Navi Mumbai: The Paradox of Planned City

By Saanvi Nilesh Chavan, FYBA

“Ye hai Bombay meri jaan!” is a classic adage that Bollywood has both immortalized and essentialized as the quintessential expression of the ‘Mumbai experience.’ However, this representation, which has been crafted over the years and shaped how Mumbai is perceived, is rather myopic and limited. We tend to forget that Mumbai extends far beyond the reductionist though iconic frames of South Bombay, Film City and Marine Drives, sidelining and denying visibility to the suburbs, where more than 2/3rd the population of Mumbai lives [The suburban population of Mumbai was approximately 9.3 million in 2011. (Cox, W. 2011)]

Geographically, Mumbai stretches far beyond what most people typically associate with the city's boundaries. To the north, it extends all the way to Dahanu and beyond, while its central reaches as far as Kalyan, Kasara and beyond. Despite this vast expense, not many people even think of Navi Mumbai (previously New Bombay) when they think of Mumbai. Navi Mumbai, home to the flamingos, hills, and waterfalls was initially developed and planned with an aim to decongest the streets of Mumbai. Expanding our perspective and understanding of Mumbai beyond its physical boundaries and embracing places like Navi Mumbai can lead to a better appreciation of the region’s diversity and vibrancy. 

The genesis of Navi Mumbai can be traced back to the late 1960s when Mumbai, then Bombay, facing immense pressure and strain as the financial capital of India went through rapid expansion and needed decongestion. Recognizing the need for a planned expansion of Bombay in the wider context of a metropolitan influence zone, the Maharashtra Government appointed the Gadgil Committee in 1965 to report on the steps that should be taken to achieve planning in a regional context. Following its recommendations, the Bombay Regional Planning Board (BMRPB) was set up in 1967 (Edelman, D. 1997). To implement the twin city recommendation of the BMRPB, The City and Industrial Development Corporation (CIDCO) was established in 1970 under the Indian Companies Act to bring the vision of Navi Mumbai to life. While deciding the location of the new metropolis, BMRPB focused on the following criteria, 

“….The new location must be able to provide all the necessary inputs for Metropolitan Development, must provide scope for its extensions over the hinterland area when such a contingency arises in future, and must also exploit the growth potential created by major development projects already initiated in the region. Above all, the location for the New Metropolis must not be a drab, and must offer a variety in its setting & an aesthetic potential for being exploited while molding the city plan.” (Edelman, 1997, pp.1-4).

BMRPB’s another concern was that the location of the new metropolis be within the MMR itself because any other location, away from the existing metropolis would have required more effort and defeated the basic objective of decongesting. Thus, the city of Navi Mumbai was established extending, from Trans-Thane Creek up to Panvel, with the aim of complementing Mumbai, rather than competing with it. However, the city faced skepticism as people were worried as to how a developing city would be able to cater to their needs. But with the growing infrastructure, well-planned urban designs, and increasing job opportunities all these questions were put to rest.

Established as a satellite city, Navi Mumbai has now grown into a significant urban hub in its own right, with a population of over a million people. This expansion of Navi Mumbai was significantly boosted with the establishment of numerous Multi-National Companies and the creation of IT parks like Knowledge Park in Airoli and Millenium Business Park in Mahape which resulted in increased job opportunities which in turn resulted in migration of people in search of employment. Areas like Vashi, CBD Belapur, and Nerul were designated as key commercial zones with modern infrastructure and attracting businesses. Due to availability of government land, a District Business Centre at Vashi was developed first and is today the only higher-level commercial function (Vedula, 2023). The development of roads, railways, and highways, particularly the Vashi Bridge and the Airoli Bridge have improved connectivity to Mumbai, making it an attractive destination for businesses looking to avoid Mumbai's congestion while remaining close to the financial capital. The development of the Agricultural Produce Market Committee (APMC) in Vashi for the supply of wholesale goods has also reduced the congestion in Mumbai and diverted the crowd towards Navi Mumbai. 

As noted by Edelman (1997), the relocation of markets was anticipated to reduce distribution costs significantly, with an estimated annual trade turnover exceeding 15,000 million. Previously bustling markets like Crawford and Lokhandwala often contributed to severe congestion in the city due to heavy truck traffic and overcrowding. The shift to a new, spacious facility aimed to alleviate these issues, compelling shopkeepers and wholesale traders to adapt to improved supply chain efficiency, which in theory could lead to smoother distribution of goods across the region.

However, this transition also raises questions about the social ramifications for local communities and the impact on small traders who may struggle to compete in a transformed market landscape. Additionally, the establishment of the Jawaharlal Nehru Port Trust (JNPT), or Nhava Sheva Port, initially intended as a "satellite port" to ease congestion at the Mumbai Port, reflects a broader trend of urban expansion and economic growth in the satellite city. Created in response to the increasing demand for modern cargo handling on the West Coast, which also congested the roads of the city, since the received cargo had to be further distributed via road. JNPT’s development in 1989 signifies not only infrastructural change but also a shift in local economic dynamics (Ray, Amit, 2004).

Following the approval of the Navi Mumbai Development Plan by the state government in 1979, a proposed airport covering 1,126 hectares was included in the plan. (Vedula, 2023). Once operational, it stands to possibly enhance global connectivity and international business relations.

But despite all these developments in the city, Navi Mumbai remains overlooked, and excluded from the narrative surrounding Mumbai. As a Navi Mumbaikar myself, I have faced questions like ‘Where is Navi Mumbai?’, ‘Is it a part of Mumbai’ and whatnot. Why is it so? Why are there constant questions when it comes to Navi Mumbai?

The answer lies in the fact that even though Navi Mumbai is expanding rapidly, it exhibits several dysfunctions. One of the primary issues faced by Navi Mumbai is inadequacy of its railway connectivity, i.e. restricted access to one of the largest public transits of Mumbai. Despite expansions in recent years, the Harbour rail system has not kept pace with the region's rapid urbanization, resulting in significant challenges for commuters. The Navi Mumbai rail network also faces frequent delays, particularly due to maintenance issues and signal problems, affecting the overall efficiency of the service. For instance, there was a breakdown of overhead wire on the harbour line between Mankhurd and Vashi recently which disrupted and delayed the local services. This affected the students and the labor force on a large scale. Due to lack of maintenance, poor frequency, and fewer running trains in comparison to other regions of Mumbai, problems of overcrowding and delays persist. This is problematic for college students and working professionals who are completely dependent on local trains. Commuting by road is not a viable option at times because of the heavy traffic and higher costs, given the limited availability of public road transport alternatives.

In addition to connectivity challenges, frequent power outages, and water supply disruptions are common occurrences for the residents of Navi Mumbai. Despite having a reliable primary source of water, the city continues to face disruptions in water supply. Another significant challenge faced by the residents of the city is frequent power cuts due to overloading of the power grid, equipment failure due to aging electrical infrastructure, and inadequate maintenance. This issue of power outages is further exacerbated during heavy monsoon periods as severe weather conditions worsen the electrical infrastructure leading to disruptions in power supply.

It is rather ironic that a city which was conceived to decongest Mumbai is now grappling with its own issues of infrastructural strain thus hindering the city's ability to fulfill the purpose for which it was initially proposed. Despite systematic planning, the city of Navi Mumbai has been sidelined and given step-sister treatment in comparison to the main city which reflects a broader issue of urban management and resource allocation. As Navi Mumbai continues to evolve, it is imperative to address these concerns with renewed focus and investment to ensure that the city fulfills its intended role and no longer remains overshadowed.

References

Cox, W. (2011). Urbanizing India: The 2011 census shows slowing growth. Newgeography.com. https://www.newgeography.com/content/002537-urbanizing-india-the-2011-census-shows-slowing-growth 

Vedula, A. (2023, December 12). Blueprint and reality: Navi Mumbai, the city of the 21st century. Habitat International. https://www.academia.edu/24703777/Blueprint_and_reality_Navi_Mumbai_the_city_of_the_21st_century 

Edelman, D. (1997). Sustainable urban development: A case of New Bombay (Navi Mumbai) (No. IHS PP 009). IHS Project Papers. http://hdl.handle.net/1765/32682 

Ray, A. (2004). Case study of Jawaharlal Nehru Port Trust (JNPT) Mumbai. World Bank. https://documents1.worldbank.org/curated/en/208571468749990847/pdf/313640IN0port1reform1WDR20050bkgd0paper1.pdf