Examining the System of Automoblity in Mumbai
Examining the System of Automoblity in Mumbai Submitted by: Elika Sinha PG180283 | Master of Urban Planning | CEPT University Guide: Dr. Rutul Joshi Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 1
Examining the System of Automoblity in Mumbai
1
Introduction
Refer Pg. 35 to Pg. 67
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 2
Examining the System of Automoblity in Mumbai
In this thesis, the System Of Automobiltiy (in Mumbai) is the constant that is measured through the variables of:
Refer Pg. 8 to Pg. 34
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 3
Examining the System of Automoblity in Mumbai
01
Policies of Transport Infrastructure
03
Typologies of Space Reservations for Automobiles
Refer Pg. 8 to Pg. 34
02
Design of Transport Infrastructure
04
Finance allocated towards Transport Infrastructure
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 4
Examining the System of Automoblity in Mumbai
Research Question How do policies and infrastructure design perpetuate a System of Automobility in Mumbai?
Objectives Assess the environment within which the current policies and transport infrastructure are constructed and decipher their impact of the above in the context of sustainable transport.
Aim To understand the role of policies and infrastructure design in building a system of automobility in the city.
Scope and Limitations With its capital focus on parking policies, this thesis investigates the statecraft of automobile oriented development within the context of Mumbai within the framework of transport infrastructure policy and design in the city.
Refer Pg. 8 to Pg. 34
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 5
Examining the System of Automoblity in Mumbai
Methodology 1
2
3
4
Critical Discourse Analysis which interrogates the primary research question through the arguments posed by various authors.
Refer Pg. 8 to Pg. 34
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 6
Examining the System of Automoblity in Mumbai
Methodology 1 Critical Discourse Analysis which interrogates the primary research question through the arguments posed by various authors.
Refer Pg. 8 to Pg. 34
2
3
4
Essential understanding of all policies, studies and plans under the transit umbrella
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 7
Examining the System of Automoblity in Mumbai
Methodology 1 Critical Discourse Analysis which interrogates the primary research question through the arguments posed by various authors.
Refer Pg. 8 to Pg. 34
2 Essential understanding of all policies, studies and plans under the transit umbrella
3
4
Deciphering the political and social environment under which they were designed, through secondary readings
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 8
Examining the System of Automoblity in Mumbai
Methodology 1 Critical Discourse Analysis which interrogates the primary research question through the arguments posed by various authors.
Refer Pg. 8 to Pg. 34
2 Essential understanding of all policies, studies and plans under the transit umbrella
3 Deciphering the political and social environment under which they were designed, through secondary readings
4 Discourse and interviews with / of individuals working in the sphere pertaining to the research question
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 9
Examining the System of Automoblity in Mumbai
What is the System Of Automobiltiy? Key Components
Refer Pg. 8 to Pg. 34
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 10
Examining the System of Automoblity in Mumbai
What is the System Of Automobiltiy? Key Components 1
2
3
4
It delineates a behavioural shift of an individual from public to private modes of transportation.
Refer Pg. 8 to Pg. 34
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 11
Examining the System of Automoblity in Mumbai
What is the System Of Automobiltiy? Key Components 1 It delineates a behavioural shift of an individual from public to private modes of transportation.
Refer Pg. 8 to Pg. 34
2
3
4
Amounting to an upsurge of private transportation since the era following Industrial Revolution, wherein mass production was made possible.
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 12
Examining the System of Automoblity in Mumbai
What is the System Of Automobiltiy? Key Components 1 It delineates a behavioural shift of an individual from public to private modes of transportation.
Refer Pg. 8 to Pg. 34
2 Amounting to an upsurge of private transportation since the era following Industrial Revolution, wherein mass production was made possible.
3
4
Escalation in demand was ascertained by constructing around the automobile a framework that would entangle it into all aspects of life.
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 13
Examining the System of Automoblity in Mumbai
What Whatisisthe theSystem SystemOfOfAutomobiltiy? Automobiltiy?Key KeyComponents Components 1 It delineates a behavioural shift of an individual from public to private modes of transportation.
Refer Pg. 8 to Pg. 34
2 Amounting to an upsurge of private transportation since the era following Industrial Revolution, wherein mass production was made possible.
3 Escalation in demand was ascertained by constructing around the automobile a framework that would entangle it into all aspects of life.
4 Making it inter-subjective desire for everyoneirrespective of an individual’s contextual, social or cultural orientation.
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 14
Examining the System of Automoblity in Mumbai
This system of automobility today is an uncontested product of liberalization reforms, in Mumbai, where it is established through soft inducements of building roads, parking minimums and most importantly an inter-subjective idea of good living.
Refer Pg. 8 to Pg. 34
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 15
Examining the System of Automoblity in Mumbai
Local mobilization during the colonial period laid impetus on suburban railway transit and public trams
Background
This began changing post independence, as did the definition of ‘modern’ and ‘city’
Especially after the period of liberalization, the city of Mumbai had rampant privatization of transport taking place through the premise of its land use. Refer Pg. 8 to Pg. 34
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 16
Examining the System of Automoblity in Mumbai
Systems of Bias It is critical to note that this thesis does not intend to subjugate the authority with condemnation but rather decrypt the manner in
which a cognitive bias prevails in the system.
Refer Pg. 8 to Pg. 34
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 17
Examining the System of Automoblity in Mumbai
Road Length
2000 km
53.06 km.sq. of 458.28 km.sq. area Refer Pg. 147 to Pg. 156
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 18
Examining the System of Automoblity in Mumbai
36 lakh cars 2020
Road Length
2000 km
53.06 km.sq. of 458.28 km.sq. area Refer Pg. 147 to Pg. 156
3 lakh cars 1980s
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 19
Examining the System of Automoblity in Mumbai
36 lakh
Actual number:
cars 2020
180 vehicles / 1000 people
Road Length
2000 km
53.06 km.sq. of 458.28 km.sq. area Refer Pg. 147 to Pg. 156
3 lakh cars 1980s
Forecasted growth as per CTS, 2008: 153 vehicles / 1000 people
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 20
Examining the System of Automoblity in Mumbai
36 lakh
Actual number:
cars 2020
180 vehicles / 1000 people
2.56
Road Length
sq.m. road space / person
2000 km
53.06 km.sq. of 458.28 km.sq. area Refer Pg. 147 to Pg. 156
DP2034 mentions:
3 lakh cars 1980s
Forecasted growth as per CTS, 2008: 153 vehicles / 1000 people
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 21
Examining the System of Automoblity in Mumbai
Provided there are
NO 36 lakh
Actual number:
cars 2020
180 vehicles / 1000 people
sq.m. road space / person
2000 km
Refer Pg. 147 to Pg. 156
on the road! 2.56
Road Length
53.06 km.sq. of 458.28 km.sq. area
VEHICLES
3 lakh cars 1980s
Forecasted growth as per CTS, 2008: 153 vehicles / 1000 people
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 22
Examining the System of Automoblity in Mumbai
Total recorded number of vehicles presently include:
60,000 Taxis
Refer Pg. 147 to Pg. 156
20 Lakh Two Wheelers
36 Lakh Cars
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 23
Examining the System of Automoblity in Mumbai
If all vehicles were parked on the road at one time,
60,000 Taxis
Refer Pg. 147 to Pg. 156
20 Lakh Two Wheelers
36 Lakh Cars
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 24
Examining the System of Automoblity in Mumbai
If all vehicles were parked on the road at one time,
They would consume the following space: 36 Lakh Cars
60,000 Taxis
20 Lakh Two Wheelers
8,40,000 sq.m.
60,00,000 sq.m.
5,04,00,000 sq.m.
or
or
or
0.84 sq.km.
6 sq.km.
50.4 sq.km.
Refer Pg. 147 to Pg. 156
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 25
Examining the System of Automoblity in Mumbai
If all vehicles were parked on the road at one time,
They would consume the following space:
60,000 Taxis
20 Lakh Two Wheelers
That’s a total of 57.24 sq.km.
36 Lakh Cars
8,40,000 sq.m.
60,00,000 sq.m.
5,04,00,000 sq.m.
or
or
or
0.84 sq.km.
6 sq.km.
50.4 sq.km.
Refer Pg. 147 to Pg. 156
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 26
Examining the System of Automoblity in Mumbai
If all vehicles were parked on the road at one time,
They would consume the following space:
60,000 Taxis
That’s a
20 Lakh total of Two57.24 Wheelers
sq.km.
36 Lakh Cars
As mentioned earlier, DP2034 has 53.06 sq.km. reserved under roads 8,40,000 sq.m.
60,00,000 sq.m.
5,04,00,000 sq.m.
or
or
or
0.84 sq.km.
6 sq.km.
50.4 sq.km.
Refer Pg. 147 to Pg. 156
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 27
Examining the System of Automoblity in Mumbai
That’s a total of 57.24 sq.km. As mentioned earlier, DP2034 has 53.06 sq.km. reserved under roads
Considering the above, there is
-4.18 sq.km. space for pedestrians
Refer Pg. 147 to Pg. 156
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 28
Examining the System of Automoblity in Mumbai
That’s a total of 57.24 sq.km. As mentioned earlier, DP2034 has 53.06 sq.km. reserved under roads
Considering the above, there is
-4.18 sq.km. space for pedestrians And given a population of 2 crore,
-0.000000209 sq.km. / person or -0.2 sq.m. / person Refer Pg. 147 to Pg. 156
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 29
Examining the System of Automoblity in Mumbai
Presently in every hectare of area The average length of road: 116.8 m/ha
Refer Pg. 147 to Pg. 156
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 30
Examining the System of Automoblity in Mumbai
Presently in every hectare of area The average length of road: 116.8 m/ha But length of road reserved for public transport:
16.2 m/ha
Refer Pg. 147 to Pg. 156
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 31
Examining the System of Automoblity in Mumbai
Presently in every hectare of area The average length of road: 116.8 m/ha But length of road reserved for public transport:
16.2 m/ha
Ultimately, 1.16 % road
1 ha
Refer Pg. 147 to Pg. 156
116.8 ha road
86.14 % for private transport
13.86 % for public transport
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 32
Examining the System of Automoblity in Mumbai
• This chapter brings together a compilation of the 2
policies, studies and plans at all authority levelsnational, state, city; and the transport design that was
initiated- in accordance to their ideological stance and
Infrastructure and Design
thereafter drafted legislative.
• The order in which the policies have been presented here, conform to their respective level of jurisdiction.
Refer Pg. 35 to Pg. 68
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 33
Examining the System of Automoblity in Mumbai
Policies, Studies And Plans Studied 01
BUTP
04
State and MCGM 1977
05
JNNURM
Center and State 2015
Central 2005
02
MUTP
03
State and MCGM 1985
AMRUT
06
MUTP
Center 2017
State and MCGM 2002
1980
1990
DP 1991
Eastern and Western Highways Jogeshwari Vikhroli Link Road
2000
2020
2010
CTS 2008
50 Flyovers Project
CMP 2016
EEDP 2016 Bandra Worli Sea Link
Sion Chembur Link Road New Bus Routes
Refer Pg. 35 to Pg. 68
NTOD
RDDP 2018
Flyover Additions Mumbai Metro Project Coastal Road Project
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 34
Examining the System of Automoblity in Mumbai
Resultant Infrastructure Design 01
BUTP
04
State and MCGM 1977
05
JNNURM
Center and State 2015
Central 2005
02
MUTP
03
State and MCGM 1985
AMRUT
06
MUTP
Center 2017
State and MCGM 2002
1980
1990
DP 1991
Eastern and Western Highways Jogeshwari Vikhroli Link Road
2000
2020
2010
CTS 2008
50 Flyovers Project
CMP 2016
EEDP 2016 Bandra Worli Sea Link
Sion Chembur Link Road New Bus Routes
Refer Pg. 35 to Pg. 68
NTOD
RDDP 2018
Flyover Additions Mumbai Metro Project Coastal Road Project
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 35
Examining the System of Automoblity in Mumbai
Resultant Infrastructure Design 01
BUTP
04
State and MCGM 1977
JNNURM
MUTP
03
State and MCGM 1985
AMRUT Center and State 2015
Central 2005
02
06
MUTP
1990
DP 1991
Eastern and Western Highways Jogeshwari Vikhroli Link Road
2000
2020
2010
CTS 2008
50 Flyovers Project
CMP 2016
to increasingly Private RDDP EEDP 2016 Bandra Worli Sea Link
Sion Chembur Link Road New Bus Routes
Refer Pg. 35 to Pg. 68
NTOD Center 2017
State and MCGM 2002
1980
From Public
05
2018
Flyover Additions Mumbai Metro Project Coastal Road Project
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 36
Examining the System of Automoblity in Mumbai
Resultant Congestion 01
BUTP
05 04
State and MCGM 1977
JNNURM
Center and State 2015
Central 2005
02
MUTP
03
State and MCGM 1985
AMRUT
06
MUTP
Center 2017
State and MCGM 2002
1980
1990
DP 1991
Eastern and Western Highways Jogeshwari Vikhroli Link Road
2000
2020
2010
CTS 2008
50 Flyovers Project
CMP 2016
EEDP 2016 Bandra Worli Sea Link
Sion Chembur Link Road New Bus Routes
Refer Pg. 35 to Pg. 68
NTOD
RDDP 2018
Flyover Additions Mumbai Metro Project Coastal Road Project
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 37
Examining the System of Automoblity in Mumbai
Essential Points 1
2
3
4
A cognitive bias towards the tendency of allowing increased use of automobiles can be identified in every institutional framework
Refer Pg. 35 to Pg. 68
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 38
Examining the System of Automoblity in Mumbai
Essential Points 1 A cognitive bias towards the tendency of allowing increased use of automobiles can be identified in every institutional framework
2
3
4
For example in NTOD, AMRUT and JNNURM
• NTOD specifies the requirement of parking but no concrete manner of regulation- further citing the need for public parking lots • Both AMRUT and JNNURM have sanctioned projects that are not only construction centric but also ensure privatization of transport
to take place- through their project typologies
Refer Pg. 35 to Pg. 68
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 39
Examining the System of Automoblity in Mumbai
Essential Points 1 A cognitive bias towards the tendency of allowing increased use of automobiles can be identified in every institutional framework
2 For example in NTOD, AMRUT and JNNURM
3
4
Studies designed to deviate from the approach undertaken are soon seen to incline towards the same cognitive bias.
• In the CTS 2008 and CMP, 2016 the first lays impetus towards increasing public transport but the second is seen to set directives for both public as well as private transport. Wherein the quantum of private is immeasurable and that of public is specific and limited. • The CTS predicts increased number of private vehicles, given the infrastructure trend, and the CMP concludes with suggestions and
recommendations for both public and private transport which, due to above cited reason, inevitably escalate private modal share Refer Pg. 35 to Pg. 68
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 40
Examining the System of Automoblity in Mumbai
Essential Points 1 A cognitive bias towards the tendency of allowing increased use of automobiles can be identified in every institutional framework
2 For example in NTOD, AMRUT and JNNURM
3 Studies designed to deviate from the approach undertaken are soon seen to incline towards the same cognitive bias.
4 Development Plans rolled out finally did not follow the transit objective that it had initially sought to follow.
• The attempted change in the Development Regulations, according to TOD Zones, through FSI- was held back against the allegations of using TDR. These were changed back to the previous system- of low FSI- instead of being modified. • The parking regulations under both the EEDP 2016 as well RDDP 2018 were identical. Transit or no transit, parking has always
prevailed. Refer Pg. 35 to Pg. 68
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 41
Examining the System of Automoblity in Mumbai
Can you spot the Public Transit? 01
BUTP
04
State and MCGM 1977
05
JNNURM
Center and State 2015
Central 2005
02
MUTP
03
State and MCGM 1985
AMRUT
06
MUTP
Center 2017
State and MCGM 2002
1980
1990
DP 1991
Eastern and Western Highways Jogeshwari Vikhroli Link Road
2000
2020
2010
CTS 2008
50 Flyovers Project
CMP 2016
EEDP 2016 Bandra Worli Sea Link
Sion Chembur Link Road New Bus Routes
Refer Pg. 35 to Pg. 68
NTOD
RDDP 2018
Flyover Additions Mumbai Metro Project Coastal Road Project
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 42
Examining the System of Automoblity in Mumbai
There are only these many! 01
BUTP
04
State and MCGM 1977
05
JNNURM
Center and State 2015
Central 2005
02
MUTP
03
State and MCGM 1985
AMRUT
06
MUTP
Center 2017
State and MCGM 2002
1980
1990
DP 1991
Eastern and Western Highways Jogeshwari Vikhroli Link Road
2000
2020
2010
CTS 2008
50 Flyovers Project
CMP 2016
EEDP 2016 Bandra Worli Sea Link
Sion Chembur Link Road New Bus Routes
Refer Pg. 35 to Pg. 68
NTOD
RDDP 2018
Flyover Additions Mumbai Metro Project Coastal Road Project
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 43
Examining the System of Automoblity in Mumbai
05 01
BUTP
04
State and MCGM 1977
JNNURM
Center and State 2015
Central 2005
02
MUTP
03
State and MCGM 1985
AMRUT
06
MUTP
NTOD Center 2017
State and MCGM 2002
“Currently, on an average we have 1 best bus every km- this has fallen from 8 buses every km which was prevalent 1980
1990
2000 in the 1980s.”
– Ashok Datar DP 1991
Eastern and Western Highways Jogeshwari Vikhroli Link Road
CTS 2008
50 Flyovers Project
2020
2010
CMP 2016
EEDP 2016 Bandra Worli Sea Link
Sion Chembur Link Road New Bus Routes
Refer Pg. 35 to Pg. 68
RDDP 2018
Flyover Additions Mumbai Metro Project Coastal Road Project
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 44
Examining the System of Automoblity in Mumbai
To add to that, projects such as Coastal Road and Bandra Worli Sea Link make room for
1.2 lakh and 16 thousand cars respectively- at full capacity. Similar projects such as the 50 flyover project, JVLR, SCLR and coming GMLR work at escalating the city’s capacity for automobiles.
Refer Pg. 147 to Pg. 156
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 45
Examining the System of Automoblity in Mumbai
But, for how long?
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 46
Examining the System of Automoblity in Mumbai
In this manner, policies, studies and plans for the design of transport infrastructure perpetuated the presence of private modal shares in the city.
Refer Pg. 35 to Pg. 68
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 47
Examining the System of Automoblity in Mumbai
• This chapter focuses on the spatial reservation for 3
stationary automobiles. • It begins by indicating the modal split prevailing in the
city and the spatial integration in development
Spaces and Modes
regulations that is apathetic to the same.
• It thereafter presents an assessment of development control regulations, with its impetus towards parking, that justifies there being an automobile oriented approach towards planning.
Refer Pg. 69 to Pg. 122
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 48
Examining the System of Automoblity in Mumbai
Two Wheeler 8%
Car 5%
Taxis 2%
Rickshaw 8%
Local Train 51%
Average Trip Length in KM Car
12
Two Wheeler
6
Taxis Rickshaw BEST Bus Local Train Refer Pg. 69 to Pg. 122
BEST Bus 26%
7.1 4.3 8.9 23.8
Modal Split, CTS 2008 Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 49
Examining the System of Automoblity in Mumbai
13%
private vehicles
Two Wheeler 8%
Car 5%
Taxis 2% Local Train 51%
Rickshaw 8%
Average Trip Length in KM Car
12
Two Wheeler
6
Taxis Rickshaw BEST Bus Local Train Refer Pg. 69 to Pg. 122
BEST Bus 26%
77%
7.1 4.3
public vehicles
8.9 23.8
Modal Split, CTS 2008 Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 50
Examining the System of Automoblity in Mumbai
As indicated earlier, the city has
60,000 Taxis
Refer Pg. 69 to Pg. 122
20 Lakh Two Wheelers
36 Lakh Cars
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 51
Examining the System of Automoblity in Mumbai
Where will they Park?
Refer Pg. 69 to Pg. 122
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 52
Examining the System of Automoblity in Mumbai
The provision of parking for stationary vehicles becomes a hindrance as the stated number of automobiles are
escalating exponentially. In a land locked city where housing itself is a predicament, the levy of free space for automobiles beckons much
question.
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 53
Examining the System of Automoblity in Mumbai
Every vehicle requires
3 Parking Spaces Therefore, a total of
1,86,00,000 parking spaces required to hold the previously mentioned number of vehicles
Refer Pg. 69 to Pg. 122
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 54
Examining the System of Automoblity in Mumbai
Explaining the trajectory of one such space
Residential Parking Spaces Which is pivotal to the existence of private automobiles in the city
Note: all other parking typologies explained in report Refer Pg. 69 to Pg. 122
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 55
Examining the System of Automoblity in Mumbai
Development Regulations 1967
Development Regulations 1991
FSI Regime
Tenement per acre
Maximum and minimum Density per ha
FSI Prevailing
3.5 to 1.0 – Island City to Extended Suburb
1.33 to 1.0 – Island City to Extended Suburb
Parking Space
Island City 500 sq.ft. 1/apartment 500 sq.ft.1000 sq.ft. 1~2/ apartment 1000 sq.ft. + 2/ apartment
Extended Suburbs Below 400 sq.ft. 1/ 4 apartments 400 sq.ft.750 sq.ft. 1/ 2 apartments 750 sq.ft. + 1/ apartment
Island City 500 sq.ft. 1/apartment 500 sq.ft.1000 sq.ft. 2~3/ apartment 1000 sq.ft. + 4/ apartment
Extended Suburbs Below 400 sq.ft. 1/ 4 apartments 400 sq.ft.750 sq.ft. 1/ 2 apartments 750 sq.ft. + 1/ apartment
Visitor Parking
NA
Additional 25% - Island City and 10% - Extended Suburbs
Parking Minimum
14 sq.m. / Parking Space
14 sq.m. / Parking Space
Refer Pg. 69 to Pg. 122
Development Regulations 2034 TDR As per road width 1.33 to 1.0 – Island City to Extended Suburb
Whole City 500 sq.ft. 1/apartment 500 sq.ft.- 650 sq.ft. 1/ 2 apartments 650 sq.ft.- 1000 sq.ft. 1/ apartment 1000 sq.ft. + 2/ apartments Additional 25% - Island City and 10% - Extended Suburbs
40 sq.m. / Parking Space
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 56
Examining the System of Automoblity in Mumbai
Development Regulations 1967
Development Regulations 1991
Development Regulations 2034
Maximum and minimum
FSI Regime
All FSI regimes that prevailed sought to control density of population TDR As per road width Tenement per acre Density per ha
FSI Prevailing
3.5 to 1.0 – Island City to Extended Suburb
Parking Space
Island City 500 sq.ft. 1/apartment 500 sq.ft.1000 sq.ft. 1~2/ apartment 1000 sq.ft. + 2/ apartment
Extended Suburbs Below 400 sq.ft. 1/ 4 apartments 400 sq.ft.750 sq.ft. 1/ 2 apartments 750 sq.ft. + 1/ apartment
1.33 to 1.0 – Island City to Extended Suburb Island City 500 sq.ft. 1/apartment 500 sq.ft.1000 sq.ft. 2~3/ apartment 1000 sq.ft. + 4/ apartment
Extended Suburbs Below 400 sq.ft. 1/ 4 apartments 400 sq.ft.750 sq.ft. 1/ 2 apartments 750 sq.ft. + 1/ apartment
Visitor Parking
NA
Additional 25% - Island City and 10% - Extended Suburbs
Parking Minimum
14 sq.m. / Parking Space
14 sq.m. / Parking Space
Refer Pg. 69 to Pg. 122
1.33 to 1.0 – Island City to Extended Suburb
Whole City 500 sq.ft. 1/apartment 500 sq.ft.- 650 sq.ft. 1/ 2 apartments 650 sq.ft.- 1000 sq.ft. 1/ apartment 1000 sq.ft. + 2/ apartments Additional 25% - Island City and 10% - Extended Suburbs
40 sq.m. / Parking Space
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 57
Examining the System of Automoblity in Mumbai
Development Regulations 1967
Development Regulations 1991
Development Regulations 2034
Maximum and minimum
FSI Regime
All FSI regimes that prevailed sought to control density of population TDR As per road width Tenement per acre Density per ha
FSI Prevailing
Seeking of city limits; illegal land 1.33 toexpansion 1.0 – 1.33transfers to 1.0 – and large 3.5 to 1.0 low – FSI led to consistent horizontal scaleIsland illegalities as slums) City to(such Extended Suburb Island City to Extended Suburb Island City to Extended Suburb
Parking Space
Island City 500 sq.ft. 1/apartment 500 sq.ft.1000 sq.ft. 1~2/ apartment 1000 sq.ft. + 2/ apartment
Extended Suburbs Below 400 sq.ft. 1/ 4 apartments 400 sq.ft.750 sq.ft. 1/ 2 apartments 750 sq.ft. + 1/ apartment
Island City 500 sq.ft. 1/apartment 500 sq.ft.1000 sq.ft. 2~3/ apartment 1000 sq.ft. + 4/ apartment
Extended Suburbs Below 400 sq.ft. 1/ 4 apartments 400 sq.ft.750 sq.ft. 1/ 2 apartments 750 sq.ft. + 1/ apartment
Visitor Parking
NA
Additional 25% - Island City and 10% - Extended Suburbs
Parking Minimum
14 sq.m. / Parking Space
14 sq.m. / Parking Space
Refer Pg. 69 to Pg. 122
Whole City 500 sq.ft. 1/apartment 500 sq.ft.- 650 sq.ft. 1/ 2 apartments 650 sq.ft.- 1000 sq.ft. 1/ apartment 1000 sq.ft. + 2/ apartments Additional 25% - Island City and 10% - Extended Suburbs
40 sq.m. / Parking Space
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 58
Examining the System of Automoblity in Mumbai
Development Regulations 1967
Development Regulations 1991
Development Regulations 2034
Maximum and minimum
FSI Regime
All FSI regimes that prevailed sought to control density of population TDR As per road width Tenement per acre Density per ha
FSI Prevailing
Seeking of city limits; illegal land 1.33 toexpansion 1.0 – 1.33transfers to 1.0 – and large 3.5 to 1.0 low – FSI led to consistent horizontal scaleIsland illegalities as slums) City to(such Extended Suburb Island City to Extended Suburb Island City to Extended Suburb
Parking Space
Island City Extended Extended Whole City 500 sq.ft. Suburbs Suburbs 500 sq.ft. 1/apartment 1/apartment Below 400 sq.ft. Below 400 sq.ft. 500 sq.ft.- 650 sq.ft. 500 sq.ft.1/ 4 apartments 1/ 4 apartments 1/ 2 apartments 1000 sq.ft. 400 sq.ft.400 sq.ft.650 sq.ft.- 1000 sq.ft. 2~3/ apartment 750 sq.ft. 750 sq.ft. 1/ apartment 1000 sq.ft. + 1/ 2 apartments 1/ 2 apartments 1000 sq.ft. + 4/ apartment 750 sq.ft. + 750 sq.ft. + 2/ apartments Number1/ofapartment parking spaces, here residential, have been decreased over the years 1/ apartment
Island City 500 sq.ft. 1/apartment 500 sq.ft.1000 sq.ft. 1~2/ apartment 1000 sq.ft. + 2/ apartment
Visitor Parking
NA
Additional 25% - Island City and 10% - Extended Suburbs
Parking Minimum
14 sq.m. / Parking Space
14 sq.m. / Parking Space
Refer Pg. 69 to Pg. 122
Additional 25% - Island City and 10% - Extended Suburbs
40 sq.m. / Parking Space
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 59
Examining the System of Automoblity in Mumbai
Development Regulations 1967
Development Regulations 1991
Development Regulations 2034
Maximum and minimum
FSI Regime
All FSI regimes that prevailed sought to control density of population TDR As per road width Tenement per acre Density per ha
FSI Prevailing
Seeking of city limits; illegal land 1.33 toexpansion 1.0 – 1.33transfers to 1.0 – and large 3.5 to 1.0 low – FSI led to consistent horizontal scaleIsland illegalities as slums) City to(such Extended Suburb Island City to Extended Suburb Island City to Extended Suburb
Parking Space
Island City Extended Extended Whole City 500 sq.ft. Suburbs Suburbs 500 sq.ft. 1/apartment 1/apartment Below 400 sq.ft. Below 400 sq.ft. 500 sq.ft.- 650 sq.ft. 500 sq.ft.1/ 4 apartments 1/ 4 apartments 1/ 2 apartments 1000 sq.ft. 400 sq.ft.400 sq.ft.650 sq.ft.- 1000 sq.ft. 2~3/ apartment 750 sq.ft. 750 sq.ft. 1/ apartment 1000 sq.ft. + 1/ 2 apartments 1/ 2 apartments 1000 sq.ft. + 4/ apartment 750 sq.ft. + 750 sq.ft. + 2/ apartments Number1/ofapartment parking spaces, here residential, have been decreased over the years 1/ apartment
Island City 500 sq.ft. 1/apartment 500 sq.ft.1000 sq.ft. 1~2/ apartment 1000 sq.ft. + 2/ apartment
Visitor Parking
NA
Parking Minimum
14 sq.m. / Parking Space
Refer Pg. 69 to Pg. 122
Additional 25% - Island City and
Visitor Parking as a new component 10%introduced - Extended Suburbs 14 sq.m. / Parking Space
Additional 25% - Island City and 10% - Extended Suburbs
40 sq.m. / Parking Space
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 60
Examining the System of Automoblity in Mumbai
Development Regulations 1967
Development Regulations 1991
Development Regulations 2034
Maximum and minimum
FSI Regime
All FSI regimes that prevailed sought to control density of population TDR As per road width Tenement per acre Density per ha
FSI Prevailing
Seeking of city limits; illegal land 1.33 toexpansion 1.0 – 1.33transfers to 1.0 – and large 3.5 to 1.0 low – FSI led to consistent horizontal scaleIsland illegalities as slums) City to(such Extended Suburb Island City to Extended Suburb Island City to Extended Suburb
Parking Space
Island City Extended Extended Whole City 500 sq.ft. Suburbs Suburbs 500 sq.ft. 1/apartment 1/apartment Below 400 sq.ft. Below 400 sq.ft. 500 sq.ft.- 650 sq.ft. 500 sq.ft.1/ 4 apartments 1/ 4 apartments 1/ 2 apartments 1000 sq.ft. 400 sq.ft.400 sq.ft.650 sq.ft.- 1000 sq.ft. 2~3/ apartment 750 sq.ft. 750 sq.ft. 1/ apartment 1000 sq.ft. + 1/ 2 apartments 1/ 2 apartments 1000 sq.ft. + 4/ apartment 750 sq.ft. + 750 sq.ft. + 2/ apartments Number1/ofapartment parking spaces, here residential, have been decreased over the years 1/ apartment
Island City 500 sq.ft. 1/apartment 500 sq.ft.1000 sq.ft. 1~2/ apartment 1000 sq.ft. + 2/ apartment
Visitor Parking
NA
Parking Minimum
14 sq.m. / Parking Space
Refer Pg. 69 to Pg. 122
Additional 25% - Island City and
Visitor Parking as a new component 10%introduced - Extended Suburbs Exponential Minimum! 14 sq.m. / Parking Space
Additional 25% - Island City and 10% - Extended Suburbs
40 sq.m. / Parking Space
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 61
Examining the System of Automoblity in Mumbai
Development Regulations 2034 also allow incentive FSI, provided builders build PUBLIC PARKING LOTS to be
handed over to MCGM
Refer Pg. 69 to Pg. 122
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 62
Examining the System of Automoblity in Mumbai
Development Regulations 2034 also allow incentive FSI, provided builders build PUBLIC PARKING LOTS to be handed over to MCGM LMV: Light Motor Vehicles
LCV: Light Commercial Vehicles
HMV: Heavy Motor Vehicles
Refer Pg. 69 to Pg. 122
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 63
Examining the System of Automoblity in Mumbai
Development Regulations 2034 also allow incentive FSI, provided builders build PUBLIC PARKING LOTS to be handed over to MCGM
Refer Pg. 69 to Pg. 122
LMV: Light Motor Vehicles
Minimum Area 40 sq.m.
LCV: Light Commercial Vehicles
Minimum Area 65 sq.m.
HMV: Heavy Motor Vehicles
Minimum Area 120 sq.m.
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 64
Examining the System of Automoblity in Mumbai
Development Regulations 2034 also allow incentive FSI, provided builders build PUBLIC PARKING LOTS to be handed over to MCGM LMV: Light Motor Vehicles
Minimum Area 40 sq.m.
Incentive FSI on 50% of BUA
LCV: Light Commercial Vehicles
Minimum Area 65 sq.m.
Premium to be paid to MCGM while handover
HMV: Heavy Motor Vehicles
Minimum Area 120 sq.m. Exponential Minimums increase BUA for incentive calculation
Refer Pg. 69 to Pg. 122
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 65
Examining the System of Automoblity in Mumbai
Development Regulations 2034 also allow incentive FSI, provided builders build PUBLIC PARKING LOTS to be handed over to MCGM LMV: Light Motor Vehicles
Minimum Area 40 sq.m.
Incentive FSI on 50% of BUA
LCV: Light Commercial Vehicles
Minimum Area 65 sq.m.
This can be justified by the following hypothetical example Premium to be paid to MCGM while handover
HMV: Heavy Motor Vehicles
Minimum Area 120 sq.m. Exponential Minimums increase BUA for incentive calculation
Refer Pg. 69 to Pg. 122
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 66
Examining the System of Automoblity in Mumbai
70,000 sq.m.
Total Area
1920 sq.m.
Service Area
68,080 sq.m.
Remaining Area
Refer Pg. 69 to Pg. 122
Refer to report for calculation details
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 67
Examining the System of Automoblity in Mumbai
70,000 sq.m.
Total Area
Considering that the area of one LMV parking is 14 sq.m, assuming that the basement will accommodate only LMVs
1920 sq.m.
Parking Potential As per parking standards
4,863 cars
Service Area
68,080 sq.m.
Remaining Area
Refer Pg. 69 to Pg. 122
Refer to report for calculation details
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 68
Examining the System of Automoblity in Mumbai
70,000 sq.m.
Total Area
Considering that the area of one LMV parking is 14 sq.m, assuming that the basement will accommodate only LMVs
1920 sq.m.
Refer Pg. 69 to Pg. 122
Refer to report for calculation details
As per parking standards
4,863 cars
Service Area
Remaining Area
Parking Potential
68,080
On Paper Parking
sq.m.
As per minimums set by DCPR
1,362 cars
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 69
Examining the System of Automoblity in Mumbai
70,000 sq.m.
Total Area
Considering that the area of one LMV parking is 14 sq.m, assuming that the basement will accommodate only LMVs
1920 sq.m.
As per parking standards
4,863 cars
Service Area
Remaining Area
Parking Potential
68,080
On Paper Parking
sq.m.
As per minimums set by DCPR
1,362 cars
Difference in number of parking spaces
3,501 Parking Spaces Refer Pg. 69 to Pg. 122
Refer to report for calculation details
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 70
Examining the System of Automoblity in Mumbai
70,000 sq.m.
Considering that the area of one LMV parking
Total Area
is 14 sq.m, assuming that the basement will accommodate only LMVs
1920 sq.m.
As per parking standards
4,863 cars
Service Area
Remaining Area
Parking Potential
68,080
On Paper Parking
sq.m.
As per minimums set by DCPR
1,362 cars
Difference in number of parking spaces
3,501
The difference is then capitalized upon
Parking Spaces Refer Pg. 69 to Pg. 122
Refer to report for calculation details
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 71
Examining the System of Automoblity in Mumbai
70,000 sq.m.
Considering that the area of one LMV parking
Total Area
is 14 sq.m, assuming that the basement will accommodate only LMVs
1920 sq.m.
Parking Potential As per parking standards
4,863 cars
Service Area
To examine this, we take three casestudies
Remaining Area
68,080
On Paper Parking
sq.m.
As per minimums set by DCPR
1,362 cars
Difference in number of parking spaces
3,501
The difference is then capitalized upon
Parking Spaces Refer Pg. 69 to Pg. 122
Refer to report for calculation details
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 72
Examining the System of Automoblity in Mumbai
Name
Runwal Elegante
One IndiaBulls Center
Jio Gardens
Location
Andheri West (Suburb)
Lower Parel (Island City)
BKC
Built Typology
Residential Complex
Commercial Complex
Commercial Social Amenities
Parking Type
Podium Parking
Podium Parking
Basement Parking
Available to
Residents and Public
Commercial and Public
Commercial and public
built up area or BUA that has been
Plot Area
22,000 sq.m.
40,000 sq.m.
35,000 sq.m.
given away for parking.
Parking Capacity
495 vehicles
1317 vehicles
2000 vehicles
Parking Area (calculated as per DCR)
2,73,672 sq.ft. 25,425 sq.m.
7,84,850 sq.ft. 72,915 sq.m.
11,57,120 sq.ft. 1,07,500 sq.m.
50% BUA of parking
12,712.50 sq.m.
36,457.50 sq.m.
53,750 sq.m.
FSI before Parking
1
1.33
3.5
Added FSI after Parking Provision
4
4
Not specified
Buildability on added parking
50,850 sq.m.
1,45,830 sq.m.
Not specified
Average Market Price INR/ sq.ft.
23,054
30,649
30,498
Total Price
117,22,95,900
446,95,43,670
?
Used As
BUA on existing residential
TDR in other projects
TDR in other projects
Refer Pg. 69 to Pg. 122
• According to development regulations incentive FSI shall be levied on 50% of
• For BUAs upto 2000m FSI of 3.00; above 2000m FSI of 4. • All typologies of parking, are charged.
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 73
Examining the System of Automoblity in Mumbai
Name
Runwal Elegante
One IndiaBulls Center
Jio Gardens
Location
Andheri West (Suburb)
Lower Parel (Island City)
BKC
Built Typology
Residential Complex
Commercial Complex
Commercial Social Amenities
Parking Type
Podium Parking
Podium Parking
Basement Parking
Available to
Residents and Public
Commercial and Public
Commercial and public
built up area or BUA that has been
Plot Area
22,000 sq.m.
40,000 sq.m.
35,000 sq.m.
given away for parking.
Parking Capacity
495 vehicles
1317 vehicles
2000 vehicles
Parking Area (calculated as per DCR)
2,73,672 sq.ft. 25,425 sq.m.
7,84,850 sq.ft. 72,915 sq.m.
11,57,120 sq.ft. 1,07,500 sq.m.
50% BUA of parking
12,712.50 sq.m.
36,457.50 sq.m.
53,750 sq.m.
FSI before Parking
1
1.33
3.5
Added FSI after Parking Provision
4
4
Not specified
Buildability on added parking
50,850 sq.m.
1,45,830 sq.m.
Not specified
Average Market Price INR/ sq.ft.
23,054
30,649
30,498
Total Price
117,22,95,900
446,95,43,670
?
Used As
BUA on existing residential
TDR in other projects
TDR in other projects
Refer Pg. 69 to Pg. 122
• According to development regulations incentive FSI shall be levied on 50% of
• For BUAs upto 2000m FSI of 3.00; above 2000m FSI of 4. • All typologies of parking, are charged.
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 74
Examining the System of Automoblity in Mumbai
Runwal Elegante , Andheri West Refer Pg. 69 to Pg. 122
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 75
Examining the System of Automoblity in Mumbai
Resultant Floors Added
Parking Floors Runwal Elegante , Andheri West Refer Pg. 69 to Pg. 122
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 76
Examining the System of Automoblity in Mumbai
Essential Points 1
2
3
4
Modal split illustrate the presence of excessive inclination of population towards public modal share.
Refer Pg. 69 to Pg. 122
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 77
Examining the System of Automoblity in Mumbai
Essential Points 1 Modal split illustrate the presence of excessive inclination of population towards public modal share.
2
3
4
Number of parking spaces is seen to decrease over time, however increased minimums are sought.
• This allocation of parking spaces was juxtaposed to the size of the apartment, was a logic that was neither explained nor pursued. • The prerequisite for parking was induced since the development regulations of 1967 and thereafter advocated further to perpetuate the presence of private modal share in the building unit of the urban form.
• This escalation is more prominent with exponential minimums. Refer Pg. 69 to Pg. 122
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 78
Examining the System of Automoblity in Mumbai
Essential Points 1 Modal split illustrate the presence of excessive inclination of population towards public modal share.
2 Number of parking spaces is seen to decrease over time, however increased minimums are sought.
3
4
The incentivization of Public Parking Lots further the argument and situate new∙ schemes of escalating the accommodation for private automobiles
• The current exponential minimums for parking (LMV: 40 sq.m.; LCV: 65 sq.m. and HMV: 120 sq.m.) reinforce the above arguments • Further, only 1% to 2% of the city’s buildings go into redevelopment, and therefore follow the development regulation. The remaining stay unchanged and lead to parking spillage on the streets.
• Justifying the city’s “need” for erecting public parking lots that inadvertently lead to skyscrapers at FSI as low as 2.00 Refer Pg. 69 to Pg. 122
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 79
Examining the System of Automoblity in Mumbai
Essential Points 1 Modal split illustrate the presence of excessive inclination of population towards public modal share.
2 Number of parking spaces is seen to decrease over time, however increased minimums are sought.
3 The incentivization of Public Parking Lots further the argument and situate new∙ schemes of escalating the accommodation for private automobiles
4 Other forms of incentivization include FSI and TDR received against road widening.
• Further, incentivization of road widening projects through TDR strengthen the hold of private automobiles over the city’s transport infrastructure as maximum road coverage is engulfed by them. •
Evidenced from the percentage road consumed by private vehicles on the road, as opposed to public vehicles.
Refer Pg. 69 to Pg. 122
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 80
Examining the System of Automoblity in Mumbai
In a land locked city where space is scarce and FSI crunched, 1,86,00,000 parking spaces essentially for stationary vehicles escalate the cost of that space.
Whose value is, and has been, depreciated by being excluded from FSI- therefore, making parking an obvious prerequisite and not a rare and expensive commodity.
Refer Pg. 69 to Pg. 122
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 81
Examining the System of Automoblity in Mumbai
Further, there is a minimum established (for public parking lots) but not maximum ceiling on the number of
vehicles or the area that a developer or builder can provide for- with the absence of the apex limit, there is no check on number of vehicles that can be provisioned for and further no limit on what can be ultimately capitalized
upon.
Refer Pg. 69 to Pg. 122
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 82
Examining the System of Automoblity in Mumbai
Thus, we see an alteration in the percentage of private modal share every passing decade.
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 83
Examining the System of Automoblity in Mumbai
In this manner, Typologies of Space Reservations for Automobiles perpetuated the presence of private modal
shares in the city.
Refer Pg. 69 to Pg. 122
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 84
Examining the System of Automoblity in Mumbai
• This chapter focuses on the allocation and distribution 4
of finance pertaining to transport infrastructuregeneral as well as project specific.
• Primarily looking at cost allocation under the local
Finance
Refer Pg. 123 to Pg. 146
authorities- MCGM and MMRDA- and the typology of
projects they appropriate expense towards.
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 85
Examining the System of Automoblity in Mumbai
Essential Points 1
2
3
4
The fragmentation of the transport authorities and transport typologies that they respectively invest in adversely affect the transport structure.
• This fragmentation among several authorities permits often disputed orientation of objectives for the city as a whole- as the segmented administrations function independently without a singular head, divergence is natural.
Refer Pg. 123 to Pg. 146
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 86
Examining the System of Automoblity in Mumbai
Essential Points 1 The fragmentation of the transport authorities and transport typologies that they respectively invest in adversely affect the transport structure.
2
3
4
The distribution of MCGMs annual expenditure marks the significance given to projects that lead to eventual increase of private modes of transport- .
• Mainly seen in the coastal road project along with various other road widening and bridge projects which make up a colossal 33% of total capital expenditure.
Refer Pg. 123 to Pg. 146
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 87
Examining the System of Automoblity in Mumbai
Essential Points 1 The fragmentation of the transport authorities and transport typologies that they respectively invest in adversely affect the transport structure.
2
3
4
The distribution of MCGMs annual expenditure marks the significance given to projects that lead to eventual increase of private modes of transport- .
• The budgetary allocation for the ambitious Coastal Road project has been increased by 25%, from the previous year, from Rs 1600 crore to Rs 2000 crore. The total project cost of the project stands at Rs 12,721 crore. • Further, the BMC has allocated Rs 300 crore for the Goregaon-Mulund link road project, sister to the currently existing JVLR and
SCLR. Refer Pg. 123 to Pg. 146
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 88
Examining the System of Automoblity in Mumbai
Essential Points 1 The fragmentation of the transport authorities and transport typologies that they respectively invest in adversely affect the transport structure.
2 The distribution of MCGMs annual expenditure marks the significance given to projects that lead to eventual increase of private modes of transport- .
3
4
The neglect in allocation of expenditure towards public transport is evident .
• The BEST bus finds its share of funding from within the 3.8% of capital expenditure- allocated by the municipality towards solid waste management and transport- and remaining to be procured through their own profit model- which is always running in loss. • In the wake of these gargantuan investments a mere 50 crore is cramped in for footpath repair.
Refer Pg. 123 to Pg. 146
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 89
Examining the System of Automoblity in Mumbai
Essential Points 1 The fragmentation of the transport authorities and transport typologies that they respectively invest in adversely affect the transport structure.
2 The distribution of MCGMs annual expenditure marks the significance given to projects that lead to eventual increase of private modes of transport- .
3 The neglect in allocation of expenditure towards public transport is evident .
4 Both MCGM and MMRDA following AMRUT directivemodel projects and execute them with the assistance of several private players through PPPs
• Construction centric, the city expenditure follows the principle of permitting the inclusion of market oriented activities- which consists of various private groups- in transport infrastructure. • However, it is noticed that not only do all projects dissuade public modal shares, but they also opt instead for activities that can build
private models of profitability. Refer Pg. 123 to Pg. 146
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 90
Examining the System of Automoblity in Mumbai
In this manner, finance allocated towards transport infrastructure perpetuated the presence of private modal
shares in the city.
Refer Pg. 69 to Pg. 122
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 91
Examining the System of Automoblity in Mumbai
5
Summary, Conclusion and Suggestions
Refer Pg. 147 to Pg. 156
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 92
Examining the System of Automoblity in Mumbai
Gaadi, Kaapda, Maakan 1970s and 80s
2020
Price of-
Price of-
50 to
1 apartment
4 cars
1 apartment
125 cars
Around 1 lakh
Around 25,000
Around 2 to 50 Crore
Around 4 lakh
The expense of an apartment, in the city, previously (in 1970s) was charged at 3.5 times the price of a car- on an averagehowever, currently the price of an average apartment in the suburban city can be equated to 50 to 125 times of an average car,
therefore making the car a more affordable and desirable product in comparison to the unaffordability of a shelter.
Refer Pg. 147 to Pg. 156
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 93
Examining the System of Automoblity in Mumbai
In this manner, we see the system of automobilty prevailing through
Refer Pg. 147 to Pg. 156
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 94
Examining the System of Automoblity in Mumbai
In this manner, we see the system of automobilty prevailing through 1 Policies governing transport infrastructure that perpetuates the presence of private modal share
Refer Pg. 147 to Pg. 156
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 95
Examining the System of Automoblity in Mumbai
In this manner, we see the system of automobilty prevailing through 1 Policies governing transport infrastructure that perpetuates the presence of private modal share
Refer Pg. 147 to Pg. 156
2
By allowing a framework that inadvertently leads to design of transport infrastructure favouring private modal share
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 96
Examining the System of Automoblity in Mumbai
In this manner, we see the system of automobilty prevailing through 1 Policies governing transport infrastructure that perpetuates the presence of private modal share
Refer Pg. 147 to Pg. 156
2
By allowing a framework that inadvertently leads to design of transport infrastructure favouring private modal share
3
Development regulations like that of mandate parking sustain the tendency of edging towards private modes
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 97
Examining the System of Automoblity in Mumbai
In this manner, we see the system of automobilty prevailing through 1 Policies governing transport infrastructure that perpetuates the presence of private modal share
Refer Pg. 147 to Pg. 156
2
By allowing a framework that inadvertently leads to design of transport infrastructure favouring private modal share
3
Development regulations like that of mandate parking sustain the tendency of edging towards private modes
4
All supported by the financing of transport infrastructure favouring private transport
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 98
Examining the System of Automoblity in Mumbai
It is evident from the facts stated that Mumbai has developed a car culture that had previously never been inherent to its making. Ample evidence iterates that it has accomplished the task and endeavors to ingrain as well as expand the said dictum exponentially.
Refer Pg. 147 to Pg. 156
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 99
Examining the System of Automoblity in Mumbai
Suggestions and Recommendations
Refer Pg. 147 to Pg. 156
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 100
Examining the System of Automoblity in Mumbai
01 Cognitive Bias • Evidently a collective cognitive bias among officials who design policies. • It is crucial to understand the types of bias that prevails to be able to overcome it.
A Solution for a Collective Cognitive Bias
02 Cost Benefit Analysis • To escape the bias that prevails, a cost benefit analysis must be conducted. • The inclusion of sustainable mobility in the discourse is vital in the given context.
03 Diversify Recommendation Groups
Refer Pg. 147 to Pg. 156
• Evidently a cost benefit analysis would fail if the biased group alone directs transport investment decision. • Conduct an open public discussion, including all stakeholder groups, before undertaking a transport infrastructure project could improve its credibility and obstruct any bias. Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 101
Examining the System of Automoblity in Mumbai
01 Demand and Supply Loop • Excessive supply to demand has ultimately increased demand.
02 Parking must be mandated under FSI Restrictions in Freedom, Policy Design
• To stop freedom of building excessive parking as a prerequisite to built form.
03 On-street Parking Charge • High on-street parking charges levied could stop commuters from using individual vehicles.
04 Congestion Charging • Vehicle charge in the city is levied only once, during registration. • A mechanism to meter the time the vehicle spends on the road and charges against the same could also alter modal preferences. Refer Pg. 147 to Pg. 156
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 102
Examining the System of Automoblity in Mumbai
01 Construction Centric Projects • The city views its private sector involvement in construction centric projects that escalate the presence of private modal shares in the city. • These include flyovers, bridges, etc. • Citing a need for equitable investment in public transport.
Centralize Profitable Investment outside construction
02 Public Transport Service • A shift from construction centric to a transport service investment is required. • This would help to not only introduce competitive innovations but would also provide area for improvement of image of public transport in the city- through, for example, marketing strategies pursued.
03 Management and Execution
Refer Pg. 147 to Pg. 156
• Evidently the above has often been a predicament for the government authorities due to staff shortages. • Private investment could be brought into the sphere to employ technological innovations to bridge the chasm. Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 103
Examining the System of Automoblity in Mumbai
“Don't it always seem to go
That you don't know what you've got Till it's gone
They paved paradise And put up a parking lot.�
Big Yellow Taxi, Joni Mitchell
Elika Sinha | PG180283 | Master of Urban Planning | CEPT University | 104