SWS 2022- CEPT Workshop

Re-imagining Mumbai’s Transit Nodes Beyond spaces for commute

Urban Design Application on 6 Continents

Summer School 2022 I CEPT University

Arbina Mistry

Arvind Krishnan

Debabrata Ghosal

Garima Sinha

Structure of the Presentation

Premise

Establishing the need for the project.

Case Study

Learning from the case of Melbourne’s TOD.

The Proposal

Devising a policy level strategy for implementation of the project.

Mumbai’s Transit Line: Lifeline of the City

● The Mumbai suburban railway is a mass transit system carrying more than 7.24 million people daily, the highest passenger density compared to any other mass transit system in the world.

● Commonly referred to as the ‘Local’, it is the first railway system developed by the British and even today, it is essentially the lifeline of the city.

● Mumbai might be known for its high density development of skyscrapers, but its local trains and ‘dabbawalas’ who transport food tiffins are integral to the functioning of the city.

Source: https://www.mapsofindia.com

Source: Image by Ankita Dahake (https://www.indiefolio.com/5b28cff0b2d80/unique)

Inside the Mumbai Local Mumbai Local Train Map

The Mumbai Local

Increasing Land Cover in Mumbai

● The proportion of built-up land in Mumbai has been steadily increasing to the point where the question arises: “Where are the public open spaces?”

https://in.pinterest.com/pin/543950461244424104/

Source: Mehebub Sahana, Shyamal Dutta & Haroon Sajjad (2018)

Transformation of Land Use in Mumbai

Skyscrapers of Mumbai

Negligible Open Spaces in Mumbai

● Unlike many other Indian cities, Mumbai is already highly developed.

● Mumbai has only 1.24 sq. m of accessible open space per capita.

● In comparison, Delhi has 21.52 sq.m per capita and Bengaluru has 17.32 sq.m per capita.

● Global cities like London has 31.68 sq. m per capita, New York has 26.4 sq. m per capita.

● As per URDPFI (Urban and Regional Development Plans Formulation and Implementation) guidelines, it is recommended that each person have 1012 sq.m. open space in urban areas.

Existing Green Spaces (2014) Existing Net FSI (2014)

Rail Line

Layers of Transit Oriented Development

● Accessibility to Transit

● Concentration of Mix-use development around transit corridor

● Housing, jobs, shopping, recreation, and open spaces - all within walking distance of transit stops

● Densifying areas around transit to generate activities and maximise economic potential

● Multi-modal transport exchange - integrating pedestrian with transit multiple modes of transport.

● Public - private partnerships for development.

Housing

Jobs

Shopping

Transit Stop

Recreation

Open Spaces

MMT

Structure of the Presentation

Premise

Establishing the need for the project.

Case Study

Learning from the case of Melbourne’s TOD.

The Proposal

Devising a policy level strategy for implementation of the project.

Case of Melbourne, Australia

Abstract: By selectively layering different built form, transit and land use strategies to create ‘constellations’ of urban interventions, new urban qualities and potentials are demonstrated. Transit corridor intensification examining how a mix of uses, scales and types of built form can address conflicts between public, private and commercial movement patterns.

Layering of activities and transit lines (old + new)

10 km assemblage generated through the layering and aggregation different integrative development approaches within each urban constellation.

Case of Melbourne, Australia

Intervention along the transit : mixed use development

Perspective montage depicting how different grains and types of mixed use development could promote multimodal connections through big box activity centers such as shopping malls, transforming the urban environment along existing vehicle highways.

Intervention along the transit : arterials

Perspective montage investigating potential strategies for re inventing ‘big box’ retail and industry buildings along major arterials. An experimental urban renewal model which can reinvent redundant industrial building forms to achieve higher levels of utilisation while providing new chances for employment and leaning.

Case of Melbourne, Australia

Intervention along the transit : new interface

Intervention along the transit : industrial spine

New and diverse urban interventions stitch existing urban landscapes and systems to create new types of trajectories and movement patterns

Industrial spine: this spatial intervention fills the gaps generated in urban networks by large privately owned properties. The intervention aims to provide better quality to enhance the utilisation of amenity while proposing a transit link. An open space interface is provided to improve public access.

Batman Station, Melbourne

Batman is a railway station in Melbourne's north, a 20 minute train ride from the city. The station forms a barrier between a fast-developing activity centre on former industrial land to the west and large underutilized sites close to the high amenity of the Merri Creek and Coburg Lake to the east. To the east and south are residential areas, mainly 1- 2 storey detached dwellings.

The station currently has low passenger volume and no parking, yet it is on a key east-west arterial (Gaffney Street), and close to the major north-south tram route (Sydney Road). The potential of the larger assemblage involves better pedestrian and cycle connections from the railway station through the new development and tram corridor to the creek and its extensive bike trails.

Formulating 3 Scenarios

Scenario 2: Elevated Rail Scenario 3: Underground Rail Scenario 1: Rail at Grade

In this scenario, the railway infrastructure remains in place. The scenario focuses on providing a generous public space connection eastwards from the station to the creek, with a rail-bus interchange on Gaffney St, framed by low-to-medium rise (3-8 storeys) buildings that are primarily residential with retail and commercial uses facing the main public spaces. Infrastructure costs are minimal in this scenario though with the level crossing remaining in place, improvements to both rail services and east-west transport will be compromised by congestion.

Here the railway is elevated to create an expanded Batman precinct to become a modal interchange between rail, trams and buses. Elevating the rail line allows a dramatic increase in pedestrian connectivity, as well as allowing high-capacity public transport along Gaffney St to connect with other activity centres to the east and west. The area beneath the station would be developed with retail, commercial and community uses, while the land immediately adjacent to the station would be developed with a mixture of uses up to 12 storeys.

In this scenario, the rail line is buried to create an expanded Batman precinct to become a modal interchange between rail, trams and buses. Trenching allows a dramatic increase in pedestrian connectivity across the rail line, as well as allowing high-capacity public transport along Gaffney St to enhance east-west connectivity. The focus of the development would be a network of high quality pedestrian streets connecting the western side of the station with the east and to the creek frontage.

Source: Intensifying Melbourne: Transit Oriented Urban Design for Resilient Futures, Edited by Kim Dovey & Ian Woodcock, Melbourne School of Design, The University of Melbourne, & Monash Architecture, Design & Art, Monash University

Some Key Strategies Used

Structure of the Presentation

Premise

Establishing the need for the project.

Case Study

Learning from the case of Melbourne’s TOD.

The Proposal

Devising a policy level strategy for implementation of the project.

Re-imagining the Transit Nodes

Policy Inclusivity & Connectivity

Policy Built Form & Land Use

Land: Pooling v/s Acquisition

The Process of Land Pooling

Demonstration of Land Pooling

Site: Andheri Railway Station, Mumbai

Site: Andheri Railway Station, Mumbai

Source: Google photos

Strategy implementation

1) Inclusivity

2) Porous network

3) Optimum Density

4) Mixed Land use

5) Walkability and pedestrian friendly nodes

Strategies (At street level)

Pedestrian safety - elevated pathway, bollards for safety + parking encroachment. shopfronts and street furniture to be done along the street and also act as utilities.

Accessibility is defined by inclusive social and physical infrastructure connections for all user groups.

https://globaldesigningcities.org/public/

Strategies

- eyes on road safety

- active street edge

- street furniture + landscape - utilities and amenities on streetlighting, water spouts etc

Legend

Majority of the land use around the railway station comprises of commercial and mixed use land use . While the residential buildings are spread across. The land use division speaks a lot about the transit oriented development across Andheri.

Residential Commercial Mixed Use

With the proposals of increasing the FSI in the Development Plan of 2034, the planning authorities are encouraging densification in the city, with increase in FSI of various neighborhoods including the TOD zones and promoting various neighborhoods as economic zones, will trigger a huge number of floating population in the city and as well as in the economic zones.

THANK YOU

SWS|URBANDESIGNAPPLICATIONSON6CONTINENTS

GROUP2|EUROPE|DHRUV,KABHINI,SACHEEN

Booststhecharacter oftheareaandthe cityandleadstomore usersonthestreet thanthecarriageway

Thereisasteep increaseinthevisual andphysical permeabilityleading tomorerevenue throughtourism

Providethe pedestrianusers withanumberof healthbenefits forselfandthe

community

Importanceofpedestrian friendlyspace

Putting pedestrianfirst, reducestraffic accidentsand

providesasense ofsafety

Encouragesareasto bemoreinclusiveand accessibilityofspaces –thisinturnfosters socialinteractionand connectspeople

Reducesour dependencyonnon renewableresources –promotestheuse ofpublictransitthat isavailableinthecity

Thepresenceofmore vibrantplaces increasetheland

valueoftheareaand encouragesmore investment

Historically,themajormodeof travelwasbyfoot.Citieswere alwayspedestrianfirst.Withthe

adventandaffordabilityof automobiles,wehavebecome moredependentonthemwithout realizingthemajormisgivingsofthe situation.

Thevibrancyand theunique characterofthe spaceimprove tourisminthearea

SITUATIONOFTHECITYOFMUMBAI

Mumbaiwasoneoftheoldestcitiestobe providedwithfootpathduringtheBritishera. Butthesefootpathsarecurrentlyencroached, orjustunusablebecauseofthemaintenance andtheproperupkeep.

NARROWROADS

DISCONTINUOUSFOOTPATHS

ENCROACHEDFOOTPATHS

DYSCONNECTIVITYOFPUBLIC TRANSPORT

ABSENCEOFPLACEMAKING/ INCLUSIVEPUBLICSPACES

46%walktotheirchores,jobs, schools.

10.9%useprivatetransport.

43%uselocaltrains

28%usebuses

80%ofwalktripstoworkorschools

islessthan15mins.Thisisduetothe connectivityofferedbypublic transport.

Survey2016centralmobilityplan

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SITUATIONOFTHECITYOFEUROPE–BARCELONA

AfterthedemolitionoftheBarcelonawall,the Spanishgovernmentundertooktoredesignthe city.Thestateoftheworkingclasswaspitiful andthecity/Catalanwasredesignedtobe healthy,hygienic,cleanandsafe,orderlyand urban

SUPERBLOCKS

REDUCINGTHENEEDFORPEOPLE TOCROSS-REGULATEDAREAS

APPROPRIATEDAREASAND WIDENEDFORBICYCLES

AREAINTHEMIDDLEOF9SUPER BLOCKSISMADEPEDESTRIAN

BARCELONA MUMBAI

Thehavecreatedasystemofsuperblocks, historicallythatareallofaparticularsizeand heightanddimensions.Itwasdesignedinsuch awaythateachcitizen,hadenoughwater, cleanairsunlightventilationandspace.

Allclassesofpeoplewouldsharethesame streetsandpublicspaces

Reducedsocialdistanceandinequality

ItfollowedtheEuclideansystemandan organicplanningwheremostofthe developmenthistoricallyhappenedinthe colabaarea. Areasofcommerce,housingforthewealthy andthelow-incomelevelsandindustrial estateswereplacedatvaryingdistances

“AsyougomoreandmoreinsideMumbai,you canunderstandpeoplearethemselves“

PLANNING

Becameimmenselyvehicle orientedwithtime,pedestrians losttheirspace.–Barcelona

Theplacementofthevarious

A20squareblockwastobeselfsufficient -GregoryDavidRoberts zones–motorizedcommute

Thefootpathandpedestrian infrastructurehavedegraded andarenotusable Narrowlanesaregivenvehicle priority.Existingpedestrian infrastructureisencroached -Mumbai

BARCELONA MUMBAI

Theyhavemodifiedthesystemofsuperblocks –wheretheareainside9superblocksis pedestrianizedorisplannedtobepedestrian first.

Urbanmobilityplan–toreducepollution

Ultimatelytogivethecitybacktothepeople.

Ideally9blocks,consideredandthoroughfare, freight,busesareallpermittedonlyonits periphery

Roadshavebeenlevelledtoaccommodate pedestriansonthestreet lightingfixtureshavebeenimprovedbutin 100mstretches

Thesignalsinhighactivityjunctionshavebeen regulatedwithreprogrammedsignals

Thedurationofredlightshavebeenincreased

POLICY CHANGES

Rightnow,implementedonlyIn asmallerarea.Thevehicle densityisstillveryhigh.The needforpeopletoworkisan issue.–Barcelona

Refugeislandsaretobeprovided,footpaths

Refugeislandsaretobeprovided,footpaths areenhanced

Thenewlyconstructed Internallyallowslocalvehiclesatlowspeedsof 10mph

footpathsarenotaccessible andarenotinclusiveto everybody.

Variousbarriersonthefoot pathareashavebeenreduced butnoteradicated.

Regulationsproposedhavenot workedinfavourofpedestrians

Skywalkshavebeen constructedforflyoverareasas anafterthought

-Mumbai

BARCELONA MUMBAI

Morepedestriansfeelsafeaswellashavea choiceandprefertouseotherformsof commute.

Reducingthespeedlevelshasaccommodated morepeopleonstreet Morestreetsideactivitiesareyettobe encouraged

Neighborhoodswithinneighborhoodshave reducedsocialhierarchy

Roadsarestillnotpedestrianfriendlythough therearevariousjunctionsthathavebeen redesignedtacitlytofacilitateeasypedestrian movement

Pedestrianandvehicularconflictsarestillan issuethatneedtoberesolvedinvarious streetsofMumbai

Theneedforthepedestriantowalkisstillnot resolved

CaseStudySiteComparison

TypicalStreetSection,SouthMumbai(Imagesource:***)

StreetSection,LasRamblas(Imagesource:***)

SuggestedStreetSections(Imagesource:***)

StreetExisting&Proposed,LasRamblas(Imagesource:***)

GROUP2|EUROPE|DHRUV,KABHINI,SACHEEN

BARCELONA MUMBAI

Theshopfrontsaremorepermeableleadingto anincreaseinpedestriansusersandhence morerevenuethroughtouristsandthe citizens.

Thelowerimpactofsocialhierarchyhasledto morepeopleinvestingintheseareasdueto theavailabilityofmanyresourcesandutilities

Encroachmentreductionhaspushedpeopleto usepedestrianpathwaysbuttheyarestillan issueduetothelackofshadeandrespite.

Thefootpathsare[predominantlyusedfor spilloveractivityoftheshopswhichdoesnot benefitthepedestrianusers

Thishasreducedtheairpollutioninthearea asthedependencyonmotorizedformof commute.Widerbicyclelanesproposedwill alsohelpwithbetterusage.

Vehicularformofcommuteisstilltheprimary commuteoptionthatpeopleprefer.

Casestudylearnings

Makingspacesthatarepredominantlymixeduseimprovestheneedforpeopletowalkor useotherformsofcommute.Whichinternincreasespedestrianactivity

Theavailabilityofpedestrianfriendlypublicplacesencouragesvariousactivitiesaswellas socialinteractionsbetweendifferentclassesofpeople.

Reducingvehiculartrafficinthemajorroadsorthehighpedestriandensityroadswill improvetheamountofpeoplethatusethestreetspacebecauseofthesenseofsafety.The provisionofpedestrianonlystreetsalsoimprovesthepermeabilityofthebuiltedges increasingtheinteractionandtherevenue

Presenceofmixedusebuildingswithhousingforvariouseconomicclassesbringsabout socialequityandhelpsinthemaintenanceofthepedestrianinfrastructure

Theinterconnectionofvariousmodesofcommuteandpublictransporthasimprovedthe wayoflifeaswellaspedestrianactivityduetotheeaseofaccess

SITElevelanalysis-Colaba

OneoftheoldestdevelopedareasofMumbaicity–famousforits commercialretailandnonretailusesaswellasamajortouristattraction

Majorusers:residents,workingprofessionals,tourists

Colabaallowsavarietyofusergroupswithdifferent economicalandsocio-culturalbackgroundstotraverseits streets,navigatingthroughvaryingintensityoftraffic throughouttheday,anditisparamounttocreatecomfortable andsafestreetsforalltoenjoy.

Colaba,whichincludestheColabaCausewayMarketstreetwith companyflagshipstoresliningit,tilltheadventofthemalls. ThisareaholdstheGatewayofIndia,theTajMahalPalaceand HotelatApolloBunder,theCSMVSMuseum,CuffeParadewith itshigh-browresidences,NarimanPointhostingbusiness housesandGovernmentorganisationsalongwiththe Mantralaya,FloraFountaintoHornimanCircleshoppingstreet andtheOvalMaidanflankedbytheUNESCOinscribedWorld HeritagesiteofVictorianandArt-decoEnsembleofbuildings continuingtowardstheMarinedriveorQueen’snecklaceroad alongthebeachfront.

Thisareareceivesavarietyofvisitors,frombluecollarworkers towhite-collarprofessionals,businesspeopleandshoppers, besidesalargepercentageofTouristsvisitingMumbai. Thetwomainrailwaystationsinthevicinity,Churchgateand CSTTerminus,Fort,alongwiththebusserviceBEST,ensurethe movementofallvisitorsintoColaba,withinveryeconomical means.

SITElevelanalysis-Colaba

Site–sightsofColaba,Mumbai

(Imagesource:***)

GatewayofIndia,CSMVSMuseum,ColabaCauseway-CaféMondegar,ApolloBundertowardsTajMahalPalaceandHotel

OvalMaidancrossingstreet,CusrowBagh,ChurchgateStation,FloraFountain

ColabaCausewayatnight,CuffeParade,ColabaCauseway,RegalCinemastreet

SITElevelanalysis-Colaba

Site–Colaba(AreabetweenGatewayofIndiaandMarineDrive),Mumbai,India

(Imagesource:GoogleEarthMap,overlaybyGroup2)

Variouszonesbased onbuiltuse

GROUP2|EUROPE|DHRUV,KABHINI,SACHEEN SWS|PEDESTRIANFRIENDLYCITIES

SWS|PEDESTRIANFRIENDLYCITIES

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GROUP2|EUROPE|DHRUV,KABHINI,SACHEEN SWS|PEDESTRIANFRIENDLYCITIES

GROUP2|EUROPE|DHRUV,KABHINI,SACHEEN SWS|PEDESTRIANFRIENDLYCITIES

PEDESTRIANACTIVITY

Intensityinmajorareas

Churchgate station

worksinaresidence10minsaway, livesinVirar,80kmsaway, takes90minstravel

USER3–YOUNGTOURIST

YoungTourist, visitsHistoricalsites20minsaway, travelsfromhotelinWorli,8kms away, takes20minstravel TRANSPORTNODES

CABPOINTS

LOCALTRAINSTATION BUSSTATIONS

GROUP2|EUROPE|DHRUV,KABHINI,SACHEEN

aged,Stockbroker,livingin CusrowBagh,WalkstoStore ownedatFloraFountain,10 minsaway

Vision

•Makingthestreetspedestriancentricbytakingawaytheimportanceonvehicular commuteandprovidingeaseofaccesstopublictransport

•Interconnectingthevariousformsofpublictransportandpublicsharingcommutesto reducethedependencyonprivatevehicles.

•Makinghidensitypedestrianstreetsandareaspredominantlypedestrianbyrerouting majortrafficalongtheperimeters–makingthesestreetspedestrianfriendly–bothsafe andcomfortabletouse

•Creatingawarenessabouttheexistingpublictransportsystems,theiravailability,etc–to induceusageincentivizedusageofpublictransport

Physicalinterventions

•Appropriatingthecarriagewaytoaccommodatethepedestriancrowd.

•Provisionofpedestrianinfrastructuretoimprovethewalkabilityofthepedestriansinthe city.

•Makingcontactpointspedestrianbasedfrombeingdestinationbased

•Allmajorjunctionsneedtoberegulatedtoaccommodatepedestrianfriendly infrastructuretoaidwithsafecommuteofpedestrians

•Lastmileconnectivitytobeenhancedintheformofsharecabsandproperdropoffand pickuppointstobeidentified.

•Trafficcalmingmeasuresneedtobeimplementedtoaccommodatethesafetypassageof pedestrianslikereducingthespeedlimit,reducingthewidthofthelanehencereducingthewidthofthelane constrictingthevehicles.

•Inducingactivitytocreateasenseofsafetyfortheusers

•Elementsforrespiteandshadeneedtobeprovidedintheformoftemporaryshadesor naturalvegetationasbufferzonesasanaspectofsafetywithoughphysicalbarriers

•climatebasedheatmitigatingstrategiesneedtobeadoptedfortheusageofthe designedareasthroughouttheyear–coolingmaterials.

•Reducingthevehiculartrafficandthedependencyonmotorizedtransportwillimpactthe airqualityandthetemperaturecomfortofthearea

Physicalinterventions

•Appropriatingthecarriagewaytoaccommodatethepedestriancrowd.

•Provisionofpedestrianinfrastructuretoimprovethewalkabilityofthepedestriansinthe city.

•Makingcontactpointspedestrianbasedfrombeingdestinationbased

•Allmajorjunctionsneedtoberegulatedtoaccommodatepedestrianfriendly infrastructuretoaidwithsafecommuteofpedestrians

•Lastmileconnectivitytobeenhancedintheformofsharecabsandproperdropoffand pickuppointstobeidentified.

•Trafficcalmingmeasuresneedtobeimplementedtoaccommodatethesafetypassageof pedestrianslikereducingthespeedlimit,reducingthewidthofthelanehencereducingthewidthofthelane constrictingthevehicles.

•Inducingactivitytocreateasenseofsafetyfortheusers

•Elementsforrespiteandshadeneedtobeprovidedintheformoftemporaryshadesor naturalvegetationasbufferzonesasanaspectofsafetywihoughphysicalbarriers

•climatebasedheatmitigatingstrategiesneedtobeadoptedfortheusageofthe designedareasthroughouttheyear–coolingmaterials.

•Reducingthevehiculartrafficandthedependencyonmotorizedtransportwillimpactthe airqualityandthetemperaturecomfortofthearea

Physicalinterventions

•Appropriatingthecarriagewaytoaccommodatethepedestriancrowd.

•Provisionofpedestrianinfrastructuretoimprovethewalkabilityofthepedestriansinthe city.

•Makingcontactpointspedestrianbasedfrombeingdestinationbased

•Allmajorjunctionsneedtoberegulatedtoaccommodatepedestrianfriendly infrastructuretoaidwithsafecommuteofpedestrians

•Lastmileconnectivitytobeenhancedintheformofsharecabsandproperdropoffand pickuppointstobeidentified.

•Trafficcalmingmeasuresneedtobeimplementedtoaccommodatethesafetypassageof pedestrianslikereducingthespeedlimit,reducingthewidthofthelanehencereducingthewidthofthelane constrictingthevehicles.

•Inducingactivitytocreateasenseofsafetyfortheusers

•Elementsforrespiteandshadeneedtobeprovidedintheformoftemporaryshadesor naturalvegetationasbufferzonesasanaspectofsafetywihoughphysicalbarriers

•climatebasedheatmitigatingstrategiesneedtobeadoptedfortheusageofthe designedareasthroughouttheyear–coolingmaterials.

•Reducingthevehiculartrafficandthedependencyonmotorizedtransportwillimpactthe airqualityandthetemperaturecomfortofthearea

Physicalinterventions

•Appropriatingthecarriagewaytoaccommodatethepedestriancrowd.

•Provisionofpedestrianinfrastructuretoimprovethewalkabilityofthepedestriansinthe city.

•Makingcontactpointspedestrianbasedfrombeingdestinationbased

•Allmajorjunctionsneedtoberegulatedtoaccommodatepedestrianfriendly infrastructuretoaidwithsafecommuteofpedestrians

•Lastmileconnectivitytobeenhancedintheformofsharecabsandproperdropoffand pickuppointstobeidentified.

•Trafficcalmingmeasuresneedtobeimplementedtoaccommodatethesafetypassageof pedestrianslikereducingthespeedlimit,reducingthewidthofthelanehencereducingthewidthofthelane constrictingthevehicles.

•Inducingactivitytocreateasenseofsafetyfortheusers

•Elementsforrespiteandshadeneedtobeprovidedintheformoftemporaryshadesor naturalvegetationasbufferzonesasanaspectofsafetywihoughphysicalbarriers

•climatebasedheatmitigatingstrategiesneedtobeadoptedfortheusageofthe designedareasthroughouttheyear–coolingmaterials.

•Reducingthevehiculartrafficandthedependencyonmotorizedtransportwillimpactthe airqualityandthetemperaturecomfortofthearea

Citylevelinterventions–sitelevel

Policy

•Makingmorepublicspaces,openareaspedestrianfriendlyandinclusiveto accommodatepedestriansaswellsasprovideshadeandrespite

•Regulatingthevariousmajorarterialroadstoaccommodatesafepublicpassagesin junctions,andprovisionofsafepedestrianpassagesonthesamelevelasthestreet

•Provisionofmoremultiusezonesthroughoutthecitythatcatertoalleconomiclevels

•Reducingthespeedlimitofvehiclesinhighpedestrianactivityzonesandmakingthem pedestrianfirst–eventuallymaketheareaspedestrianonlystreetswithtrafficrouted throughothermajorroads. GROUP2|EUROPE|DHRUV,KABHINI,SACHEEN

TheVictorianandArtDecoEnsembleofMumbai,UNESCOWorldHeritageSite,2018

SuperBlock, Pedestrianised Zone OvalMaidanand

SuperBlock, Pedestrianised Zone

OvalMaidanand theHistoricDistrict

MainTrafficflow

Divertedalong markedRoutes

EventVenueat

SouthEnd

SYSTEMIC

PhaseIdevelopment

•Digitizedsystem/applicationthatprimarilyprovides informationaboutroutesofpublictransport(bus,railway, metro,shareauto’s–theirlocation,frequency,availability)

•Ratingbasedfeedbackfromrealuserswillbegatheredto findthesafetyandcomfortquotientoftheroutes

PhaseIIdevelopment

•Peoplegettochoosethesafestandcomfortablerouteof travelthroughpublictransport–fromfeedbackand ratings

•walkingdatawillbecollected

PhaseIIIdevelopment

•Formingalikemindedcommunityofwalkersthatprovide asenseofsafety

•Syncedwalkingdatawillprovidepeopleusingthesame routetowalktogether

USER4–YOUNGTOURIST

Applicationwillprovideeaseofaccesstofind thenearestpublictransportnodeandthe connectingpublictransportcommuteoptions

SitePicture Proposed

SWS|URBANDESIGNAPPLICATIONSON6CONTINENTS

StreetIntervention, #2RegalCinema Junction

GROUP2|EUROPE|AISHWARYA,DHRUV,KABHINI,SACHEEN

Stakeholders

GovernmentAgencies

MCGM,MunicipalCorporationofGreaterMumbai

PublicWorksDepartment,GovernmentofMaharashtra

ArchaeologicalSurveyofIndia

DepartmentofTourism,GovernmentofMaharashtra

Privateentities

CorporateHouses(CSRdepartments)

EducationalInstitutes

CommercialEstablishments

WhyPlace-making?

Capitalizeson localcommunity assets, inspirationand potential

Place-making

Intentisto promotehealth, happinessand wellbeingof stakeholders

Optimizes underutilized

spaceto enhanceurban experienceat thepedestrian scale

Scalesofoperation

Scalesofoperation include Policy intervention, Spatialdesign, Communityparticipation.

RoleofWaterBodiesinPlace-making

DIVERSITYOFWATERBODIES

CITIES/PLACESTHATHAVESIGNIFICANCE PRESENCEOFWATERBODIESINURBAN AREAS

EVOLUTIONOFSETTLEMENTSALONGWATER BODIES–CONTRIBUTINGFACTORS

Social value

Psychological value

Environmental value

Sincecanalsservemostofthesepurposes,theyareoneofthe manyimportantwaterbodieswiththepotentialtoenhance economy,sociallifeandaddressecologicalissues.

Ponds Rivers Lakes

Khumariatalab(Swaroop

Marshes NarmadaCanal,

Man-madewaterbodies

NakdongRiver,SouthKoreaKanda-gawariver,Tokyo

Canals

Sagarlake),Udaipur

SabarmatiRiverfront, Ahmedabad

Rajasthan

Man-madeRabindraSarovar, Kolkata

Place-makingonCanalWaterfrontsacrossIndia

BUCKINGHAMCANALRESTORATIONPROJECT,CHENNAI

48.5kmlongcanal

proposed

Strategies

-Reducedwidth

-Floodingandinundation duringpeakmonsoon

-Opendefecation

-Garagedumping

-Preparationofdetailedrestoration manualinconsultationwith stakeholders

-Publicoutreach–Place-making throughsocialhubs,parks,plazas.

-Constructionofseaharbour-Cleanenergyanddatamonitoring improvement

-Supportbyresidentsliving alongthecanal

-Possibilityofappreciationin marketvalueoftheirproperty

Areasoffurther intervention/ improvement

-Increasedpublicconsultationfor properdesignofwaterway infrastructure

TAKE-AWAYS Policy Publicparticipation Spatialdesign Wetlandregeneration Introducingurbanfarming Kundsforwaterretention

HowisAhmedabaddealingwithWaterfronts?

PublicDestinationslimitedtoRiverfronts

Theriverfrontandlakefrontprojectsthathavebeenundertakensuchas

theSabarmatiriverfrontandsomeinothercases,somewhichare underwayhaveimprovedpreviouslydilapidatedriverfrontsthatarenow becomingnodesforvariouspublicactivities.However,waterbodiessuch ascanalsinthecitycontinuetoremainneglectedandpolluted

CanalsaremostlyintheeasternsideofAhmedabadamidstthe Neglectedcanalsinthesmallerneighborhoods

CanalsaremostlyintheeasternsideofAhmedabadamidstthe denseurbanfabric.Duetolargeamountofuntreateddischarge inabsenceofpoliciesandlawenforcementthecanalsare pollutedanddriedupandneedimmediateattentionfromthe governmentandlocalbodiesthroughpublicparticipation.

KharicutcanalinAhemdabad

It’sabranchoftheNarmadacanal.Thecanalis12.8kmlongand coversareaslikeBapunagar,Naroda,Nikolroad,Odhav,Vatva, Ghodasar,andVastral

PURPOSE

Waterwasfor socio–economic regenerationofthecity

ECONOMICDEVELOPMENT

Emergenceofindustriesof OdhavandVatvaledto contaminationofthecanalwater

Commoneffluenttreatment plants(CETP)madecompulsory todisposeoftreatedwaterin Gyaspurtreatmentplant

RESIDENTIALDEVELOPMENT

TheareasofGhodasarand Narodawitnessedresidential growth.Howeverthedriedup andpollutedcanalwitnessed socialexclusion

Narmadacanal

Narod a Odhav KharicutCanal

Vatva

Gyaspur

Ghodasar

KharicutcanalinAhemdabad-Currentproposals

Drawbacksoftheproposal

•Noactionplanregardingactiveparticipationfromcommunity

•Projectlacksconsensusamongresidents

•Noplanfortreatmentofwastageatcommunitylevel

•Plandoesnotincludeanyincentivesforresidentstoparticipate inproject

•WeakPolicyimplementationforcleaningatsourcelevel

Amixedneighborhoodwithcommercialshopsonlowerfloorsand residentialapartmentsonupperfloorswith‘eyesoncanal’

DEFININGZONES

WhileVatvaandOdhavstillfunctionas industrialestates,Narodaand

Ghodasarhavebeentransformedinto predominantlyresidential neighbourhoodsovertheyears

IndustrialZonealongcanal

ResidentialZonealongcanal

InterventionsforTransformativePlace-making

Policyintervention

LEVEL1:Revivingthecanal

ATMACROLEVELANDPILOT LEVEL

Cleaningand Maintenance Public Awareness

PublicParticipation

LEVEL2:Activatingthebanksandedges

ATPILOTLEVEL

Equitablespaces forall

Connecting neighborhoods

Identifying Stakeholders

SpatialPlanning

Strengthening streetanchors

Casestudyandcomparativeanalysis

TheCheonggyecheonstream revitalizationprojectindowntownSeoul isanexampleofthetriumphofanurban renewalproject.Theheartofthecityis nowagreenwaterfrontpark complementedwithimprovedpublic transport,givingcitizenswithabetter wayoflife.

Cheonggyecheon Canal,Korea

Restored

-Streamrestoration, downtowndevelopment

andrevitalizationof industries

GhodasarCanal, Ahmedabad

Notrestored

-Garbagedumping negativelyimpacting healthandwell-being

Policy

-Citizeninvolvementin decisionmaking

-Increasedrealestate value BEFORE

-Insufficientcitizen consensustoaddress majorsiteissues

Participatory planning

-Provisionofpublicspace andnaturalenvironment.

-Pedestrianandcultural activities

-Obsoletepublicfurniture

Spatial design

-Nospaceforpublic activityorengagement

-Haphazardparkingleading tochoking AFTER CURRENTSCENARIO

-Loweredtemperatures

LEVEL1:Identifyingthemacrolevel‘Stakeholders’

Financierstotheproject:

•Worldbank

•UNDP

•IMF Contractorsand suppliersofthe project

Peopleliving alongthebank (Non-social)

Governmentof Gujarat

Farmers

PrimaryStakeholders

UnionandState departmentof Archeology,Geology, andForests

NGOs

Nationaland Internationalmedia

Institutionsand universities’dealings withimpactassessment studies

•Agro-textileandchemicalindustry inthecommandarea

•Materialandequipmentproviding industries

SecondaryStakeholders

LEVEL1:IdentifyingtheMicrolevel‘Stakeholders’

RESIDENTS

Thefoulsmellcomingfromitgivesthe neighborhoodabadreputation.Thedrainage systemcanfloodatanytimeduetogarbage accumulation.Mosquitoesarealsoincreasing duetothis,causingvariousdiseases.Iwish wecouldliveelsewhere.

CHILDREN

SHOPOWNERS

Myshopisonthebridgeofthecanal.Idonot getcustomersduringthepeakhoursdueto hightrafficastheyareunabletocrossthe road.Duetothefoulsmellofthecanal,the majorityofthemarerelocatingtheirshopsto otherareas,asthereislessfootfall

Wehaveverylimited spacetodriveandhaveto facetrafficjamsatpeak hours

Wedonothaveanyparksand gardenstoplay,andthecanal appearstobeunhealthy.

SOURCELEVEL

•DewateringStilt

•BarScreensatintervals

•Correctionofcanalprofilethroughgabion walls

Improvedwaterofsubcanalswillimprovethe waterinthemaincanal

COMMUNITYLEVEL

•Everycolony/neighborhoodtobeprovidedwith systemstotreatgreywateratsource

•Policiestoensureprivatesectorssetuptheir owntreatmentsystemsandletofftreatedwater intothecanal

•Canalcommunitiesshallbetrainedand

equippedformaintenanceofthesystemsfora year

StakeholdersinvolvedinthisstagearemainlyNgo’s,Municipal corporationandlocalbodies(AMC),Stateleveldepartmentssuch asGujaratpollutioncontrolboard

LEVEL1:PublicAwareness

PUBLICAWARENESSATMACROLEVEL

PUBLICAWARENESSATMICROLEVEL

KNOWYOURCANAL

Publicawarenessabouttheimportanceofkeepthe canalclean–Campaigns,floatingcompetitions, exhibitions,spreadingawarenessabouthistory, importanceandcurrentscenariothroughnews andsocialmediaandflyers

Waystoincludestakeholdersintherestorationprocess–walks

IntroducingtohistorythroughFlyersandMagazines

Householdsurveysregardingconcernsanddemands

Introducingtoeconomicalassetssuchasfarmingand waterharvestingthroughworkshopsandcompetitions

LEVEL2:SpatialDesignInterventions

2mwidefootpath

2mwideMUZforparkingandvending 6mwidecarriageway

2mwidetrailalongcanal

1.Re-organisingtheROWtoprovideEquitablespacetoall

LEVEL2:SpatialDesignInterventions

2.SpilloverSpacesforShopsinCOMMERCIALZONES

2mwidefootpath

2mwideMUZforparkingandvending

6mwidecarriageway

2mwidetrailalongcanal

Spilloverspaceforshops

LEVEL2:SpatialDesignInterventions

2mwidefootpath

2mwideMUZforparkingandvending

6mwidecarriageway

2mwidetrailalongcanal

3.ExtendingFootpathstocreateSeatingSpacesinRESIDENTIALZONES

LEVEL2:SpatialDesignInterventions

4.CreatingmorepubliczonesovercanalsnearINDUSTRIALZONES

2mwidefootpath

2mwideMUZforparkingandvending

6mwidecarriageway

2mwidetrailalongcanal

LEVEL2:SpatialDesignInterventions

2mwidefootpath

2mwideMUZforparkingandvending

6mwidecarriageway

2mwidetrailalongcanal

5.Connectingperipheralneighborhoodsthroughbridgesatregularintervals

LEVEL2:SpatialDesignInterventions

2mwidefootpath

2mwideMUZforparkingandvending 6mwidecarriageway

2mwidetrailalongcanal

CURRENT SCENARIO

CURRENT SCENARIO

TRANSFORMATIVEPLACEMAKING

Canalandits

peripheryas assets

Capitalizeson localcommunity assets, inspirationand potential

Place-making

ActiveCanal edgesand bridges

Optimizes underutilized spaceto enhanceurban experienceat thepedestrian scale

Cleaningand maintenanceof canal

Intentisto promotehealth, happinessand wellbeingof stakeholders

CONNECTINGPEOPLEANDSPACES

Scalesofoperationinclude Policyintervention, Spatialdesign, Community-participation.

Aholistic intervention

URBAN ISSUE- DIMINISHING URBAN GREENS

In the past few decades, India and the world have seen a significant shift towards urban life. As our cities swell and engulf surrounding landscapes, our green lungs and open spaces diminish. This issue is not limited to India; Many African cities face very similar socio-economic, political and urban environmental issues. Through case studies and comparative analyses, this project aims to establish bold and ambitious policydriven interventions to combat issues of shrinking green covers.

To the issue of Diminishing Urban Greens COMPARISON

Between Bangalore, India and Cairo, Egypt

Diminishing Urban Greens in Urban cities

Definition

Urban greens constitute the most important component of urban spaces. In fact, the green spaces are the providers of urban vegetation They include urban farming, gardens, parks, avenue trees, institutional fields, golf course, cemeteries, green corridors along rivers and railway lines etc. The parks and other urban greens are an essential feature in an urban planner’s blueprint. The famous French urban architect, Le Corbusier rightly considered parks and gardens as the lungs of cities. It is now strongly believed that the quality of life of a city, to a great extent, depends on the share of urban greens.

The urban issue

In urban communities all over the planet, the issue of diminishing green spaces is extremely pressing. Urban greens, concerning forest cover, yet additionally as far as tree cover, are disappearing from our homes, public spaces and urban areas at large. Besides the fact that this infers large scale habitat loss, yet additionally a huge misfortune in open, recreational and 'lungs' to our metropolitan cities. These also lead to an increase in land surface temperature. Through timely and decisive urban planning and landscape interventions, it may be possible to revive these lost greens. On account of numerous Indian urban communities as well as African communities, a rapid land use shift towards built form has happened in the beyond 30-40 years, and the examples of progress appear to be comparable.

Percent of urban greens in Indian cities

Source: https://twitter.com/PratapVardhan/status/1325237653185376256/photo/1

Diminishing greens in Hyderabad

Need for Green Cover in Urban Areas

Need for Green Cover in Urban Areas

Loss in Blue-Green Areas and Rise in Built-Up Areas in Major Indian Cities

Total population growth

Why we need more green spaces?

Why we need more green spaces?

Loss in Blue-Green Areas and Rise in Built-Up Areas in Major Indian Cities

1. Urban Heat Island Effect

Bengaluru, for instance, has seen a 925-percent increase in built-up area between 1973 and 2013, with green features decreasing from 68 percent to 14 percent, and blue features from 3 percent to less than 1 percent. Similarly, from 1977 to 2017, Mumbai witnessed a 60percent loss in vegetation and 65percent decrease in waterbodies.

2. Green space is associated with a large number of health benefits, including lower premature mortality, longer life expectancy, fewer mental health problems, less cardiovascular disease, better cognitive functioning in children and the elderly, and healthier babies.

3. It also helps to mitigate air pollution, heat and noise levels, and provides opportunities for physical exercise and social interaction.

4. Green space can improve ecosystems and increase biodiversity in cities, particularly through well-designed green infrastructure throughout the city.

Bangalore grew at a rate of 46% between 2001 and 2011, and became the fastest growing city in India. The population of the city now hovers now around the 13 million mark.

lower premature mortality, longer life cognitive functioning in children and the opportunities for physical exercise and social

Cairo grew at a rate of 24% between 2001 and 2011, and became the fastest growing city in Egypt. The population of the city now hovers now around the 20 million mark.

particularly through well-designed green

Source: Driver, B. (2021). Blue-Green Infrastructure: An Opportunity for Indian Cities.

Source: Driver, B. (2021). Blue-Green Infrastructure: An Opportunity for Indian Cities.

An Indian Example : Bangalore, KA

Bangalore of the yesteryears was a city of gardens; cool, pleasant and green. In addition to the 2000+ species of trees - some natural and some specifically planted -individual gardens in small households contributed to the large biodiversity here. The undulating terrain of the city allowed formation of lakes -- natural and manmade – that were interconnected. As the ‘Garden City’ transformed into the ‘Silicon Valley of India’, the city’s rapid, uncontrolled growth turned this biodiversity haven to a concrete jungle.

Changing Land Use Patterns

400%

Changes and Consequences

Increase in highest temperature from 33 degrees to 40 degrees C

Agriculture and aquaculture are negatively impacted

Loss in urban recreation and relaxation spaces in a dense urban fabric

Loss in ecological services offered by green spaces

Loss in urban wildlife, ecological diversity and indigenous plant species

Change in vegetation patterns

Hosur Road 1970s vs 2020

https://vadakkus.com/2012/11/07/bangalore-now-then-first/

Change in Land Use Patterns

https://vadakkus.com/2012/11/07/bangalore-now-then-first/

Dr. H A Bharath, ResearchMatters

Connecting to African Context

An African Example : Cairo, Egypt

Green spaces in Cairo, Egypt

Cairo City is divided into 4 main regions (Southern, Western, Northern and Eastern) which consist of 37 districts.

Land Use Land Cover maps over the years of Cairo

Change in a green space at al-Abbasiya Square, al-Waily District Cairo, Map data © 2021 Google

For several years, the urban fabric and character of Cairo have significantly changed. Green spaces have often been the easiest to be sacrificed and replaced with other functions. Over the years, the quantity and distribution of green spaces in Cairo have not complied with the national or international standards. In addition, Cairo has lost significant quantities of green spaces in the past few years and the quality of others has seriously deteriorated. Green spaces in Cairo are managed with a very limited perspective of their wide influence and the benefits they can provide. They are being treated as vacant lands that can be exploited by any means possible to increase the income they can bring or be easily replaced with other functions. A more sustainable approach to development and a shift from the current dominating view of green space as a low priority are required. Otherwise, the downward trend in green spaces areas and individual share of green spaces will carry on which will continue to have serious environmental consequences, damaging the image of the city, its character and the quality of life of its residents. Planning and management of green spaces in Cairo also require a more integrative approach that starts with creating comprehensive data for green spaces including their quantities, distribution and a new categorization for their types to support the planning and management of green spaces.

Land cover maps of Cairo in 1973 & 2006 Urban Growth of Cairo in 1986 (a) & 1999 (b)

The case of Cairo

Source: https://jeas.springeropen.com/track/pdf/10.1186/s44147-021-00067-z

The case of Banglore

Source: http://wgbis.ces.iisc.ernet.in/energy/water/paper/Green_Space_in_Bengaluru/results.html

Fig 1. Green space area in sqm/ hectares. Fig 2. Green space area for an individual. Fig 3. Number of parks/ gardens. Fig 4. Size of Public parks

0.7 m2 in Cairo for an individual in 2020

1.5 m2 in Bangalore in 2013- 1 tree for 7 people.

Scientific factors comparison between cities

Bangalore, Karnataka

Factors affecting the growth of green cover:

• Presence of Nitrate in shallow ground water

• Normal annual rainfall Bangalore urban district received is 831mm (1996 -2005). During the year 2005, Bangalore urban district received actual rainfall of 1342.7 mm in 69 rainy days. But due to lack of water harvesting techniques and over exploitation of water, city usually suffers.

• Major soil types: Red loamy soil & laterite soil, this type of soils usually are not fertile and can not be considered for agricultural prospect.

• Vrishbahvati river in the western part of the city is affected by sewage & industrial waste.

• The city’s urbanization has led to Bengaluru’s Land Surface Temperature (LST) increasing from 33.08℃ in 1992 to 41℃ in 2017

Cairo, Egypt

• Egypt is facing an annual water deficit of around seven billion cubic meters and the country could run out of water by 2025. –UNICEF

• Cairo is among 11 other cities that are forecasted to face water shortage including; Jakarta, São Paulo, Beijing, Moscow, and Istanbul.

• Presence of sulphates, Nitrates and bicarbonates in soil of Cairo eventually affects the vegetation cover.

• Egypt is 90% dependent on water from the Nile. 80% of water is used for the agriculture. The average annual temperature is 22.1 °C | 71.7 °F in Cairo. Precipitation here is about 18 mm | 0 7 inch per year

Aga Khan Development Network

Today, the Park draws nearly two million visitors a year. Through gate receipts and revenues from the Park’s restaurants, the Park has become self -sustaining.

Also, only 2.75 per cent percent of Egypt's land is suitable for farming.

CASE STUDIES

-From around the world

- From African context

CLASSIFICATIONS Of Green Open spaces

Potential Interventions

Regional and City Level

Multi-Level Green Corridors

City-Level Green Loop

Steps Towards Green Corridors and Green Loops

1. Establishing a strong ecological policy that makes green network non-negotiable to development

2. Identification of existing green infrastructure

3. Mapping of basic green corridor and phase plans to bridge gaps

4. Establishment of green network hierarchy

5. Identification of existing vacant/unused lands or lands with potential

- Government vacant/open lands can be densely planted

- Private open lands can be used on time-based or policy-based conditions

- Miscellaneous vacant lands can be converted towards pocket parks/community spaces

6. Establishment and Updating a Specific Green Policy for the city

Local Development Framework, York

Boston Emerald Necklace

Green Corridor Proposal, China

Continuous Tree Canopies

The main idea behind continuous cover forestry is a reduction in the number or size of clear-cuts and the protection of soils and regulation of climate. Some definitions of continuous cover forestry state that no clear-cuts shall be larger than 0.25 ha.

Continuous cover forestry ensures that there is an uninterrupted tree canopy and that the soil surface in never exposed. An uninterrupted tree canopy will have higher interception than a site with discontinuous tree cover. Ensuring that soils are never exposed will limit sediment production and assure soil carbon sequestration.

Major global cities have set targets for canopy cover between 20 to 30%.

Unused/Underutilized Public Lands

Vacant Lands Transformed with Permaculture

Miyawaki Forestry

Continuous Tree Canopy in Sacramento, CA

Proposed Corridor - MH, India Delhi - Continuous Canopy Cover in certain parts

Strategies at neighbourhood level

Strategies at neighbourhood level

Provide Greenspaces throughout community

Retain Mature Trees

Greenery along Streets

Generate diversity

Linking green with blue

Green Entrances

Green Roofs & Facade

Potential Interventions

Regional and City Level in African urban cities

Green Belt- Nation Planning

Green Wall Initiative- Senegal to Eritrea

The Great Green Wall is an African-led movement with an epic ambition to grow an 8,000km natural wonder of the world across the entire width of Africa. A decade in and roughly 15% underway, the initiative is already bringing life back to Africa’s degraded landscapes at an unprecedented scale, providing food security, jobs and a reason to stay for the millions who live along its path.

Source: https://www.researchgate.net/publication/329541305_Afforestation_as_a_Measure_against_Desertification_Nebraska_Sandhills_Nebraska_USA/figures?lo=1

Continuous green loops- Urban Park- Redeveloping a neglected area Regional Level

River Chiveve Urban Park, Beira Mozambique

The intent of this landscape design is to create a park that realises the values offered by a large public park to the City of Beira, which include climate change amelioration, education and recreation. The Chiveve River was a small tidal estuary stretching from the coast in Beira, up 5km through the city center to Goto informal settlement where it originates at Goto wetland. The Park encompasses the whole river from source to sea. The first stage of this project, which is now complete, was to open the river mouth, and dredge the river, allowing tidal flow back into the system and to provide increased flood protection to the City of Biera, which is vulnerable to flooding and sea level fluctuations due to the city being below sea level.

Vision- City Planning

Vision City, Rwanda

Rwanda has set its sights on bringing Wakanda into reality with the first-ever "green city" project in Africa. The city will have environmentally-clean mini-factories, all-electric vehicles, environmentally sustainable affordable housing, and integrated craft production centres on 620 hectares of Kinyinya, Gasabo District, Kigali City and will cost a whopping 5 billion dollars.

Two projects are currently developed on two parts of the site: phase 1 - Cactus Green Park, a housing development with 410 houses on 13 hectares and phase 2 - a housing development by on 125 hectares.

Green Parks- Mini Forests

Al Azhar park,Cairo

Al Azhar park,Cairo, being implemented in partnership between Agha Khan foundation, the Egyptian Government as well as some local NGOs. The park, developed at a cost in excess of USD $30 million, opened its gates in 2005 as a gift to Cairo from Aga Khan IV: a descendant of the Fatimid Imam-Caliphs who founded the city of Cairo in the year 969. The low entrance ticket price allows for diversity of socioeconomic strata to benefit from the green spaces inside the park, compared to other green spaces that usually charges a relatively high entrance fee.

Green Parks- Mini Forests

National Park of Mali by

Kéré Architecture

In 2008, the Aga Khan paid an official visit to Mali during the second term of President Amadou Toumani Touré. During this visit, at the request of the Malian authorities, the Aga Khan signed a letter of intent for the creation of the new urban park, to rehabilitate what already existed. Funded by the Aga Khan Trust for Culture (AKTC), and launched on 25 April that year with the symbolic planting of two trees in the garden, one by the Aga Khan and the other by the President of Mali, this project covered an area of more than 100 hectares, and aimed to both protect part of Koulouba’s classified forest and create a large park for Bamako, which has experienced significant urban growth since the advent of democracy in 1991. Merging the zoological garden and the botanical garden with the national museum, which had been built in the 1980s and was separated from the rest of the development by a road, this operation aimed to consolidate the area into an urban leisure and cultural facility.

It is the lung for the city that Fauque envisaged, easily accessible and open to all. The shady spot was soon appreciated by the Bamakois, who walk and rest there

Plot level Planning

https://architectureindevelopment.org/project/245

A model of a rooftop garden in a public school in one of Cairo’s Informal Settlements Rooftops in our urban centers represent a strong potential of currently underused space. Green roofs usually target densely populated cities and urban agglomerations that lack open/green spaces. This is exactly where the presence of agricultural lands is rare, and the proximity to fresh and nutritious produce is diminishing. The development of Productive Green Roofs could transform conventional green roofs into business-driven systems .

Permaculture is being advanced largely by and for the most vulnerable segments of the population. The best examples are to be found in low-income households, orphanages, and isolated rural communities – places where the people have a very real personal stake in the undertaking.

Community gardens have become a model of sustainable small-scale agriculture in the country, and have shown many benefits- Food security, nutrition and health, Climate resilience, and sustainability.

The African Permaculture Movement

Community gardens

Green Rooftops

Classification of Green Open spaces

As per URDPFI Guidelines

Pocket Park

Area: Population: Distance: Uses:

Classification of Green Open Spaces

Upto 1.2 acres

500-1000 people

5-10 min walking distance

Small events, Lunch Breaks, Rest, Relaxation

as per URDPFI Guidelines

District Park

Area: Population: Distance:

Uses:

12 - 60 acres

5,000 to 20,000

10 - 15 min by car

Events, group activities, sports, recreation

Planting, Seating, Walking Paths

Neighbourhood Park

1.2 - 2.4 acres

1000- 2000 people

10 -15 min walking distance

Recreation, Play, Small Sports, Walking

Play Equipment, Pathways, Lighting, Shade

Features:

Pathways, lighting, shade, large open spaces, trails

Sub City Park

Area: Population: Distance:

Uses:

60 - 370 acres

20,000 to 1 lakh

15-30 min by car

Community events, sports, carnivals, rallies

Features:

Natural vegetation, manicured gardens, event grounds, etc

Community Park Regional Park

Features: Area: Population: Distance: Uses: Features: Area: Population: Distance:

Uses:

2.4-12 acres

2000 - 5000 people

5 min by car

Walking, cycling, relaxation, picnics, events

Features:

Benches, pathways, sports courts, vendor activity

Area: Population: Distance:

Uses:

370 - 750 acres

Above 1 lakh

45 min - 1 hour

Relaxation, walking, biodiversity adventure sports

Features:

Large natural vegetation, nature trails, lighting, wildlife,

SITE City Level- Bangalore City

Neighbourhood Level- Green corridor between Lalbaug Garden and Cubbon park

DESIGN DEVELOPMENT

Settlements

Existing State of Open Spaces and Settlements

Exiting State of Open spaces and Settlements

Existing State of Open Spaces and Settlements

Open Space in Bangalore

Bangalore has 3% open space (19 sq km) out of total 709 sq km of city area.

Open Space in Bangalore

Bangalore has 3% open space (19 sq km) out of total 709 sq km of city area.

Condition of Open Spaces

21% of parks and open spaces in Bangalore are inaccessible or unusable.

Condition of Open Spaces

Sources: https://timesofindia.indiatimes.com/city/bengaluru/21-of-citys-parks-and-playgrounds-inaccessible-survey/articleshow/61885876.cms

21% of parks and open spaces in Bangalore are inaccessible or unusable.

Sources: https://timesofindia.indiatimes.com/city/bengaluru/21-of-citys-parks-and-playgrounds-inaccessible-survey/articleshow/61885876.cms

Potential Corridors

Total Area of Bangalore: 741 sq km

Current Green Cover: 23 sq km

Proposed Continuous

Canopy: 380 sq km (around 50%)

Crucial Urban Greens

Crucial Urban Greens

Green Corridor

Stakeholders of the Project

Stakeholders of the project

USERS PROVIDERS GOVERNANCE

Community Entrepreneurs, meditation & yoga groups

Citizens Residents of area (Bangalore)

Tourists Associations

NGO’s, Public communities, Educational Institutions, etc

Department of Horticulture

Private Institutions working on Environmental Awareness

State or Federal Authorities

Department of Horticulture Associations

NGO’s, Public communities, Educational Institutions, etc.

State or Federal Authorities

Local Government Authorities

Bangalore Municipal Corporation

NGO’s related to Environmental Awareness

Local Government Authorities

Bangalore Municipal Corporation

Local authorities Subsidies,

Government & Local

Private & Public

Contextualising Site

Contextualizing Site

Major

Major Landmarks

Existing Urban Greens - Green corridor intervention

Cubbon Park

Tree canopy near Kempegowda Civic Hall.

Unity Park Canara Bank Park

CSI Compound Park

Wilson Garden Park

Muslim Graveyard

Lalbagh Botanical Garden

Kitturu Rani Chennamma Park

Site Level Interventions

Cubbon Park

Lalbagh

Lalbagh Lake

Lower Income Area

Planned Township

Green Connectors

Primary Green Spine

Pocket Greens

Pocket Greens

Type

Main Green Connectors

Design Interventions by Typology

Minor Residential Streets

Neighbourhood Parks

Pocket Parks

Rooftop and Built Structures

Scale

City Level

All City Residents

Neighbourhood Level

Area Level

Neighbourhood Level

Block Level

Individual Level

Users

Components

Street Planting Medians

Swales

Continuous Canopy

Universal Streets

Implications

Continuous canopy

Pedestrian friendly

Reduced reliance on vehicles

Movement corridor

Increased biodiversity

Various ecological services

Neighbourhood Residents

Some City Residents

Neighbourhood

Residents within 2 km radius

Neighbourhood

Residents within 1 km radius

Street planting

Pedestrian streets

Feature planting at nodes

Breakout greens

Continuous canopy

Pedestrian friendly

Reduced reliance on vehicles

Thermal comfort

Shading

Play areas

Dense greenery

Community gardens, Recreation and relaxation spaces

Play areas

Dense greenery

Community gardens

Monuments, Landmarks

Individual Families

Improved air quality

Ecological services

Community Space

Play and recreation spaces

Lung to urban fabric

Improved air quality

Space for water recharge

Ecological services

Community Space

Play and recreation spaces

Rooftop gardening

Solar energy

Rainwater harvesting

Community farming

Sustainable food production

Recreation

Decreased dependence on water table

Policy Execution

Source : https://www.oecd.org/cfe/regionaldevelopment/

Source : https://www.euro.who.int/__data/assets/pdf_file/0010/342289/Urban-Green-Spaces_EN_WHO_web3.pdf

THE GREEN CORRIDOR

URBAN ISSUE- DIMINISHING URBAN GREENS

In the past few decades, India and the world have seen a significant shift towards urban life. As our cities swell and engulf surrounding landscapes, our green lungs and open spaces diminish. This issue is not limited to India; Many African cities face very similar socio-economic, political and urban environmental issues. Through case studies and comparative analyses, this project aims to establish bold and ambitious policydriven interventions to combat issues of shrinking green covers.

Site Level Interventions

TRANSIT ORIENTED DEVELOPMENT

INCREASING EFFICIENCY OF TRANSIT MODES IN MUMBAI

NORTH AMERICA

Namrita Celine Mathew UG180373

Roham Patel UG191118

Jasveer UD1717

Nayonika Goud PBP21231

TRANSIT ORIENTED DEVELOPMENT

What is Transit Oriented Development ?

Definition - A walkable, mixed-use form of development within walking and cycling radius of a mass transit sta tion.

• An integrated urban place designed to bring people, activities, public space and building together.

• Inclusive access of local and citywide resource and opportunity by efficiently using and combining mobil ity modes at lower financial and environmental cost.

• A foundation for long-term sustainability, equity, shared prosperity and civic peace in cities.

• It is today advocated as the sustainable alternative to sprawl and automobile dependency because it pro motes the optimum utilisation of existing infrastruc ture, optimising the use of transit networks and cre ating mobility options for transit users and the local residents.

Reasons for Increase in Demand of Transit Oriented Development

• Increased Gas Prices

• Affordability

• Avoids Traffic Congestion

• Reduces Carbon Footprint

• Easier Lifestyle

• Saves time

• Better Urban Lifestyle with Dense fabric

Benefits of TOD

• Improvement in Public Health as it promotes walking.

• Creating a sustainable community by reducing overall carbon footprint.

• Faster and Easier mobility with less Traffic Congestion.

• Stimulating Urban economy and efficiency.

• Boosts city’s competitiveness by increasing employment opportunities.

• Easier and better access to life services and recreation by densification.

Components of TOD

• Walk: High quality, unobstructed pedestrian footpaths provide basic mobility for all.

• Cycle: Improves network between transit nodes and the firat/last destination by creating separate cycle tracks.

• Connect: A dense network of walking and cycling routes results in short, varied and direct connections that improve access to goods, services and public transport.

• Transit: Frequent, fast and reliable high capacity rapid transit reduces dependence on personal motor vehicles.

• Mix: Diverse mix of residential and non-residential land uses reduces need to travel and ensures activation of public spaces at all hours.

• Densify: Intensification of residential and commercial uses around high capacity rapid transit stations helps ensure that all residents and workers have access to high quality public transport.

• Compact: Redevelopment of existing urban fabric helps ensure that residents can live close to jobs, schools etc. resulting in reduced travel time and emissions.

• Shift: Adequate parking fees and a reduction in the overall supply of parking creates incentives for the use of public transport, walking and cycling.

TRANSIT ORIENTED DEVELOPMENT IN INDIA

The Situation of TOD in the city of Mumbai

Mumbai, India’s financial capital, is one of the most densely populated cities in the world, with a population of 18.41 million (according to the 2011 census). This is a complex fusion of business, money, commerce, transportation, movies, fame, food and the world-famous Vada Pav. Dabbawala’s food delivery system is also one of the most efficient and well-managed networks in the world. Although the city of has a unique cultural heritage, it faces a serious shortage of land and basic infrastructure and unfortunately cannot keep up with the city’s demands. It is reported that an estimated 6062% of cities live in slums (the most expensive is Dharavi), trying to make a living by begging for food and money on busy streets every day. It is true that Mumbai accounts for more than 6.16% of India’s economic growth. It is the most prosperous city in South Asia, West Asia and Central Asia and we are proud of it. Unfortunately, the quality of Mumbai’s public transport infrastructure is steadily declining, negatively impacting the time and energy that citizens spend on travel. There is little coordination between organizations that may be involved in the construction and maintenance of the road network, further exacerbating the situation for the 4,444 citizens. The large rail system 164 years ago is considered an important lifeline in this sleepless city. However, it has not expanded its capacity to accommodate the growing population of the city. If the train is delayed due to an unexpected situation, more and more passengers will attack the platform until they can get on the train. When the train is about to stop, more than twice as many people rush to the doorway and do their best to secure spaces in the aisle. Or at least they are having a hard time getting into the train compartment while standing on the train’s run board. In the last decade, 25,722 people have died on train trips, of which 6,989 have died while traveling, trying to board a boogie or hitting a utility pole and losing their legs. There are alarming cases of 4,444 choking, heart attacks, and deaths from attacks caused by fatal drops in oxygen levels. There has always been a need to integrate the Indian Railways with other means of transportation such as: B. Metro project and improved road infrastructure.

The Department of Transport has difficulty managing the density of vehicles at the locations where metro projects are underway (currently the Dahisar - Mankhurd Line and the Colaba - Bandra SEEPZ Line). Furthermore, obtaining special permits for road reconstruction from agencies such as MMRDA, BMC, and MSRDC takes not only months but years; However, the city still has broken and unfinished road projects due to the low quality of products that some agencies use. Pedestrians often have to endure potholes, congested roads and sometimes have to wait in the scorching heat. This problem was further catalysed by the ‘s erratic movements as trailer and two-wheeler operators tried to squeeze into any room, they could get their hands on. Continuous driving on such pothole-filled roads has had negative effects on the human body, increasing stress levels, spine problems (spondylitis largely), problems neck chronic, etc. A unique governing organization needs to be established. It should have a long-term goal of how the city infrastructure needs to be properly redesigned and smoothly executed in order to stay at par with the ever-increasing population. It also needs to collaborate with Mumbai’s public transport and form a meandering, break-free chain so that citizens can travel effortlessly, thereby preventing them from being stranded. This will not only help in completing projects on time but also help sustain thrift investments in future projects. Efficient infrastructural planning can only be done if such an organization is initiated in this democratic city.

Different modes of Public transport in Mumbai -

• Mumbai Suburban Railway network

• Bus nework (BEST and Electric busses)

• Mumbai Metro

• Mumbai Monorail

• ITP (Intermediate Public Transport) modes

• Private vehicles

Source: (2022). https://metromumbailive.com/auto-taxi-fare-to-be-reduced-in-mumbai/ (2017). https://www.theindianfeed.in/women-queue-line-board-mumbai-virar-local-men-follow-steps/ (2022) https://marathi.latestly.com/maharashtra/best-bus-started-in-mumbai-on-the-first-day-rules-of-social-distancing-were-destroyed-at-places-like-dombivli-shivaji-nagar-pratiksha-nagar-kurla-140197.html (2019) https://www.patrika.com/dus-ka-dum/why-mumbai-sinks-every-year-during-of-rain-4782640/

TRANSIT ORIENTED DEVELOPMENT IN INDIA

Different modes of Public Transport in Mumbai

Mumbai suburban railway

Existing Land use and Transportation network

The city is densely packed from south to north as it expands its boundaries. The development of slums spreads all around the city as it caters to the need of residential commercial as well as industrial use. Later as the different laws were formed slums were pushed on the city extents.

• The Mumbai Commuter Railway is the city’s lifeblood, with more than 80% of motorized journeys being recorded on public bus and train services, and more than half of them on public transport. The aforesaid public service is carried out on the rail service. The Mumbai area is served by two of India’s local railways, the Western Railway (WR) and Central Railway (CR). The Western Line runs on the route north from Churchgate’s terminus in Island City, dedicated to serving passengers traveling parallel to the West Coast. Central Railway departing from CST, Mumbai Railway Station (Chhatrapati Shivaji Terminus) is located very close to Churchgate in Island City and serves much of east-central Mumbai. Central Railway also has a port line that currently mainly serves Navi Mumbai. It also helps passengers get from CST to the West Coast. In the Mumbai area, these two rail lines combine commuter, long-distance, and freight traffic. About 8 million passengers use the 2,900 trains of the suburban rail network. At peak times, these trains are overloaded, nearly four times the network’s capacity. The MMR commuter rail system has transported more than 7.81 million passengers per day (Central Railway: 4.06 million and Western Railroad 3.75 million according to statistics. 201112) and it is considered the lifeblood of MMR. In 201213, the number of passengers carried out times was 7.3 million times per day (Central Railway: 3.50 million and Western Railway 3.8 million). These figures show a decrease in traffic in the suburbs by about 6%. The drop in ridership on Central Railway could be attributed to a diversion to private vehicles (extension of East Highway and Sion Panvel Expressway).

Transport, Slums, Industries and Water bodies

The transit lines are all spread out in a pattern where these lines are in a close proximity to the economic sectors and the institutions creating an integration of work and commute. This is important as Mumbai is called the commercial capital

Railway lines, Ferry-Jetty points, Airport

The industries are developed near by a water body, for their daily requirements in making the products and disposing the by-products. The workers in these industries have the maximum travel requirements, hence to reduce the travel time from their houses to the transit stops, slums have emerged near the railway lines. These slums have emerged near the railway lines as well as nearby small creeks of water bodies which open up to larger water bodies.

Green cover,

Source: https://miramartravel.hk/mobile/mumbai_map.html

TRANSIT ORIENTED DEVELOPMENT IN INDIA

Different modes of Public Transport in Mumbai

Bus nework (BEST buses)

• BEST (Brihanmumbai Electric Transport and Supply) introduced Mumbai on its first and last buses on February 10, 1926, as a replacement for thein trams. The popularity of motorized buses increased exponentially, and people began to use the bus regularly for commuting, as it was a faster means of transportation than the tram. With the frequent availability of buses, their regularity, speed, and cleanliness, people started to prefer buses over any other mode of transport. Within a year, the bus fleet began to expand to meet the demand for public transit services. In response to public demand, the public started renting private buses at the end of the first year, 600,000 passengers used the service and the following year, with better management and the addition of a new fleet of buses, children this number has increased to 3.8 million. Since then, BEST has been one of the main modes of transport in Mumbai. Due to various reasons, BEST services are currently struggling and unable to meet the growing demand for bus services, the ever-increasing population of Mumbai, and the increasing density of private cars (the highest density is 30 vehicles/km), BEST’s fleet does not show the same growth as Mumbai’s population (down 21% in the last 5 years), road traffic accidents, and financial crisis are some of the big problems. From older facilities like share auto service to infrastructure projects like Mumbai Metro and Mumbai Monorail to private sector services like app-driven private taxi services, it all leaves passengers with the BEST.

Electric buses

• Unlike fossil fuel-powered buses, these have no engine, transmission, or clutch. The electric motor ensures they operate quietly and without smoke. They are more environmentally friendly than the hybrid buses running on electricity and natural gas.

Source: (2022). https://metromumbailive.com/auto-taxi-fare-to-be-reduced-in-mumbai/ (2017). https://www.theindianfeed.in/women-queue-line-board-mumbai-virar-local-men-follow-steps/ (2022) https://marathi.latestly.com/maharashtra/best-bus-started-in-mumbai-on-the-first-day-rules-of-social-distancing-were-destroyed-at-places-like-dombivli-shivaji-nagar-pratiksha-nagar-kurla-140197.html

Brihanmumbai Electric Supply & Transport

Electric Busses

TRANSIT ORIENTED DEVELOPMENT IN INDIA

Different modes of Public Transport in Mumbai

Mumbai metro

Mumbai Metro is a rapid transit system serving the city of Mumbai. The system is designed to ease traffic congestion in the city and complements the overcrowded Mumbai Commuter Rail network. It is being built in three phases over a period of 15 years, with overall completion expected by 2025. When completed, the core system will include eight long, large-capacity metro lines. a total of 235 km (146 mi) (24% is underground, the rest is elevated, with a small portion of the built above ground), and is served by 200 stations. Line 1 of the train is now operational.

Mumbai Monorail

• Where systems such as the metro cannot be implemented, the monorail can be easily implemented and can easily navigate tight turns and up and down steep steps. The system started commercial operation after partially opening Phase 1 to the public in 2014. Following the completion of the entire Phase 1 in mid-2017, Mumbai Monorail is expected to become a monorail system. fifth largest in the world. The cost of monorail service was estimated in 2010 to be 2.0 billion (about 850 million euros ($13 million) per kilometre). Approximately 135 km (84 mi) of the line is expected to be built in phases between 2011 and 2031. The Mumbai monorail master plan proposes to build eight lines at a cost of 202.96 billion ($3.2 billion).

Mumbai Metro Mumbai Monorail

TRANSIT ORIENTED DEVELOPMENT IN INDIA

Different modes of Public Transport in Mumbai

Intermediate Public Transport (IPT) modes

Taxis and cars in urban cities play an important role in satisfying users’ need for unstructured travel. It acts as a feeder service for the main public transport system Taxis and Cars in greater Mumbai play an important role in meeting unstructured travel requests from users. It acts as a feeder service for the main public transport system. The services provided by IPT are intermittent in nature and this is fully flexible at destinations determined by the passenger. Within Greater Mumbai, IPT acts as an authorized entry/exit method and competes with the public road transport system, especially over short distances. The characteristics of the itineraries carried out by these modes are completely different from those made by other motorized modes, as these modes offer great flexibility, doorto-door service, tax mandarin, etc. Based on IPT studies, it can be seen that an average of taxis make 10 trips per day with an average trip length of 5.1 km. Cars make 16 trips per day with an average trip length of 2.9 km.

Private vehicles

• In the past 5 years, the number of vehicles in Mumbai has increased from 200,000 to 300,000, an increase of 50%, but the road length in Mumbai, about 2,000 km, has not changed significantly over time. The main reason people buy personal vehicles is due to the inefficient public transport and easy borrowing to buy means of transport. These private vehicles are responsible for increasing the density of vehicles in Mumbai and leading to traffic problems and encroachment on public roads due to insufficient parking spaces in the city. To reduce private vehicles in urban areas and increase public transit, the state government has drawn up a draft new urban transportation policy that proposes to introduce a surcharge for Vehicle costs and parking fees are high depending on the location.

Source: (2022). https://metromumbailive.com/auto-taxi-fare-to-be-reduced-in-mumbai/ (2017). https://www.theindianfeed.in/women-queue-line-board-mumbai-virar-local-men-follow-steps/ (2022) https://marathi.latestly.com/maharashtra/best-bus-started-in-mumbai-on-the-first-day-rules-of-social-distancing-were-destroyed-at-places-like-dombivli-shivaji-nagar-pratiksha-nagar-kurla-140197.html

TRANSIT ORIENTED DEVELOPMENT IN NORTH AMERICA

The situation in the city of New York and San Francisco

Reasons for Increase in Demand of Transit Oriented Development in NA ?

• Increase in Gas Prices is a reason for the rise in public modes of communte.

• Increase in Traffic Congestion

• Easier Urban Life; Studies show that most americans were ready to shift to smaller homes if it saved 20 mins of travel time.

• Affordability; Americans can save over $10,000 by using Public Transport

• Transportation cost in a transit rich neighborhood accounts for only 9% of overall household expenses, as opposed to 25% in an auto dependent neighborhood.

• 1995 to 2013; average public transportation ridership grew 37.2%, when the average population growth was 20.3%.

Transit Modes in New York and San Francisco

• In New York, The frequency of stops of the subway is much higher and it is maily used for commute within the city.

• In San Francisco, the rail lines go towards the suburban areas as well with fewer stops.

• In New York, Public transport is so successful; driving is no longer a necessity for a resident of NY.

• In San Francisco, many residents continue to use Private vehicles for commute.

Map depicting % of population driving to work in San Francisco Bay Area Map depicting % of population taking public transit in San Francisco Bay Area

Map depicting % of population driving to work in New York City Map depicting % of population taking public transit in New York City

TRANSIT ORIENTED DEVELOPMENT IN NORTH AMERICA

The situation in the city of New York

• New York subway has been aroud from 1904 which is over a century now and its use has been used more and more by the people in New York be it its residents, commuters or tourists.

Why people prefer Subway?

• The subway is the cheapest and most efficient way to get around New York City.

• It usually gets you from one part of the city to another faster than taking a taxi or uber.

• The NYC subway never stops running! It runs 24 hours, 7 days a week, which can’t be said for the Paris Metro or London’s Tube.

• The subway system (just like city parks) reflects the overall safety of the city. And when New York City violent crime is near record lows and subway ridership is at record highs, it is safe to assume nothing will happen to you on the subway.

• There are kids of all ages riding the NYC subway on any given day. In fact, for most of people in New York City who have children the subway is the most practical way to get around — whether that’s dropping our kid off with a grandparent or at school or taking them to the doctor.

How is the system for commuters?

• Upper Manhattan, northwest Brooklyn, and eastern Queens have the highest shares of commuters who choose the subway as their primary mode of transport.

• The Subway Accessibility map distinguishes accessible from inaccessible subway stations throughout New York City for people with disability.

• New Yorkers living in central Brooklyn, southeast Queens, parts of the Bronx, and Staten Island are likely to rely on buses when commuting to work.

• New Yorkers living on Staten Island, in eastern Queens, and the east Bronx are most likely to use a personal car to commute to work.

• Midtown Manhattan has the highest concentration of New Yorkers who walk to work.

Highly used Subway areas

Few Subway stations with accessibility for people with disability

Less subway station within range promotes use of bus transport

While areas with no subway in proximity promotes use of cars

Manhattan has more walking activity as last minute connectivity Subway entry is just a staircase leading directly to station

TRANSIT ORIENTED DEVELOPMENT IN NORTH AMERICA

The situation in the city of New York

• The last mile connectivity in New York has been an issue. Because the delivering of packages,

• Every day in New York there are thousands of trucks delivering packages to homes and businesses. This “last mile” of the journey is often challenging—trucks are slowed by traffic congestion and struggle to find curb space to load and unload, costing the industry time and money.

• Making the last mile delivery more efficient will reduce costs for the industry while lessening the burden that trucks place on our communities.

How can last mile be changed differntly?

• NYC will promote Off Hour Deliveries, expand Neighborhood Loading Zones, and develop urban consolidation and micro-distribution approaches.

• Retiming Deliveries

• Reduce Truck Traffic in Residential Neighborhoods

• Increase Curb Space for Residential Deliveries

• The City proposes to facilitate the research, development, and implementation of urban consolidation programs

• NYC will support the transition to zero emission truck fleets, help shift goods off trucks and onto commercial cargo bicycles, and explore other sustainable small delivery approaches.

• Increase Sustainable Small Delivery Methods

• NYC DOT proposes to promote and incentivize the switch to cargo bikes for deliveries in NYC.

• NYC DOT proposes to pursue ferry dock infrastructure upgrades necessary to institutionalize this sustainable method of transloading.

• Replace Dirty Trucks Serving Industrial Business Zones.

• Electrify Trucks

• Shift Freight from Road to Water

• Shift Freight from Road to Rail

Changing the time of deliveries

Making larger curbs and setting up consolidation centres

Shifting to electric trucks

Using bicycle for delivering from consolidation centres

Using the waterways instead of roadways

Using the railways instead of roadways

TRANSIT MODES IN SAN FRANCISCO

The situation of TOD in San Francisco

• San Francisco metropolitan area was ranked as the second most congested region in the nation by texas transportation institute.

• Strong demand to travel to central locations with high concentration of employment, housing, services, and entertainment, retail and cultural destinations.

• On a typical weekday, San Francisco’s transportation system serves more than 4 million trips on a range of travel modes.

• Though San Francisco has a robust local and regional public transportation system and relatively high amounts of non-motorized travel activity, automobile trips account for 58 percent of daily citywide travel.

• As a result of heavy demand for automobile travel, the street network in downtown San Francisco is burdened during peak periods with more cars than can be efficiently served.

• Traffic congestion also severely hampers the performance of San Francisco’s significant surface-running transit operations, particularly where transit vehicles operate in mixed traffic. Many congested corridors serve not only automobiles but also high volumes of transit riders.

• Muni’s new light rail to reconnect and revitalize a key city corridor.

• North end of the line, the undeveloped parcel of land was developed as high-density TOD oriented from scratch

• South end posed a different approach; to provide new affordable housing choices

Transit modes at Third street corridor in SanFrancisco

COMPLETING THE COMMUTE AROUND SAN FRANCISCO BAY

Solving the first mile - last mile riddle in San Francisco

• Unlike cities such as NYC and Chicago whose transit lines are concentrated within the city with more frequent stops, The Bay Area Rapid Transit (BART) train system in San Francisco extends further into the suburbs with fewer and more distanced stations.

• In most cases, walking to cover these distances is impractical. Instead commuters turn to bikes as a faster and easier way to close these gaps.

• Bike Share programs have popped up in cities across the country including those around the bay to help alleviate this issue. With stations often located right at transit centers, commuters are able to hop on the waiting bikes to complete their trips.

• BART helps facilitate the use of personal bikes by providing bicycle-specific areas on train cars, ramps down into stations and parking facilities on site.

• Bike Hub stations are located at various transit centers and offer secure parking facilities for commuters. Several of these stations have on-site staff who provide free valet parking as well as repair services and a small shop with basic cycling components and apparel.

• While covering the first and last mile of a commute may be an issue for many, there are plenty of great examples of how people are using bikes to cover these gaps in the Bay Area. By doing so, they are extending the reach of public transit so more commuters can more quickly - and easily - move across their cities.

Bike Fixation Bike Tracs adorn a shuttle bus drop off at Facebook’s Menlo Park HQ.

Bike racks seen on the back of a tech campus commuter bus.

A designated bike space on a BART train.

Many Bike Hub stations also offer cycling basics for sale.

Cyclists in downtown Oakland utilize both personal and shared bikes.

Commuters wait with bikes in tow for the next BART train.

Commuters make their way across the Golden Gate Bridge

A Bike Hub location and bike share dock at a Caltrain in San Francisco allow greater flexibly and connectivity to commuters from the greater Bay Area as well.

Source: Saris Infrastructure. (n.d.). First Mile/Last Mile: Completing the Commute Around San Francisco Bay Saris Infrastructure. Retrieved May 25, 2022, from https://www.sarisinfrastructure.com/post/ blog-completing-the-commute-around-san-francisco-bay

STRATERGIES TO ENCOURAGE THE USE OF PUBLIC TRANSPORT

Application of Incentives in the US to Shift Mode of Travel

Congestion Pricing

• Charging drivers of private vehicles a fee to go through the busiest streets of the city and use that money to improve and maintain the city’s public transit modes.

• Paying for something that was once free may encourage drivers to opt for other modes to transit.

• More efficient for communting through the city (less congestion) and Better for the environment (cleaner air).

• $10 to enter Manhattan below 60th Street in Midtown

• Electronic tolling system with the use of EZ pass.

• In the case of a lack of an EZ pass tag would mean a bill to the driver of the liscense plate snapped by a camera.

• Politically unfeasible in Los Angeles due to its car centric population. However it could still raise money to improve the public transit modes of the city.

Variable Pricing on Entire Facilities

• In Lee County, since 1998, Florida, discounts was offered on tolls if drivers travelled during specific discount periods.

• This encouraged drivers to shift commuting from peak hours to off-peak/ discounted periods.

• Although, this may be a flawed system elsewhere as it may increase rush during discounted the time periods.

Variable Pricing on Entire Facilities

• In San Diego, since 1998, I-15 High Occupancy Vehicle (HOV) lanes were introduced.

• Single occupant vehicles pay a per-trip fee each time they use the HOV lane.

• It is used to maintain a free-flow traffic conditions on the HOV lanes.

• The generated revenue has been used to service the transit modes.

Free Bus Rides

• In Seattle, to kickstart the use of Tranit modes, county residents are eligible to recieve eight free rides on the county’s Metro bus system.

• This Transit Incentive Program has been responsible for the increase in the issue of bus tickets with an additional 126,752 tickets.

Smartphone Applications

• MODE Solutions (Mobility Options Discovery and Engagement) offered by the private company Metropia is intended to facilitate the use of public transportation and to eliminate the need for users to spend time researching mobility options.

• The application helps users in find parking, document shifting travel times, or find alternate options such as public transit, bicycling, or walking routes.

• Establishment of a financially sustainable mobility ecosystem based on a points system.

Implications depending on Transit choice

• Incentives initiated by Lumm and DDWA such as Daily Bonus, Reduced Rideshare Parking etc.

• Employees recieve a daily bonus upon using a public transit mode.

• Charging Employees for the days that they choose to drive through parking fees that are automatically deducted from their paycheck.

• Free or Reduced parking fee for Carpools and Vanpools to discourage single occupancy vehicles.

Traffic Congestion in the city of Manhattan, New York

TRANSIT ORIENTED DEVELOPMENT IN NORTH AMERICA

The situation in the city of New York - Congestion Pricing

To entering into Manhattan through private vehicles toll has to be paid

Daily vehicular trafic inflow into Manhattan

IDENTIFICATION OF SITE & ANALYSIS

Mumbai - Andheri West

Criterias for choosing a site:-

• Place where all income groups go for work

• Using a characteristic feature of mumbai to create pause points

• A space connected to a Transit node.

SITE CONDITIONS & ANALYSIS

EXISTING SITE CONDITIONS

Mumbai - Andheri West

EDGE CONDITIONS

EXISTING SITE CONDITIONS

Mumbai - Andheri West

South western area of the site has gated communities with no accessibilities.

Southern area of the site has majorly high rise, low density buildings.

Northern most edge mostly occupied by low rise, high density

Vendors taking up major footpath spaces, causing hinderance to the pedestrians .

Non-porous boundry walls along the edges.

Bus stop along the SV Road Fragmented carriageway caused by the fenced footpaths and high medians.

Dilapitated pedestrian walkways.

Metro line running accross east-west axis.

Railway line running accross north-south axis.

INCREASING EFFICIENCY OF TRANSIT MODES IN MUMBAI

Possible Interventions to Increase efficiency of Transit modes in Mumbai

• Making it appealing and convenient for all income groups.

• Affordable for LIG, Convenient for MIG, Appealing to HIG

How to make the Transit Nodes Efficient? Possible Interventions

• Integrated Multi-modal Infrastructure

• Creating Pause Points for Street Vending

• Create Soft Interactive Edges

• Pedestrian Centric Streets

• Climate Responsive Infrastructure

• Creating Parking Spaces

• Creating Motor-free zones

• Safety and Security

• Bike Rental/Parking/Repair Stations

How to make the Transit Modes appealing to the Higher Income Groups ?

• We understand that the issue keeping Higher income groups in Mumbai from using Public Transport is not related to poor systems or any part of Urban design, but the mind set of the people, of them not wanting to share with under priviledged.

• The mindset of the middle aged or the older men of HIG may not change.

• Transit modes are infrastructures that are created for the future generations as well.

• So why not attract the youth of HIG, the Gen Z to use these Public modes of Transit.

• Making Instagram Worthy cycle tracks, pause points to relax and click photographs.

How to Incentivise Public Transport

INCREASING EFFICIENCY OF TRANSIT MODES IN MUMBAI

Attracting the GEN-Z/youth to use Public Transit modes

Creating non motorized Streets

Cafe’s/Dine in places as pause points Creating Activity rich streets for safety Broad pavements beside streets

Larger parks/ green spaces for pause

Rich Market Place with vendors selling different things

Well lit streets for safety Revitalising and Channelising the nala to create pause points along it.

Private and safe Childrens play area along with a creche facility

Cycle tracks along the proposal through green spaces etc.

Air conditioned paths/pause points

Public play area for children

INCREASING EFFICIENCY OF TRANSIT MODES IN MUMBAI

Increasing efficiency of Transit modes in Andheri West through Policies

Policies to Increase the use of Public Transport

• Congestion Pricing for Busy streets and the collected money can be used for the development and maintenance of Public Transit Modes.

• Use public transport and avail a coupon for a free parking space. based on the phone number, and km travelled and the private vehicles registered on that phone number get the reward. Every 150 km covered in a week using a public transport facility = 1 pre-booked parking space for a day. This could be a facility provided by MMRDA, BEST and other related stakeholders.

• To promote walking introduces an application that counts the number of steps and gives offers/discounts etc. according to the number of steps covered within a week. Weekly reset while counting your overall steps. Eg. Step set go. This may be put into force through collaborations between IT Software developing companies and other Private MNCs that are capable of giving offers/discounts etc.

• Increased Parking fees for single occupancy private vehicles.

• Strict Parking fee laws with fines for violation of it. Through collaborations between MMRDA and the Private Companies in the locality (eg. Institutions, Banks etc.) Parking policies can be incorporated for the employees and that may benefit the employers through reduced land rents etc.

• Reduction in Parking for employees in the area for Car pooling.

• Charging employees for using Pvt. vehicles to work in the form of Parking fees that are deducted from salary

• Incorporating bike stations for parking, renting, repairing bikes and buying related gears for it With the collaboration of MCGM and Pvt. Bike Rental companies like MYByk and Yulu,

• Adding facilities to carry bikes within the public transit modes with the help of BEST.

• Through collaborations between the Govt and IT companoes, Applications can be developed for finding the best transit mode for commuting from one place to another, locating nearest Tranit options, locating other app users around you to pool with etc

INCREASING EFFICIENCY OF

TRANSIT

MODES IN MUMBAI

Increasing efficiency of Transit modes in Andheri West through Policies

Congestion pricing

Private

Fine for bringing private vehicle Offices to provide bike stations

Apps to provide best public transit option available

INCREASING EFFICIENCY OF TRANSIT MODES IN MUMBAI

Mumbai - Andheri West | Schematic Plan

Possible Intervention Spots

Expanding Vendor Spots

Existing Vendors

Bus Stops

INCREASING EFFICIENCY OF TRANSIT MODES IN MUMBAI

Mumbai - Andheri West | Possible Interventions

Toll Collecting and Cycling Station

Parking Spots

Private Play Area / Creche

Public Play Area

Public Plaza with Eateries

Expanding Vendor Spots

Existing Vendors

Bus Stops

INCREASING EFFICIENCY OF TRANSIT MODES IN MUMBAI

Mumbai - Andheri West |Cycling Route

Cycling Track

Cycle Stands and Station

Expanding Vendor Spots

Existing Vendors

Bus Stops

INCREASING EFFICIENCY OF TRANSIT MODES IN MUMBAI

Mumbai - Andheri West | Expanding Pedestrian Space

Increased Pedestrian Access

Expanding Vendor Spots

Existing Vendors Bus Stops

INCREASING EFFICIENCY OF TRANSIT MODES IN MUMBAI

Mumbai - Andheri West | Nala Plaza

Nala Plaza

Toll Collecting and Cycling Station

Parking Spots

Private Play Area / Creche

Public Play Area

Public Plaza with Eateries

Expanding Vendor Spots

Existing Vendors

Bus Stops

INCREASING EFFICIENCY OF TRANSIT MODES IN MUMBAI

Mumbai - Andheri West | Overall scheme on site

Increased Pedestrian Access

Cycling Track

Cycle Stands and Station

Nala Plaza

Toll Collecting and Cycling Station

Parking Spots

Private Play Area / Creche

Public Play Area

Public Plaza with Eateries

Expanding Vendor Spots

Existing Vendors

Bus Stops

INCREASING EFFICIENCY OF TRANSIT MODES IN MUMBAI

Increasing efficiency of Transit modes in Andheri West through Design Interventions

BEFORE

AFTER: CYCLE TRACKS, BIKE STATIONS.

AFTER: BUS STATION

AFTER: SPACE FOR VENDORS

AFTER: PLAZA NEAR WATER BODY

AFTER: PUBLIC GREEN SPACES

INCREASING EFFICIENCY OF TRANSIT MODES IN MUMBAI

Increasing efficiency of Transit modes in Andheri West through Design Interventions

SOURCES

LEA Associates South Asia Pvt. Ltd., India. (2016). Comprehensive Mobility Plan (CMP) for Greater Mumbai. Mumbai Transportation System Transformation. (2018, February 9). NASSCOM Community. Retrieved May 25, 2022, Saris Infrastructure. (n.d.). First Mile/Last Mile: Completing the Commute Around San Francisco Bay | Saris Infrastructure. Retrieved May 25, 2022, from https://www.sarisinfrastructure.com/post/blog-completingthe-commute-around-san-francisco-bay

NYC EDU. (2021, December). Delivering Green: A vision for a sustainable freight network serving New York City. Nyc Gov. Retrieved May 25, 2022, from https://www1.nyc.gov/html/dot/downloads/pdf/freight-vision-plan-delivering-green.pdf

Breakthrough Technologies Institute. (2008, April). Bus Rapid Transit and Transit Oriented Development: Reconnectingamerica. Retrieved May 25, 2022, from http://www.reconnectingamerica.org/assets/Uploads/ brt_tod_report.pdf

Vishnev, A. (2021, May 3). How to Use the NYC Subway: A Step-by-Step Guide With Area Maps. CityRover Walks NY. Retrieved May 25, 2022, from https://cityroverwalks.com/how-to-use-nyc-subway-guide/

Sun, H. O. S. (2016, April). Understanding Public Transit Ridership through Gasoline Demand: Case Study in San Francisco Bay Area, CA. Econ.Berkeley.Ed. Retrieved May 25, 2022, from https://www.econ.berkeley. edu/sites/default/files/Hansen%20Sun%20-%20thesis_1.pdf

SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY. (2010, December). San Francisco Mobility, Access, and Pricing Study. Sfcta.Org. Retrieved May 25, 2022, from https://www.sfcta.org/sites/default/ files/2019-11/MAPS_study_final_lo_res.pdf

Joshi, R. J., Joseph, Y. J., Patel, K. P., & Darji, V. D. (2017, January). Transit -Oriented Development: Lessons from Indian Experiences. Cept Archive. Retrieved May 25, 2022, from https://cept.ac.in/UserFiles/File/CUE/ Working%20Papers/Revised%20New/36CUEWP-36_TOD%20Lessons%20from%20Indian%20Experiences.pdf

Bhadauria, S. (2019, May 23). Challenges and scope of Transit Oriented Development in Mumbai. Latest Real Estate News, Articles, Property Insights. Retrieved May 25, 2022, from https://www.99acres.com/articles/ challenges-and-scope-of-transit-oriented-development-in-mumbai.html

Samarth, S. Y. G., Bhatia, B., Patil, R. P., Aniruddha, A. D., & Sharma, S. S. (n.d.). Skywalk facility utilization and factors influencing its use: A case study of Mumbai Metropolitan Region, India. ..Sciencedirect. Retrieved May 25, 2022, from https://www.sciencedirect.com/science/article/pii/S2213624X21002182

Cervero, R. C., & Arrington, G. B. A. (2008). Effects of TOD on Housing, Parking, and Travel. Elibrarypcu. Retrieved May 25, 2022, from http://elibrary.pcu.edu.ph:9000/digi/NA02/2008/14179.pdf

Rangwala, L. R., & Mathews, R. M. (2014, March 15). Shifting the TOD Discourse from Intensification of Built-up Area to Regulations Managing High People Densities in Mumbai’s Development Plan Revision. Wricitiesindia. Retrieved May 25, 2022, from https://www.wricitiesindia.org/sites/default/files/Shifting%20the%20TOD%20Discourse%20from%20Intensification%20of%20Built-up%20Area%20.pdf

Smart Cities Dive. (n.d.). Incentives to Make Public Transportation More Appealing | Smart Cities Dive. Retrieved May 24, 2022, from https://www.smartcitiesdive.com/ex/sustainablecitiescollective/incentives-make-public-transportation-more-appealing/134251/

Principles of Transit Oriented Development. (n.d.). [Illustration]. What Is TOD? https://www.itdp.org/library/standards-and-guides/tod3-0/what-is-tod/ US department of Transportation. (n.d.). Congestion Pricing: Examples Around the U.S. - One Page Brief - Electronic Tolling / Congestion Pricing. Congestion Pricing: Examples Around the U.S. Retrieved May 24, 2022, from https://ops.fhwa.dot.gov/congestionpricing/resources/examples_us.htm

Hawkins, A. J. (2019, March 29). Why congestion pricing can save cities from their worst possible future. The Verge. Retrieved May 25, 2022, from https://www.theverge.com/2019/3/29/18286830/congestion-pricing-nyc-gridlock-autonomous-vehicles-traffic

US Department of Transportation. (n.d.). Expanding Traveler Choices through the Use of Incentives: A Compendium of Examples - 4. Applying Incentives to Shift Mode of Travel - FHWA Office of Operations. Retrieved May 24, 2022, from https://ops.fhwa.dot.gov/publications/fhwahop18071/ch4.htm

THE PARALLELS BETWEEN

DHARAVI, MUMBAI AND LA VILLA MISERIA, BUENOS AIRES

RibhudeyaRamamoorthy

SuchitaDevaStuthi

YashodhanMangukia

BhavyaAgrawal

THE CITIES

The cities of Mumbai, India and Buenos Aires, Argentina were chosen to draw parallels andstudytheslumsofMumbaiwithreferencetotheLaVillaMiseriainBuenosAires.

Buenos Aires being the Capital of a Developing country faces similar Urban Challenges asMumbaiwhichisoneofthemostdenselypopulatedcitiesofIndia.

Boththecities alsohave similarurban designopportun-itieswithrespect toeachother. WIthasimilar Metropolitanland areaandpopulation, boththecitieshaveso muchincommonthatthey canworkasagreat comparativestudy.

BUENOSAIRES

MUMBAI

INTRODUCTION TO THE SITE

DHARAVI

Dharaviisconsideredtobe oneofAsia'slargestslums. Withanareaof2.1sq.Kms. and a population of about 1,000,000, it is one of the most densely populated areasintheworld.

It has suffered several epidemicsand disastersin the past , including a widespreadplaguein1986. A5sq.km.mazeofnarrow lanes,ramshackle buildings ,shanties and open sewers,crampedhuts.

THEME IDENTIFIEDSLUM REDEVELOPMENT

NECESSITY NEED 2

NEED 1 .

Manydevelopingcountries haveahighpercentageof informalandself-produced neighbourhoods,withoutbasic publicfacilitiesand infrastructures,andwithouta minimumqualityoflife

Theurbanfabricisformedbya collageofself-constructed houses,stillintransformation.In 2016,anestimated55percent ofMumbai'spopulationlivedin slums..

NEED 3

Thepresenceofa verydiverse kindofmarginalandhybrid urbanism,andauthenticworld, whichdoesnothaveitsown writtenhistory.Havinghistoricity isthefirststeptowardstoolsfor improvement.

REMAKING SLUMS-NECESSITY

INEQUALITIES

Topreventinequalitiesin termsofhousingprovisions, accesstoopenland,services, safety&security

POLLUTION

Tocounterpollutionpoisoning theenvironmentbycreating moreopengreenspaceswith appropriatefoliageasper region,ventilatedcorridors,and addressingpollutiondispersion inrelationtourbanstreetgrids& buildingheights.

SANITATION

Pollutedwaterandinadequate watersupply,sanitation& hygienecausearound80%of diseasesandoneinfourdeaths indevelopingcountries.The solutionforthesameis introducingmeasuresdesigned toprotectpublichealth, includingprovisionofclean waterandsewagedisposal.

TRAFFIC CONGESTION

Totackletrafficcongestionthat occurswhenthereistoomuch volumeoftrafficfortheroadsto copewith,contributingto lotsof losthoursaspeoplesitintraffic jams.

HOUSING POLICY IN INDIA

THE POLICY

● ThecurrenthousingpolicyPradhanMantriAwasYojana(Urban)-PMAY(U)waslaunchedbythe currentPMNarendraModiin2015.

● Therearefourdifferentpartsunderthispolicywhichisprimarilymeanttoservepeople belongingtoEWSandLIG.

○ In-SituSlumRedevelopment(ISSR)

○ AffordableHousinginPartnership(AHP)

○ Beneficiary-ledIndividualHouseConstruction/Enhancement(BLC)

○ Credit-LinkedSubsidy(CLS)

● Thehousingshortageissuewassupposedtobesolvedbythispolicyoratleastitwassolditwill butwiththeinitialtargetof2croreby2022,only65lakhhouseshadbeensanctionedandonly 12.5built.

THE PROBLEM?

● Becauseofaprerequisiteofownershipofland,mostoftheslumdwellerscannotavailthese benefitsofthepolicy.

● Alsobecauseofhighcostoflandinurbanareas,tobuildmasshousingforslumdwellers,the proposedsiteisontheoutskirtsofthecitywhichisoftenunviableforpeoplebecauseoflong distancecommute,businessetc.

Source:https://thewire.in/urban/housing-urban-policy-scheme

SECTIONS OF DHARAVI

URBAN FABRIC OF DHARAVI

● DenserpopulationbutsimilartoKoliwada.

● Canbe.characterisedasanareawith2-4storeysstructuresalignedalongthepedestrian Orientednarrowstreetswithcommercialspaceslikeshops,workshopsetconthestreetlevel andresidentialspacesonUpperfloors

● Theroofterracesmadeofironshedsorcorrugatedgalvanisedironinmostcasesareused forstoragepurposes.

● Thesmallopenspaces,evennooksandbendsofstreetsareusedbystreetvendorsandas gatheringspaces.

● Thesmallerstreets thatareawayfromthemainstreetshaveapeculiarcharacteralongwith smalloccasionalcourtyards.Thesespacesareusedforwomenandchildren.

● Thestreetswhicharenarrowandshadedserveasaworkplaceforwomen.

● Anotheridiosyncraticcharacterlargeopenspaceshavebeenprotectedagainst encroachment.-usedforevents

Source: https://repository.cept.ac.in:8443/jspui/handle/20.500.12725/15885

URBAN FABRIC OF LA VILLA MISERIA

● Theyproduceirregularurbanplotting.Ingeneralinnerstreetsareirregularandofsmall dimension.

● Locatedclosetoproductionandconsumercenters,whereurbanspaceisscarce.

● .InthecityofBuenosAires(CapitalFederal),mainlytheysettledownonfiscalproperty.Mainly, thebestareasfortemporalurbanizationwereorareownedbythegovernment.

● Thehousesarebuildwithprecariousmaterial.Thehabitantsbuildtheirhousesofmasonry,as aconsequencetheyarehousesunstable.

● .Highpopulationandovercrowding.

● .Theresidentshavelow-skilledworkandlowwages.Mostoftenintheinformalsectorofthe economy.

● Alotoftheinhabitantsaremigrants,mainlyfromneighbor-countriesBoliviaandParaguay.But duringtheyears,manyofthenewgenerationsarebornintheslums.

Source: https://repository.cept.ac.in:8443/jspui/handle/20.500.12725/15885

SPECIFICS OF DHARAVI VS LA VILLA MISERIA

DHARAVI-CHAMDA BAZAAR

LAVILLAMISERIAVILLA31DERETIRO

Location Mumbai,Maharashtra,India BuenosAires,Argentina

Area Dharavi:Approx520acres

Selectedarea-ChamdaBazaar:115 acres

Demographics

SiteContext

WithDharavispreadover500acres, itisestimatedtohaveapopulation densityof869,565peoplepersq.mile.

ItislocatedbetweenMumbai'stwo mainsuburbantrainlines,the WesternandCentralRailwaysclose toBombayAirport.Mahimand Bandraaretothewest,,whilethe MithiRiveristothenorth.

VilladeRetiro:Approx80acres

Itisestimatedtobehometoapprox. 43,290people.

PrevalentIssues

Sanitation:Thecity'sopensewers flowtothecreek,therebyincreasing watercontaminants,septicproblems, andterribleodours. Presenceoftoxicwastes(including dangerousheavymetals)&heavy blacksmokecontributingtopollution. Otherissuesincludepoverty,hunger, housinginequalities,lackofsignage &trafficcongestion.

Itissituatedonpubliclands alongsidethemainrailroadterminal. Thehorizonabovethe‘villa’poses contrastwithtallhigh-risestructures comprisingthecityskyline.

Lackofwell-functioningsanitation systemthoughtherearewaterpipes passingthroughthesettlement. Electricpoweristakendirectlyfrom thegrid,usingillegalconnections. Lackofpavedstreetsandpresence ofnarrowpassages. Smallhouses/shacksmadeofscrap materialsliketin,etc.

Source: ‘The Transformation of Villa 31’ by Matthew Toland, “The slums of Buenos Aires’ by S.R Weeda, Wikipedia

ATTITUDE OF HOUSING SCHEME

THE POLICY IN INDIA SPECIFICALLY MAHARASHTRA

● FromIndiraAwasYojana(IAY)in1990,RajivAwasYojana(RAY)in2009toPMAYin2015,eachof thesecentralgovernmentschemeswereintroducedtoimprovebasiclivingstandards, upgradinginfrastructureandwithavisionof“SlumFreeIndia”.

● ThereisalsoSRA-SlumRehabilitationAuthorityinMaharashtradedicatedtosolvethisproblem.

● Boththecentralandstategovernmenttriedtoselltheideaofimprovingthelivingstandardsof slumdwellersinordertogetvoteswhilesomeeventriedtoremake/remodelentiredharaviby sellingtheideaof“modernisation”toelitegroupofpeople.

● Onesuchexampleifasrecentas2008whereFoster+Partnersproposedamasterplanfor Dharavi.Butevenbiggerproblemliesinimplementationofsuchforiegnideaswithconstant changeinpolitics,corruptionandnotgettingfullsupportfromtheresidents.

THE POLICY IN SOUTH AMERICA

● From1960sand1970s,politiciansandprofessionalstartedaccepting“self-constructionpolicies” whichmeanttheyacceptedtheinformalityofthecity.

● ‘Differentstates,regionsandcitiespromoted“self-producedneighbourhoods”,providingthe structureofthestreets,pavementsandsquares,theplotsofland,theurbanisation,minimum servicesandsomematerial,technicalandfinancialsupport.’(Montaner,2020)

WHY REDEVELOPMENT IS NOT THE ONLY VIABLE OPTION.

Over time, Dharavi has evolved into an economically self sustaining entity within mumbai,withthehelpofnumeroussmallscaleindustrieslocatedwithintheregion which also provide the people with employment opportunities. With the total land valueof10.1billiondollars(aspervarioussources),thepeoplethereknowtheworth of the land they are living on and are hesitant of redevelopment or resettlement proposalsastheybelievethatthisisjustawaytothrowthemout.

Since the cost of living in Mumbai is extremely high, dharavi proves to be a much more viable option for people in low and lower middle income groups, and redevelopment of the area will increase the cost of living for people and in turn might result in the creation of another unauthorised settlement in a different location.

THE SCOPE

1. Listingoutmajorproposalstillnow(restrictingitto4-5dependingonproposals)

2. RepresentingthefailureswhichpeopleofDharavicanunderstand

3. Developamethodbywhichpeoplecangivecomments/feedbacksonthatanditbecomes availabletoeveryonebeforeanyonegivesanynewproposals

4. Ourareaofinterest(limitingittooneortwo)like-HealthHazard

5. Proposedsolutionofthesame

(NOT) REDEVELOPING CHAMDA BAZAR

Analysin the ormal ailures on in ormal settlements

RibhudeyaRamamoorthy

SuchitaDevaStuthi

YashodhanMangukia

BhavyaAgrawal

WHY DHARAVI?

KINETICS OF KINETIC CITY

● “Usingarchitectureasaspectacletorepresentaglobalaspiration”

● “CitylikeMumbaiisnotaboutgrandvisionbutaboutgrandadjustments”

Source: Learning from Mumbai by Rahul Mehrotra

Source: Lawson Lai. Supervisor: Chad McKee

Source: Yashodhan

MumbaiGaneshVisarjan

Costco JalaramKirana

SELECTED AREA- CHAMDA BAZAAR

Imagesource:GoogleEarth

POLICIES FROM LA VILLA MISERIA:

1. The ambitious plan put forth by the CiudadAutónoma de BuenosAires (CABA) includes site interventions, such as improvements to infrastructure, public spaces, and homes, as well as social programs designed to formalize economic activity and promote social development (Secretaría de Integración Social y Urbana 2016).

2. Employees are charged with informing residents about policies slated to affect them and creating a nexus of participation, both of which are also used to gather information, calibrate, and implement policies.

3. Construction cooperatives from Villa 31 into new building projects geared toward mitigating precarious living conditions. Moreover, these policies present an opportunity for local actors to compete over the benefits of integration because they entail an increase in material and technical resources being channeled into Villa 31.

POLICIES FROM LA VILLA MISERIA:

4.. Part of the government’s current integration project, the Progama de Mejoramiento de Vivenda (PMV, Program of Improvements of Homes) was created in 2016 to mitigate precarious 13 Particularly sinceArgentina’s sovereign debt and economic crisis of 2001.

5. Such as improvements to streets, drainage systems, and sewage lines.15 Such as working with construction cooperatives on infrastructural improvements or by working with cooperatives on waste recollection and maintenance of public spaces. living conditions by providing upgrades to existing homes in Villa 31.The PMV provides incentives to construction cooperatives, who were not previously engaged in carrying out improvements to existing homes

6.Chart interactions in this community from the perspective of government employees.An ethnographic study of how state and nonstate actors negotiate the social integration of Villa 31 is essential for several reasons. First, it allows the researcher to observe how the State interacts with residents to gain entry to Villa 31 necessary for carrying out public policy. Second, it provides an opportunity to interrogate participation as a function of decision-making by state and nonstate actors.Third, this study seeks to uncover how and why residents are motivated toward compliance (or resistance) because of state intervention and the policies being carried out. Fourth, studying change from the perspective of this community can expose how residents stand to benefit from or become marginalized by public policy

REMAKING OF INFORMAL SETTLEMENTS

1. Self-constructionpolicies.

2. Solandaneighbourhoodmodel

3. Differentstates,regionsandcitiespromoted“self-producedneighbourhoods”,providingthe structureofthestreets,pavementsandsquares,theplotsofland,theurbanisation,minimumservices andsomematerial,technicalandfinancialsupport.

4. Proposedthe“Conservativesurgery”solution,whichimpliedrejectingformalandimposedurban design.Geddesproposedtobeginwithobservation,a“civicsurvey”,andapatientstudyinevery partofthecitywheretherenewalwasnecessary,soastohaveinformationfora“diagnosticsurvey”. Thegoalwastoplanaccordingtothelatentcharacteristicsofaparticularsiteandsituation (structureoftheplots,thequalityofoldhousing,heritage,vegetation,popularpublicspaces,social networks),notbytheimpositionofgeometricalaxes.Geddesprojectedaminimumnumberofroads andamaximumnumberofopenspaces,whichshouldbeplantedwithtrees.Hesawtheprocesses ofrepair,renewalandrebirthasanaturalphenomenonofdevelopment.

REMAKING OF INFORMAL SETTLEMENTS

1. Oneofthemostinterestingones—andsuccessfuluntilnow—isthecaseofSolanda,avery popularandlargeareainthesouthofQuito,Ecuador,plannedasa“model neighbourhood”

2. Unitsbeganwithfourpillars,onefloor,onesanitaryunit(bathandkitchen),anda“canalit” corrugatedroof.Alltheseelementsallowedfamiliestobuildandaddontotheirhouses overtimeandaccordingtotheirfinancialmeans.Theself-constructionbeganin1984and thefinalresultwasaneighbourhoodwithurbanorder;

REDEVELOPMENT STRATEGIES- LA VILLA MISERIA

● Communitiesarriago(rooting): InspiredbyBrazil’sconceptof Favela Bairro(Aprogramthataimedat upgradinginformalsettlementsto formalneighbourhoodsthrough infrastructureinterventions,public facilities,andpublicpolicies.

● Newhomes,avenues,parks,and publicfacilitiesareallpartofthe mostrecentproposal,whichwas authorisedasapreliminarydraftin 2012.Itisbasedonreducingthe impactofhightrafficlinkedwiththe portandimprovingthesocial memoryoftheneighbourhood.

ImageSource: sunsinger/Shutterstock.com.Argentina,2014.

REDEVELOPMENT STRATEGIES- LA VILLA MISERIA

● However,from2013,newworks havebeencarriedoutaspartofa largerandmorecomprehensive urban,architectural,andsocial strategy,withimprovedpoliciesto systematicallydevelopthe53 "villasmiseria"inBuenosAires, whichhouse200,000residents.

● FollowingPatrickGeddes'criteria, thefundamentalgoalisto developandpromoteurbanvoids toopencourtyardsandgardens, constructpublicways,and implementurbaninfrastructure. TheInstitutodeViviendadela CiudaddeBuenosAireshas advocatedforthesame.

ImageSource: WikimediaCommons.

(NOT) REDEVELOPING CHAMDA BAZAR

RibhudeyaRamamoorthy

SuchitaDevaStuthi

YashodhanMangukia

BhavyaAgrawal

SELECTED AREA

IDENTIFYING THE PROBLEM

Opensewersintheareacreatehealthhazardsforthepeoplelivingthere.Water pipesaresituatednexttothesewersandaresooldthattheyoftencrackupand takeinsewage,creatingfurtherproblems.Childrenplayamongstsewagewaste anddoctorsdealwithanestimated4,000casesadayofdiphtheriaandtyphoid.

ImageSource:Reddit

ImageSource:GoogleImages

ImageSource:GoogleImages

WORKING TOWARDS A SOLUTION

In order to not disrupt the demographics as well as the structure of the settlement, and to deal with the above mentioned problem, we came up with the idea to move the open drains underground in such a way that the cap of the drain becomes the streetitself.Thiswillimprovetheconditionsinmultipleways.Thefirstbenefitissimply that the drainage will be covered and will mitigate the health risks present to some extent.

Next comes the benefit of stormwater management, as moving the drain under the street will make it capable of handling larger volumes of run off water during the monsoons, which will help to reducetheeffectsoffloods

WORKING TOWARDS A SOLUTION

OntheHousingfrontthemostviableoptionwouldbetousealternativestobrickand cement houses by replacing them with locally available materials.In Dharavi Plastic andglasswallsarethemostprominentmaterialswhichcouldbeputtouse.

Source: https://www.researchgate.net/publication/270497289_Technological_Innovation_Within_Villas_

Miserias_in_Buenos_Aires

(NOT) REDEVELOPING CHAMDA BAZAR

RibhudeyaRamamoorthy

SuchitaDevaStuthi

YashodhanMangukia

BhavyaAgrawal

Existingstructures&vegetationonChamdaBazaarRoad

INTERVENTIONS- COMMUNITY INTERACTION

THE CONCEPT OF INCLUSIVE NEUTRALITY

INTERVENTIONS- COMMUNITY INTERACTION

THE CONCEPT OF INCLUSIVE NEUTRALITY

INTERVENTIONS- COMMUNITY INTERACTION

THE CONCEPT OF INCLUSIVE NEUTRALITY

1. Formobility&safety:

Continuoussidewalks,lighting,andspecially-abledaccessibility. Workingtogainvaluableinputandengageprojectstakeholderstocreateasensibleurban streetscapewithnewpedestrianlighting,bikelanes,wayfindingsignage,gatewaymarkers, verges,andpaversidewalks.

2. Creatingacanvas:

Highlightingthelocalartscene.incorporatingcustombikeracks,benches,customtrash bins,murals,andartisticcanvases,signage,andmarkersintothedesigntoengagelocal artistsandbringtheareatolife.

3. StrengtheningCommunityConnections

Thestreetscapeimprovementstothesecorridorsthreadanimportantconnection

4. DesigninAction:NavigatingCOVID-19

ExpandedSidewalks,TraversablePath,AmplifiedSpace