated from the
business and commercial
activity of the Karachi, and yet
is easily accessible from the
remotest corner of the country.
Final Master Plan for Islamabad, 1960.
 A commission was accordingly
set in motion in 1958,
MASTER PLAN OF ISLAMABAD
  The commission recommended
the area North East of the
historic garrison city of
Rawalpindi.
 After the final decision of the
National Cabinet, it was put
into practice.
 A Greek firm, Doxiadis
Associates devised a master
plan based on a grid system,
with its north facing the
Margallah Hills.
 The long-term plan was that Master Plan for Islamabad

Islamabad would eventually

AREA DIVISION OF ISLAMABAD
 As per Master Plan, the
metropolitan area of Islamabad
was divided into three major
parts i.e Islamabad, National
Park (Islamabad Park),
Rawalpindi and the
Cantonment.
 In 1986 and 2005 CDA made
two comprehensive reviews of
the Master Plan of Islamabad
but both reviews could not
obtain approval of the Federal
Cabinet. Master Plan for Islamabad

 In compliance of the Supreme

Court Order in SMC 10 of 2007,
 AREA DIVISION OF ISLAMABAD
   Area
Zone
 acres  km2

54,958. 222.40
I
25 81
9,804.9 39.679
II
2 1
50,393. 203.93
III
01 33
69,814. 282.52
IV
35 87
39,029. 157.94
V
45 66

Master Plan for Islamabad

 AREA ADDITIONS IN THE MASTER PLAN
  The area marked in
blure circles are new
additions in the master
plan.
 The area added area
1) MARGALLA BYPASS
2) DIPLOMATIC ENCLACE
EXTENSION
3) BUS, TRUCK, AND RAIL
TERMINAL
Master Plan for Islamabad
4) EXTENSION AREA
5) ADDITIONAL
 DEVELOPMENT
 The plan shows the
rapid increase in
population and
development happened
in Islamabad.
THE HIERARCHICAL CONCEPT IN COMMUNITIES,
LAND USES AND TRANSPORTATION SYSTEM
 ISLAMABAD IS PLANNED ACCORDING TO A HIERARCHICAL SYSTEM OF COMMUNITIES OF
VARIOUS CLASSES, EACH CLASS COMPRISING THE FUNCTIONS CORRESPONDING TO ITS
SIZE.
 THESE COMMUNITIES ARE PROPERLY SERVED BY A MAJOR TRANSPORTATION SYSTEM
DEVELOPED WITHIN WIDE CORRIDORS OF A GRID-IRON CONFIGURATION, SURROUNDING
AND DEFINING THE HIGHER CLASS COMMUNITIES.
 LOCAL AND COLLECTOR LOW SPEED ROADS, WIDE SIDEWALKS, PEDESTRIAN ROADS AND
BICYCLES LANES WITHIN THE LOWER CLASS ‘HUMAN COMMUNITIES’ PROVIDE ACCESS TO
THE MAJOR TRANSPORTATION SYSTEM.
 THE ABOVE HIERARCHICAL SYSTEM OF COMMUNITIES AND TRANSPORTATION FACILITIES,
CONTRIBUTES TO THE REDUCTION OF TRAVEL DISTANCES AND TIME, ACCIDENTS, AND TO
THE PROMOTION OF ‘GREEN TRANSPORT’ (WALKING, CYCLING, PUBLIC TRANSPORT).
 THE FIGURE GIVES A SCHEMATIC REPRESENTATION OF FOUR CLASS V COMMUNITIES. EACH
CLASS V COMMUNITY HAS A POPULATION OF 20.000 TO 40.000 INHABITANTS AND IS
DIVIDED INTO FOUR CLASS IV COMMUNITIES, EACH COMPOSED IN TURN OF FOUR CLASS III
COMMUNITIES
.
 .CLASS V COMMUNITIES ARE SPATIALLY DEFINED AND
ACCESSED BY MAJOR ARTERIES AT 2KM INTERVALS.
 THESE ARTERIES MAY BE GRADUALLY UPGRADED TO
FREEWAYS, DEPENDING ON INCREASING TRAFFIC FLOWS.
 THEY ARE DEVELOPED WITHIN 180M WIDE
TRANSPORTATION CORRIDORS WHERE HIGH SPEED PUBLIC
TRANSPORT MAY ALSO BE ACCOMMODATED.
 SHORT LENGTH MINOR ARTERIES (90M R.O.W.) ARE
SPACED AT ABOUT 1KM DISTANCES, DEFINING CLASS IV
COMMUNITIES WITHIN WHICH PEDESTRIANS CAN SAFELY
WALK ALONG A SYSTEM OF LOCAL ROADS, WIDE
SIDEWALKS AND PEDESTRIAN ROADS, LEADING TO THE
LOCAL CENTRES AND FUNCTIONS.
 BY THE EXTENSIVE USE OF CUL-DE-SACS AND LOOPS,
CARS CAN MOVE INSIDE THESE ‘HUMAN COMMUNITIES’
WITHOUT INTERFERING WITH PEDESTRIANS
SECTORS IN ISLAMABAD