mumbai-publication 0611 mumbai shift

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Mumbai: SHIFT is framed by three concerns: 1) a current lack of East-West transit connectionstriggered by inequalities in urban development that favor north-south expansion, 2) a lack of publicopen space and, 3) the effect of projected population growth on Mumbais already saturatedurban/social fabric. These concerns intertwine at multiple scales to provide opportunities for newmodels of dynamic urban development that leverage existing policies (Transfer of Development

Rights) toward both social and market inclusion. The eastern waterfront becomes the site for aparadigmatic shift of current development practices in Mumbai.

The process would be set in motion by the strategic implementation of bus rapid transit systemsthat draw east-west connections between major transportation nodesweaving the island citylaterally and raising property values along both the new transit spines and the currently underusedeastern waterfront. This creates the opportunity to open land for rezoning (with higher FSI) andsubsequent urban development. Any new development would be contingent upon a linkage policythat ties new developable eastern waterfront properties (new TDR receiver sites) to specific innercity parcels of land containing dilapidated buildings (new TDR sending sites). Thus, concurrenwith new development is both the opportunity and incentive to reprogram dilapidated sites forpublic uses.

Using policy as an urban design tool, the new eastern waterfront development blocks (TDRreceiver sites) are zoned to maximize open space through a flexible spatial and programmatic

framework while providing enough density to accommodate rehabilitative housing, markethousing, production spaces (work), and consumption spaces (commercial). The result would bea new urban fabric designed to accommodate programmatic shifts at multiple scales.

P. Dmello Road runs the length of the island city along the eastern edge of the Mumbai Port Trus(MbPT) land, also known as the eastern waterfront. Used mostly as the main service arterial roadthe surrounding land is used mainly by industrial warehouses; the activities are mostly extensionsof the MbPT programs. In addition, the eastern waterfront contains navy yards, docks, shipbreaking yards, formal and informal industries, and several economic activities related to the port

The MbPT owns approximately 17% of the land in the island city and with port activities decliningis beginning to lease warehouse propertiesseveral of them underutilizedto private companies

Additionally, several informal settlements have established themselves on MbPT property anddepend on port activities for their livelihood. Some of these settlements have existed for ovetwo generations. In contrast to the western waterfront, the majority of the eastern waterfront is

restricted from public access. In the dense and growing urban/social fabric of Mumbai, the easternwaterfront provides exciting opportunities to plan for and design the future of an emerging worldcity.

This project proposes a flexible framework for addressing the following triggers:

Rapid population growth:According to the 2004 VISION MUMBAI report, Mumbaispopulation is expected to reach 28,000,000 by 2020. In a city as dense as Mumbai (19,000,000)innovative design strategies are necessary in order to transform this intensification of densityinto opportunities for sustainable urban development.

Lack of East-West transit connections: Mumbais transportation infrastructure (rail and bus)prioritizes North-South connections. As a result, two of its three rail lines are running at doublecapacity in order to accommodate both North-South and East-West movement in the city. Asupporting east-west transit system would relieve pressure from existing rail infrastructure.

Large number of dilapidated buildings: Studies conducted by the Urban Design ResearchInstitute (UDRI) in Mumbai have reported more than 16,000 dilapidated buildings in the Islandcitya total area of approximately 10,000,000sqm of urban space. Despite their unsafeconditions, the majority of these buildings are inhabited by people with no means or incentive

Lack of open space within the island city:Currently, the average open space per person inMumbai is 2.17sqmbelow the 3.0sqm standard set by the Indian National Building CodeThis gap will widen as the city reaches the peak densities associated with rapid growth andurbanization.

MUMBAI: SHIFTStrategies for Dynamic Urban DevelopmentNidhi Bhatnagar, Travis Bunt, Gabriel Fuentes, Manas Vanwari

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EXISTING TDR POLICY (ABOVE, INSET): In attempting to decongest the Island City, currentMumbai development policy encourages increasing sprawl northward. Through the Transfer

of Development Rights (TDR), northern development is incentivized. Accordingly, the North-

South transit lines have become overloaded as population increases in the suburbs.

PROPOSED TDR POLICY (ABOVE, PRIMARY): In response, this project seeks to shift thesetransfer and transit connections laterally, utilizing open and underused lands on the eastern

waterfront to decongest the Island City without additional sprawl.

MAJOR ISSUES CONSIDERED

(1) Rapid population growth

(2) Lack of East-West connections(3) Dilapidated buildings

(4) Lack of public open space

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A NEW TRANSFER STRATEGY: With the advent of the Jawaharlal Nehru Port Trust (JNPT)port activities in Navi Mumbai, the Mumbai Port Trust (MbPT) on the eastern waterfront

of the island city has seen a decline. Port areas as well as the port back up areas like the

warehouses which are now in disuse are identified as potential sites for new development.

Dilapidated buildings in the inner city are rehabilitated, using the new TDR policy, througha linkage strategy. Additional commercial and retail programs are incorporated that help

finance the rehabilatition process, BRT infrastructure, incentives to MbPT - the land owners.

PROGRAMMATIC RECOMBINATION: UrbanDesign Guidelines set for the TDR receiving

sites create a new block typology for the

waterfront. Half the plot area must be usedfor rehabilitation of dilapidated buildings. Hal

remains for revenue generating programsEach plot must have a minimum open space

proportionate to the FAR (between 6 and 10)

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TDR sending sites

(dilapidated buildings)

Neighborhood Park

Hawking Zones

outside MarketsFlexible Open Space

Open Space

50%

50%

Commercial

Housing

Work Space

Market/Shops

Integrated

Open Space

TDR receiving sites

(new development lots)

Rehabiltation Component

Revenue Component


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EXISTING BUS ROUTES(THIS PAGE)

There exists no comprehensive bus map for

Mumbai. The three drawings above werecreated by mapping each individual bus

route, according to corridor (West, Central,East). Because bus routes are individually

determined, point to point, they tend tooverload the two primary north-south routes,

resulting in overall inefficiency and an

unconnected East.

PROPOSED BRT COMPLEMENT(FACING PAGE)

Seven East-West Bus Rapid Transit Routes

are proposed, laterally connecting each Railstation across the Island City. Passengers

would be able to transfer across the three raillines at any station, streamlining commutes

and connecting the Eastern corridor--thereby decongesting the other lines and

opening up avenues of new development.

EXISTING RAIL NETWORK

(FACING PAGE, RIGHT INSET)Currently, trains on Mumbais Western and

Central Rail Lines run at more than double

capacity. However, there is opportunity tospread ridership into the eastern corridor,

and relieve pressure on the primary corridors.The Eastern (Harbor) Line is severely

underutilized, with spare capacity availablein its current cars and two tracks completely

unused.

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BYCULLA MARKET HUB AND RAIL CONNECTION DETAIL (UPPER LEFT & RIGHT), BRT TERMINUS & FERRY TRANSFER (LOWER INSET)

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BYCULLA CORRIDOR: INTERMEDIATE BRT STOP

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BLOCK STRUCTURE DETAIL

(TOP RIGHT)Integrated public open space is added to

the multi-program structure to create a

unique block. The individual combinedblock becomes part of the overall framework

for development.

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MASJID CORRIDOR CONCEPT SKETCHES

(TOP LEFT)On the available Port Trust lands along

P. Dmello Road, the project proposes a

framework for housing multiple programs.The structures would combine rehabilitated

housing, market housing, productionspaces (work), and consumption spaces

(commercial).

MASJID CORRIDOR PLAN (ABOVE)

Due to the location of this southern route,through one of the densest and most

historical parts of the city, a surgical

approach was required to lay in the BRTroute and associated stops. Opening up

green space within the corridor area andshifting development eastward was the

priority of this approach.


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EXISTING BLOCK CONDITIONS

The insertion of bus stops and passing lanes on the southern BRT line open the opportunity

to develop strategic mixed-use transportation nodes. Sites for intervention are identified andwork in conjunction with the citys existing development plan to widen roads, provide public

housing, parks and recreation grounds. Opportunities to reconfigure the fabric are used toincrease density on development nodes while also providing new public open space outside

markets and temples present along this transit corridor.

Open Space/Recreational

Institutional

Public Housing

Municipal/Private Market

DEVELOPMENT PLAN RESERVATIONS PROPOSED BLOCK CONDITIONS


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BYCULLA TRANSFER CONCEPTSKETCHES (TOP RIGHT)

This Transfer Station is uniquely situated

between Byculla Rail Station and BycullaMarket, making it an extremely important

hub in the system. Special considerationwas given to commuter transition between

rail platform and BRT platform, and in

creating exploitable ground level marketspace at that junction, supportive to the

formal market.

BYCULLA CORRIDOR PLAN (ABOVE)

In contrast to the complex route through thehighly congested Masjid Corridor, the Byculla

Corridor Plan is focused on transit efficiency,

reconfiguring blocks as necessary to createproper transit lanes and transfer stations.

New market and commercial nodes wouldbe developed at these points, as part of the

overall TDR strategy.

INTERMEDIATE BRT STOP CONCEPTSKETCH (TOP LEFT)

Key to the implementation plan of the BRT is

integration with all layers of existing transit.Here an intermediate BRT stop adjoins a taxi

stand, allowing quick transfer to traditionaltransit options. This rendering also explores

the concept of creating exploitable space

at station intervals, encouraging marketactivities that support the needs of the

ridership.

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BYCULLA CORRIDOR CONCEPT SKETCH At the terminus of the Byculla Corridor, a

ferry port allows continued transit across

Thane Creek to Navi Mumbai. As at othermajor nodes, a commercial/market center is

planned at this transition. Just beyond, onthe newly connected waterfront, a shaded

boardwalk and large maidan provide much

needed open space for the public.

MASTER STRATEGYThe overall scheme projects a comprehensive proposal for the development of the eastern

waterfront. Strategic East-West corridors with a rapid bus transport system are integrated with

the existing railway infrastructure, which runs north-south primarily, creating points of transiand transfer. These east-west corridors, upon intersecting with the eastern waterfront create

high density nodes, programmed for residential, commercial and developable areas. Thelateral movement along these corridors is enhanced with a ferry terminal acting as portals

connecting to the mainland, while at the same time activating points along the eastern

waterfront for public access.

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REFERENCES

Avault, John and Geoff Lewis. (2000, May). Survey of Linkage Programs in Other U.S. Cities with Comparisons to Boston. BostonRedevelopment Authority.

(2009, June). Bus Rapid Transit Planning Guide. Institute for Transportation & Development Policy.

India Metropolitan Population Calculations. Retrieved from http://www.worldgazetteer.com (2008). MegaCities: Mumbai [Television series episode]. MegaCities. Washington, D.C.: National Geographic Society.

Mumbai Property Exchange. http://www.mumbaipropertyexchange.com Nair, Shalini. (2009, December 04). 16,000 old buildings on digitized map. The Indian Express. Retrieved from http://www.

indianexpress.com

Salgado, Sebastio. Churchgate Station in Mumbai, Retrieved January 26, 2010, from http://fansinaflashbulb.wordpress.com/2009/02/

(2003, September). Vision Mumbai. Bombay First and McKinsey & Co, Inc. Retrieved from http://www.visionmumbai.org

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