DENSIFICATION ALONG METRO CORRIDOR, NEW DELHI Urban Design Studio Exercise Final Year, Bachelor of Architecture Program Session: July – December 2012
Editor: Dr. Aruna Ramani Grover Professor, Department of Architecture, School of Planning and Architecture, New Delhi – 110002
Director’s Message
The Mass Rapid Transist System (MRTS) in Delhi will bring a significant section of the city within walking distance from proposed stations. In this context, the Delhi Development Authority has prepared a Transit Oriented Development (TOD) Policy. As per this Policy, Influence zone along MRTS Corridors will have Intense, Standard and Transition sub-zones. High density mixed income development is suggested in first two sub-zones. Given the proposed TOD policy, the exercise taken up in the Urban Design Studio of the Department of Architecture has made a concerted effort to explore this opportunity and meet the challenges of three Metro-Station areas in the city of Delhi. This development while giving primacy to the pedestrian explores the possibilities of suitable re-structuring of existing land-use to optimally utilize it for a higher population holding capacity. From there it takes the issue forward to propose suitable built-form open space structures for work, living and leisure which are sustainable and exciting in equal measure. This has lead to the development of 6 - 7 alternative proposals of the three areas of the city. I congratulate the students and the faculty on this wonderful and thought provoking attempt and offer it to the larger academic and professional world as a window of possibilities to an exciting future. Shri. Chetan Vaidya Director, School of Planning and Architecture, New Delhi, India
Foreword The city of Delhi, a living laboratory, offers many a fascinating opportunity for the conduct of the Urban Design Studio exercise. The Urban Design Studio at the Department of Architecture, School of Planning and Architecture, New Delhi vary dramatically from year to year, dealing with on such topical issue. The subject chosen for the Semester August – December 2012 was Densification along Metro Corridor, New Delhi using the framework of the Master Plan of Delhi 2021. To build diversity and to be able to test ideas in different urban contexts 3 separate Metro Station precincts were selected. The intent was to explore alternatives and in the end create built-form open space structures with necessary mobility characteristics which embodied an ideal urban environment for the future. From introduction to the exercise, putting it in a global perspective, reading of the site, generation of suitable programs to the visions and final solution was a sixteen week exercise. For the student, the Urban Design Studio is the 9th Semester of undergraduate education in the Department of Architecture. By this point in time the student is fairly well equipped with the necessary skill sets and knowledge base to undertake a large city level exercise. The preceding sixmonth training period has helped in assimilation and coming together of a rounded personality. This semester thus is for many a launch pad for an exciting future in the built-environment where they come face to face with the complex entity called the city in a direct no-nonsense fashion. The Urban Design exercises being large and complex require layered interventions. As a consequence the project is undertaken in groups of 3-4 students. This throws up the issues of the individual versus the collective, leading to learning in collaborative design. This final year batch comprised of 73 students in two sections and they worked in 19 groups for this exercise. This Urban Design exercise was identified and initiated by Prof. Satish Khanna. After some potential site visits and discussions with faculty three specific sites were identified based on the variety and complexity of the urban condition and the possible directions which the exercise could develop. During the first 3 weeks of the semester a parallel exercise was conducted in the studio to understand the relationship between transport networks and their impact on the land-use and built-form of cities, wherein students gathered and analyzed information about their international city as well as one significant city neighborhood to understand this inter-relationship. The faculty who ran this collaborative studio were Prof. Satish Khanna (Studio Director), Mr. Sambuddha Sen, Prof Satish
Dabral, Dr. Arvind Krishan, Ms. Meena Mani, Mr. Shiriesh Malpani, Mr. Amit Bahl and Dr. Aruna Ramani Grover (Studio Co-ordinator). The nineteen student groups were distributed amongst faculty working in pairs so that each student group had a specific pair of mentors who would give feedback on a day to day basis. As and when felt necessary the class would congregate into one large group to debate and negotiate a collective agreement on critical issues. The absence of pre-meditation and the deliberate open-ended approach enabled the faculty and the students to read the city and argue their positions at all points in the Urban Design Exercise. Following the spirit of the studio into the production of a document, the exciting 16 week journey has been recorded in a two part electronic entity. Part one is the major studio exercise in three parts comprising of the intent, followed by vision, process and final products to culminate in a sharing of learning experiences. It is hoped that by bringing it together in this form all concerned are able to assess outcomes in learning and to distill what is still nebulous. For the larger professional world it offers a window to pristine idealism and the possibilities of equity and quality of life this condition could offer. Part two comprises of the nineteen international city studies. While realizing that in many cases the analysis component continues to be work in progress as lot of information has been collected in one place it has been included in this publication. This studio would not have been possible without the active participation of all the faculty members who were proactive and supportive in equal measure. The well informed positions taken by each one of them ensured a vibrant and interactive studio and a rich learning experience for all. I wish to express my heartfelt appreciation to each one of them. This publication would also not have been possible without each student putting in her/his bit as required to weld this into this single experiential entity. A final thank you is due to the Director of School of Planning and Architecture, Shri. Chetan Vaidya. He encouraged the production of this publication and found the necessary funds to enable it to see the light of day.
Dr. Aruna Ramani Grover Professor of Architecture, School of Planning and Architecture, New Delhi, India
Contents PART ONE 1.0 The Intent 1.1 Densification along Metro Corridor and Semester Calendar 1.2 Site Plans 1.4 Relevant Numeric Data 2.0 Vision, Process and Final Products 2.1 Site A: Kailash Colony Metro Station Precinct 2.1.1 Group 01: Harsiddh, Joydeep, Madhav & Ojaswini Mentors: Prof. Satish Dabral & Mr. Amit Bahl 2.1.2 Group 04: Anuj Aishwarya, Shobit a & Shruti Mentors: Prof. Sambuddha Sen & Dr. Arvind Krishan 2.1.3 Group 07: Ankur, Artika, Utkarsh & Varun Seth Mentors: Mr. Shiriesh Malpani & Dr. Aruna Ramani Grover 2.1.4 Group 10: Divya, Dhruv, Sandeep & Saurabh Mentors: Prof. S.K.Khanna & Ms. Meena Mani 2.1.5 Group 15: Bawesh, Debashish, Debakshi & Ishwar Mentors: Prof. Satish Dabral & Mr. Amit Bahl 2.1.6 Group 17: Rohan, Shila & Vani Mentors: Prof. S.K.Khanna & Ms. Meena Mani 2.2 2.2.1 2.2.2 2.2.3 2.2.4 2.2.5 2.2.6 2.2.7
2.3 2.3.1 2.3.2 2.3.3 2.3.4
Site B: Rajendra Place Metro Station Precinct Group 02: Abeer, Tripti, Wate & Zoya Mentors: Prof. S.K.Khanna & Ms. Meena Mani Group 05: Bomching, Chetan, Kautilya & Sashank Gautam Mentors: Prof. Satish Dabral & Mr. Amit Bahl Group 08: Aman, Nitesh & Amit Mentors: Prof. Sambuddha Sen & Dr. Arvind Krishan Group 11: Abhimanyu, Rashideen, Nishant & Swati Goel Mentors: Mr. Shiriesh Malpani & Dr. Aruna Ramani Grover Group13: Animesh, Jyotirmoy, Shashank Goyal, Varun Deora Mentors: Prof. Sambuddha Sen & Dr. Arvind Krishan Group 16: Saudamini, Priyanshi, Snigdha & Ratna Kiran Mentors: Prof. Sambuddha Sen & Dr. Arvind Krishan Group 19: Deepak, Ranvir & Sumati Mentors: Prof. Satish Dabral & Mr. Amit Bahl Site C: Karol Bagh Metro Station Precinct Group 03: Ankit, Kabilan, Navneethakrishnan & Nikit Mentors: Mr. Shiriesh Malpani & Dr. Aruna Ramani Grover Group 06: Alok, Balaram, Manik & Soumya Mentors: Mentors: Prof. S.K.Khanna & Ms. Meena Mani Group 09: T Dendup, T Penjor, T Denka & Ugyen Mentors: Prof. Satish Dabral & Mr. Amit Bahl Group 12: Akhil, Changam, Rohit & Virkein Mentors: Prof. Sambuddha Sen & Dr. Arvind Krishan
001 003 006
007 015 023 031 039
047
055 063 071 079
087 095 103
111 119
127 135
PART ONE (cont’d) 2.3.5 2.3.6
3.0 3.1 3.2 3.3 3.4
Group 14: Ammani, Amri, Bhavika & Varun Bajaj Mentors: Prof. S.K.Khanna & Ms. Meena Mani Group 18: Swati, Dyutisree, Garima & Sushant Mentors: Mr. Shiriesh Malpani & Dr. Aruna Ramani Grover Sharing of Learning Experiences From the faculty desk Jury comment Student experiences and learning firsthand Last words
PART TWO 4.0 City Studies 4.1 Singapore 4.2 Seoul 4.3 Kuala Lumpur 4.4 Hong Kong 4.5 Tokyo 4.6 Beijing 4.7 London 4.8 Paris 4.9 Amsterdam 4.10 Istanbul 4.11 New York 4.12 Washington 4.13 San Francisco 4.14 Curitiba 4.15 Bogota 4.16 Mumbai 4.17 Delhi 4.18 Dubai 4.19 Sydney
143 151
159 161 162 173
175 - 270
DENSIFICATION ALONG TRANSIT CORRIDOR 1.0 Delhi 2021 Delhi occupies an area of 1,487 sq km and has a population of nearly 16.5 million. Situated near the western bank of river Yamuna, the Capital city is surrounded by the states of Uttar Pradesh and Haryana. Delhi is the second largest metropolitan city next to Mumbai with approximately 1,67,53,235 people dwelling in New Delhi according to Census 2011. The increase in the population of Delhi is mainly due to the migration of people to the capital in search of jobs, education and a better quality of life. The total density of Delhi is 9340 persons per sq km. After Mumbai and Tokyo, Delhi is expected to become the third largest urban agglomeration in the world by the year 2015. The Master plan for Delhi envisages a population of 23 million by 2021. With the available geographic area remaining a constant at 1487 sq. km, the need for systematic planning towards achieving higher densities has become urgent. In the Master Plan for Delhi 2021, the strategies towards accommodation of this additional population in the fixed urban area include: Optimum utilization of available land both public and private. Land pooling and assembly for re-development. Incentives for re-development with additional FAR in areas along Mass Rapid Transit Systems and Metro corridors; Moving from plotted development to group housing towards optimum land utilization. Removal of unnecessary height controls. Enhancement of ground coverage and increase in FAR while meeting parking needs. A liberalized provision of mixed use to achieve better synergy between work place, residences and transportation networks.
2.0 Densification along Metro Corridor In keeping with the broad intentions of the Master plan an urban design exercise of densification of the urban fabric along the metro corridor in two areas of the city is proposed. These are: Pusa Road: From the Mahanagar Telephone Exchange to the Ramjas School (two metro stations of Rajendra Place and Karol Bagh) Lala Lajpat Rai Road: Nehru Place to Kailash Colony. (Kailash Colony Metro Station) In these two sections the metro corridor is above the ground and calls for innovative solutions that could integrate the corridor with the envisaged built form.
3.0 Design Vision The key intention of the exercise is to explore the applicability of these strategies to deliver a series of alternative urban design solutions which would meet the needs of Delhi 2021. The expected outcome is a master plan which details out world class city precincts with offices, shopping and entertainment, restaurants, hotels, service apartments, residential clusters etc. ThIS master plan would also take cognizance and provide for any other facility that would be complementary to the existing and proposed development. It is envisioned that this facility will function 24/7 and provide accommodation and facilities to a wide range of corporate and individual user from the private and public sector. The intention is to create a sustainable and attractive environment with a careful layering of buildings, road networks, open spaces etc. with suitable hierarchy of mixes and location characteristics to ensure physically comfortable but stimulating environments for living, business and leisure.
4.0 The Semester Objectives To understand the nature of the two unique locations and their potential with respect to the existing and future city. Generate a suitable program for the two locations taking into account the existing city connection and the existing urban fabric. Envision a bundle of development strategies for the City Precincts which could point the way for similar developments to meet the needs of Delhi 2021. Develop a built-form open space structure based on the given program which is a model of humane and sustainable development ensuring a satisfactory quality of life for the end users .
1
Semester Calender
No Submission Date 1 Introduction to Urban 23.07.2012 Design Problem and City Studies
Marks
2 Data Presentation for 30.07.2012 Urban Design Sites 3 Presentation for 01.08.2012 International City Studies & faculty inputs
grade
Requirements NIL
grade
Presentation of Data by means of drawings, photographs and sketches; Presentation of Delhi city followed by presentation of 18 other international cities; Use of drawings, tables and figures.
4 Presentation for 03.08.2012 International City Studies & faculty inputs 5 International City Studies: 06.08.2012 Final
grade
Presentations continued
20
Data Analysis and Conclusive statements by suitable means in A2 format; Drawings to handed over to faculty by 2.30 pm.
6 Presentation Design Sites
Urban 06.08.2012 & 08.08.2012
grade
Site 13.08.2012
20
Base drawings and analysis sheets for the selected city area; alternative site area delineation within the groups A B & C Presentation of Site Analysis of three sites followed by delineation of specific site area. One hour each for groups A, B and C;
of
7 Urban Design Analysis: Final
8 SWOT, Vision Statement 22.08.2012 and Area Program emerging from the site analysis
Area statements, land use plan and consequent Combined traffic organization thereof; delineation of area to be to detailed; Sketches and 3 dimensional descript of 20 strategies and spatial organization.
9 Concept Design
27.08.2012
10 Modified Concept Design:
03.09.2012
20
11 Design Development Stage – I 12 Design Development Stage – II 13 Improvement to Design Development Stage – II
10.09.2012
20
24.09.2012
30
01.10.2012
30
Area statements, sketches and diagrams; Detailed Land use plan and traffic system plan; Model and drawings to scale 1:1000 of built form open space structure of delineated area; As announced in class As per notice dated 7th September 2012 As per notice dated 7th September 2012 and email As per notice dated 7th September 2012 and email
14 Design Development 08.10.2012 40 To be discussed As per notice dated 7th September Stage – III 2012 Mid-term break and Seminar Week 13.10.2012 to 04.11.2012 15 Improvement to 08.10.2012 to ReAs indicated in each case 2.11.2012 evaluation International City Studies 16 Design Review of monthly 05.11.2012 to progress 9.11.2012
40
17 Pre-final 18 Final submission
19.11.2012 03.12.2012 by 11.00 am
60
11.30 am 03.12.2012 05.12.2012
100
Closed jury
350
To be announced
19 Internal Jury 20 External Jury
2
As per notice dated 8th October 2012 To be announced To be announced
East of Kailash
Kailash Colony
To Nehru Place
Site Plan of Kailash Colony Merto Station Area
3
MTNL office
Site Plan of Rajendra Place Metro Station Area
4
Site Plan of Karol Bagh Metro Station Area
5
RELEVANT NUMERICAL DATA 1EXISTING LAND USE TYPE 1.1RESIDENTIAL 1.2MIXED 1.3COMMERCIAL 1.4INSTITUTIONAL 1.5COMMUNITY GREEN 1.6WATER BODY 1.7ROADS & PARKING TOTAL
Kailash Colony 28.8 negligible 3.6 6.5 9.0 16.1 64
Rajendra Place (area in hectares) 12.3 2.3 19.9 10.9 6.9 1.2 14.9 56.1
Karol Bagh 11.3 16.3 9.4 7.5 4.4 13.8 62.7
2BUILT - UP AREA 2.1EXISTING 2.2PROPOSED
8,15,250 sq.m. @ 1.27 FAR increase to 1.91 FAR
7,33,500 sq.m. @ 1.31 FAR increase to 1.97 FAR
11,37,138 sq.m. @ 1.81 FAR maintain at current level
3BUILT - UP AREA DETAILS REQUIREMENT (area in sq.m.) 3.1TYPE 3.2RESIDENTIAL 1,026,000.00 438,000.00 346,115.00 3.3MIXED USE 498,170.00 3.4COMMERCIAL 50,625.00 435,750.00 243,308.00 3.5INSTITUTIONAL 146,250.00 226,500.00 49,045.00 TOTAL 1,222,875.00 1,100,250.00 1,136,638.00 4 PARKING 4.1TYPE 4.2RESIDENTIAL* 4.3MIXED USE 4.4COMMERCIAL** 4.5INSTITUTIONAL TOTAL
REQUIREMENT (ecs) 20,520.00 8,760.00 1,015.00 1,945.00 23,480.00
13,073.00 3,012.00 16,085.00
6,922.00 9,963.00 7,300.00 655.00 24,840.00
* Figures of mixed use requirements have been included with residential in the case of Rajendra Place and Kailash Colony sites. **As this is local commercial the need is @ 2 ecs per 100 sq.m.
6
KAILASH COLONY METRO STATION PRECINCT
GROUP - 1
PLAN OF NEW DELHI IN 2021 MASTER PLAN DELHI & VICINITY BEFORE 1900
PHYSICAL GROWTH OF DELHI 1803-1959
After the partition, the areas of south Delhi were heavily loaded because of the heavy number of refugees settling in the areas around Lajpat nagar and greater kailash. DLF was aided by the government to make these colonies and by 1964 there were around 20 such colonies made. By Dec 1950, 3 lakh refugees were housed either in evacuated houses or new houses. Besides 1100 plots were provided to persons to built there their own house. Co-operative Societies were setup to stimulate self-help.
STRENGTH:
WEAKNESSES:
Strong connectivity provides a good network of major and arterial roads along with the added conveniences of metro.
Pressure on roads due to encroachment and excessive commercialization along the main spine.
Institutional hubs and Nehru place in close vicinity, better connections can lead to a free flowing system.
A huge lack of parking spaces in the area.
Public transport system infiltrates deep inside the site.
Varied land use; hence a greater potential for becoming a mixed land use self sustaining region.
Heavy through traffic at the middle of the site.
OPPORTUNITIES:
THREATS: Any new type of development may easily fall prey to over crowded commercial spaces of Nehru place, Amar colony and Lajpat nagar.
HARSIDDH SONARA JOYDEEP MONDAL K.A.P MADHAV OJASWINI SINGH
7
GROUP - 1
KAILASH COLONY METRO STATION PRECINCT
A walkable design with pedestrian as the highest priority. Metro station as a prominent feature of the site. A regional node containing a mixture of uses in close proximity. Ample feeder systems for the metro station including rickshaws, autos and buses. Reducing and managing parking inside the 10-minute walking circle around the metro station. Retaining existing greens and trees. Reducing the vehicular traffic congestion on the metro corridor.
A retaining the existing road network wherever possible. Incorporating more pedestrianized movements. Creating mixed use along major pedestrianized roads, hence providing “eyes on the street.” Implementing high end commercial stretch along the metro and relating it with the high end skyline of Nehru place.
Existing land-use Residential Commercial Institutional Utility Mixed-use Greens
8
land-use to achieve
280535 sqm. 33555 sqm. 75577 sqm. 2375 sqm. 10553 sqm. 90970 sqm.
HARSIDDH SONARA JOYDEEP MONDAL K.A.P MADHAV OJASWINI SINGH
KAILASH COLONY METRO STATION PRECINCT
GROUP - 1
Major pedestrian axis on the site. On both sides of the axis for formal and informal market. Facilitates the pedestrian movement across the site and connects to the main commercial hub in the center.
Connects inner and outer ring road. Has the Kailash colony metro station. Major commercial and mixed use area on the site. Most traffic congested area. Runs through the center of the site.
HARSIDDH SONARA JOYDEEP MONDAL K.A.P MADHAV OJASWINI SINGH
9
GROUP - 1
KAILASH COLONY METRO STATION PRECINCT
• Strategy was to retain the commercial present site and evolve the housing around to meet the requirements. • Bifurcating the main axis road into two parts to divide the traffic. • Institutional on the periphery of the site.
•
•
• •
•
•
10
HARSIDDH SONARA JOYDEEP MONDAL K.A.P MADHAV OJASWINI SINGH
KAILASH COLONY METRO STATION PRECINCT
GROUP - 1
HARSIDDH SONARA JOYDEEP MONDAL K.A.P MADHAV OJASWINI SINGH
11
GROUP - 1
12
KAILASH COLONY METRO STATION PRECINCT
HARSIDDH SONARA JOYDEEP MONDAL K.A.P MADHAV OJASWINI SINGH
KAILASH COLONY METRO STATION PRECINCT
GROUP - 1
HARSIDDH SONARA JOYDEEP MONDAL K.A.P MADHAV OJASWINI SINGH
13
GROUP - 1
14
KAILASH COLONY METRO STATION PRECINCT
HARSIDDH SONARA JOYDEEP MONDAL K.A.P MADHAV OJASWINI SINGH
4
KAILASH COLONY METRO STATION PRECINCT
Group
GROUP - 04
Urban Design „12
Transit Oriented development Re-densification of metro corridor
Kailash Colony Metro Precinct New Delhi
An affluent residential locality with a congested marketplace and of course, Big Chill‟s Café. This was our impression of Kailash Colony on our first site visit. Three progressive visits later, our data pool was teeming with information on landuse, a contoured site, a flourishing informal sector and the major connecting roads within and outside the area.
Existing Land-Use Plan
East of Kailash „‟ Block
Zamrudpur Village
National Heart Institute
Metro station East of Kailash „F‟ Block
Kailash Colony Market
Kailash Colony
Mt. Kailash Apt.
Officer‟s Colony
What works • Well connected by all transport networks • Ample green cover with a wide range of flora • Being a residential development, the metro station is not a commercial destination. • Kailash Colony ,East of Kailash, both have plotted housing with majority being the HIG clientele. • The residents are inclined towards a greener neighborhood. • Close proximity to district centre and educational/institutional areas.
Existing site- Massing BUILT-UP 6%
What doesn't work • Parking spaces are inadequate for all transport systems. • No universal access • Pedestrian paths occupied by cars. • Close proximity of diverse economic groups.
11%
25%
83%
Residential
LAND-USE
Commercial
45%
14% 10%6% Greens
Institutional
Road network
ANUJ MITTAL AISHWARYA BHARATKUMAR SHOBITHA JACOB SHRUTI JALODIA
15
1
trategies and cheme development Metro precinct
Scheme 1
Land-use and road network
Scheme 3
- Expansive Metro Podium crossing the Road. - Road dipped 3 mtrs. below the Podium.
Scheme 5
- Podium leading to a series of connected walkways extending to housing.
- Walkway integrating Commercial zone with metro podium
16
ANUJ MITTAL AISHWARYA BHARATKUMAR SHOBITHA JACOB SHRUTI JALODIA
3
S
KAILASH COLONY METRO STATION PRECINCT
2
GROUP - 04
KAILASH COLONY METRO STATION PRECINCT 4
5
6
GROUP - 04
7 Prefinal
Building typology
Shades of green
- Linear blocks - Urban agriculture strips running parallel to the pedestrian podium
- Existing public green - Strips of housing green
- Re-evoking the feel of plotted housing - Integrating greens with housing - Making way for the watershed
- Existing public green - housing green - Homestead farming
- Breaking down the larger blocks - Different housing typologies
- Addition of Private greens and Congregation space to Scheme 3 ANUJ MITTAL AISHWARYA BHARATKUMAR SHOBITHA JACOB SHRUTI JALODIA
17
GROUP - 04
P
KAILASH COLONY METRO STATION PRECINCT 4% 4%
Residential
refinal
Commercial
18%
Greens
16%
institutional
92%
Road network
49%
7% 10% LAND-USE
BUILT-UP
Tagore Int. school
Housing Housing
Sarvodaya kanya Vidyalaya
Commercial
Metro DPS ,East of Kailash Housing
Commercial Housing
N
What‟s different?
-“Fifty shades of green”
Earlier this year, Yale University had ranked Delhi‟s air as most polluted in the world.* We have proposed an alternate urbanism that is both realistic in its need and futuristic in its aspirations. The massing reflects terraced “plotted development” and ensures ample light/ventilation for all units. Each unit w/o a terrace has the unique opportunity to own a garden plot (30-40 sqm.) and participate in community agriculture. -Being Realistic We have developed 4 types of housing for 30 hectares of residential land catering to a wide range of unit preferences, views and gardens. The metro station ends on either side as a stepped plaza leading to the commercial buffer edging the road. *2012 Environmental Performance Index and Pilot Trend Results: Air (effects on human health)-Yale University
18
ANUJ MITTAL AISHWARYA BHARATKUMAR SHOBITHA JACOB SHRUTI JALODIA
KAILASH COLONY METRO STATION PRECINCT
V
GROUP - 04
ision and Concept “A quiet and inclusive residential setting that complements the city and enhances the spatial, functional and environmental quality of the area. “ Ease of movement -
Character - A place with its own identity
A place that is easy to get to and move through.
To retain the feel of plotted development in a high rise situation and maintain key routes.
Quality of the public realm Creating a green network that is continuous and open. Differentiate between “high density” and crowding.
pedestrian and cycle routes
Improve
throughout the site.
universal Access increase legibility by providing landmarks
Green belt recognizing the watershed Private terraces, balconies, patios
“Fifty shades of green” We have proposed an alternate urbanism that is both realistic in its need and futuristic in its aspirations. Each unit w/o a terrace has the unique opportunity to own a garden plot (30-40
Housing greens Totlots Recreat.
Urban
gardens
Agriculture
sqm.) and participate in community Public Park Congregation spaces
agriculture.
“Follies as reference points” Taking various forms and functions follies are placed in the green belt (the urban agriculture, the congregational spaces and public parks) as reference points.
ANUJ MITTAL AISHWARYA BHARATKUMAR SHOBITHA JACOB SHRUTI JALODIA
19
GROUP - 04
D
KAILASH COLONY METRO STATION PRECINCT
esign development and esign
1
Widening the main spine. Separation of traffic modes. The massing reflects terraced “plotted development� and ensures ample light/ventilation for all units. Road access to housing is external keeping the internal areas a pedestrian only zone. The metro station ends on either side as a stepped plaza leading to the commercial
2
Connecting the greens and preserving trees.
4
3
Commercial zone as road edge leading to metro.
5
buffer edging the main road. Kailash Colony metro station is not a destination point today. However, we have provisions for an incremental commercial zone along the road edge and prime real estate.
Institutional areas combined for efficiency.
20
ANUJ MITTAL AISHWARYA BHARATKUMAR SHOBITHA JACOB SHRUTI JALODIA
Housing blocks responding to context and greens.
KAILASH COLONY METRO STATION PRECINCT
F
GROUP - 04
inal
Metro station
N
Site Plan
Urban Agri.
Urban Agri. Metro station
Site Section ANUJ MITTAL AISHWARYA BHARATKUMAR SHOBITHA JACOB SHRUTI JALODIA
21
GROUP - 04
M
KAILASH COLONY METRO STATION PRECINCT
odel at 1:1000
Housing Typology A-stepping down to the greens
22
ANUJ MITTAL AISHWARYA BHARATKUMAR SHOBITHA JACOB SHRUTI JALODIA
Housing Typology B & C –
with feel of plotted dev. at the base
GROUP - 7
KAILASH COLONY METRO STATION PRECINCT
READING THE SITE STRENGTHS: •Hospitals, markets well established and along the main spine. •Commercial is already quite developed , though not well accessed. •People already moving to a apartment‐like system or group housing system, hence allowing easy transitions to a more regularized group housing solution group housing solution. WEAKNESS: •Poor accessibility to interiors; puzzle like road network •Too much congestion on main roads and excessive through traffic •Parking is inadequate •Lack of proper access to market areas and metro. •Issue of security among people •Open spaces are only left over spaces and are hence not integrated with the urban fabric. •Overcrowded and insufficient public spaces •Overcrowded and insufficient public spaces •Lack of spaces which respond to the climate •Lack of an Identity or Landmarks
OPPORTUNITIES: •Contours for designing. •Green pockets already present •Linking greens can add up and create better, healthier spaces •Commercial designated on main spine
THREATS: •Lack of proper transport network to interiors and too much congestion on road •Any new development will have to respond to the traffic outflow from nearby areas.
LAND USE PIE CHART 3% 24%
OPEN GREENS
11% 17%
INSTITUTIONAL RESIDENTIAL
9%
COMMERCIAL
36%
TRANSPORT MIXED USE
EXISITING LAND USE
Land‐use category: Residential Commercial Institutional Utilityy Mixed‐use Greens
Area (m2) 280,625 33554 65577 2365 10553 90960 ANKUR YADAV ARTIKA AGGARWAL UTKARSH PRAKASH VARUN SETH
23
GROUP - 7
KAILASH COLONY METRO STATION PRECINCT
VISION Design to establish identifiable neighbourhoods, aesthetically pleasant public spaces and creating focal points as landmarks, with emphasis on the pedestrian user of the space pedestrian user of the space. 1) Places for People: For places to be well‐used and well‐loved, they must be safe, comfortable, varied and attractive. They also need to be distinctive, and offer variety, choice and fun. Vibrant places offer opportunities for meeting people, playing in the street and watching the world go by. 2) Enrich the Existing: New development should enrich the qualities of existing urban places. This means encouraging a distinctive response that arises from and complements its setting. This applies at both the scales ‐the neighbourhood and the street. 3) Work with the Landscape: Places that strike a balance between the natural and man made environment and utilise each site’ss intrinsic resources ‐ intrinsic resources ‐ the the and man made environment and utilise each site climate, landform, landscape and ecology . 4) Providing for Social Equity: the design should be able to serve all and it should benefit maximum number of users. 5) Make Connections: Places need to be easy to get to and be integrated ) y g g physically and visually with their surroundings. This requires attention to how to get around by foot, bicycle, public transport and the car ‐ and in that order. 6) Providing for Seamless Continuity: Allows all the links and aspects to be fully accessible without providing any other links or detours. 7) Design for Change: New development needs to be flexible enough to respond to future changes in use, lifestyle and demography. This means designing for energy and resource efficiency; creating flexibility in the use of property, public spaces and the service infrastructure and introducing new approaches to transportation, traffic management and parking. 8) Pedestrian connectivity and makes opportunities for redensification while providing the required services and infrastructure.
ZONING A zoning strategy that treats the metro station area as a focal point, surrounded by commercial establishments, which are connected to the residential area through a network of green spaces and plazas. The schools occupy the and plazas. The schools occupy the peripheral areas to segregate institutional and the commercial user directions.
24
ANKUR YADAV ARTIKA AGGARWAL UTKARSH PRAKASH VARUN SETH
KAILASH COLONY METRO STATION PRECINCT
DESIGN DEVELOPMENT
6
5
4
3
2
1
GROUP - 7
Strength: Provision of community facilities along greens and plazas. Even distribution of housing density. Efficient g y road network. Multi levels of greens and open‐spaces to enhance pedestrian movement and showcase street life. Eyes on street. iconic commercial. Weakness: Functional problems at some traffic intersections. ffi i i Strength: Provision of community facilities. Even distribution of housing density. Efficient road network. Multi levels of greens to enhance g pedestrian movement Weakness: Inconsistency in built‐form densities. Connection between public greens too feeble. Traffic problems at some junctions. Strength: Optimizing road‐ network. Even distribution of greens. Minimizing footprint of built‐mass and creating an iconic built‐mass. Weakness: Lack of dedicated community greens. Built‐form is community greens Built form is too bulky Strength: Optimizing road‐network. Even distribution of greens to form pedestrian linkages. Creating an iconic commercial space Weakness: Monotonous built‐form and Weakness: Monotonous built form and scattered greens which are not well‐ connected Strength: Creation of a cross‐axis. High‐rise housing resolves problems of plotted development. Greens increased with a series of plazas. ih i f l Weakness: Too many roads. Too much commercial. Greens were scattered accompanied by high built‐mass volumes Strength: Existing road and plotted development patterns retained. Includes overhead walkways and mixed use pockets Weakness: Inefficient road network. Too much commercial obtained. Greens were scattered and caused huge variations in quality of life ANKUR YADAV ARTIKA AGGARWAL UTKARSH PRAKASH VARUN SETH
25
GROUP - 7
KAILASH COLONY METRO STATION PRECINCT
PROPOSED LAND USE
AREA STATEMENT LANDUSE
TYPE Residential Commercial Institutional Green Roads and Parking g Total
Existing 28.80 3.60 6.50 9.00 16.10 64.00
In your scheme 28.19 4.01 8.17 11.80 11.83 64.00
Roads R d and d Parking 19%
Green 18%
BUILT UP AREA DETAILS Type
10,26,000.00
10,27,584.00
Commercial
50,625.00
57,705.00
Institutional
1,46,250.00
1,17,475.80
total
12,22,875.00
12,02,764.80
BUILT-UP AREA E i ti Existing
815250 sq.m. @ 1.27 1 27 FAR
Proposed
increase to 1.91 FAR
In the scheme
26
Institutional 13%
Requirement In the scheme
Residential
12,02,764.80
@1.88 FAR ANKUR YADAV ARTIKA AGGARWAL UTKARSH PRAKASH VARUN SETH
Residential 44%
Commercial 6%
PARKING Type
Requirement In the scheme
Residential
20,520.00
19,024.00
Commercial
1,015.00
2,616.00
Institutional
1,945.00
2,093.00
Total
23,480.00
23,723.00
KAILASH COLONY METRO STATION PRECINCT
GROUP - 7
PROPOSED BUILT FORM‐ OPEN SPACE STRUCTURE
The proposed urban design regards the metro station as the focal point and the pedestrian user as the focus. The scheme segregates vehicular transport from the pedestrian and uses green and open‐spaces to enhance the quality and safety of pedestrian movement. Vehicular traffic has been made signal free to a large extent to smoothen the flow of traffic and the complex issue of parking has been resolved by providing podium and basement parking under group housing pockets, a strategy for redensification idi di db t ki d h i k t t t f d ifi ti in i terms of population and improving the spatial quality through better access to open spaces.
PLAN AT TYPICAL FLOOR LEVEL
ANKUR YADAV ARTIKA AGGARWAL UTKARSH PRAKASH VARUN SETH
27
GROUP - 7
KAILASH COLONY METRO STATION PRECINCT
PLAN AT GROUNDLEVEL The proposal provides for a hierarchy of open spaces according to the range of users and the position of the space. The massing of the housing provides for open spaces at the ground as well as upper levels p g gp p p g pp through a stepped terraced form with voids in the built mass acting as open spaces at upper levels.
SITE SECTIONS
28
ANKUR YADAV ARTIKA AGGARWAL UTKARSH PRAKASH VARUN SETH
KAILASH COLONY METRO STATION PRECINCT
GROUP - 7
PROPOSED METRO STATION PRECINCT
PLAN AT GROUND LEVEL
PLAN AT CONCOURSE LEVEL
The metro station and its immediate precinct are intended to be the focal point for the redensification process. The precinct complex provides for an integrated building housing the metro station retail station, retail shopping, office spaces and business hotels within the same built mass. This strategy helps the pedestrian user to be comfortable in the harsh weather of Delhi and be encouraged to walk. The precinct complex also complex also enables the metro user to directly land in the large open spaces and walk to their individual housing through walkways connected at the concourse level. ANKUR YADAV ARTIKA AGGARWAL UTKARSH PRAKASH VARUN SETH
29
GROUP - 7
KAILASH COLONY METRO STATION PRECINCT The metro station precinct complex has been designed to be been designed to be a building with no backs. The colonnade at the lower two floors ensure porosity in the built‐mass at the human level. Parking just next to the shopping area and basement parking for other functions provides for hassle free and systematic free and systematic vehicular movement.
PLAN AT PLATFORM LEVEL
3‐D VIEWS 3‐D VIEWS
SECTIONS THROUGH METRO PRECINCT
30
ANKUR YADAV ARTIKA AGGARWAL UTKARSH PRAKASH VARUN SETH
GROUP - 15
KAILASH COLONY
Zone- F Sub-zone- F2 According to the Delhi Master Plan: ”Zone- F is identifiable with its low density and green character . This Zone is mainly comprised of planned, well maintained posh residential localities”. Nearest district center: Nehru Place. The site has a terrain which gradually slopes down towards the east and merges with the Lotus temple and the Iskon temple. DELHI MASTERPLAN
EXISTING LANDUSE
EXISTING BUILT-OPEN
AREA DISTRIBUTION
LAND USE PIE CHART 3% 11% 24%
17%
OPEN GREENS INSTITUTION AL RESIDENTIAL
Built : 6843 Hec 10% Open Space : 1072 Hec 24% 57%
COMMERCIAL
9% 36%
Primarily plotted residential housing. No proper parking available. The large green spaces available are not integrated with the surroundings and hence are highly inefficient. The main commercial market (Kailash Market) has major traffic and parking issues. Major congestion zones: Main road junction Rickshaw Stands Bus Stops
SITE SECTIONS
TRANSPORT
9%
Greens : 2800 Hec
Site Area: 64 hectares Existing FAR: 1.21
Roads : 1245 Hec
SWOT ANALYSIS
Kailash Colony Metro Station: No formal Drop-off available. No space for parking. The entry and exit points are at a major traffic junction.
Institutions in the area: The lack proper traffic control due to which at its functioning hours all the roads get packed with cars.
BAWESH PRADHAN DEBASISH BISWAS DEBAKSHI MITRA ISHWAR CHADRA
39
GROUP - 15
THE RING CONCEPT
KAILASH COLONY OUTER RING: Serving the Institutional Area and the through traffic. INNER RING: Serving the Residential Area.
LALA LAJPAT RAI MARG
INSTITUTINAL: Served by the Outer Ring.
GREEN BELT 1: Separating the Residential from the Institutional. METRO STATION: Becomes the focal point of the development.
Pedestrian
Friendly
Neighborhood
PEDESTRIAN LINK: Connecting all the areas from the north to south.
40
GREEN BELT 2: Separating the Commercial from the Residential.
COMMERCIAL: Situated at the center surrounding the Metro Station.
Using the GREEN BELTS as pedestrian walkways
Walking over some public buildings e.g. The Metro Block
Providing SKYWALKS: Grade Separation.
Providing a separate dedicated PEDESTRIAN LINK connecting the different area.
BAWESH PRADHAN DEBASISH BISWAS DEBAKSHI MITRA ISHWAR CHADRA
PLANNING CONCEPT
URBAN DESIGN 2012
GROUP - 15
KAILASH COLONY
: KAILASH COLONY
SITE
CONCEPT DESIGN 1
BUILT-OPEN
LANDUSE PLAN
DESIGN EVOLUTION
Creating a continuous pedestrian green connecting residential blocks. Commercial along the main road linkage. But, the figure ground densities seemed very low to fit in the current requirement.
BUILT-OPEN
LANDUSE PLAN
CONCEPT DESIGN 2 Introduction of separate EWS housing pocket and mixed use function.
DESIGN DEVELOPMENT 1
BUILT-OPEN
LANDUSE PLAN
But, massing seemed irrelevant. Lots of green spaces getting wasted. Still the densities seemed very low.
Reduction of Commercial and Institutional functions, as per the requirement.
SITE PLAN
DESIGN DEVELOPMENT 2 Fragmented massing and ineffective green spaces
SITE PLAN
But, in this case the massing seemed too dense. Still a lot of wastage of green spaces.
Introduction of Podiums and more integrated housing blocks. More workable greens available. DESIGN DEVELOPMENT 3
BAWESH PRADHAN DEBASISH BISWAS DEBAKSHI MITRA ISHWAR CHADRA
41
GROUP - 15
KAILASH COLONY
AREA PROGRAMME CALCULATIONS
42
BAWESH PRADHAN DEBASISH BISWAS DEBAKSHI MITRAI ISHWAR CHADRA
KAILASH COLONY
GROUP - 15
PRE-FINAL PLAN
TRANSPORT PLAN
LANDUSE PLAN
BUILT OPEN PLAN BAWESH PRADHAN DEBASISH BISWAS DEBAKSHI MITRA ISHWAR CHADRA
43
GROUP - 15
KAILASH COLONY
HOUSING CONCEPT
44
BAWESH PRADHAN DEBASISH BISWAS DEBAKSHI MITRA ISHWAR CHADRA
KAILASH COLONY
GROUP - 15 SITE PLANROOF LEVEL
SITE PLANGROUND LEVEL
BAWESH PRADHAN DEBASISH BISWAS DEBAKSHI MITRA ISHWAR CHADRA
45
GROUP - 15
KAILASH COLONY
METRO PRECINT PLAN – GROUND LEVEL
46
BAWESH PRADHAN DEBASISH BISWAS DEBAKSHI MITRA ISHWAR CHADRA
KAILASH COLONY METRO STATION PRECINCT
GROUP - 17
The exercise aims to imagine an alternative future for Kailash colony; with higher densities of people living and working, supported by better public transit.
Planned as a completely residential pedestrian neighborhood, contemporary Kailash colony makes a point of crossover between the ring roads and a connector between many South Delhi colonies. Today, with an increased load of traffic on the roads, increasing densities, parking requirement and loads on individual house plots, it struggles to remain a strictly residential urban neighborhood. We feel there is a big need for the neighbourhood to embrace urbanity in the present situation of higher densities, and recognize the public-ness of life that the contemporary city offers. STRENGTHS KEY The metro station and the bus 1 stop are situated at the centre of the site. 80 % of the built up area is 2 residential.
4 2 9
3
1
4
6
2 4
Existing Roads and Greens
WEAKNESSES Very poor penetration of the metro Traffic jams during peak hours at major intersections The walk-able neighborhood schools have become city level schools and have an added requirement for bus access, parking and drop offs, often clashing with the site traffic. House plots with inadequate surface parking and the front setback/garden is too small to be effective
3 4 5
6
OPPPORTUNITIES 7 Over the years, a lot of the plotted housing has transformed into 3-4 storey builder apartments.
Land use
Built Fabric
N
THREATS The residents are presently very 8 car dependent. The open spaces are mostly 9 private or communal rather than being public . Parking encroaching on sidewalks, 10 roads. ROHAN PATANKAR SHILA CANGY ABDULA VANI SOOD
47
GROUP - 17
KAILASH COLONY METRO STATION PRECINCT
vision An extroverted public-ness of living among the people, to inspire them to come out and engage in conversation.
Embracing
The scheme attempts to provide for the city level connections while still working at the local level by creating a walk able/cycleable precinct across the metro corridor which gives people the option to switch to public transport
urbanity
A shift from personal ownership to a common sharing of space and resources, such as land, resources, energy. Elevated road under the metro Line
Sapna cinema Complex
One way ring road
Religious Complex
An Elevated Road at midway height to the Metro line is made to separate the through traffic from the neighborhood traffic. Main circulation spine for the neighbourhood is a one way ring around the commercial and public institutional.
NEIGHBOURHOOD ROAD ( 5800 CLEAR)
48
METRO CAR PARK
Proposed institutional and commercial public buildings tie together the existing Sapna cinema complex and community centre, etc. in the north with the complex of important religious buildings in the south.
INFORMAL BUS MARKET STOP LVL +4800 SPACE
ROHAN PATANKAR SHILA CANGY ABDULA VANI SOOD
METRO PLAZA LVL +300
METRO STATION
BOULEVARD
KAILASH COLONY METRO STATION PRECINCT
GROUP - 17
Development of a multi modal transit hub and public buildings across the metro corridor Sapna cinema Complex
Public functions are inside the ring, and all group housing around pours into it from the periphery.
COMMERCIAL
ANCHOR STORE
Providing for easy pedestrian access on an elevated level from all points on site to the metro precinct.
NEIGHBOURHOOD ROAD (5750 CLEAR)
GROUP HOUSING
1:250 LONGITUDINAL PRECINCT SECTION ROHAN PATANKAR SHILA CANGY ABDULA VANI SOOD
49
GROUP - 17
KAILASH COLONY METRO STATION PRECINCT
transit The through traffic taken on an overhead road to open up the metro station to pedestrian and para transit and to create a unified urban environment under the station, Segregated vehicular, pedestrian and para transit access to the metro station.
EXISTING
PROPOSED
Mixed use
Institutional Street Created after realigning the existing main neighborhood road. Consistent urban character through 800 m with residential and housing. The institutional is all the small time offices and retail/workspace functions that the master plan allows for as part of mixed use today. coaching classes, banks, home offices, etc. .
Public buildings with common visitor basement parking
MARKER BUILDINGS At the junctions of the overhead pedestrian and cycle paths, there are conspicuous marker buildings with neighborhood scale public functions . The buildings serve as: • Pedestrian entry points to group housing, possibly with restricted access.
• • • •
The markers for a direct physical connection to the metro station precinct. Access to automated parking Public conveniences such as toilets, drinking water points, local convenience store Daycare centers/ crèches.
The marker and utility building at every junction and termination point of the elevated path
CIRCULATION CORE DAY CARE CENTRE
RETAIL
50
ROHAN PATANKAR SHILA CANGY ABDULA VANI SOOD
Location of marker buildings and the elevated paths that connect to the metro station.
KAILASH COLONY METRO STATION PRECINCT
GROUP - 17
Land pooling Land pooling is a technique for promoting efficient, sustainable and equitable land development. It leads to larger community open spaces, shared security, parking and better utilities. Existing
Proposed
Parking and open spaces With a higher tendency of temporary parking requirement, public buildings have surface parking provided on the outside, while the residential bounding edge has been kept green and pedestrian
Residential Pockets
Public Buildings
Automated multi level basement parking
High efficiency linear stacker parking system adopted in the housing pockets.
• Average area required per car parking space is 16 m2. • Suspended core moves both horizontally and vertically, improving parking speed. • Close packing of parking bays allows for high efficiency of parking space • One parking bay of five floors has a footprint of 16.5m x 82m and accommodates 375 cars
Reduced requirements of basement head height clearance allows the making of 5 basements in the depth of 3 basements with ramps.
Vis-à-vis average basement parking cover of 80%, only 25 % area of the housing sites has been dug up for basement parking.
ROHAN PATANKAR SHILA CANGY ABDULA VANI SOOD
51
GROUP - 17
KAILASH COLONY METRO STATION PRECINCT
precinct
52
ROHAN PATANKAR SHILA CANGY ABDULA VANI SOOD
KAILASH COLONY METRO STATION PRECINCT
EXISTING LAND USE
PROPOSED LAND USE
EXISTING SITE PLAN
PROPOSED SITE PLAN
Metro marker structure
Metro platform
Elevated plaza
GROUP - 17
Cycle and Rickshaw stands
Metro platform (lvl +16500) Metro concourse (lvl +10650) Elevated plaza (lvl +6500) Elevated road (lvl +4650) Precinct plinth (lvl +300)
ROHAN PATANKAR SHILA CANGY ABDULA VANI SOOD
53
17GROUP Scheme - 17 KAILASH COLONY METRO STATION PRECINCT kailash colony
Existing FAR=1.24 Proposed FAR= 1.91
Numbers LAND USE
EXISTING (sq. m.) 2,88,000
PROPOSED (sq. m.) 3,03,426
Commercial
36,000
44,955
BUILT UP
EXISTING (sq.m.)
PROPOSED (sq.m.)
Institutional
65,000
88,740
Residential
6,84,000
10,25,601
Greens
90,000
93,422
Commercial
33,750
54,486
Roads
1,61,000
1,23,023
Institutional
97,500
1,42,312
Total
6,40,000
6,40,000
Total
8,15,250
12,22,399
Residential
GROUP HOUSING
METRO PLAZA
METRO STATION
Built Up
Existing Land use
MARKER BUILDING
Proposed Land use
GROUP HOUSING
MODEL PICTURES
SECTION A-A
54
ROHAN PATANKAR SHILA CANGY ABDULA VANI SOOD
RAJENDRA PLACE METRO STATION PRECINCT
GROUP - 02
ABEER MURTAZA TRIPTI MAHASETH WATE ZHIEMI ZOYA AJAZ
55
GROUP - 02
56
RAJENDRA PLACE METRO STATION PRECINCT
ABEER MURTAZA TRIPTI MAHASETH WATE ZHIEMI ZOYA AJAZ
RAJENDRA PLACE METRO STATION PRECINCT
GROUP - 02
ABEER MURTAZA TRIPTI MAHASETH WATE ZHIEMI ZOYA AJAZ
57
GROUP - 02
58
RAJENDRA PLACE METRO STATION PRECINCT
ABEER MURTAZA TRIPTI MAHASETH WATE ZHIEMI ZOYA AJAZ
RAJENDRA PLACE METRO STATION PRECINCT
GROUP - 02
ABEER MURTAZA TRIPTI MAHASETH WATE ZHIEMI ZOYA AJAZ
59
GROUP - 02
60
RAJENDRA PLACE METRO STATION PRECINCT
ABEER MURTAZA TRIPTI MAHASETH WATE ZHIEMI ZOYA AJAZ
RAJENDRA PLACE METRO STATION PRECINCT
GROUP - 02
ABEER MURTAZA TRIPTI MAHASETH WATE ZHIEMI ZOYA AJAZ
61
GROUP - 02
62
RAJENDRA PLACE METRO STATION PRECINCT
ABEER MURTAZA TRIPTI MAHASETH WATE ZHIEMI ZOYA AJAZ
RAJENDRA PLACE METRO STATION PRECINCT
GROUP - 05
Strengths - Easy access to metro station and other transport facilites. - Availibility of rickshaws for tertiary transportation needs. - The Patel Nagar round-about adjoining the site is a major junction to reach Dwarka, Connaught Place, and the Raisina Hill. Weakness - High traffic leading to congestion and choking of the area. - Existing density of the built mass is almost 1.5 times the permissible levels. - Lack of open and green spaces in the residential areas. - Poor road conditions for pedestrians. Opportunites - The area proposed falls within a kilometer away from Anand Parvat, the Ridge and the fields of Pusa Institute. This provides opportunity to link this three areas and simultaneously provide green spaces to the residents. - Close proximity to metro and bus stops if exploited successfully can reduce the parking requirements and provide better pedestrian links. Threats - Future increase in trafic may lead to choking of roads and degraded environent. - Land use in the area is mainly a result of various economic factors rather than a planned intervention. - Unauthorised parking may be a risk for both pedestrians and the incoming traffic. - A link between topographical conditions and the road networks may not be achieved.
BOMCHING MAIO BEERAVALI CHETAN E.KAUTILYA SHASHANK GAUTAM
1763
GROUP - 05
RAJENDRA PLACE METRO STATION PRECINCT
Connecting the the three green/unbuilt features of Anand Parvat, the Ridge and the PUSA Institute fields
Drawing the residents from the adjoining residential blocks towards the metro station through a dedicated green (pedestrians only) corridor.
A network of elevated green pedestrians-only paths means that pedestrians do not have to come down to the surface and thus avoid the congested roads below. Various activity areas such as shopping areas are also present on this elevated level
64
BOMCHING MAIO BEERAVALI CHETAN E.KAUTILYA SHASHANK GAUTAM
RAJENDRA PLACE METRO STATION PRECINCT
GROUP - 05
- Redesigning of Residential areas by introduction of dedicated green belt towards the metro station and other transport points on the site. - Simplifying of road network so as to minimize vehicle use and maximize non-motorized transport means such as cycles and rickshaws - Redesigning of interior residential greens by providing large open playgrounds
Residential No. of Dwelling Units: 3950 Total Parking Required: 27000 (25% on surface) Parking Achieved: Basement: 19000 Surface: 3700 BOMCHING MAIO BEERAVALI CHETAN E.KAUTILYA SHASHANK GAUTAM
1965
GROUP - 05
66
RAJENDRA PLACE METRO STATION PRECINCT
BOMCHING MAIO BEERAVALI CHETAN E.KAUTILYA SHASHANK GAUTAM
RAJENDRA PLACE METRO STATION PRECINCT
GROUP - 05
BOMCHING MAIO BEERAVALI CHETAN E.KAUTILYA SHASHANK GAUTAM
67
GROUP - 05
RAJENDRA PLACE METRO STATION PRECINCT
PRECINCT GROUND FLOOR PLAN
PRECINCT CONCOURSE LEVEL PLAN
68
BOMCHING MAIO BEERAVALI CHETAN E.KAUTILYA SHASHANK GAUTAM
RAJENDRA PLACE METRO STATION PRECINCT
GROUP - 05
PRECINCT CONCOURSE LEVEL PLAN
BOMCHING MAIO BEERAVALI CHETAN E.KAUTILYA SHASHANK GAUTAM
69
GROUP - 05
RAJENDRA PLACE METRO STATION PRECINCT
TRANSPORTATION LAYOUT
70
BOMCHING MAIO BEERAVALI CHETAN E.KAUTILYA SHASHANK GAUTAM
RAJENDRA PLACE METRO STATION PRECINCT SITE ANALYSIS
GROUP - 8
• No dedicated pedestrian connection across Pusa Road.
Guru Gobind Singh Marg
• Unequal distribution of built-open spaces across Pusa road. • Heavy vehicular traffic on Pusa Road during peak office hours.
towards Jhandewalan towards Karol Bagh
• Traffic congestion under metro station due to unauthorized car and auto parking. • Absence of dedicated car parking for metro station. • Prasad Nagar Lake lies secluded within boundary walls with limited entry options.
Dr. KS Krishnan Marg Shankar Road
Primary Road Secondary Road Tertiary Road
• Absence of sufficient open space along metro corridor. • Visual & pedestrian connectivity with the metro from Shankar Road is barley noticeable.
AMAN JAIN NITESH KUMAR AMIT CHANDER
71
RAJENDRA PLACE METRO STATION PRECINCT
GROUP - 8
Strategy‌
Green Belts for pedestrian connection across Pusa road.
Traffic decongestion along Pusa road achieved by segregating through traffic and local traffic
Evolution of land-use use plan to support the Strategy
Commercial Centre not consolidated Too many vehicular roads
72
Problems resolving traffic network Property delineation restricting architectural expression
AMAN JAIN NITESH KUMAR AMIT CHANDER
GROUP - 8
RAJENDRA PLACE METRO STATION PRECINCT
PREFINAL
Vision - Centralized & completely pedestrianized business center - Creation of a central business district similar to La Defense, Paris with residential and institutional functions in close proximity around it. - POROSITY both visual and physical
Planning Strategy
VISION‌
AMAN JAIN NITESH KUMAR AMIT CHANDER
73
RAJENDRA PLACE METRO STATION PRECINCT
GROUP - 8
SITE PLAN
SECTION
AERIAL VIEWS
74
AMAN JAIN NITESH KUMAR AMIT CHANDER
RAJENDRA PLACE METRO STATION PRECINCT
GROUP - 8 TRAFFIC NETWORK
KEY FEATURES Decongestion by segregation of through traffic and local traffic Elimination of traffic signals on Pusa Road within the the site Introduction of underpass reduces the vehicular load on Pusa institute round about. Surface Parking for Rajendra Place along the road is now accomodated in parking structures Dedicated metro parking, along with three Parking structures (P1, P2) are designed to serve the commercial centre 2 Auto rickshaw stands in the vicinity of the metro station Total no .of car parking provided in the site is 17360.
AMAN JAIN NITESH KUMAR AMIT CHANDER
75
RAJENDRA PLACE METRO STATION PRECINCT
GROUP - 8
FINAL SCHEME KEY FEATURES Completely pedestrianized commercial center with a thick Green belt running right in the middle, also providing the much needed connection across the Pusa Road Through traffic on Pusa road is diverted through the underpass whereas local traffic is bypassed along the edges of the Commercial pocket. 4 separate yet consolidated parking spaces serve the business District to avoid clogging of streets with unauthorized parking. Central Business District is envisioned as series of commercial spaces along green boulevards that connects the extremes of the site.
SITE PLAN
76
AMAN JAIN NITESH KUMAR AMIT CHANDER
RAJENDRA PLACE METRO STATION PRECINCT
GROUP - 8 METRO PRECINCT
Metro Precinct Plan Lvl +1200
Metro Precinct Plan Lvl +6000 AMAN JAIN NITESH KUMAR AMIT CHANDER
77
RAJENDRA PLACE METRO STATION PRECINCT DESIGN MODEL
Model Scale (1:1000)
Model Scale (1:1000)
Metro Precinct Model Scale (1:500)
78
AMAN JAIN NITESH KUMAR AMIT CHANDER
GROUP - 8
RAJENDRA PLACE METRO STATION PRECINCT
GROUP - 11 Site Analysis
LEGEND BUS STAND DIRECTION OF TRAFFIC METRO STATION
PRAGATI TOWERS
ROAD NETWORK
RAJENDRA PLACE DISTRICT CENTRE
B. L. KAPOOR HOSPITAL
Figure Ground
Road network Study B.2 Site ROAD NETWORK
Redensification of Metro Corridor
1:1000
Redensification of Metro Corridor
Study B.4 Site FIGURE GROUND 1:1000
PRAGATI TOWERS
PRAGATI TOWERS
RAJENDRA PLACE DISTRICT CENTRE
RAJENDRA PLACE DISTRICT CENTRE
B. L. KAPOOR HOSPITAL
B. L. KAPOOR HOSPITAL
RAJE
NDRA
PLACE
M ET RO
N STAT IO
READINGRAJENDRA OF SITE PLACE
Study B.6 Site GREEN COVER 1:1000
URBAN DESIGN
Green cover Redensification of Metro Corridor
Site Study , Vth YEAR B.5GROUP-B BUILDING DENSITY 1:1000
SCHOOL OF PLANNING AND ARCHITECTURE
Building Height Density Redensification of
ABHIMANYU MITTAL Metro Corridor MOHD. RASHIDEEN SAIFI NISHANT GAUTAM SWATI GOEL
79
GROUP - 11
RAJENDRA PLACE METRO STATION PRECINCT R e - d e nsi fi ca t i o n a lo ng t h e tra nsi t c o r ri dor existing area: 56 hectare residential: 12.3 mixed: 2.3 commercial: 12.9 institutional: 5.5 transpor t+parking: 14.9 green: 6.9 water body: 1.2
hectare hectare hectare hectare hectare hectare hectare
V isi on To treat paths to create places.
E xist in g landuse St ren g t h s -Good connectivity by public modes of transport to and within the site. - Metro acts as the node for development and major pedestrian circulation. - Lake acts as a major lung space to the site,whic presently is abandoned and consists of large green and could act as the USP of the site. - District centre is one of the major Business Center on site. - The site is not universally accessible.
- Four lane roads run across the site and feed major vehicular traffic movement.
Oppor tunities - Pedestrian paths are well segregated in some parts but accessibility is poor.
- At peak hours, 1500-2000 cars are present in the district centre and 5000-6000 cars are present at the overall site.
- Blue line of the DMRC operates along this path.
-Five bus stops are present within the site.
- Rajendra Place station is right in the middle of the site.
-DTC buses operating on 15 different routes feed Rajendra Place
- Cremation ground on site offers a large green space which can be used - Maximum movement during - Maximum movement is during - Four DMRC feeder buses operate effectively. lunch and evening hours. office hours. at the rajendra place station. - Lake can be converted into a local tourist spot also a reason to encourage - No drop off for feeder vehicles - Influx and efflux is maximum - Legally authorized parking is during morning and evening. insufficient for the site, thus roads movement from the other side of the site. coming to metro. and plazas are converted into -Public plazas beingsite used as lots. - Lack of pedestrian connectivityareas. - Slope onarethe can parking be used to create natural watershed parking interaction space. between metro station and rest of The Old main taxi stand is located Nagar the site. can be converted into Group - Plotted development -1Km. of Rajendra -Limited accessibility to parks and away from the site. green spaces and those present are housing hence more green space can be achieved. not uniformly distributed over the - At peak hours, ~15000 people are present in the precinct.
- Waiting time is very less, we can board the metro every four minutes.
site.
W eakn esses - Lack of pedestrian connect from Metro. - Uneven distribution of Land-use. - Lack of parking spaces and points for drop-offs along PUSA road adding to congestion. - Lack of local shopping complex. - Major lack of spaces for recreation in the site.
-There is lack of public amenities, i.e., toilets, benches, drinking water. -The built form is such that it creates claustrophobic spaces along the road, thus resulting in narrow footpaths and insecure environment.
- There is a need for urban renewal at pedestrian scale; this can be achieved by integrating existing urbanscape with new commercial and recreational spaces. - Most of the paved area has been encroached as surface parking by the stake holders. - Prasad Nagar lake that is located at the edge has potential to provide with stunning views and many recreational activities. Integrating it in the urban planning process should be considered.
Threats
Bus Route
Source
Destination
Distance
71
ISBT
Inder Puri JJ Cly
25.0 Kms
Anand Vihar
Punjabi Bagh
Terminal
Peak Frequency 15 Minutes
BUS STOP Rajinder Nagar R-Blk Telephone Exchange (Pusa
85 6 Minutes Bus the Terminalheart Terminal Road) - Radha Swami Satsang Beas located in of site,29.2aKms small rise complex Rajinder Nagar R-Blk 14 Telephone Exchange (Pusa 310 Inder Puri Jheel 21 Kms during operational eating up maor land and cause of major traffic congestions Minutes Road) 522 Rajinder Ambedkar Nagar 20.5 Kms 5 Minutes Rajinder Nagar R-Blk periods of time. Nagar R-Blk Terminal Telephone Exchange (Pusa 10 - Dilapidated structure of the district centre; dark and dingy spaces unfitRoad) for 721 ISBT Mangla Puri 26 Kms Minutes Rajinder Nagar R-Blk movement and reason for crime. 11 725 Mehrauli Inder Puri JJ Cly 24 Kms Rajinder Nagar R-Blk Minutes - Lack of infrastructure for pedestrian and parking. Mori Gateunauthorised Uttam Nagar 10 Telephone Exchange (Pusa 753 29.5 Kms
80
ABHIMANYU MITTAL MOHD. RASHIDEEN SAIFI NISHANT GAUTAM SWATI GOEL
838
Jama Masjid
853
Karol Bagh Terminal
Terminal Uttam Nagar Terminal Uttam Nagar Terminal
863
ISBT
Hastsal JJ Cly
30 Kms
870
Anand Vihar Bus Terminal
Raghubir Nagar N-Blk
33.5 Kms
Minutes 20 Minutes 20 Minutes 40 Minutes 10 Minutes
Road) Shankar Road
SITE ANALYSIS 26.6 Kms
23.4 Kms
Rajinder Nagar R-Blk Rajinder Nagar R-Blk
Telephone Exchange (Pusa Road)
RAJENDRA PLACE METRO STATION PRECINCT
GROUP - 11
Pedestrianization
Elements of human connect
Shaping urban fabric
Connecting green strip designed over PUSA road to connect the two sides accross metro concourse
Design of commercial plaza with large green spaces to give spill-out areas for population accessing the Central Business District daily.
Considering linkages with contextual grid The metro concourse has been used as a tool to connect the two sides and hence promote connectivity.
Design motives
moves taken to enhance movement
Drawings only Suggestive, not Prescriptive. Prepared by UTTIPEC, DDA
Drawings only Suggestive, no
CONCEPTUAL STRATEGIES
30
30
The site is divided into two halves by the metro. We have proposed to widen the PUSA road as per UTTIPECa connecting greenway coinciding with the metro concourse level such that interaction with the site is maximised through pedestrian movement. Due to the existence of the District Centre, there is a large amount of vehicular access to the sie which needs to catered to and at the same time reduced by efficient planning and proposals. The service lane proposed has catered to the issue of drop-offs on the road and by removing vehiculare entries we could avchieve high speed uninterrupted flow of traffic
Proposal-pusa road
guidelines by UTTIPEC
ABHIMANYU MITTAL MOHD. RASHIDEEN SAIFI NISHANT GAUTAM SWATI GOEL
81
GROUP - 11
RAJENDRA PLACE METRO STATION PRECINCT - The greens were connected keeping in mind the slope on site, which would create natural watersheds hence greens can thrive. - The approach was to create taller commercial along the metro corridor while the hierarchy decreases as we move inwards towards the semi private and private residential landuse. - The lake being an important feature on site was retained throughout. It is an USP to the site and a magnet which would attract people from one part of the site to the other.
STAGE I CONCEPT DESIGN - A clear commercial alley was created along the PUSA road while an elevated green was created perpendicular to it. The traffic was diverted along two parallel roads to reduce traffic congestion. - Commercial blocks oriented along the by-lanes of the PUSA road such that it creates green plzas along metro and promote pedestrianisation in the commercial also encourage people to use the central green by directing them towards it.
STAGE II DESIGN DEVELOPMENT
- The commercial spine was redeveloped to treat it at a more pedestrian scale with introduction of various pedestrian connections. - The central green has been taken up as the connecting element and functions being added to it to make it into a recreational space.
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ABHIMANYU MITTAL MOHD. RASHIDEEN SAIFI NISHANT GAUTAM SWATI GOEL
DESIGN DEVELOPMENT
RAJENDRA PLACE METRO STATION PRECINCT PROPOSED LANDUSE
GROUP - 11 GREENS ON SITE
Commercial Residential Instituional Green
Through our design we have enabled for both vertical as well as horizontal segregation of spaces by segregating landuse efficiently. The existing development on site has been converted to group housing, with institutional functions sharing same complexes by sharing common facilities and hence better spacial character.
VEHICULAR CIRCULATION ON SITE
Two parallel roads have been proposed along the length of Pusa road to accommodate for the increasing traffic. Since the site considered for development is just a part of the Pusa Road the problem will persist throughout. Widening the road would have added to bottlenecks on the already congested ends.
DESIGN OUTCOMES
The site currently is DISCONNECTED with the metro running through the centre of the site. We have proposed a CONNECTING GREENWAY from the lake which merges with the metro concourse promoting a pedestrian culture on the site connected through skywalks across the entire site.
PEDESTRIAN CIRCULATION ON SITE
The concept of informal markets is getting eroded from the roads of Delhi to encourage which we have proposed some multipurpose spaces which will convert to informal bazaars on dedicated days. The site has been connected through walkways to increase interaction with the surroundings which allows for treatment of paths as places. ABHIMANYU MITTAL MOHD. RASHIDEEN SAIFI NISHANT GAUTAM SWATI GOEL
83
GROUP - 11
RAJENDRA PLACE METRO STATION PRECINCT
The edge of PUSA road near roundabout has been treated iconic like an entrance gateway to the site with the tallest towers of the CBD decreasing in height as we move inwards. The metro precinct is the zone with maximum detailing in terms of connections and movement of people on the site, as paths are treated as places.
The site is divided into two halves by the metro. We have proposed a connecting greenway coinciding with the metro concourse level such that interaction with the site is maximised through pedestrian movement. METRO CONCOURSE PLAN
84
ABHIMANYU MITTAL MOHD. RASHIDEEN SAIFI NISHANT GAUTAM SWATI GOEL
METRO PRECINCT DETAILS
RAJENDRA PLACE METRO STATION PRECINCT
GROUP - 11
Proposed site plan INSTITUTIONAL POCKET 1 Area: 0.31 Ha Built up: 0.44 Ha F.A.R.: 1.4 No. of cars required: 90 No. of cars provided: 50
HOUSING POCKET 2 Area: 2.86 Ha Built up: 13.9 Ha Number of Units: 960 units No. of cars provided: 4000 HOUSING POCKET 1 Area: 3.4 Ha Built up: 13.1 Ha Number of Units: 880 units No. of cars provided: 3900
COMMERCIAL POCKET 1 Area: 4.35Ha Built up: 19.83 Ha Purpose: Commercial, retail F.A.R.: 4.1 No. of cars required: 5950 No. of cars provided: 3575
HOUSING POCKET 3 Area: 0.76 Ha Built up: 1.98 Ha Number of Units: 440 units No. of floors: 10 No. of cars provided: 50 COMMERCIAL POCKET3 Area: 700 sq. m. Built up: 700 sq. m. Purpose: Retail
INSTITUTIONAL POCKET 2 Area: 0.72 Ha Built up: 0.57 Ha F.A.R.: 0.8 No. of cars required: 115 No. of cars provided: 1120
INSTITUTIONAL POCKET3 Area: 2.1 Ha Built up: 5.5 Ha F.A.R.: 2.5 No. of cars required: 650 No. of cars provided: 700
INSTITUTIONAL POCKET 4 Area: 0.97 Ha Built up: 2.5 Ha F.A.R.: 1 No. of cars required: 150 No. of cars provided: 600
COMMERCIAL POCKET 4 Area: 1.45Ha Built up: 3.08 Ha Purpose: Commercial, retail F.A.R.: 2.2 No. of cars required: 920 No. of cars provided: 1500
COMMERCIAL POCKET 5 Area: 2.0 Ha Built up: 6.3 Ha Purpose: Commercial, retail F.A.R.: 3.15 No. of cars required: 1900 No. of cars provided: 1300
COMMERCIAL POCKET 2 Area: 4.26Ha Built up: 20.13 Ha Purpose: Commercial, retail F.A.R.: 4.12 No. of cars required: 6040 No. of cars provided: 3575
INSTITUTIONAL POCKET 5 Area: 1.82 Ha Built up: 8.2 Ha F.A.R.: 3.79 No. of cars provided: 1200 HOUSING POCKET 4 Area: 2.59Ha Built up: 12.88 Ha Number of Units: 880 units No. of floors: 22 No. of cars provided: 4600
HOUSING POCKET 5 Area: 2.72Ha Built up: 13.72 Ha Number of Units: 960 units No. of floors: 24 No. of cars provided: 4600
INSTITUTIONAL POCKET 6 Area: 1.03 Ha Built up: 0.8 Ha F.A.R.: 0.8 No. of cars provided: 100
site section
DESIGN PROPOSAL
ABHIMANYU MITTAL MOHD. RASHIDEEN SAIFI NISHANT GAUTAM SWATI GOEL
85
GROUP - 11
RAJENDRA PLACE METRO STATION PRECINCT
site model @ 1:1000
86
precinct model @ 1:500 ABHIMANYU MITTAL MOHD. RASHIDEEN SAIFI NISHANT GAUTAM SWATI GOEL
MODEL DEVELOPMENT
GROUP - 13
RAJENDRA PLACE METRO STATION PRECINCT
Panoramic view of Rajendra Place District Centre (Metro Station is visible in the background).
Strength
Lake
• Naturally existing lake acts as water catchment area. • Possibility of becoming cultural hub as diverse range of functions already exist on the site.
Panorama
Weakness • Heavy traffic Pusa Road is dividing the site into two parts making pedestrian connection difficult. • Southern part of the site is devoid of public greens though it is completely residential.
Extent of the Site
Metro Station
Opportunities:
• Plotted residences can be replaced with housings giving way to public open spaces. • Pedestrian connections can be established above ground level to AREAS (in hectares) avoid conflict with vehicles. 17.28
N
Satellite view of the site AREA DISTRIBUTION MIXED 0.6%
INSTITUTIONAL 22%
GREEN 5%
RESIDENCE 44%
TYPE RESIDENTIAL+MIXED COMMERCIAL INSTITUTIONAL GREEN+WATER BODY ROADS & PARKING TOTAL
Existing FAR: 1.27
10.55 7.83 11.49
56
Threats:
• Major traffic routes merge at the site. • “Car culture” of delhi people which is giving less and less importance to walking.
COMMERCIAL 29%
Existing Land Use
Existing figure ground &
Greens
ANIMESH BEHERA JYOTIRMOY PATHAK SHASHANK GOYAL VARUN DEORHA
87
GROUP - 13
RAJENDRA PLACE METRO STATION PRECINCT
The program • Existing FAR is 1.31
Re-densification is targeted to increase the FAR to 150% of the existing.
• The development has to be Transit-oriented Development i.e. should promote the maximum use of Public Transport System instead of cars. The Vision The central green crossing over Pusa road to maintain connectivity.
The central Green Spine
The central green spine knitting together the whole site creating excellent conditions for pedestrians.
Green terraces and stepped built forms to accentuate the Green character of the whole site. Typical built form envisioned on the site.
Green walkways possible because of the central green spine.
Promoting cycle culture all around the site. Metro station will provide parking for cycles.
88
ANIMESH BEHERA JYOTIRMOY PATHAK SHASHANK GOYAL VARUN DEORHA
RAJENDRA PLACE METRO STATION PRECINCT
GROUP - 13
Preliminary Design Creating central green space with lake at one end and sports facility on the other end. Pusa road is dipped 6 meters down to provide unobstructed pedestrian movement across the road. Major commercial activities are in proximity of metro station.
Lessons learnt: Pusa road should be kept straight as this is the main through fare. Central green is cut-off from the sports facility and as such discontinuous.
Design Development 1 Central green is completely road free and connected to all other parts. Housings are given full advantages of road free open greens. Informal market has been developed to connect to context. Pedestrian Connections & cycle tracks
Open green Network
Lessons learnt: Pedestrian connection across Pusa Road is not prominent enough. Sports facility is making housing premises noisy.
Design Development 1 Housings have been brought completely into the central green zone. Metro precinct is well connected through pedestrian walkways and cycle tracks. Pedestrian Advantage to Housings. Greens are merging into housing complex.
Lessons learnt: Hosing on the south side is not properly integrated into the central greens as such lacking in quality.
ANIMESH BEHERA JYOTIRMOY PATHAK SHASHANK GOYAL VARUN DEORHA
89
GROUP - 13
RAJENDRA PLACE METRO STATION PRECINCT BUILT-UP AREA
EXISTING
8,15,250 Sqm. @ 1.27 FAR
PROPOSED
increase to 1.81
IN THE SCHEME
10,57707 Sqm.
Proposed Land Use
LANDUSE TYPE
REQUIREMENT (area in hectares)
IN THE SCHEME (area in hectares)
RESIDENTIAL
28.8
18.1
COMMERCIAL
3.6
7.5
INSTITUTIONAL
6.5
6.2
OPEN PUBLIC GREENS
9.0
19.6
ROADS & PARKING
16.1
12.6
64
64
TOTAL
Model
PARKING REQUIREMENT (ECS)
Informal Market
90
ANIMESH BEHERA JYOTIRMOY PATHAK SHASHANK GOYAL VARUN DEORHA
23,480
IN THE SCHEME (ECS)
20,230
RAJENDRA PLACE METRO STATION PRECINCT
GROUP - 13
FINAL SCHEME
ANIMESH BEHERA JYOTIRMOY PATHAK SHASHANK GOYAL VARUN DEORHA
91
GROUP - 13
RAJENDRA PLACE METRO STATION PRECINCT
GREEN CONNECTIONS
92
PEDESTRIAN NETWORK
ANIMESH BEHERA JYOTIRMOY PATHAK SHASHANK GOYAL VARUN DEORHA
GROUP - 13
RAJENDRA PLACE METRO STATION PRECINCT BUILT-UP AREA EXISTING
8,15,250 Sqm. @ 1.27 FAR
PROPOSED
increase to 1.81
IN THE SCHEME
10,57707 Sqm.
BUILT-UP AREA EXISTING
8,15,250 Sqm. @ 1.27 FAR
PROPOSED
increase to 1.81
IN THE SCHEME
10,57707 Sqm.
BUILT-UP AREA EXISTING
8,15,250 Sqm. @ 1.27 FAR
PROPOSED
increase to 1.81
IN THE SCHEME
10,57707 Sqm.
residential
commercial
institutional
INSTIT UTION AL,…
MIXED USE, 85000
COMM ERCIAL ,…
HOUSI NG, 4005…
Vehicular access to housings from the road leaves the other side free of roads and integrates lake and central green into residential areas.
ANIMESH BEHERA JYOTIRMOY PATHAK SHASHANK GOYAL VARUN DEORHA
93
GROUP - 13
94
RAJENDRA PLACE METRO STATION PRECINCT
ANIMESH BEHERA JYOTIRMOY PATHAK SHASHANK GOYAL VARUN DEORHA
GROUP - 16
RAJENDRA PLACE METRO STATION PRECINCT The Rajendra Nagar lake is the biggest natural asset of the site.
Ample public amenities like postoffice, fire-station, police station, etc.
Reading of the site:
The district centre is the identifying feature of this site, and also the centre of commercial activity.
Large greens from the crematorium, lake and private housing societies. Radha Soami Satsang beas and BL Kapoor hospital, major central establishments
Major intersection of Pusa Road with Shankar Road and KS Krishnan Road is heavily congested.
Plotted housing is the prevalent typology on the south of the site.
Impact of metro line • Metro line has brought about a shift of focus of the site from a district centre to the metro precinct. • The land-use patterns along the metro line have transformed and gained commercial and retail character. • Also, the metro-line has caused alienation of the residential zones in the southern half of the site, from the lake and the district centre.
AREA DISTRIBUTION MIXED 0.6% INSTITUTIO NAL 22%
GREEN 5%
TYPE
AREA S (in hectares)
RESIDENTIAL+MIXED
17.28
COMMERCIAL
10.55
INSTITUTIONAL
7.83
GREEN+WATER BODY
11.49
ROADS & PARKING TOTAL
56
RESIDENTIA L 44%
COMMERCI AL 29%
Strength: • Plain topography. • Presence of major water body which supports flora in the region. • Presence of metro station. • Major road connectivity to important districts in the city like Connaught Place, Patel Nagar, Karol Bagh, etc.
Weakness: • Lack of pedestrian connectivity from metro. • Visual segregation of the two halves of the site due to metro line. • Separation of residential areas from the lake and district centre • Parking not sufficient
Opportunity: • Ample opportunity to use the existing variation in landuse and create mixed-use spaces. • Existing commercial activity in metro precinct can be further developed. • Main road has sufficient pathways, though they are not entirely connected.
Threat: • Exponentially increasing traffic influx on Pusa road and parking requirement in the vicinity due to metro station • newly generating commercial activities. • Parking encroachment on all secondary roads. SAUDAMINI CHATTOPADHYAY PRIYANSHI SHUKLA SNIGDHA RATNA KIRAN V
95
RAJENDRA PLACE METRO STATION PRECINCT GROUP - 16 Vision: To create a balanced urban environment with efficient transport system, pedestrian connectivity and ambient living and working environment with the best use of available resources on the site
Strategies: 1. LAKE + ECOLOGY creating green pockets at neighbourhood level and connecting them with each other and with the lake. A green spine that shifts back the focus of the site to the lake.
Green pockets at neighbourhood level
2. PROMOTING THE USE OF PUBLIC TRANSPORT concentrating the zones with maximum metro users near metro and connecting the other areas with feeder system. A concourse near the metro station that will cater to bus, autos and rickshaws.
District centre focused along metro
Concourse
3. ACTIVE AND SECURE PUBLIC ZONES public plazas with mixed use zones opening onto them.
Pedestrian through traffic
Residential block
Vehicular through traffic
4. PEDESTRIAN CONNECTIVITY Segregation of vehicular and pedestrian traffic on various levels. Un-interrupted pathways.
Vehicular through traffic
Concourse: exchange between pedestrian and vehicular traffic
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Pedestrian through traffic
SAUDAMINI CHATTOPADHYAY PRIYANSHI SHUKLA SNIGDHA RATNA KIRAN V
RAJENDRA PLACE METRO STATION PRECINCT
DESIGN EVOLUTION
GROUP - 16
CONCEPT STAGE • The District center, having maximum footfall from the metro, was placed along the metro line. • In an attempt to connect the entire site for pedestrians, elevated walkways were created from the podium level at 6m height. • These walkways joined other podiums also at 6m height. • To tackle the congestion at the circle on Pusa Road, the existing circle with 5 sided traffic was simplified into a four sided one. FEEDBACKS: o Housing typology introverted o Podium level too large o Disconnected institutional areas o A continuous pedestrian plaza absent
DESIGN DEVELOPMENT 1 • District centre form made more fluid • Housing broken down into small blocks with separate podium all connected at +6000 lvl • The lake front opened out to sports and housing • An underpass was provided for the through traffic to move without any obstructions. FEEDBACKS: oDistrict centre lacks porosity, metro surrounded by walls oHousing responds poorly to the lake, in orientation and lacks visual connectivity with it. oInstitutional areas too segregated
DESIGN DEVELOPMENT 2 • An axis from the lake to the other end of the site through the metro station was created to direct the flow of the pedestrians. • Podium level removed from the housing blocks. Limited to district centre concourse • Retail centres created along the central pedestrian axis to attract pedestrians from metro • District centre broken down to remove the walledup feeling. FEEDBACK: oTraffic flow in the site increased due to separated underground Pusa Road. oEWS around retail centres undesirable. oHousing density reduced. oLack of focal points in the housing areas SAUDAMINI CHATTOPADHYAY PRIYANSHI SHUKLA SNIGDHA RATNA KIRAN V
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GROUP - 16
RAJENDRA PLACE METRO STATION PRECINCT
PRE FINAL SUBMISSION
SITE PLAN PROPOSED LANDUSE PLAN
AREA PROGRAM SECTION THROUGH THE CONCOURSE •The Pusa Road intersection restored to ground level, a loop road from Pusa Road to serve the District centre. •Successful separation of pedestrian and vehicular traffic. •Retail focal points created at the ends of the concourse level, which are further directed to focal points at the ends of each housing plots. •Lake opened out further to the housing areas.
EXISTING
7,33,500 sq.m@1.31 FAR
PROPOSED
Increased to 2.06
LANDUSE TYPE REQUIRED (in hectares) ACHIEVED(in hectares) RESIDENTIAL+MIXED 12.3+2.3 20.45 COMMERCIAL 12.9 10.55 INSTITUTIONAL 5.5 7.04 GREEN+WATER BODY 6.9+1.2 10.76 ROADS & PARKING 14.9 10.5 TOTAL 56 58.6 BUILT-UP AREA DETAILS TYPE REQUIRED (in sq. m) ACHIEVED(in sq. m) RESIDENTIAL (+ mixed) 438,000 416,940 COMMERCIAL 435,750 295,000 INSTITUTIONAL 226,500 166,762 TOTAL 1,100,250 878,702
•Institutional areas integrated with the district centre by the pedestrian plazas at +6000 level
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BUILT-UP AREA
SAUDAMINI CHATTOPADHYAY PRIYANSHI SHUKLA SNIGDHA RATNA KIRAN V
PARKING TYPE RESIDENTIAL COMMERCIAL INSTITUTIONAL TOTAL
REQUIRED 8,760 13,073 3,012 24,845
ACHIEVED 8,600 10,050 2,900 21,550
RAJENDRA PLACE METRO STATION PRECINCT
GROUP - 16
Radially arranged housing towers
HOUSING COMPLEX AND RESPONSE TO LAKE
S c h o o l C h u rc h
KEY FEATURES_HOUSING: •Focal points at the ends of the rows of housing in form of community level activity, like a school or church •Vehicular free pedestrian zone, pedestrian free vehicular zone, could be achieved because of the arrangement of roads •No road goes through and through the site •The end units have been made two to a core to avoid overcrowding Pedestrian freeway Traffic entrance
SAUDAMINI CHATTOPADHYAY PRIYANSHI SHUKLA SNIGDHA RATNA KIRAN V
99
GROUP - 16
RAJENDRA PLACE METRO STATION PRECINCT Podium level @6000
Tensile cover above podium Cut outs on podium level
Podium level @6000
PODIUM LEVEL DETAIL
PRELIMINARY ARRANGEMENT OF ROADS KEY FEATURES_ROADS: •There is the major Pusa road that has been dipped underground for 6000mm •Pusa road goes underground for about the length of the loop road, making the traffic island. •The next primary road encircles the district centre right next to metro making that the only major road connecting all the four buildings •This road makes a loop road around the central district centre thus isolating the metro and part of the district centre from any vehicles at the ground floor level •The loop road holds the diversion leading to the housing complexes •Many housing roads lead to a dead end to isolate it for the housing traffic and not the through traffic
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Primary roads Secondary roads (service)
SAUDAMINI CHATTOPADHYAY PRIYANSHI SHUKLA SNIGDHA RATNA KIRAN V
RAJENDRA PLACE METRO STATION PRECINCT
GROUP - 16
SITE PLAN
SAUDAMINI CHATTOPADHYAY PRIYANSHI SHUKLA SNIGDHA RATNA KIRAN V
101
GROUP - 16
RAJENDRA PLACE METRO STATION PRECINCT Podium cut out above metro parking
Housing @G+2 and above
Retail lining @G+2
Podium @ 6000
Escalators from +00 to +6000
Podium @ 6000
Podium @ 6000
Metro concourse @6000 metro track @11500
KEY FEATURES_PODIUM: •On level G+2 •Connects metro to housing without the interference of vehicular traffic •Covers the parking for metro and leaves out open cut outs for ground level seating •Connects to district centre directly without having to move onto the ground
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District centre
SAUDAMINI CHATTOPADHYAY PRIYANSHI SHUKLA SNIGDHA RATNA KIRAN V
Tensile cover on podium level
•Connects buildings in district centre to one another over the high moving vehicular roads •Has a shade overhead in form of a tensile cover •Cover almost the whole of central loop road traffic island
RAJENDRA PLACE METRO STATION PRECINCT
GROUP - 19
From FANCY to FINAL. Redeveloping Rajendra Place . Rajendra Place is a multi storeyed, multi-building commercial complex, located at the main Pusa Road, New Delhi, India. It is surrounded by the West Delhi areas of Rajinder Nagar and Patel Nagar. The complex hosts several restaurants and offices, and is adjacent to the Jaypee Sidharth Hotel. It is connected by the Delhi Mass Rapid Transit System via a nearby metro station. The multi-speciality hospital BLK is just opposite the complex.
N
During our site survey, it was observed that despite becoming such a high traffic zone, in terms of both human and vehicular traffic, there is nether a proper segregation or optimization between the two, nor is it designed keeping their smooth transit in mind. Due to this, pedestrians have a difficult time walking and vehicles struggle while driving. Also, since Pusa road cuts right through the sit, it brings with it the heavy through traffic, thus adding to the congestion. Like every coin has two sides, the coming of the DMRTS has had its merits and demerits. Ever since then, Rajendra Place has caught the eye of many and the commercial activities along the transit corridors have increased rapidly. Hence a need has arisen to accommodate the rapidly growing increase in population and their business; along with the unsaid needs like space for parking, amenities, facilities, etc. At the moment, all the space that was initially left as ‘open space’ is now being used as parking to cover up for the shortage that has arisen with time.
DEEPAK SHARMA RANVIR KUMAR SINGH SUMATI MATTOO
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GROUP - 19
RAJENDRA PLACE METRO STATION PRECINCT
Another important aspect of Rajendra Place is its lake. In a city like Delhi, where every designer places a ‘water feature’ in his site to attract people, the lake in its present context is hidden behind the tall towers of Rajendra Place; though not inaccessible, but not welcoming either.
Through the analysis we learnt that Rajendra Place still has the potential of regaining its name as a better designed socio-economic district center. Hence there arose a need to redevelop Rajendra Place; a ‘new’ Rajendra place that would allow convenient vehicular movement as well as a friendly pedestrian movement. In the 56 hectare of site area that was to be worked on, our main focus was centered around:
Create proper infrastructure for the rising population in both private and government sector.
Delhi’s finest district centres and commercial complex
Large landscaped areas throughout the zone to enhance pedestrian movement.
Redesign roads in accordance of their use so as to solve traffic congestion
Make proper use of the lake and integrate it with the surroundings.
Redevelop and dencify areas along the transit corridor.
To implement this in design, we followed a basic concept that would help us achieve our vision.
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DEEPAK SHARMA RANVIR KUMAR SINGH SUMATI MATTOO
RAJENDRA PLACE METRO STATION PRECINCT
GROUP - 19
CONCEPT
Our
concept is based on
the four basic terms that govern our design. They are ZONNING, CONNECTION, INTEGARATION and DIVERSITY. Keeping in mind the re-densification of the transit corridor, the ZONNING of the site has been designed in such way that all the commercial activities function along the metro line to make it more easily accessible. The housing occupies the outer most layer in the scheme and the institutional acts as a buffer between the two.
To connect the two areas of the site that were divided by the metro line, a
CONNECTION between the two was required. This gap is overcome by the green belt that runs perpendicular to the metro track, connecting both the ends, which work as an area for continuous pedestrian movement throughout the site and is furnished with public activities for the people of all three zones.
Just providing a connect is not the complete solution. INTEGARATION of the different zones to the central connect is also of prime importance. To enhance that, a hierarchy of green has to be maintained such that the private greens opened and/or overlooked into the central public green, hence making it more inviting and accessible. By catering to the above three terms, we shall be able to create an environment that is hospitable to all categories of people; managing their needs effectively. Hence, an
increase in DIVERSITY shall occur, making the culture and activities of Rajendra Place even richer from what it is now. Our next step was to imply all these concepts into a working strategy which would fit in our design. In addition to these, other factors such as the existing context, traffic movement, housing typology, etc. were also considered for placing of the new buildings in site.
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RAJENDRA PLACE METRO STATION PRECINCT
N
Design to Include
Areas shall be provided to include people who set up informal markets. These areas shall specially be used near offices - small eating joints ; and residences - for their weekly markets / vegetable stalls.
Redensification along Metro
Increase commercial activity along the transit corridor such that it serves the increased ‘working population’ efficiently.
Housing Typology
H1 - EWS Housing H2 - Apartments with small gardens H3 - Apartments with common green H4 - Lakeside apartments
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DEEPAK SHARMA RANVIR KUMAR SINGH SUMATI MATTOO
The ‘GREEN CONNECT’
The creation of the GREEN BELT is of vital importance so that there is a free flow of the Pedestrian Traffic.
Underpass
The through traffic has to be separated from the traffic circulating in the area. To do so, an underpass has been provided which extend much beyond the site area for its efficient working.
Iconic Entrance
The buildings to be designed such that they mark the entry to the ‘New Rajendra Place’.
RAJENDRA PLACE METRO STATION PRECINCT
GROUP - 19
Land Use Plan
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RAJENDRA PLACE METRO STATION PRECINCT
Traffic The foremost issue that we had to attempt to resolve was the traffic issue. Rajendra place is known for its district centers and high rise offices and the traffic caused by them is large. To solve this, we had to design routes for two types of traffic; one was the through traffic along Pusa road and other was the local traffic which circulated through the local commercial, institution and residential areas. What we realized was that keeping both the kinds on the same level will not resolve any issue. So we created an underpass for the through traffic along the Pusa road (till hanuman chowk) and kept the circulating traffic on the ground level to a minimum. We also planned for lanes to be used as cycle tracks all along the site area which allowed a cycle friendly movement in the site to promote lesser use of vehicles which would lead to lesser traffic.
N
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DEEPAK SHARMA RANVIR KUMAR SINGH SUMATI MATTOO
RAJENDRA PLACE METRO STATION PRECINCT
GROUP - 19
N
Site Plan
MODEL VIEW DEEPAK SHARMA RANVIR KUMAR SINGH SUMATI MATTOO
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RAJENDRA PLACE METRO STATION PRECINCT
We designed a commercial corridor along the metro line which catered to most of the commercial activity and public movement; and we took the pedestrian movement along perpendicular side of the metro line connected by the green belt for pedestrian movement on both sides of the residential ,institutional and commercial areas. The dead spaces that were crated under the metro have been utilized as metro and bus drop offs and also serves as parking for rickshaws, two wheelers and four wheelers. Roads have been kept as one-way or two-way according to its usage, and slip roads have been provided to avoid interruption caused by stopping cars on the main road. To cross the road, overhead or under road walks have been provided so as to cater to pedestrian needs too.
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DEEPAK SHARMA RANVIR KUMAR SINGH SUMATI MATTOO
Section through metro
KAROL BAGH METRO STATION PRECINCT
GROUP - 03
ANKIT SAMPATRAM KABILAN S. NAVANEETHAKRISHNAN NIKIT DESHLAHRA
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KAROL BAGH METRO STATION PRECINCT
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KAROL BAGH METRO STATION PRECINCT
GROUP - 03
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KAROL BAGH METRO STATION PRECINCT
GROUP - 03
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KAROL BAGH METRO STATION PRECINCT
GROUP - 03
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ANKIT SAMPATRAM KABILAN S. NAVANEETHAKRISHNAN NIKIT DESHLAHRA
KAROL BAGH METRO STATION PRECINCT
GROUP - 6
READING THE SITE
The site has a developed rich commercial centre and caters to lakhs of visitors annually. It has witnessed rampant illegal construction over the decades. Its also fairly well connected to major transportation routes across Delhi. Most Residential buildings are being used for Commercial purposes at lower levels, causing major congestion and misappropriation of services and crowd.
STRENGTHS • Strong Commercial Hub • Prominent Entries to Site (Pusa Road and Arya Samaj Road) • Major Transportation Link (Pusa Road) WEAKNESS • Lack of appropriately distributed transportation stops • Massive foot-fall and prevalence of Mixed Land Use • Very high constitution of Illegal construction OPPORTUNITY • Commercial zoning along Arya Samaj and Ajmal Khan Road • Possibility of creating large Housing clusters to share greens and other amenities • High rise towers, may provide much needed open and green spaces required for better on ground functions at human level THREAT • Disproportionate services and amenities primarily open space and parking • Providing for adequate accessibility to interior spaces ALOK KUMAR BALARAM MUNDA MANIK GUPTA SOUMYA SHARMA
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KAROL BAGH METRO STATION PRECINCT
VISION • A provide a Transport Network to better suit the emerging needs of the site. • To create Traffic intersections with limited congestion and by-passes to better contain the traffic pertaining to the site • To propose a land-Use pattern that segregates crowd-centric commercial activity from residential areas and to better link Institutional Areas. • Keeping Transit Oriented Development as the central idea, to provide for maximum commercial area as close as possible from the Metro Station. • To provide for Pedestrian connectivity and open spaces, for social gathering and recreation.
VISION TRANSLATION Proposed vehicular roads connect the two main existing vehicular roads i.e. Arya Samaj Road and Pusa Road. Parallel to Pusa Road there is a vehicular road proposed that will be used to access Karol Bagh. The proposed main pedestrian link is from pusa road, through Karol Bagh Metro station going through Ajmal Khan Market to Arya Samaj Road. The proposed vehicular and pedestrian links follow the pattern of roads in the context.
Retaining existing schools near the ridge, we have proposed an extension of the institutional area in front of the schools. Pusa road in this area is converted to a green pedestrian link. So, the complete institutional area with vehicular access in the periphery is linked directly to metro station through this green pedestrian link.
Linking the greens on the site with the preserved ridge along with parallel pedestrian flow, through a hierarchy of green and pedestrian spaces.
Commercial land-use planned only at the edges of main roads and Ajmal Khan Pedestrian lane, in order to reduce commercial traffic and a limited area leaving residential traffic free.
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GROUP - 6
DESIGN EVOLUTION SCHEME 1 • An underpass was provided for an uninterrupted transport link for those commuters not intending to stop at Karol Bagh. All Movements of Pedestrian flow were accommodated accordingly. • Ajmal Khan Road was designed as the spine of Re-vitalization.
• For Social interaction and gatherings, large open spaces were provided in between the Commercial Belts. SCHEME 2 • As a solution to proximity of underpass to metro piers, a bifurcation in the roads was suggested with the intent of distancing the underpass from the metro foundations.
• Most of the Roundabout intersection points were re-considered due to inadequate separation between them. • Instead of clustering Institutional Areas together, they were used as buffer belts between commercial and Residential Zones. SCHEME 3 • A definite ‘stepped’ Plaza was designed to provide the feeling of an ‘Entrance’ from both the Metro Station and the Bus Stop (also car drop-off). • Plot areas were better assigned to achieve spread-out densities. Housings were instead made High Rise, to provide for better Green Spaces. • Commercial Open spaces were adequately spread out and broken down, to avoid large empty spaces. SCHEME 4
• Plaza was made less rigid and more open and fluid. • Layers of Mixed Use as well as Institutional Zones were placed for providing a buffer between the high pedestrian movement commercial area and Residential. • Only one underpass was kept, to provide the Green link between Ridge and residential green, across Pusa Road. ALOK KUMAR BALARAM MUNDA MANIK GUPTA SOUMYA SHARMA
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KAROL BAGH METRO STATION PRECINCT
PREFINAL SCHEME
LANDUSE DISTRIBUTION - AREA (in hectares) 5.06 4%
4.9 4%
Residential 40.94 36%
EXISTING
67.82 60%
49.67 44%
58.51 52%
Commercial Institutional
REQUIRED
• Pusa Road is provided with an Underpass for those commuters who don’t need to stop at Karol Bagh for quick passage of vehicles. • A Plaza surrounded by Commercial Towers, has been designed around Metro Station to cater to transition of commuters and Non Motorized Vehicle parking/drop-offs. • Institutional Buildings have been clustered close to Hanuman Chowk for an efficient entry/exit and to isolate from congestion of Karol Bagh. • An attempt has been made to develop the Skyline along major roads (Pusa Road and Arya Samaj Road). Similarly, major road Intersections at the Entrances to site have been provided with Iconic landmark buildings to mark nodes, and create memory-scape. • Watershed has been recreated along the Nallah Channel, to create an artificial lake to provide social space for gathering and recreation.
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KAROL BAGH METRO STATION PRECINCT
GROUP - 6
FINAL SCHEME
LANDUSE PLAN Dominant issues of Traffic congestion and parking shortage arising in the design site (Karol Bagh) requires emphasis to be provided to Traffic flow. Pusa Road being a major Transportation Link accommodates a massive number of Vehicles running along the Metro Corridor; comprising of both those 13need to access Karol Bagh and others, who need not be concerned with the congestion of Karol Bagh area. As a solution, a thoroughfare in the form of an Underpass has been provided. In order to minimize intersections and consequent Red-Lights, two sets of high speed wide radius About-turns (~20m R) have been provided. The underpass extends between these two sets of roundabouts, however the ramps stretch a quarter kilometre well beyond in both the directions.
SECTION THROUGH METRO STATION
ALOK KUMAR BALARAM MUNDA MANIK GUPTA SOUMYA SHARMA
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KAROL BAGH METRO STATION PRECINCT
A Plaza has been designed to provide a pedestrianized area as a buffer from the vehicular drop off and the Bus stop provided on either side of the Metro Entrances. The Plaza extends across to both the sides of the metro corridor. The Plaza in the North opens up to Ajmal Khan Road, which has been made accessible to Pedestrians and Non-Motorized Vehicles (and electric Rickshaws). The Ajmal Khan Road, further extends on to connect to a proposed Metro Station (Phase IV, 2021) between the Desh Bandhu Gupta Road and Guru Gobind Singh Marg (approx. 1,700m from Karol Bagh Metro Station). Karol Bagh market (and also Gaffar market), interestingly lie around the middle, and can be conveniently accessed through either of the two metro stations. Keeping that in view, the Ajmal Khan Road stretch was linearly designed with shops opening onto the NMV pathway.
SITE PLAN Institutional buildings were retained along the Ridge and Pusa Road, as a means to avoid spread of construction onto the ridge. Finally, three Residential zones were identified, and high rise housing towers were provided, with emphasis provided on orientation, views and unintended Mutual shading of towers. Arya Samaj Road was again treated as a means to provide for commercial activity. A sense of street elevation and facade control was implemented in the lengthy set of towers provided. Continuous podium across the towers as a way to provide alternate levels of connectivity and to create more open space, away from commotion and tranquil in ambience.
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KAROL BAGH METRO STATION PRECINCT
GROUP - 6
ROAD TYPOLOGIES
METRO STATION PRECINCT PLAN
5/6 locations were identified, as significant corners, entrances or intersections to place iconic towers. An attempt has also been made to create Landmark nodes and a Memory map. ALOK KUMAR BALARAM MUNDA MANIK GUPTA SOUMYA SHARMA
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KAROL BAGH METRO STATION PRECINCT
AREA PROGRAMME
MODEL PICTURES
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KAROL BAGH METRO STATION PRECINCT
GROUP - 9
SITE ANALYSIS
N
STRENGTHS
WEAKNESS
• One of the busiest commercial hubs in the city • Accessible by the Delhi metro • A thriving mixed land use with a busy street life
• Extreme congestion throughout the site • Parking is never empty • Lack of community centers and a common green space
OPPORTUNITIES
THREATS
• Retail oriented development can further improve economic activities in the area • Revitalisation can improve living conditions and quality of publics spaces in the area
• Deteriorating infrastructure • Quality of living conditions and public spaces could degrade over time
TSHERING DENDUP TSHERING PENJOR TSHERING DENKA UGYEN
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KAROL BAGH METRO STATION PRECINCT
VISION
Provide THOROUGHFARES for transit across the site.
• DECONGEST the area
• Maintain a retail oriented axis with a VIBRANT street life. AJMAL KHAN market as the main commercial line in the area which could be fully pedestrianized.
• Congregate the green spaces to create a larger PUBLIC green which will serve as breathing spaces for the largely dense area.
EXISTING PATTERN Commercial on the periphery enclosing the residential which is facing the green inside.
• Maintain the existing character of the area which is highly MIXED USE development with commercial and residential co existing with each other.
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DESIGN STRATEGIES
• Maintain one THOROUGHFARE for transit across the site. • Slip roads will feed the services for housing and commercial areas. • Pedestrian and vehicular segregated without causing obstruction to each other.
• Create a FULLY PEDESTRIANIZED commercial axis along the Ajmal Khan market. • This axis connects to the metro plaza as well as the Gaffar market on the other side. • The metro square will absorb the population from the metro
• Larger PUBLIC GREEN area, connected with the housing as well as commercial • Green axis provides visual as well as a spatial pedestrian axis
• Mixed Use development along the periphery • The commercial encloses the residential thus preventing encroachment within.
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KAROL BAGH METRO STATION PRECINCT
URBAN FORM responding to context in order to provide views towards RIDGE, thus rising gradually from the surrounding low rise environment.
MIXED USED development along the periphery, thus maintaining the existing character of the area as a highly RETAIL oriented area.
FIGURES 2.Built Up area EXISTING
11,37,138 sq.m @1.81 FAR
PROPOSED
Maintain at current level
IN YOUR SCHEME
1.81 FAR
HOUSING DETAILS NUMBER OF POCKETS
FAR
AREA OF EACH POCKET (hectares)
NO. of UNITS
DENSITY ACHIEVED (no. of units per hectare)
NO. of CARS
3
3.7
6.6
1628
246
4884
4.5
1110
246
3330
6.6
1628
246
4884
INSTITUTIONAL DETAILS
COMMERCIAL DETAILS
NUMBER OF POCKETS
FAR
AREA OF EACH POCKET (hectares)
BUILT UP AREA (sq.m)
NO. of CARS
NUMBER OF POCKETS
FAR
AREA OF EACH POCKET (hectares)
BUILT UP AREA (sq.m)
NO. of CARS
1
0.6
5
3000
40
2
3.7
2.4
88800
2960
7.5
277500
8409
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TSHERING DENDUP TSHERING PENJOR TSHERING DENKA UGYEN
KAROL BAGH METRO STATION PRECINCT
GROUP - 9
PROPOSED LAND USE PLAN
LAND USE PLAN
FIGURE GROUND
N
SITE PLAN
ROAD NETWORK PLAN
SECTION AA’
SECTION BB’
SECTION CC’ TSHERING DENDUP TSHERING PENJOR TSHERING DENKA UGYEN
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KAROL BAGH METRO STATION PRECINCT
Create a CENTRAL COMMERCIAL AXIS along the AJMAL KHAN MARKET.
GREEN AXIS provides a Continuous PEDESTRIAN and VISUAL connectivity
LARGER SQUARES around the metro and a CENTRAL PLAZA is a major attraction
MIXED USE development along the periphery and RESIDENTIAL inside facing the greens.
CONTINUOUS PEDESTRIAN lanes around the site allowing for NON MOTORIZED VEHICLES to transit around the site
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TSHERING DENDUP TSHERING PENJOR TSHERING DENKA UGYEN
MAIN THOROUGHFARES to transit across site
SERVICE roads within housing plots
KAROL BAGH METRO STATION PRECINCT
GROUP - 9
METRO PRECINCT
GROUND FLOOR PLAN
CONCOURSE PLAN
SECTION XX’ TSHERING DENDUP TSHERING PENJOR TSHERING DENKA UGYEN
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KAROL BAGH METRO STATION PRECINCT
MODELS
DETAILED MODEL METRO PRECINCT
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TSHERING DENDUP TSHERING PENJOR TSHERING DENKA UGYEN
KAROL BAGH METRO STATION PRECINCT
GROUP - 12
Redevelopment along a Metro Corridor
Karol Bagh Strengths Proximity to major city nodes All modes of public/private transport run through the precinct Character of the built fabric Proximity to the ridge
Weaknesses Non-integrated public transport Congestion due to lack of parking space Disconnect between north and south sides of the metro line Market served inadequately by transport links
Opportunities Increase in connectivity within the site and across the metro line Variety in typology of built fabric Organisational growth
Threats Increase in numbers leading to greater congestion Residential spaces in the north may completely get converted to commercial Unorganised growth
Ajmal Khan Road
Gurdwara Road
Padam Singh Road
Existing Road Network Pusa Raod
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KAROL BAGH METRO STATION PRECINCT
The Urban Vision
Design Translations
Accommodate urban growth
Hierarchy in Built Environment
in the commercial centre of Karol bagh, such that it is sustainable in approach and provides opportunities for a safe and active urban life.
by creating various typologies in the commercial as well as residential sector to allow for a more legible complex in the proposed site.
Varied open space system
Ease the conflicts between various movement networks thereby decongesting the existing problem nodes.
that provides opportunities to serve a wide variety of population including residents, workers, visitors and students
Achieve a desired character
Vibrancy is achieved through the incorporation of facilities and activities that extend beyond the commercial working hours.
of the built environment that ensures vibrancy and convenience to attract residents and businesses.
Shared Resources between residents of the area and institutions in the precinct, result in an efficient use of land.
Assert the importance of the commercial centre to the civic life of the local community and reveal its prominence as a visitor’s destination.
Metro station plaza to create a civic and cultural destination with shared resources and amenities at the central hub of the site.
Improve efficiency of road networks
Movement Network
by creating an alternate system of circulation keeping in mind various types of movement.
to ease the various conflicts in movement. between the different modes of transport that ply in and through the site. Alternate routes to reduce the present traffic congestion.
Increase legibility
Easy Accessibility
through segregation of uses and coherent site planning.
for all user groups including motorised vehicles, pedestrians and non-motorised vehicles.
Improve social norms and access
Main Public Spine that links existing and potential linear and pocket greens and create a new commercial centre along this spine.
to for all users through inclusive planning strategies.
Pedestrian Environment
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AKHIL KUMAR CHANGAM WANGSA ROHIT PRATIK VIRKEIN DHAR
that is safe, comfortable and coherent for all user groups through complete pedestrianisation of the main spine, and an un-interrupted concourse level connection between the metro station , its parking and the spine.
KAROL BAGH METRO STATION PRECINCT
GROUP - 12
Design Strategies
Ajmal Khan Road Complete pedestrianisation
Spine green channel to create continuous breathing space that spreads out to connect with the open green system on the site.
RAINWATER HARVESTING PIT
Spine water channel to revitalise the once existing nallah system around the site, that acts as an aquifer for surface runoff and rainwater collection.
Conceptual Section through Ajmal Khan Road
View from the Metro station towards Ajmal Khan Road
View of the metro station plaza from the residential apartments proposed southwest of the site.
Concourse Pedestrian Link The metro station concourse is extended at the proposed plaza towards Ajmal Khan Road which acts as the main commercial hub and attracts maximum visitors. This pedestrian path is also linked to the proposed metro parking tower directly. AKHIL KUMAR CHANGAM WANGSA ROHIT PRATIK VIRKEIN DHAR
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KAROL BAGH METRO STATION PRECINCT
Reading the Program Existing Built Up Area :
Instituitional
11,37,138 sq. m @ 1.81 FAR
Commercial Mixed
Proposed Built up Area :
Proposed
Residential
12,14,428 sq.m @ 1.94 FAR
Existing 0
2,00,000
4,00,000
6,00,000
8,00,000
Residential Commercial Institutional Greens Roads + Parking
Proposed Land Use (area in hectares)
Existing Land Use Plan
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AKHIL KUMAR CHANGAM WANGSA ROHIT PRATIK VIRKEIN DHAR
Proposed Land Use Plan
KAROL BAGH METRO STATION PRECINCT
Proposed Site Plan
N
GROUP - 12
AKHIL KUMAR CHANGAM WANGSA ROHIT PRATIK VIRKEIN DHAR
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KAROL BAGH METRO STATION PRECINCT
SITE SECTIONS
Through Ajmal Khan Road showing Retail and Office Blocks
Through the Metro Station on Pusa Road showing connections to the north and south of the metroline.
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AKHIL KUMAR CHANGAM WANGSA ROHIT PRATIK VIRKEIN DHAR
PRECINCT SECTIONS
KAROL BAGH METRO STATION PRECINCT
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Precinct PlanGROUND LEVEL
Precinct PlanCONCOURSE LEVEL
Precinct PlanPLATFORM LEVEL AKHIL KUMAR CHANGAM WANGSA ROHIT PRATIK VIRKEIN DHAR
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CIRCULATION DIAGRAMS
Vehicular + Service
Greens + Water
North of the Metro Station- Ajmal Khan Road between commercial pocket
Pusa Road lined with institutional and residential pockets 142
AKHIL KUMAR CHANGAM WANGSA ROHIT PRATIK VIRKEIN DHAR
NMV + Pedestrian
South of the Metro Station- Ajmal Khan Road extended into residential pocket
Metro Station precinct concourse connectivity- Open air Theatre, Community Sports Facility
KAROL BAGH METRO STATION PRECINCT
Strengths:
Weaknesses:
Established commercial hub, important transit node and corridor Numerous schools, hospitals, clinics etc.
Large road area Inadequate parking Highly congested mushrooming commercialism
Opportunities:
Threats:
opportunity for redistribution of density and ground coverage The Ridge as an indirect resource
Karol Bagh acts as a hub for the entire city. It has many retail facilities, caters to tourists and business travelers from all over the world, and is also the site of a number of prominent city schools.
Site study + vision
KAROL BAGH and the CITY
GROUP - 14
Increasing congestion and decreasing security and sporadic intrusion of non-resident visitors.
The main learning from the existing morphology is that the residential character survives only because pockets of plotted residential units are surrounded by peripheral commercial/ mixed use plots on vehicular roads. There are mostly unused fragmented greens at the center.
The aim of the exercise is to redevelop Karol Bagh with a view to capitalize on the metro connectivity and create an active urban environment
VISION walk home
Our intervention aims to create a cohesive urban image for the district which interacts with the visitor/ resident on the human scale.
walk to work
walk walk to school
walk to shop
The design assigns priority to the pedestrian and public transit user, ensuring that he has uninterrupted access across the site.
Consolidate land use Create an enhanced retail experience Clear up ground for open, recreational spaces and green lungs Decongesting the streets
Segregating commercial and residential, while maintaining proximity and walkability.
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KAROL BAGH` METRO STATION PRECINCT
Site planning
GROUP - 14
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KAROL BAGH METRO STATION PRECINCT Gaffar Market GROUP - 14
green-line plug-in, plug-out
NMV parking
Pedestrians, public transit users, cyclists, and the physically disabled can all plug-in and plug-out of the group green line as required. housing The pedestrian boulevard connects important nodes like metro stations, retail bus stops etc.
car parking public toilets
retail
public park
public ATMs toilets
Parks and Playgrounds
multiplex
retail
retail car parking
Public Toilets and ATMs
NMV parking
auto stand metro station
bus stop Public Activities and Spaces
auto stand
NMV parking
The green line has public facilities and amenities at every 250m, so that at any point the visitor is a maximum of 125m away.
group housing
public park
office
greenline
retail
Walkable pathways, public plazas and open, green spaces combine to form a continuous pedestrian “green-line” which loops across and connects the entire site.
gurudwara
hotels retail
car parking playground Private residential parks of the group housing complexes flow seamlessly into public parks on the greenline, connecting residents to the public axis.
group housing
The green line originates from the ridge, and the new public axis brings green spaces deep into the site.
the ridge
AMMANI NAIR AMRI CHADHA BHAVIKA AGGARWAL VARUN BAJAJ
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4 1
built up area KAROL BAGH` METRO STATION PRECINCT
calculations
GROUP - 14
Site model
Precinct model •
4 2
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KAROL BAGH METRO STATION PRECINCT 50m 0
150m
Site plan
retail
group housing parking + retail
group housing
multiplex
hospital office/retail complex
parking + retail
schools
metro station
hotels
parking + offices
group housing
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KAROL BAGH` METRO STATION PRECINCT 0
50m
precinct
150m
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commercial
KAROL BAGH METRO STATION PRECINCT
Section along green line
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KAROL BAGH` METRO STATION PRECINCT
institutional
residential
GROUP - 14
150
AMMANI NAIR AMRI CHADHA BHAVIKA AGGARWAL VARUN BAJAJ
site section - west to east
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3.1
From the Faculty desk
Talking about the dilemmas of densification Prof. Sambuddha Sen, Faculty Adviser feels that transit oriented development has caught the fancy of the planners, architects, city managers and political bosses in a big way. The new “mantra” is that you increase the density in areas along major transit routes which are served by major public transport network i.e. in this case the Metro corridor. We believe that this will do wonders to the city, bring people closer to work, arrest urban sprawl, cut down commuting time and will cater to the ever growing demand for residential, commercial, institutional and recreational areas. The urban design exercise of densification along metro corridor in the final year first semester urban design studio was an eye opener. The design solutions proposed by students, of developing areas 500 metres on either side of the track, revealed insights into the process and likely vision and foreseeable outcome of this approach if implemented . Once the sites were selected and survey work completed, the focus shifted to strategies of development and raised the most important question of all; “How to densify an area which is already congested and compounded by the problem of individual ownership of small plots? The following observations were made in the course of initial survey: The existing plotted development in all given sites are already undergoing densification by means of additional floors permitted by the municipality as per master plan. So we have a situation where houses 2 or 2.5 floors have now become 4 floor of residential accommodation along with increased ground coverage and FAR across all size of plots. The subsequent increases in the number of cars have created extremely critical space constraints on the roads as well as other open spaces. Considering densification parameters adding more floors beyond the current rules is not practical unless the plots are sufficiently large. So the situation immediately suggests consolidation/ amalgamation of plots to create larger lots for economical and functional reasons. Now this is exactly the stumbling block in any further densification. This requires consensus of residents/ owners and other stakeholders towards amalgamation of plots. Ownership laws would also need substantial modifications if this is done. Ownership of private property (land) is a sensitive and emotional issue in India. Foregoing individual ownership of land and becoming part of a large, high rise condominium development would remain a vexatious issue in years to come.
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Since the densification process by means of increased FAR and additional floors is already taking place. One sees little scope for further densification in existing residential colonies unless more floors are allowed to be built. Problems of any such development have been mentioned earlier.
Parking: Master plan 2021 stipulates large ECS requirements, logically so; considering our abiding love affair with the automobile and overt encouragement from interested pressure groups, hoping that number of cars would decrease in near future is wishful thinking, unless developments similar to oil crisis of the 1970’s is replayed. We still have to deal with huge parking areas although this is at variance with planning “wisdom”. These parking areas cannot be accommodated within individual units for obvious reasons. Commercial parking lots, huge underground parking and “district” parking structures would need to be built. The Urban Design angle: The design solution for the Kailash Colony site revealed other insights into the “clean state” mode of densification and development. The re-densification through “ clean slate’’ route of development as seen herein recreated the much maligned “urban form’’ of free standing towers rising out of endless greens without any semblance of active and vigorous street life and a sense of community. It is ironic that we will go back to1930’s ‘Corbusian’ vision of ‘Plan Voisin’ of Paris with its “rejection’’ of street and cogent urban form to create more “Gurgaon" There is a need to carefully suggest appropriate urban form that will holistically address acute urban problems as well as the Indian reality. The message is loud and clear. Densification process needs to be “opportunistic” and selective at suitable sites in the city. It definitely cannot take place indiscriminately everywhere. Average over all high density for the entire city is to be considered rather than in individual pockets.
Mr. Amit Bahl, Faculty Adviser said: A “first” after having been through Housing and Thesis studios, I was all excited about a “city level” design intervention and that too in an area which has become so “topical” in recent times. The product is for all to see, however the process did throw up some interesting issues, (and I am glad that the same were actually discussed during the Final Jury roundup) which I reproduce from my notes of 05 Dec 2012: The importance of the Metro Station, its contextual interpretation and the precinct that it governs.
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Understanding the formation of new urban patterns and the ones that are disrupted. The judicious usage of Built form to generate and define “places” in the City Recognition of the pedestrian and his behavior. (to differentiate between a stroll in the park and a walk on the street) Contribution of a Transit Oriented Development to the City. Overall I emerged enriched!!
3.2 Jury Comment The observations of Mr. Ujan Ghosh, External Jury member on the work presented by the Final Year students are: The summary document was a very useful introduction to the studio. Most of the students looked highly motivated and eager to learn. The amount of work done and their quality are of very high order. The Case Studies of various cities involved a lot of work by the students. More time should have been spent to study in detail the Public Places of these cities. The broad planning level studies could have been avoided. Students should have tried to develop some alternative schemes (beyond schematic) keeping some of the major existing buildings and roads intact in the site. Students have spent lot of time in detailing some areas and have done a good job of it. But very often schemes were weak in their broad urban design concepts and content. Lot of efforts have gone into vehicular traffic and parking. Pedestrian activities and movement and their relation to built form and use, certainly needed more attention. Building forms were interesting but were not supported by any real urban design concept. Students appeared to have limited knowledge about ‘building typology’. The projects were in the middle of the city, but all schemes lacked the required ‘urbanity’. Most of them looked very sub-urban and like private gated communities. Even if all students took the site as a clean state but still even these ‘new implants’ could have related to the surrounding in a more positive way, specially the pedestrian movement systems. While it may be a good idea to follow all the FAR and parking regulations, at the same time final year students of SPA are expected to challenge them and look for sustainable alternatives. We cannot provide so much of parking and still call it a TOD. All schemes were kind of ‘no-nonsense-good-designs’. Everybody played safe and did what is done. I hoped to see some out of the box thinking, some ‘lateral’ ideas.
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Finally the whole ‘jury event’ was very well organized. I was really impressed the way each group presented on the same pin-up boards at the same place without wasting any time.
My suggestions are: In the urban design studio, do two projects. One could be a redevelopment project and the other a green field project. It does not matter if the time is less for each. Just the exposure to different issues and possible solutions will be good enough. The final internal marking should be raised to about 250 and bring down jury marks to about 100. It will be interesting to have an External Review, just like the jury we had, but about 2 weeks before the final. And if must carry about 100 marks. Involve, the Urban Design department of the School officially i.e. let one or two Urban Design faculty spend couple hours a week in your studio. 3.3
Student experiences, insights, musings and learning
Ms. Sandeep Ahuja, who worked on the Kailash Colony site said: It all began with "the traffic movement doesn’t flow", "your plot will get encroached!", "these cul-de-sacs don't work" and finally transformed to "Congratulations! You have all made it to the thesis semester". The Urban Design ride has surely been a rough one but with each bump there were leanings. Despite the sheer size and complexities of the site, the periodic faculty discussions and inputs turned it from a design 'problem' to a design 'opportunity'. Thinking back, I never had a big 'Eureka!' moment during the Urban Design semester, instead I had a lot of mini eurekas which together helped to resolve final design. Ms. Divya Bansal, who worked on the Kailash Colony site said: Urban design was very different from anything we had ever attempted before in terms of its sheer scale. It was closer to reality and a challenge since here we didn’t just have to deal with a building with some function but had to make the whole system work fitting everything from Mercedes to rickshaw into our design and not let anyone encroach. This was the semester were for the first time the team effort truly counted. Starting from designing, arguing, learning, having fun, convincing the faculty that what we presented was the best solution to bringing the huge model to the jury!
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Mr. Dhruv Gupta, who worked on the Kailash Colony site said: UD, possibly says "understanding design". It was simply an exploration into the design of the real world, starting on with the choice of the topic that is bound to be the fate of Delhi's future expansion. The waves of ups and downs, from an instant shake of the neck to what I comprehend as appreciation, and some lucky escapes when the submissions got postponed, it was a semester that helped me grow as an architect. Finally, not to forget all the fun I had working with my friends, all the arguments, fights, negotiations, pranks and presumptions of the faculty's comments, it was a complete unforgettable semester.
Ms. Artika Aggarwal, who worked on the Kailash Colony site said: The urban design semester was this intense exploration of the way we perceive the city of Delhi and what we imagine its future to be. As such it was perhaps one of the most real projects we could have ever attempted, and hence it was an extremely learning experience. The exercise was especially beneficial in acquainting me with working in a group and managing things on a huge scale. All in all, an extremely enriching experience. Ms. Priyanshi Shukla, writing on behalf Group 16 said: Urban Design has been both the toughest and the most memorable experience of our time in this college so far. A first encounter with an urban scale design problem had to be tough, but the 16-weeks long journey together undertaken to finally reach a solution was what made it memorable. There were ups and downs, but the important thing is, that we made through it all... only richer in experience and wiser, as architects and as people. The bittersweet experiences in team spirit, endless debates and discussions, taking turns to sleep and to arrange refreshment while working all night, occasional differences of opinion, but always unity in front of the faculty... have all brought us closer as friends. Last but far from least, the unfathomable depths of knowledge and experience, of our esteemed faculty, is from where we drew inspiration and guidance. We are grateful for all the energy and patience they have put into this exercise for our benefit. The group comprised of Saudamini Chattopahyaya, Snighdha, Vijendla Ratna Kiran and Priyanshi Shukla; they worked on the Rajendra Place site.
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Ms. Snigdha Shankar, who worked on the Rajendra Place site said: As much as I would have been relieved to be done with the last group work of college life, I enjoyed it like no other group work. What I enjoyed most was the variety in sites. Initially what seemed like almost an unfair decision, turned out to be a pretty useful exercise. Handling a single project in various sites gave an idea of whole new capabilities we could explore. This was a much needed exercise before we could have begun with the thesis semester and thank you ma'am for that. Ms. Swati Rastogi, who worked on the Karol Bagh site said: Urban Design exercise was a huge scale project to be handled for the first time. It was a challenge to understand what "URBAN DESIGN" truly meant to begin with. Thoughts about this were often cluttered and received mixed opinions while it was being talked about, be it among the faculty members or students. Sometimes these opinions helped the way forward while at other times we would go back to defining Urban Design all over again. All in all, one thing it definite did was to make us understand the complexities involved in what may seem like a simple studio exercise and how much more challenging the professional world out there is going to be. Working in a group had its ups and downs, the joy of simply hanging out with friends in the name of "group work", respecting each others' opinions, putting forth and standing by what we considered right were some of the other experiences associated with it. I wouldn't term it as a good or a bad experience…but I surely believe it was a loaded one. Ms. Debakshi Mitra, Student, who worked on the Kailash Colony site said: Looking back at the Urban Design semester, the first thing which comes to my mind is ‘Double A0 plots’! Every time we thought of working, we would think “so where do we spread our sheets and how many butter sheets do we join?” The whole point is that, for the first time we were exposed to a project of such a huge scale. Controlling the scale and coordinating with a group was quite of a task. Even then, one can’t deny that this was truly an enriching experience.
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Urban Design is a very complex subject and one couldn't have mastered it over a period of six months. Nevertheless, this exercise gave us a very good insight into the subject which would definitely help us in the future. Last but not the least, I will never forget the tempo ride to college with my group mates carrying our final model. It surely was fun!
Mr. Manik Gupta, who worked on the Karol Bagh site said: Urban Design was a very distinct project, unlike the ones we had been doing in our previous years. The scope dealt with real issues of traffic, parking, circulation patterns and defining zones for different sectors of society. Certainly gives the feeling of being some sort of demi-gods. Is that how Corbusier and Lutyen felt? It unquestionably was a very interesting semester, where each week we would come up with a new vision for our respective sites. The 16 weeks went by in quite a rush, until it was finally the end; and to get started with another semester, another assignment. Mr. Jyotirmoy Pathak, Student, who worked on the Rajendra Place site said: Firstly I would thank my studio director, and all the faculty members involved with us during the course of our Urban Design semester. The Urban Design exercise was a fabulous experience for me with a lot of fun, a little bit of hardship, unsorted accounts and a messed up desktop. More than that, it was learning and experimenting with the project, understanding the quality of an urban space, creating public spaces, visualizing forms, resolving problems. It was a really worthy project and a great exercise, and a great semester too. Cheers!!!! … And thank you Ramani maam' for your continuous support and your patience and strength to push us ahead all the while. Mr. Animesh Behera, Student, who worked on the Rajendra Place site said: The biggest take from the Urban Design exercise was the scale of implication. These made you inquire into, interact and read your city further and which in turn allowed you understand, imagine and love your city even more than before. The clean slate approach might seem unrealistic to the present condition, but gives you an opportunity to conceive a Utopia, after investigating the present site condition, physical form, connection pattern, contextual and societal interactions and its spatial structure. Then the process of exploration in re-creating the urban fabric while achieving image-ability, sustainability and density with better urban experience, was most memorable.
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But it certainly laid the foundation in us, to engage ourselves in real time urban issues. It made me evolve as a designer and more responsible as an Architect. Last but not the least many thanks and congratulations to my "fighting (spirited)" group mates for putting up a great show at the end. And sincere thanks to my mentors and all faculty members for their advice and brain storming discussions which helped us shape Urban Design Studio. It was a great learning experience!
Varun K. Deorha, Student, who worked on the Rajendra Place site said: For the first time during an under graduate course at SPA we were introduced to Urban Design Exercise in the Final Year. It was as if we were all being trained all these years to handle a problem of such great magnitude. A site of more than 50 HA was a huge site and the challenge was to generate a Transit Oriented Development (TOD). My first visit to the site gave me an impression that whatever we were going to do in Urban Design studio was "definitely" different from all that we had been doing till then. I realized the problem of scale as soon as we put few lines on paper. I was unable to imagine spaces at the scale of 1:2000! Fortunately, the site of Rajendra Place was on the way to my home. I would often deboard the metro train at Rajendra Place to make connection of the site to whatever we were doing on a 1:2000 scale in the first month. But a change of scale to 1:1000 in the second month brought a certain relief as I found myself more comfortable working with that scale. For design, our major concern was to make the whole area purely pedestrian friendly with due respect for vehicles. Discussions with our guides, faculty members and sometimes an informal visit to Prof. Manoj Mathur led us towards our major design features of the scheme. We learnt about urban connectivity, visual impression of built environment, ease of movement, essentials of pedestrian movements, location of amenities and TOD. Other than that managing the completion of work at the end was a challenge made possible through co-operation and hard work put in by all group members. But one key learning in this exercise was that the major design features should definitely be expressed well. Although there would definitely have been thousands of little but significant ideas in every body's mind that are essential for making a vibrant and alive urban character, these ideas would surely come alive as soon as the opportunity comes to test these ideas in the real world.
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Ms. Swati Goel, writing on behalf Group 11 said: Urban Design was a challenge which, in the end, turned out to be a pleasant surprise. It was a roller coaster ride wherein we were so consumed in making it work that we did not realize the answers were very close. Reflecting back, I would say it led us to explore new territories within us as designers, giving us an insight of what our qualities are. I would appreciate all the good work done, which I am very proud of. We as a group did everything that makes up a successful semester including bunking classes, partying, movies and whole lot of fun things like trying to catch a movie one night before the final submission, trying 5 different cinema halls and missing it just by few minutes everywhere. Adventures or rather misadventures like working on the wrong design files for the prefinal; wasting 2 days for the final model blocks which ended up all out of scale. I think that’s the fun in group exercises; with so many views and opinions you never run short of design ideas and thus the enthusiasm to take it up once again. I believe it would be worth mentioning that it was a memorable studio exercise because we learnt to manage our time and use it appropriately which is always the key to success. The group comprised of Swati Goel, Abhimanyu Mittal, Mohd. Rashideen Saifi and Nishant Gautam; they worked on the Rajendra Place site. Mr. Anuj Mittal, who worked on the Kailash Colony site said: The Urban Design project brings in me mixed emotions. It was our last group project in this college and a very challenging one. It took us a lot of time to get adjusted to the immense scale of the project. We began the Kailash colony re-densification exercise by being too unrealistic. We assumed a clean slate; demolishing all the existing buildings in our site. We imagined ourselves doing something BIG, Something that would make people see our city with a different perspective. But soon after, reality sunk in. We realized the various problems that the Delhi Development Authority faces while proposing an intervention. There were a lot of arguments within our group and with the faculty. A lot of questions were raised. Understanding transit oriented development was very complicated but very insightful.
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Every intervention must happen in phases. It takes a lot of time to get things done at a city scale and one has to be a brilliant visionary in order to assess the present and design for the future. This is my understanding from the entire project. At the end of the Semester, I knew we had come a long way since the beginning of the program, thanks to the studio faculty and my team-mates. However, in retrospect, we could have done a better job given more time.
Ms. Shobitha Jacob, who worked on the Kailash Colony site said: Intriguing as the name, Urban Design studio was bringing together several different thoughts for one objective. We began the re-densification of Kailash Colony with a vision statement. Understanding an unfamiliar site and then to erase down that which existed, to design an urban setting as a model for Delhi city, was a daunting task. It was the sadness in letting go of plotted housing that fired my thoughts. Living in a fantasy troubled by nostalgia and reality it was hard to come to conclusions. Along with my team-mates and the support from faculty, we shaped a Kailash Colony, reminiscent of its present setting with urban agriculture paving its way between dense housing typologies for the metro city. However, there are various elements in our design that perplex me even today.
Ms. Aishwarya Bharatkumar, who worked on the Kailash Colony site said: The Urban Design studio helped me understand that design on such a large scale meant a really diverse series of speculated opinions. Everybody - the faculty, my team mates, our jurors, and every other single person represented a different viewpoint and every viewpoint seemed to have its own credibility! Designing was constantly accompanied by difficult choices to which there appeared to be no plausible solutions. Everyone experiences the city in his/her own way and acts upon a given brief based on his/her life learning’s. Working within the team was challenging but gave me an insight on what urban planners or development authorities face while proposing an intervention. The classic question of innovation in a studio exercise vs. the ground realities of achieving such projects was raised at several points within our group-work sessions, faculty crits and even by the external jury.
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This is the first time I believe that a successful studio is not reflected by the grading system but by the actual learning curve that each individual has gone through. I thank my professors and peers for this real time experience.
Mr. Rohit Prateek, Student, who worked on the Karol Bagh site said: The Urban design exercise introduced us to many new factors that were suddenly very real, when we wished to implement what we have assimilated in our first four years into a larger picture. A building now became only a component of the whole picture, and issues such as ownership, traffic, and anything else that were possibly not the most important before, become very overwhelming. Every small decision has such a huge impact on the grand scheme of things. That is probably when the scale of things starts to sink in, and you try and micromanage each area as a separate design problem, with its own requirements, problems and character. And the more detail you try and get into, the more each decision you made at the macro level - stares you in your face. Another thing you realize is that a city is always a work in progress; every small change in the bye laws, every small development sets off a chain reaction of changes, which then set the ground for new changes to come in the future. And your design is another such development, which would only be a solution for the next few years, or if it is very good, probably for the next few decades. The advice our faculty members gave us taught us a lot of new things about dealing with the problem(s) at hand, and keeping the situation in control. In the end, I think it is essential that one deals with such a scale to really understand what impact every building has on its surroundings, and vice versa. Mr. Navneethakrishnan, Student, who worked on the Karol Bagh site said: I had been looking forward to the urban design exercise ever since I saw Final Year students do it when we joined college in first year. No other project speaks to the inner god-child in an architect than an urban design exercise; the thrill of creating immense neighborhoods, soaring skylines, sweeping roads and lush landscapes. One is either overwhelmed or inspired by the knowledge that your decisions as a designer will impact more people than any other project. We went into our Urban Design completely mesmerized by the layout of Karol Bagh. This had good implications for our final design as it helped us keep in mind what were
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the larger issues in hand and remember the things worth preserving, albeit in a new form. Using these guidelines it took us fairly less time in figuring out the basic zoning for our design.
I felt that our zoning was justified when we found that other groups working on the site had come to similar conclusions independently and with surprisingly different reasons than ours. I must say this went a long way in allaying fears that I had about our design. As much fun as it was playing God, there was however one power greater than me that I could not fight against and still deeply resent. Being a transit oriented development I still fail to understand the insistence of applying 2 ECS / 100 sqm of BUA for parking. While I am sure there are enough reasons to validate this requirement (perhaps I will learn them sometime in the future), I still remain confused over our refusal to fight this norm.
Mr. Varun Bajaj, Student, who worked on the Karol Bagh site said: The Karol Bagh Redevelopment project was interesting in more ways than one. Personally, it was an area which I was unfamiliar with and I did not realize the importance of it with respect to the city, till I had to study it. The fact that it is a predominantly commercial area also made the problem more interesting, as the scope for designing public spaces increased. When I analyze our scheme, I feel most satisfied with the commercial development that we envisioned, as a group. The juxtaposition of multiple functions such as hotels, wholesale markets, guesthouses and go-downs made for a complex and challenging area program. The main struggle however, was with providing a good residential environment. Since we were merely redeveloping and not increase density, it became almost impossible to create more open spaces and greens, without going high, since the existing fabric is overbuilt and extremely dense. This tug-of-war between good open spaces and fitting in the residential units proved to be our hardest challenge. Looking back, I feel that there were two distinct approaches that we all could have chosen from - to conserve and build around or to assume a tabula rasa. All of us chose the latter, perhaps because the former would require a lot more time and a much more detailed study of the area. Seeing the glass as half full instead of empty, I feel that we can only employ the 'tabula rasa' approach academically, in studio and I'm glad we could experiment with it. We have our careers ahead of us, where we will have to employ the 'conservation' approach, and now I look forward to that.
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Mr. Harsiddh Sonara, who worked on the Kailash Colony site said: Long before I even stepped inside the studio to tackle the Urban Design issues, my mind had already envisaged it looking at the numerous projects that our seniors had accomplished. For me it had come to mean design good looking buildings on a very huge base. Looking back I feel I was so naïve about the whole concept of Urban Design. So when it was my own turn, I looked forward to it with lots of dreams and expectations. In the beginning I found it so difficult to grasp the scale at which we were working. With more and more discussions it got somewhat better and I realized that one must not be too rigid when looking at the needs of such a huge area. I have visited the Kailash Colony area quite a lot of times but during the UD project, when I looked at its problem areas I realized how much one can really do to improve their lifestyle. I realized building a city is one hell of a job and I for one will never abuse the DDA or the MPD again. Working for the project was real fun. Starting afresh after every Monday submission was something which we became famous for; sometimes exasperating our faculty members and at other times amusing them. We had lots of fun and the hard moments too with petty group fights followed by having the late night chai to become best of mates. One in all an unforgettable experience. Thank you Ramani ma'am and the respected faculty for making us do this project and I really hope that we can successfully someday design a better city.
Mr. Kabilan Satyamurty, Student, who worked on the Karol Bagh site said: To undertake re-densification of 64 hectares of prime, highly dense metro precinct land in the city center, marked out as a special area under the MPD 2021and to work out a transit oriented development model, never sounded easy. As the semester progressed, the major question was of how close to reality were the nature of solutions to the various identified issues could be. Since the nature of the project had to be hypothetical, its scope could have been more on experimenting with futuristic approaches. Maybe due to lack of time or limited research, we were not able to reach there. With four of us working in a group, it would always be hard to get to a common consensus to first identify an issue and then to come up with a solution. At times after fiery discussions we even had to stick to “Majority wins”.
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The end product we came up with had a touch of reality and I would like to thank our professors and my group mates for making it possible along with the great fun and learning experience I had through the semester.
Mr. Madhav Kambhammettu, who worked on the Karol Bagh site said: Late as always … even with my thoughts and responses! Urban Design exercise ... the task of building, let alone rebuilding the whole of Kailash colony in 6 months was always going to be a challenge even with the help of more 8 faculty members. However we did build a huge model and the process did reveal some truths about how cities are built through collaborative action and how futile it is to pretend that any one person can control the process. Looking back, I recall having to go back to square one on after many major "Monday submissions" Definitely a memorable studio ... can never forget Double A0, group discussions and the crit sessions. In the end I would call the whole experience as "a toss-up" Mr. Tshering Dendup, Student, who worked on the Karol Bagh site said: Since our urban design problem was a redevelopment problem, our group decided to change as little as possible and retain as much as possible. Then we found out that we had done very little in context of improving the quality of spaces. So we decided to increase the scale of changing and explored the possibility of retaining the same value in a different fashion. With design development stages the scale of implementing changes increased because we have to find a way in which vehicular and pedestrian co-exist complimenting each other, at the same time preserving the values of Karol Bagh and its ecological foot print. The final design we arrived served in balancing a harmony for all the intentions mentioned above in today’s context. During the dialogue with our external jury we were informed about the tug of war between the urban designers and planners. It was interesting to see this coming at the end of the semester because when we started the semester we were trying to question the bye-laws with no understanding of the how things are possible in the existing context. This would have lead us to an abstract urban design program with less substance that can be adopted, because a change doesn’t occur over night. So now after exploring urban design in the existing context and a new realization from our dialogue with our
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3.4
external jury members at the end, we still don’t have solutions but we could put forward a holistic question. And we think if we can question we can find the answers Finally I would like to thank all our studio faculty team for their time and effort. And would like to congratulate them for a job well done…Thank you Last words, Dr. Aruna Ramani Grover
For me this studio was exhilarating and challenging in equal measure and will recall it as a time when I would walk into studio with a spring in my step to see how it would unfold on that day. It is never easy to work as part of a large group to make a collective effort to establish learning goals in a democratic fashion and follow it up by running a collaborative studio to achieve them. It become a more difficult when the exercise is a large and complex one requiring a complex and varied volume of design outputs based on an in depth understanding of existing conditions. While the obvious solution for students is to work in groups, collaborative design is never easy especially with students who are passionate about what they want and how they want it. It has perhaps been rightly said … fools venture where angels fear to tread. Having said that, casting off for a daring adventure into the unknown was possible because of experienced hands on the deck. The fact that the School picks India’s best students and the Department trains them rigorously for four years was also a comforting anchor. Given these circumstances the journey was eventful and adventurous, every ship anchored safe, with all voyagers enriched and seemingly the wiser of this endeavor as per their first hand responses in the previous section. It was an exciting semester wherein the 19 groups tested several ideas on three different sites. The combination of three distinct sites and the range of ideas explored lead to a kaleidoscope of design solutions each with its distinct problems and prospects. It was interesting to see how initial ideas evolved and morphed over time to take cognizance of issues raised by the faculty. While some groups managed to hold on to ideas generated in the initial vision, in a large section of the class the urgent issues of pedestrian movement, parking and suitable adjacencies eroded much of what was envisioned. It was interesting to see the many ways in which this struggle evolved into the final solutions.
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What do I take away after these sixteen weeks and how will it color my next endeavor, is the question that pose to myself at this point in time. Being a person who likes to detail things to the last submission, ideally I would have liked to spend at least half a semester along with students and faculty, reading the site before generating the studio intent. This was not possible as we met the students for the first time in the last week of July, and had to move quickly onto project mode after quick studies of the city, parallel examples from world over and reading the specific sites. The fact that we were to accommodate a full week of seminar presentations in which these students were to make public presentations did not help either. In hind-sight one big lesson that I learnt was how to collaborate in re-chartering the course every time additional information was put on the table and to do it democratically after listening to all the voices of faculty and student alike. That I managed to do it unscathed still amazes me. As a teacher it has been my philosophy to be a facilitator to encourage the student to complete journeys using intelligence, talent and skills that he or she has been endowed with. This position of ‘silent witness’ as it has been called is an extremely difficult one, although many consider it an escapist route. When a student is unable to read the merit of what he or she has put on paper, it is easiest to show what is required and move the design to the next level. A helping hand or rather a few helping lines on the drawing, would greatly improve the quality of design but often at the cost of crippling the student for life. At the same time criticism has to be handed out tactfully, sometimes with humor so that the student leaves the session in a positive frame of mind. It is his or her mind that has to be ignited and one has to be the passive catalyst when problem and mind ignite to create the nascent solution. One more studio under my belt has left me more convinced about this position. The struggle is and will always be with the self and the teacher must stand by to facilitate this journey, by word and action. Some of the student responses speak eloquently about this struggle and the growth thereof. Lessons I hope would have been learnt for life about thinking and acting upon one’s own visions and ideas. In the end I would like to share with all the happy accident which caused the production of this document in this form which again is rather atypical of my being. On the day of jury when faculty and jury members of other studios walked in to look at what we had done, someone suggested that we do a half-day workshop with all our work around us and get the students to share their experiences and learning. The constraints of physical space, examination schedules etc. ruled this out completely. The fact that the School had not been able to make up its mind about student feedback methodology meant that yet another batch of students would graduate without giving a feedback on the program. As I had been communicating with the entire group of students and faculty, I encouraged them to write about their thoughts and share their photographs. It was a herculean task but was well worth the effort. Some responded immediately, some when repeated reminders were sent and some when personally charged to do so. However a significant section of the group did not want to engage with this very act of looking back. Those who have looked back very carefully at their experience and completed the last lap of the journey have given all concerned insightful issues to ponder about. The silent ones I presume will complete their personal journey on their own.
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