Mumbai- Mobility Infrastructure and the pandemic by krittika jain

Preliminary Submission- 4% similarity Word count: 6594 2

Contents 00Acknowledgement 00Glossary 00 Abstract

4 6 8

CHAPTER 1-Introduction 1.0 Setting the Scene 1.1 Introduction 1.2 Methods and Material 1.3 Past as a Prologue 1.4 Pandemic Psychology

10 12 14 17 20 24 26 28 30 32 34 36 38 42 46 48 50 52 56 62 66 70 72 74 76 78 80 94 96 98 102 104 106 126 140

End Notes

Diagram- Linking Chapter 1 to research Question

Research Question

Link Diagram- Chapter 1 to Chapter 2

CHAPTER 2-Focus 2.1 Mobility 2.2 Research Setting-Mumbai 2.3 Crowding and Density End Notes

Diagram- Linking Chapter 1,2 to Chapter 3

CHAPTER 3-Mumbai urban challenges 3.1 Urbanisation Challenges and Covid-19 3.2 Affordability and usage 3.3 Congestion Hampers Mobility 3.4 Issues to be Dealt with Immediately 3.5 Climate Change Challenges End Notes

Diagram- Linking Chapter 1,2,3 to Chapter 4

CHAPTER 4-Methods and Findings 4.1 Interdisciplinary Approach 4.2 Diverse Methods 5.0 Conclusion and Discussion End Notes

6.0 Bibliography 7.0 Illustration List 8.0 Appendix1 8.1 Interviews 8.2 Questionnaire 9.0 Appendix 2

ACKNOWLEDGEMENT

Firstly, I would like to thank my supervisor, Dr Jim Uttley, for his patient guidance and support even during these trying times. Without his supervision, this research would not be possible. Secondly, I would like to extend a sincere thank you to my parents and siblings for supporting me. Further, I would like to thank my friends and family who helped me distribute the questionnaire, helping to gather maximum data for analysis. A note of appreciation to the 201 respondents of the questionnaire and the six interdisciplinary interviewees, who removed time to answer my questions. A special thank you to my friends for believing in my topic and helping me mentally through this pandemic.

BMC- Brihanmumbai Municipal Corporation The Municipal Corporation of Greater Mumbai (MCGM), formerly and commonly known as the Bombay Municipal Corporation (BMC) is the governing civic body of Mumbai, the capital city of Maharashtra. MMR- Mumbai Metropolitan Region (MMR) is a metropolitan area consisting of Mumbai and its satellite towns in Maharashtra, India. The region has an area of 6,355 square kilometers and with a population of over 26 million it is among the most populous metropolitan areas in the world. DP- Development Plan of Mumbai CM- Chief Minister of Mumbai MMRDA-Mumbai Metropolitan Region Development Authority (MMRDA) is a body of the Government of Maharashtra that is responsible for the infrastructure development of the Mumbai Metropolitan Region. The MMRDA was set up on 26 January 1975 under the Mumbai Metropolitan Region Development Authority Act, 1974 Government of Maharashtra as an apex body for planning and co-ordination of development activities in the Region. MUTP- Mumbai Urban Transport Project (MUTP), is a project formulated by the Mumbai Metropolitan Region Development Authority to bring about improvement in the traffic and transport situation in the Mumbai metropolitan region with the assistance of the World Bank. IEG-Independent Evaluation Group DCR- Development Control Regulations,1991 for greater Mumbai CRZ-Coastal Regulation Zone Under the section 3 of Environment Protection Act, 1986 of India, Coastal Regulation Zone notification was issued in February 1991 for the first time, for regulation of activities in the coastal area by the Ministry of Environment and Forests (MoEF) NGO-Non-Governmental Organisations WHO-The World Health Organization (WHO) is a specialized agency of the United Nations responsible for international public health. CII-Chartered Insurance Institute The Chartered Insurance Institute (also known as the CII) is a professional body for the insurance sector. The CII’s purpose, as set out in its 1912 royal charter, is to ‘Secure and justify the confidence of the public’ in its members and the insurance sector as a whole. It aims to do this through setting standards of integrity, technical competence and business capability. HT-Hindustan Times HT is an Indian English-language daily newspaper introduced by Mahatma Gandhi in 1924. URDPFI-Urban and Regional Development Plans Formulation and Implementation NYC- New York City 7

FIG.1: The pandemic, Mobility infrastructure in Mumbai and climate change.

A B S T R A C T

The pandemic inspired the in-depth study of this paper in the face of an already developed humanitarian crisis (climate change). Direct connections must be drawn from climate emergency and human behaviour, with the global dimension of the pandemic. In under-developed countries like India (Mumbai), COVID-19 has called renewed attention to the lack of urban development and its mobility Infrastructure. The paper discusses processes that underlie the complex transport system, space and human structure from a multidisciplinary perspective to provide designers, architects and decision-makers with the latest problems through an interactive toolkit. The research introduces the investigation of transport network through the lens of crisis and psychology. The paper then goes on to develop the focus on mobility in Mumbai urban by examining density and crowding as a starting point in chapter 2. Chapter 3 discusses the different issues highlighted by the pandemic, by examining the policy, urban planning techniques, inequality, transport usage and congestion, followed by the predicted climate changes. A series of methods are applied to calculate threat perception and usage through interviews and questionnaires. Evidence proved that the mobility infrastructure challenges would not only be difficult to accomplish in the short term but would also face significant problems in the long term because of the disproportionate effects on the urban poor. Lessons learnt from this pandemic would force us to reconsider approaches to the mobility and urban planning policies that might strengthen our communities for future pandemics. Consequently, develop a holistic approach that encourages the city planners and designers to imagine a new social order, one which aspires at providing a better balance between the society, with renewed ethical principles and moral values. Key words: Covid-19, Mumbai, Mobility Infrastructure,Urban Planning.

Chapter 1

1.0

SETTING THE SCENE

1.1

INTRODUCTION

1.2

METHODS AND MATERIALS

1.3

PAST AS A PROLOGUE HISTORY OF PANDEMICS

1.4

PANDEMIC PSYCHOLOGY

“The symptoms take 5-6 days to show up? maybe 14?”

No age demographic is targeted, “a child, a middle aged or elderly can die from it?”

“NO CURE?”

“You can have the disease and not show symptoms? It’s a normal cold? fever? change of weather?”

“Not ENOUGH hospital beds?”

“Travelling means compulsive quarantine?”

“The world is in a state of lockdown?”

“I would rather go with a friend in their car than use the bus

“This is all too much lets just stay at home.”

The news, “x number of people are getting the virus, y number are recovering and z people have died”, statistics increasing and decreasing on a daily basis.

“Local travelling dangerous?”

“I would rather use my own private vehicle than use the train”

“Climate emergency is a concern for later on, now I need to be safe and healthy.” Climate issue is further a global issue, what can I even do individually?”

“I don’t think I will be able to come to work as there are old people in my house.”

FIG.2 The news of the pandemic has dominated the headlines around the world, for multiple

months now. This has stirred panic amongst the people, leaving them uncertain. This image shows the multiple statements that people have made over the course the pandemic.

1.0

SETTING THE SCENE

Life amid the outbreak of the virus; uncertainty brewing, risk lurking on the edge of every surface. The outside, a beast, waiting to feast on you. Outside no longer looks like a safe social transitional zone, but a danger zone. You only seem moderately safe indoors, nursed in the lap of your own homes. The step outside seems like a newly formed wilderness. The idea of the world exceptionally well connected appears appalling. Praises sung to the technology at our disposal and travelling seems like an adventure (not many people are such). “Better safe than sorry”, a proverb used now more than ever. A lingering uncertainty. (FIG.2) There is something paradoxical about living in the city now. A wave of disruption observed in the longstanding daily routines. Everything feels different; the city seems to have changed. Not long ago, public transport was a convenience to reach

places faster, economically. Outside grocery shops, at 6-foot intervals, neat yellow markers on concrete sidewalks render masked shoppers into queues. People are crowding in open areas like parks and beaches, leaving most indoor meeting places closed. Public parks, a 19th-century campaign, offer relief to urban dwellers otherwise trapped in their own homes. Our bodies in space have been suddenly reorganized by the disturbing spread of the novel coronavirus, momentarily reducing our spheres of mobility. We stay put, but unexpectedly we are staying in different places. There is an array of improvised urban activities and ad hoc solutions. And still, things have been the same too—a lingering uncertainty.

KEY WORDS:PSYCHOLOGY, CITY TRANSPORT AND COVID-19 1.1

INTRODUCTION

Covid-19 has dictated headlines around the world for multiple months now. The virus most explicitly impacts physical wellbeing, has troubling effects on mental and social functioning. Epidemics like the coronavirus outbreak are a “mirror for humanity, reflecting the moral relationships that people have toward one other”.1 The relationship that architectural design and psychology share is not only consequential but bidirectional. It has been shown that architectural design has clear psychological and physiological impacts.2 Furthermore, psychology, human experiences and the function of our neurological systems all have a significant role in what is perceived of the architectural design. The relationship between the two is noteworthy, yet it largely remains unrecognised. Sometimes even ignored in the design industry, both on the inside and outside. However, the current scientific literature is confirming the profound impact that one’s physical environment can have on thoughts, emotions, and behaviour.3 Architectural psychology aims to bridge the gap between the two sciences, providing a deeper understanding of how the surrounding environment influences the mental, the physical and emotional wellbeing of humans. 14

Today the world is more interconnected than ever, successfully transmitting the airborne virus. The pandemic has an inherently urban character4. Given the 2050 predictions, two-thirds of the population will be living in urban areas5. (FIG.3) Concerns of sustainable, resilient urban development have acquired attention to generating the “co-benefits” of public health and wellbeing.6Statistics further indicate, living in cities is healthier than the suburbs, “Cities are a boon for public health even now.”7 Humans spend almost 90% of their time indoors8, and architects have focused their energies continuously on evolving these spaces. 10% of the time they spend outdoors can be divided into ‘necessary, leisure and optional activities’9. Transportation infrastructure not only plays a crucial role within the city but also in the 5.5%10,(FIG.4) time spent outdoors and in Mumbai 8.33%.11 Indeed, using a travel mode is one of the most habitual behaviours people routinely perform; urging design principles to be revisited when one is fighting a pandemic (and preparing for the future) keeping in mind the wellbeing of individuals.

MOBILITY STRESS

FIG 3. An abstraction of the mobility and transport within the city of Mumbai and its Psychological impacts

.“Among the most habitual behaviours occurring recurrently in a stable context, transportation would probably be ranked in the top 10.”

IN A RESIDENCE (68.7%)

OFFICE-FACTORY (5.4%) BAR-RESTAURANT (1.8%)

OUTDOORS (7.6%)

IN A VEHICLE (5.5%) OTHER INDOOR LOCATION (11%)

TOTAL TIME SPENT INDOORS (86.9%) TOTAL TIME SPENT INDOORS/ OUTDOORS

FIG 4. This diagram shows the percent of the time people spend doing indoor and outdoor activities. The statistic are an adaptation of the diagram illustrated by Environmental Protection Agency (EPA).2020

Although cities are overcrowded with little green/ open spaces, most of the benefits of living in a metropolis require some unity, such as; fast public transport, buzzing bars and restaurants, and the seemingly limitless supply of entertainment and culture. The virus posed as a risk to most of these activities to be enjoyed in their normal form. As cities were forced under lock-down, the mobility and transport facilities were put under extreme speculations, bringing the entire world to a speedy halt. “Modern cities were not designed to cope with the life during a pandemic, and this upside-down way of living has turned them into an array of disconnected bedrooms and studios”.12 Public spaces remain closed; nevertheless, mass transit is widely accessible. However, people do not feel secure enough to rely on it again. The literature on Affects

airborne infection transmission in different transport infrastructures is limited, focusing predominantly on commercial air travel. Breaking the infection transmission chain is crucial to the effectiveness of any action in airborne infection management. Procedures can be of considerable importance to transport building environments.Covid-19 crisis stands to reshape the world we live in today, and ‘urban revolution began even before the pandemic’. 13 “Time matters most when decisions are irreversible. And yet many irreversible decisions must be made based on incomplete information.”14 Indian cities are at high risk, with increasing population and current unplanned infrastructural conditions. This document focuses on Mumbai transport infrastructure through the lens of Pandemics and Psychology. (FIG.5)

Coronavirus/ Pandemic

Affects

Psychology and Behaviour

Cities Majorly Affects

Affects

Transport and Mobility

Architectural Design Main Focus Research Setting

Mumbai, India FIG.5 A diagram demonstrating the link between the key words to be addressed along the course

of this paper. 16

EXPLAINED IN DETAIL IN CHAPTER 4 1.2

METHODS AND MATERIALS

The research paper studies the patterns and planning strategies of the transport infrastructure in Mumbai, through a series of multiple methods, both qualitative and quantitative. The current disposition of the pandemic, resulted in desktop research and online application of methods.(FIG.6) News and headlines acted as the entry point for this descriptive research. Collection of literature relating to the identified problem was then conducted and reviewed . Case study of the past pandemics acted as a prologue. A series of interdisciplinary interviews were carried out that supported the literature review and helped in the development of a questionnaire. The questionnaire had a total of 201 respondents. The interview comments are integrated with the background research and literature review. (The findings of the interviews and questionnaires are explained in detail in Chapter 4)

FIG.6 The methods and materials used for the research

paper. The circular connection and integration of the multiple methods with one another. 19

FIG.7 Comparing the pandemics that occurred in the past with the coronavirus.

“Life is a collection of similarities rather than identities; no single observation is a perfect example of generality.”

Peter L. Bernstein, Against the Gods: The Remarkable Story of Risk

1.3

PAST AS A PROLOGUE

The world has seen many pandemics, taking millions of lives, resulting in rewriting, restructuring and redesigning cities for centuries. Historically, ‘Fear of infection’ defined the approach of future planning and construction, equally dictating form and function.15 The suffering and brutality of the great depression and World War II dominated two decades of history and established the contours of foreign affairs for the next 50 years. However, much of the background was followed by the urban elements of the modernist movement, that did so much to characterise, the post-war urban thought. (FIG.8) Changes such as urban renewal, sanitary reforms and housing were made to reduce the risk of infectious diseases. Mumbai too has seen changes in the past. In 1898 after the Bombay Plague, the British set up the Bombay City Improvement Trust, a government city planning body16. They began barrelling through old neighbourhoods and creating public spaces—especially streets under which

they laid drainage pipes and sewage lines. Their next approach was to build developed suburbs, catering to the middle classes, which took them almost a decade. They took over places that were once ‘plague camps’ and placed sewer pipes, highways, public transit facilities in the skeleton to make a better living.(FIG.7) Past pandemics act as a precedent. There are potential lines drawn from the world before the pandemic to the one after. “Innovation will no doubt occur, but it is the work of the past decades that must continue and find a place of prominence and efficacy in a changing world.” 17 Mumbai, as it is today, cannot counter the negative impacts of the pandemic. The infrastructure facilities, as described later in the paper, prove that it is outdated and unable to deal with the increasing population demands. Learning from post-Bombay Plague city planning, the city must reevaluate and re-strategise, keeping in mind the next pandemic (climate change).

‘Diseases have urged to shape the out built environment for centuries’

FIG.8 History of Urban changes observed due to the pandemics in the past.

1.4

PANDEMIC PSYCHOLOGY

WHO has been expressing the need to prepare for the possibility of an influenza pandemic since 2009.18 However, many cities have developed no measures for awareness and comfort in such situations. Until the onset of Covid-19, 71% of respondents were somewhat familiar, and 29% were not familiar with the term pandemic in Mumbai.19 People’s behaviour in response can impact the societal consequences of a pandemic. To date, the knowledge of how individuals are likely to respond to a pandemic is very little. As a result, it is impossible to establish successful coping mechanisms and therapeutic approaches that predict the potential responses of individuals and then restrict the effects of a pandemic. The available literature on behavioural responses frequently refers to several theories of risk perception- including protective motivation theory, the Health Belief Model (HBM), the Extended Parallel Process Model (EPPM) and the Precaution Adoption Process Model (PAPM).20 The fundamental idea is that individuals respond to threat by introducing another action. In any stage of a pandemic, practitioners must be aware of the rumours going around and the potential risk of “emotional contagion” among populations.21 Contagion concerns lead us to become more “conformist and tribalistic, and less accepting of eccentricity”.22 24

For years the infectious disease has been shaping our evolution, altering our phycology and physiology. Therefore, something that decreases the risk of infection in the first place can provide a distinct survival value. For this cause, a developed series of unconscious psychological reactions, like “the behavioural immune 23 system” serves as the first line of defence that limits our interaction with possible pathogens.24 There are multiple responses, namely the disgust response, moral vigilance and fear of outsiders. (FIG.9A) Shah says that the Indian culture already looks differently towards women and lower economic groups.25 We need to account for the literacy level, depth of the propaganda and fake news in Mumbai.26 When viewing issues such as immigration or sexual freedom, equality, our moral judgements become harsher, and our social attitudes more conservative. The daily reminders of the illness can sway even our political affiliations. (FIG.9B) Pohani mentioned that, “people have the memory of a goldfish. They only remember the recent past and base their futures on it.”: relating it to a similar investment market behaviour.27 However, in Indian culture, issues such as emotional anxiety and stress are told to ignored.28 This lens becomes an important tool to study transport and mobility issues and help alleviate future issues.

FIG.9A The images represent the behaviour immune theory and fear of outsiders, during a pandemic.

FIG.9B Info-graphic depicting a range of subjects from the psychological and behavioural sciences important during a pandemic. Topics discussed here include danger identification, social meaning, scientific communication, individual and community desires, stress and coping.

1. SNOWDEN, F. (2019). Epidemics and Society: From the Black Death to the Present. New Haven; London: Yale University Press. 2. Edited by Linda Steg, e. a., 2012. Environmental Psychology : An Introduction. s.l.:John Wiley & Sons, Incorporated. 3. Edited by Linda Steg, e. a., 2012. Environmental Psychology : An Introduction. s.l.:John Wiley & Sons, Incorporated. 4. Swasti Vardhan Mishra, A. G. S. M. H., 2020. Title: COVID-19 and urban vulnerability in the megacities of the global south, s.l.: s.n. 5. Nations, U., 2014. World Urbanisation Prospects, s.l.: s.n. 6. Nations, U., 2018. 68% of the world population projected to live in urban areas by 2050, new York: s.n. 7. Scott Wiener, A. I., 2020. A Backlash Against Cities Would Be Dangerous. The atlantic. 8. (Environmental Protection Agency (EPA).2020) 9. Gehl, J., & Koch, J. (2011). Life between buildings: Using public space. Washington, DC: Island Press. 10.. (Environmental Protection Agency (EPA).2020) 11. Questionnaire response time spent in travel 12. Kallipolti, L., 2020. [Interview] 2020. 13. Klaus, I., 2020. The Post-Pandemic Urban Future Is Already Here. [Online] 14. Bernstein, P., n.d. Against The Gods.

CHAPTER 1

END NOTES 15. ELLIN, N. (1996). Postmodern urbanism. Cambridge, Mass, Blackwell. 16. https://www.atlasobscura.com/articles/how-bombay-plague-changed-mumbai 17. Klaus, I., 2020. The post- pandemic urban future is already here. 18. WHO : Pandemic preparedness (2006). 19. Appendix 1-8.1 Questionnaire (2020) 20. Norman P, Boer H, Seydel ER: Protection Motivation Theory. In Predicting health behaviour Edited by: Conner M, Norman P. Berkshire, UK:Open University Press; 2005:81-126. 21. Goodwin R, Gaines SO, Myers L, Neto F. Initial psychological responses to swine flu. Int J Behav Med. 2011;18(2):88-92. 22. Robson, D., 2020. The fear of coronavirus is changing our psychology. [Online] 23. Mark Schaller at the University of British Columbia in Vancouver. 24. Robson, D., 2020. The fear of coronavirus is changing our psychology. [Online] 25. Shah, S., 2020. Appendix 1-Interview- Mumbai and Covid 19 [Interview] (21 October 2020). 26. Shah, S., 2020. Appendix 1-Interview- Mumbai and Covid 19 [Interview] (21 October 2020). 27. Pohani, J., 2020. Interview- Mumbai city and Covid-19 [Interview] (2 September 2020). 28.Shah, S., 2020. Appendix 1-Interview- Mumbai and Covid 19 [Interview] (21 October 2020).

1.2

History of Pandemic

Past as a Prologue

Affects

Coronavirus/ Pandemic

Affects

1.4

Psychology and Behaviour

Cities Majorly Affects

Affects

Transport and Mobility

Architectural Design Main Focus Research Setting

Mumbai, India

FIG.10 Chapter 1 is an introduction that acts as a lens to answer the research question. The pandemic suggests to visit the past, and understand Psychology and behavior of people during such times. This forms the basis of the research. It helps formulate the research question and the methods to be employed.

C H A P T E R 1 Research Question

Methods and Materials Findings in Detail in Chapter 4

RESEARCH QUESTION

WHAT ISSUES HAS THE PANDEMIC SURFACED OF THE MOBILITY INFRASTRUCTURE IN MUMBAI?

FIG.11 Chapter 1 and the research question, then help focus on the topic to be addressed- Mobility

and transport infrastructure in the research setting- Mumbai. The understanding of crowding and density is important when analysing the pandemic and the infrastructure in Mumbai.

History of Pandemic

Past as a Prologue

Affects

Coronavirus/ Pandemic

Affects

Psychology and Behaviour

Cities Majorly Affects

C H A P T E R 1 Research Question

Affects

Transport and Mobility

Architectural Design Main Focus Research Setting

Mumbai, India Methods and Materials Findings in Detail in Chapter 4

Affects

Coronavirus/ Pandemic

Psychology and Behaviour

Cities Majorly Affects

Affects

Transport and Mobility

Architectural Design

2.1 Main Focus Research Setting

Affects

C H A P T E R 2

2.2

Mumbai, India

When examining Mobility infrastructure for a city like Mumbai it is important to factor in the crowding and density as the focal point

Crowding vs Density

2.3

Chapter 2

FOCUS 2.1

MOBILITY

2.2

MUMBAI URBAN

2.3

CROWDING AND DENSITY

IMPORTANCE OF MOBILITY AND THE PANDEMIC 2.1

The outbreak of Covid-19 has put a zoomed-in lens, speculating, how we move in cities. Anything we do as individuals, as families, as a state, national and international economies are underpinned by mobility. The work of many sociologists, geographers, economists, policymakers, and visual artists who strive to analyse the definition of cities today, view urban mobility as a central concept.29 To ensure basic human needs, people need to travel, but mobility is also a privilege adding to the quality of life. It plays a crucial role in developing an enticing atmosphere for people and businesses alike. Nevertheless, mobility is widely mentioned as one of the world’s most intractable, universal problems cities face and the carrier of the airborne diseases. Established and developing cities face the task of satisfying growing demands for productive mobility within restricted physical infrastructure capacities. Need for mobility in cities is exceptionally volatile over time, leading to a constant gap between the supply and demand. For infrastructure, operation administration, and urban planning, this constant ebb and flow in the system is a big problem. While many growing cities are responding by constructing new urban infrastructure (roads, railways, bike paths, footpaths) to increase peak traffic demand, this may not be the entire solution. The complexity of rising cities can 36

cumulatively lead to challenges, with existing resources flowing to vulnerable communities. This risk is multiplied when extra pressure comes from a sudden population explosion or catastrophe.30 All cities and urban centres are distinct, dynamic in their characteristics of diversity, functions and responsibilities of various local actors. There is no traditional approach to humanitarian response; it is fundamental to understand the local context and respond accordingly.31 The pandemic is going to be “another blow to urban transit, which is ironic because transit will be needed to solve the climate crisis.” 32 For the ride-hailing industry, it would be a boost.33 Urban mobility concerns are vital to practise. With the “mobility turn”, city planners and architects are bringing new ways of theorising mobility.34 The guidelines of social distancing set by WHO, do not comply with the infrastructure and public transport vehicles in Mumbai. Already existing inefficiencies, such as “high congestion levels, limited multimodal integration, inadequate public transit systems, degraded footpaths and the non-existing cycle tracks”35 in the road transport system have been a long struggle. Many cities in India, especially, Mumbai need to focus on the mobility sector to be able to fight against the pandemic without crippling itself for the future.

FIG.12 The pandemic has put a zoomed-in lens, questioning how we move

within the city.

“Without clear conditions for using the cities funds in favour of a modal shift, we risk locking our cities in an unsustainable model of mobility for decades to come.” UITP, M. M. (2020, june 4). Looking ahead to public transport post-pandemic. Intelligent transport . 37

FIG.13 The disequilibrium in Mumbai, static city

and kinetic city.

RESEARCH SETTING 2.2

URBANISM AND ECONOMIC INEQUALITY

Mumbai is a city of disequilibrium, accommodating approximately 20.4 million people36 and is India’s most prominent economic capital; the 12th wealthiest in the world, ranking above big city centres like Paris and Toronto.37 However, wealth remains scattered with extreme poverty. Estimated 9 million inhabitants (41.3% of the population), live in slums or regions of severe poverty; that lack access to clean water, power and public transport.38 Mumbai has painted quite an ironic urban picture of itself. “India’s cities, which are expected to become some of the largest urban conglomerates of the twenty-first century, incorporate both physical and visual contradictions to coalesce in a landscape of pluralism.”39 Slums are a common sight. At the same time, accelerated urbanisation, luxury projects and tall building complexes; have given rise to controversy and discourse in the local and global debates on urban planning and economic inclusion.40 The city has two distinct elements occupying a shared physical space; (the formal) ‘static city’ and (the informal) ‘kinetic city’.41 The static city is perceived as a two-dimensional entity on a typical city map and the kinetic city as a three-dimensional construct with incremental development. The

occupation habits decide the shape and experience of the city. It has ethnic urbanism with a unique logic of ‘local’.42 The temporal articulation provides a rich sense of spatial occupancy and demonstrates how spatial borders are stretched to include formally unimagined uses in dense settings. A state of equilibrium sustained by potentially irresolvable stress, affinity, and exclusion are concurrently carried out. “Given the linear layout of the city, the location of business areas, and the ever-widening spread of the suburbs, Mumbai’s suburban rail network will continue to be the primary mode of transportation in the city for years to come.”43 The suburban railway carries up to 7.5 million passengers daily across its 450km network.44 Railways and transport are emblematic of a kinetic atmosphere that embraces and blurs the formal and the casual, cutting through the realm while reducing them into a single object for movement. The self-awareness of modernity and the laws enforced by the static city is suspended and obsolete here. Without fear of modernity, the kinetic city brings local knowledge into the contemporary world, while the static city regularly remakes the kinetic city in its image. 45 (FIG.13)

THE PANDEMIC A RESET BUTTON?

“IF

YOU

TAKE

THE

GREAT

ARCHITECTURAL INVENTIONS OF THE 20TH CENTURY: THE AIRPORT,

THE

HIGH-RISE,

THE FREEWAY - THOSE ARE THE THINGS

CHALLENGED

RIGHT NOW.”

THAT

THE

ARE

MOST

“THE FUTURE OF HUMANITARIAN CRISIS IS URBAN”.-DIANE ARCHER

2.3

CROWDING VS DENSITY “Discontinuities, irregularities, and volatilities seem to be proliferating rather than diminishing. In the world of finance, new instruments turn up at a bewildering pace, new markets are growing faster than old markets, and global interdependence makes risk management increasingly complex. Economic insecurity, especially in the job market, makes daily headlines. The environment, health,” Peter L. Bernstein, Against the Gods: The Remarkable Story of Risk

The 20th-century inventions were focused on increasing density in cities, but the pandemic is insisting the need to re-evaluate this density. “We are prisoners of the future because we will be ensnared by our past.” 46 The recent debate, following the tweet by the NYC governor, “There is a density level in NYC that is destructive, an immediate plan to reduce density” 47, led to many urban planners pointing out the difference between crowding and density. It concludes by saying that in cities crowding is the real issue and not density. Nevertheless the same cannot be said about Mumbai. NYC has more than ‘26 times per person space in the city’48 to Mumbai. The definition of density is the measure of people working and living in a given area at a given time. Crowding is the closeness of a person to another at a given time and place. The population density in Mumbai is 73,000 persons per square mile, which makes Mumbai the second most populated city in the world with a steady annual increase.49 (FIG.15 & 16) Per person residential space is 8.3 square metre50 and an abysmal 1.24 square metres per person accessible open space 51, spread over 604 square kilometres.52 The current available area is already below the URDPFI guidelines, which suggests 10-12 square metres per 42

person53 and WHO’s social distancing norms. Further, the infrastructure is unplanned and in poor hygienic conditions, promoting crowding. (FIG.14) Many cities after a few months started to reopen, but the unlock in Mumbai took place after six months with public transport not accessible for all. Density is an issue; in principle, density leads to closer contact between residents and further interaction, making them possible hotspots for the rapid spread of emerging infectious diseases.54 The heavily populated Dharavi- the largest slum in Asia where 650,000 individuals reportedly reside in an area of 2.5 square kilometres, had a total of 2,301 COVID-19 cases; compared to 80,262 cases recorded from the entire population of Mumbai, which has an average population density of 32,303 per square kilometre.55 The threat appraisal of the people along with the new way of living till the vaccine is encouraging the Mumbai citizens to resort to independent modes of transport and other non-environmental friendly ways, further threatening the other pandemic: climate change. Crowding and density are an essential focal point to develop a comprehensive analysis of the mobility infrastructure issues in Mumbai during the pandemic.

FIG.14 Mumbai is the second most populated city in the world with per person open space

1.24M. The city does not only have the problem of density but also crowding.

FIG.15 Density increase observed over the years.

FIG.16 Population distribution 2011- Source Censor Data 2011

29. Sjöholm, J., 2016. Heritagisation, Re-Heritagisation and De-Heritagisation of Built Environments: The Urban Transformation of Kiruna, Sweden, Sweden : s.n. 30. Archer, D., 2017. The future of humanitarian crises is urban. IIED, November. 31. Archer, D., 2017. The future of humanitarian crises is urban. IIED, November. 32. IEA (2020), Changes in transport behaviour during the Covid-19 crisis, IEA, Paris https://www.iea.org/articles/changes-in-transport-behaviour-during-the-covid-19crisis 33. Condon, P., 2020. The post-pandemic city: UBC expert on how the coronavirus will impact future cities [Interview] (23 March 2020). 34. Sjöholm, J., 2016. Heritagisation, Re-Heritagisation and De-Heritagisation of Built Environments: The Urban Transformation of Kiruna, Sweden, Sweden : s.n. 35. Palak Thakur, R. A. T. P. M. R. A. T. A. J. R. A. T. A. H. R. A. T., 2020. IMPACT OF COVID-19 ON URBAN MOBILITY IN INDIA: EVIDENCE FROM A PERCEPTION STUDY, s.l.: The Energy and Resources Institute (TERI) . 36.Anon., 2020. world population review. [Online] 37.Bendix, A., 2018. Drone photos of Mumbai reveal the places where extreme poverty meets extreme wealth. [Online] Available at: https://www.businessinsider. com/aerial-drone-photos-mumbai-extreme-wealth-slums-2018-9?r=US&IR=T 38.Anon., 2020. world population review. [Online] 39.Mehrotra, R., 2005. Kinetic city, s.l.: Oro Editions. 40. Takle, R., 2013. Mumbai Is a Beautiful City, s.l.: Aaron Renn.

CHAPTER 2

END NOTES

41. Mehrotra, R., 2005. Kinetic city, s.l.: Oro Editions. 42. VERA, R. M. A. F., 2018. The Indian city kinetic: consuming, reinterpreting and recycling spaces, s.l.: The architectural review. 43. Bank, w., 2015. Mumbai Urban Transport Project. [Online] 44. Sen, S., 2020. Mumbai; transport experts suggest mobilty methods to reduce burden on public transport post lock-down. [Online] 45. VERA, R. M. A. F., 2018. The Indian city kinetic: consuming, reinterpreting and recycling spaces, s.l.: The architectural review. 46.Bernstein, P., n.d. Against The Gods. 47. Scott Wiener, A., 2020. A Backlash Against Cities Would Be Dangerous. [online] The Atlantic. Available at: <https://www.theatlantic.com/ideas/archive/2020/05/ urban-density-not-problem/611752/> 48. Ministry of Urban Development, URDPFI Guidelines 49.Mumbai Live. 2020. Mumbai Is The Second Most Populated City In The World: Report. [online] 50. The Indian Express. 2020. Average Living Space In Mumbai: Each Resident Has Just 8 Sq M To Call Own. [online] 51. The Indian Express. 2020. Average Living Space In Mumbai: Each Resident Has Just 8 Sq M To Call Own. [online] 52. Ministry of Urban Development, URDPFI Guidelines 53. Ministry of Urban Development, URDPFI Guidelines 54. Baachhi, S., 2020. Population Density Linked to COVID-19 Spread in India, Delhi: Inter Press Service. 55. Baachhi, S., 2020. Population Density Linked to COVID-19 Spread in India, Delhi:

History of Pandemic

Past as a Prologue

Coronavirus/ Pandemic

Affects

Psychology and Behaviour

Cities Majorly Affects

C H A P T E R 1

Affects

Transport and Mobility

Architectural Design Main Focus Research Setting

Mumbai, India Research Question

Affects

Coronavirus/ Pandemic

Psychology and Behaviour

Cities Majorly Affects

Affects

Transport and Mobility 2.1 Main Focus Research Setting

Affects

C H A P T E R 2

Methods and Materials Findings in Detail in Chapter 4

Architectural Design 2.2

Mumbai, India

When examining Mobiity infrastructure for a city like Mumbai it is important to factor in the crowding and density as the focal point

Crowding vs Density

2.3

FIG.17 The focus and the introduction together form the narrative of Chapter 3.Chapter 3 is an in-depth study of the various issues highlighted by the pandemic in Mumbai. The research is supported by the results and findings of the interviews and the questionnaire. The chapter ends by talking about ongoing humanitarian crisis-climate change which should be considered while making changes for the future. 48

Coronavirus/ Pandemic Questions emerge about the history about the planning development

Severely Affected Affects

Mumbai, India 3.1

3.2

Urbanisation challenges and Zonning

Modes of transport

Transport Usage and affordability

Majorly Affects

C H A P T E R 3

Affects Not only are there zonning and distribution challenges, but usuage and affordability adds a layer to the existing problems

Linear Transit corridor 2.2

3.3

Congestion Crowding and design neglect 3.5

3.4

Current Issues

Unplanned and lack of Hygiene

Climate Change

Future Challenges

Chapter 3

RESEARCH AND FINDINGS 3.1

URBAN CHALLENGES AND COVID-19

3.2

AFFORDABILITY AND USAGE

3.3

CONGESTION HAMPERS MOBILITY

3.4

CURRENT ISSUES

3.5

CLIMATE CHANGE CHALLENGES 51

FIG.18 News articles and headlines showing the emergency state of Mumbai during the pandemic.

3.1

URBAN CONNECTIVITY CHALLENGES AND COVID-19 Covid-19 severely affected Mumbai with long term consequences, primarily due to the haphazard pattern of growth and urbanisation. (FIG.18) The urban infrastructure, including mobility, sanitisation, and plumbing facilities was an afterthought to cater to the basic needs, thus inefficient. Questions emerge regarding the history of planning and development, and the capacity to cope with future environmental shocks and pandemics.56 Population and industrialisation explosion by the mid-nineteenth century, crowded greater Mumbai, causing a rise in land prices and resulting in informal settlements57 (Seen today)(FIG.19A). In 1958, the idea of planning a ‘twin town towards the east’ called New Mumbai emerged, accommodating 2.1 million people.58 Other smaller business centres were created on the transport link, connecting the peninsular island with the eastern mainland namely; Thane, Ulhasnagar, Bhiwandi, Khopoli, Kalyan, and Dombiwali.59 From 1991 to 2011, the average gross population density increased from 3,421 to 5,361 persons/sq km, with only one district (Paligarh) added to the entire scheme.60 (FIG.20) The MMRDA plans span over 20 years, but since then, unit development has been extremely slow and usually prolonged. The current housing plan only invited more people

into the city. People from the eastern mainland till date have to travel to five major commercial areas in island peninsula for work, increasing the stress on the current transport system. A case of a Dombiwali resident had a 10-hour daily commute due to lack of job opportunities in Dombiwali.61 “Covid-19 has given the city a brief sigh of relief”62, with people working from home or not working at all. Food poverty is at an all-time high, and residents have only two options without support: hunger or disease risk. A week of dropped incomes can mean they’re going to lose their homes and for some, their place of work is their home.63 Sometimes “invisible” to governments and other urban inhabitants in the best of times, during the pandemic, what happens to informal workers such as street vendors and domestic workers may impact whole communities, rich and poor alike.64 Many people living in rented apartments decided to go back to their hometowns (tier 2 cities) to avoid the city hustle.65 Millions of urban migrants and informal workers fled back on foot to their villages. Loss in income has also affected education for low-income groups.66 (FIG.19B) Not only does the city face connectivity challenges over the vast urban area, but affordability also accelerates these issues. 53

FIG.19B Slums lack, necessary sanitisation, water

facilities, ‘2000 people lacked access to pipe water[1], and ‘more than 70% have had to queue up for water delivered by trucks’ [1]. (Jillian Du, 2020)

FIG.19A The map shows the slums in Mumbai Suburban 2011, with the main transport network

running through the city. 54

“URBANISM, IF IT IS TO MEAN ANYTHING AT ALL, IS A FLUID MATRIX OF THINGS THAT DO THEIR OWN THING. IN WILLIAM BURROUGHS’ WORDS, WE MUST KEEP OUR BAGS PACKED AND READY TO MOVE ALL THE TIME.” – Warren Chalk, 1969

FIG.20 The map of Mumbai city showing the different districts and the lines running through the

main connections to the main island- Mumbai suburban.

FIG.21 Commonly used modes of transport in Mumbai.

MODES OF TRAVEL IN MUMBAI 3.2

AFFORDABILITY AND USAGE

An average person spends 11% of their total income on public transport and the most deficient 16%.67 This expensive, high-volume mass transit system is unable to meet demands. (FIG.21) “A problem exacerbated by the fact that services are poorly linked”, forcing travellers crossing the city to route through the centre.68 Average daily trip length is 24km.69 Even before the pandemic, the rapid motorisation and lopsided urban transportation policymaking ‘were extremely disadvantageous for the urban poor with high traffic fatalities.’70 (FIG.22A) Cities have thus become an exclusive space for the “elite and white-collar workforce”71 Personal mode of transport occupies 85%, and public services account for 44% of the vehicles on the roads. 72 The suburban railway is the primary source of travel, overcrowded during work hours. There is often no space to enter or exit, “travelling safely during peak hours is almost impossible”73. (FIG.22B) One is pushed around, which is stressful and unsafe, “by the time you reach the workplace, you are drained for the day.”74 Stations are not designed for physically challenged or to accommodate large numbers of people and promote crowding. The areas outside the station are

encroached illegally and do not have systematic intermodal connections. 2016-2036 MMR plans mention the increase in railway compartments and bus vehicles.75 These do not include people focused on infrastructural development. Buses are the secondary mode of public transport. The general conditions of the services are low, and the less fortunate people find it difficult to afford even with the subsided fares. Almost 40% of the population in India cannot afford public transport and need to walk or bicycle, forcing them to live in informal settlements closer to their employment place.76 Lack of a designated pedestrian and bike lanes contribute to the exclusion of such city residents.77 Additionally, the improper construction of roads78, encompasses multiple potholes and broken unkept footpaths.79 The increased usage of cycles during the pandemic is only because of the lower congestion.80 Further cycling has become the only safe recreational activity with no open green space. Long term and short time proposals suggested in light of the pandemic by the BMC are superficial; temporary solutions that are not well-planned. (FIG.23) Although the intension remains positive, it fails to deal with the existent broader issues of congestion. 57

FIG.22A The above images show the disadvantages for the urban poor and the risk of traffic

fatalities. Further the images also demonstrate, no separate lanes for different modes of transport.

FIG.22B Images sourced from an Instagram artist who tried to depict the issues in the transport

systems in Mumbai during the coronavirus. The image on the left shows that the trains are over crowded and people often have to hang out of the train to be accommodated. The image on the right shows a similar situation in the buses in Mumbai.

FIG.23 In light of the pandemic, the BMC and the CM of Maharashtra have suggested three-term

plans. The above texts are screenshots from the report published by HT. The short term actions are merely an imitation of the way the world is adapting, not keeping in mind the context of Mumbai. The medium and long term plans are complimentary. Still, they are not well planned and are mainly statements without evidence of public engagement or problem-focused approaches. They are merely a temporary solution which will be disadvantageous and dangerous in the future if not executed well. Further, there is no time period mentioned which renders the initiative as unsuccessful. 59

FIG.24 The map shows the employment distribution. The primary, secondary and tertiary

FIG.25 The map provided the density data of the city and shows the connection points for

transport. This shows that the areas that have higher density are not as well connected as the the areas with lower density. This creates congestion and shows a lack of planning in Mumbai. 61

MODES OF TRAVEL IN MUMBAI

3.3

CONGESTION HAMPERS MOBILITY

Urban congestion is a frequent phenomenon, principally because various kinds of vehicles drive at different speeds, with no appreciable degree of separation lanes for diverse modes of transportation. (FIG.22A) Low congested mobility is often the reason for the slow movement of traffic and not the high value of vehicular traffic. The fundamental reason behind higher congestion in Indian cities is because infrastructure planning for urban transportation is hardly demand and design-driven, instead ‘based on political decisions’81. (FIG.25) Every family in Mumbai owns at least one car, with 200 cars being introduced daily.82 Freight delivery vehicles need to be parked within the city and take up primary space; almost 23 hours a day all week.83 The other popularly used vehicle, rickshaws, are driven haphazardly without following civic rules causing a nuisance and park in primary location aiding congestion.84 (FIG.25) More buses and pedestrian efficiencies are expected over private taxis and vehicles. There are no separate bus lanes except some arterial lanes, leaving the buses stuck in traffic. (FIG.26) The current modes of transport are insufficient,’ hence the MMRDA is encroaching into the Arabian sea to build in more road networks.’85 The 62

laying of new highways, constructing flyovers, sky-walks, are some of the commonly used strategies to alleviate congestion on the roads. These strategies increased congestion, created grossly inequitable ‘car only facilities’ and spread urban parameters. (FIG.28) A case in point of the BandraWorli sea link, which does not allow pedestrians, riders, two-wheelers, and the autorickshaws. Attempts to ensure sufficient facilities for motorised transport have shown that they are bound to fail. They are further creating urban and economic disparity. Similarly, the suburban railway in Mumbai gives less priority for the first and last-mile coverage. Since the last five years attempts towards an integrated ticketing system has not been successful in connecting the suburban railway (and metro and monorail) with public bus transport. The MUTP, sponsored by the World Bank, is one of the most ambitious initiatives to modernise and upgrade the urban mobility in Mumbai. Development began in 2002 with two stages introduced and the third stage underway. To date, over $1,400 million has been spent mainly on improving the commuter train system, with the critical goal of decongestion. (FIG.30)

Although some of the phase 1 funds have also been spent on improving the bus system.86 (IEG), an agency assessing projects sponsored by the world bank, identified the project as ‘moderately satisfactory’ because the usage increased and capability decreased. (FIG.31) Rather than its ability to alleviate congestion, what is intriguing is the extent to which the initiative has completely neglected facilities for pedestrians and cyclists, “a missed opportunity for pedestrians and cyclists.”87 There were some proposals for pedestrian crossings in the first phase of the project but were excluded in phase 2 along with other cutbacks on certain fronts.88 An analysis conducted by the CII showed that 40% of the citizens in the city of Mumbai perform activities on foot. (This population work with offices and as household workers, spreading the virus to the other parts of the population.) Footpaths are often encroached by street hawkers and vendors, broken, or cluttered with garbage. The citizens living in the suburbs express space issues and recommend elevated mobility

modes.89 However, the city has skywalks near the railway stations, a failed, unsafe and inaccessible by all user groups initiative. Rohira, warns that the city might need a mass rapid transit system or the city will get suffocated.90 “Mass rapid transit systems—with the ability to transport large volumes of people at rapid speeds and frequency— work efficiently for travel within large cities, inter-cities and inter-towns/ regional centres/suburbs. Within this network, other transit modes such as trams, light rail and buses, and even bicycles can play important supporting roles.”91 Nevertheless, another mode of transport will not solve the existing congestion and affordability issues. The metros under construction, will not be completed before 2031 and the existing Line 1 metro and monorail only connect a few areas also with poor intermodal connections. Thus increasing pressure on existing buses, central suburban railways and increasing traffic.92 Suggestions for road capacity expansion is another flawed solution, that will not be effective for congestion.

The image highlights the nuisance caused by the Rickshaw drivers in Mumbai. With no separate lanes to rules followed they are the major reasons for congestion. FIG.26

FIG.27 The image shows that there are no separate bus lanes or any visible divisions for any mode of transport or mobility. People are forced to walk between this traffic.

FIG.28 The map shows the three sea links that the

MMRDA is planning to create. The sea link is already built and in use (the image below) but does not allow two wheelers or pedestrian movement. The other links are also car friendly initiatives.

3.4

CURRENT ISSUES TO BE DEALT WITH IMMEDIATELY

The DCR have no mention of footpaths individually or with the road/street. Until 2011 the BMC claimed that the DP of Mumbai did not include footpaths, hence not in their scope of work. Further, with no public authority taking responsibility towards the convenience of the people. In 2019 for the first time in the history of Mumbai, the BMC mentioned a category for footpath budget which merely concentrated on repairing the footpath condition and clearing hawkers.93 They invested a sum of $22.5 million on footpaths, promising to repair 3000 km of footpaths.94 The BMC commissioner commented that, with $210.5 million spent on road repair, the footpaths alongside these roads were repaired. Despite the accusations, HT’s investigation (2020) of some of the busiest footpaths in the city showed that they were in ‘poor condition’.95 (FIG.29) Footpaths were seen as a by-product of the road. BMC has admitted challenges or made excuses of dealing with the hawkers for encroachment. The city has grown in this manner for decades; the hawkers make the city dynamic, designers

and officials need to accept their existence and include them. Without a thoughtful, inclusive strategy, the city is always going to be in poor conditions. Architects and Urban planners only seem to be creating proposals which are never considered by the BMC and often marked as unachievable or too expensive.96 The city faces a magnitude of issues which should have been addressed before the pandemic. Containment seems impossible with the current urban plan. Shortly after the unlock, the number of cases increased to 0.5 million. The common theme of answers received from the various interviews and questionnaires was that the city needs to be decongested, well sanitised and properly connected. 97 With the onset of covid-19 and the climate emergency already here, building our way through this crisis is not the solution. The city must analyse the existing facilities, re-examine and create efficient solutions. Reduction of congestion can only be made possible if there are equal, efficiently planned transport systems in the city through a multi-disciplinary approach.

FIG.29 In some of the footpaths the paver block was broken, or utility pipes were popping out and

other had trees growing through the footpath, rendering the pedestrians to walk on the roads. There were other multiple important internodal junctions in the city which were heavy used, in similar conditions. Overall the footpaths within the city are unhygienic, very narrow, broken and discontinued. 67

FIG.30 For the Suburban railway network the real issue is the design. It is impossible to be able to

take precautionary measures during the pandemic as the design does not allow safe movement.

FIG.31 The above images show footpaths and pedestrian movement outside the main railway

stations.

3.5

CLIMATE CHANGE CHALLENGES

Recent reports propose that Mumbai Island in 2030 would resemble its 1700 geography; seven islands separated by swamps98. (FIG.32) Severe climate change impact predictions include the sea level rise, temperature fluctuations, changing rainfall patterns and increasing frequencies of tropical cyclones.99 The informal settlement located near the coastal areas is most vulnerable. Most of these areas were taken over illegally and given to affluent citizens. The CRZ area is seen as a real estate opportunity. During the Maharashtra flooding in 2005,100 BMC struggled to coordinate response efforts resulting in 5000 deaths in 2 days. As a consequence of this disaster, multiple updates were published in the disaster risk management plan. Conversely, the methods chosen were still under the resistance risk management framework, that was strictly driven by systematic flood protection mechanisms, such as pumping stations and stormwater drains.101 Many NGO’s and environmental campaigners who support the transformative initiatives have opposed the risk management

policies of the municipality.102 Over time, the local communities have developed several pathways to adapt to the alterable environment, rather than stunt the growth. However, climatic change implies a radical shift in climatic conditions, leaving very little reaction time for adaptation.103 Also, these methods of dealing with changing situations can be gradually prevented by social or economic restrictions. Therefore, not only the privileged but also the less privileged must have a say in this dynamic fight towards climate change. The use of indigenous expertise will both enhance the community’s resilience (as an especially low-cost non-structural measure) and offer useful insight to policymaking for environmental risk assessment. Mehta concludes by making an immediate call for risk control techniques that would question the status quo by turning away from a policy of resistance.104 Mumbai has been served the opportunity to tackle both the pandemics together. Thus measures should be taken simultaneously.

FIG.32 The three maps show the past, present and future of the peninsular island Mumbai. With

climate change and sea level rising the city will look like it did in 1700 by 2050.

FIG.33 Climate change an emergency. While taking precautions to deal with the pandemic, the

city must be aware that climate mitigation measures are taken. Otherwise, we might solve the current pandemic issues, but might not be able to fight the future one. 71

56. Sahu, S., Saizen, I. Development of planning index for evaluating climate change protocols: analysis of Mumbai Metropolitan Region’s Regional Plan 1996–2011. City Territ Archit 5, 5 (2018). https://doi.org/10.1186/s40410-018-0082-8 57. Sahu, S., Saizen, I. Development of planning index for evaluating climate change protocols: analysis of Mumbai Metropolitan Region’s Regional Plan 1996–2011. City Territ Archit 5, 5 (2018). https://doi.org/10.1186/s40410-018-0082-8 58. Sahu, S., Saizen, I. Development of planning index for evaluating climate change protocols: analysis of Mumbai Metropolitan Region’s Regional Plan 1996–2011. City Territ Archit 5, 5 (2018). https://doi.org/10.1186/s40410-018-0082-8 59. Sahu, S., Saizen, I. Development of planning index for evaluating climate change protocols: analysis of Mumbai Metropolitan Region’s Regional Plan 1996–2011. City Territ Archit 5, 5 (2018). https://doi.org/10.1186/s40410-018-0082-8 60. mmrda.maharashtra.gov.in/documents/10180/8037279/1.+Draft+MMR+Plan+Report 61. Pimpkar, R., 2020. Mumbai and Covid-19 [Interview] (4 September 2020).61. Pimpkar, R., 2020. Mumbai and Covid-19 [Interview] (4 September 2020). 62. Pimpkar, R., 2020. Mumbai and Covid-19 [Interview] (4 September 2020).61. Pimpkar, R., 2020. Mumbai and Covid-19 [Interview] (4 September 2020). 63. interview with a household worker 64. Jillian Du, R. K. a. R. C. -., 2020. tacling inequality in cities is essential for fighting Covid-19, s.l.: s.n. 65. Pimpkar, R., 2020. Mumbai and Covid-19 [Interview] (4 September 2020). 66. Louis, M., 2020. Mumbai and Covid-19 [Interview] (2 september 2020). 67. Maureen Cropper, Soma Bhattacharya, “Public Transport Subsidies and Affordability in Mumbai, India”, Urban Studies Research, vol. 2012, Article ID 865972, 7 pages, 2012. 68. Maureen Cropper, Soma Bhattacharya, “Public Transport Subsidies and Affordability in Mumbai, India”, Urban Studies Research, vol. 2012, Article ID 865972, 7 pages, 2012. 69.mmrda.maharashtra.gov.in/documents/10180/8037279/1.+Draft+MMR+Plan+Report69. 70.Batra, L., 2009. A Review of Urbanisation and Urban Policy in Post-Independent India. [Online] Available at: https://www.jnu.ac.in/sites/default/files/u63/12A%20Review%20of%20Urban%20 %28Lalit%20Batra%29.pdf. 71. Batra, L., 2009. A Review of Urbanisation and Urban Policy in Post-Independent India. [Online] Available at: https://www.jnu.ac.in/sites/default/files/u63/12A%20Review%20of%20Urban%20 %28Lalit%20Batra%29.pdf. 72. IIHS, 2012. URBAN INDIA 2011:EVIDENCE, s.l.: INDIA INSTITUTE OF HUMAN SETTLEMENTS. MoHUA, 2019. handbook of urban statistics 2019, s.l.: Ministry of housing and urban affairs, government of india. 73. Louis, M., 2020. Mumbai and Covid-19 [Interview] (2 september 2020). 74. Prasad, O., Mumbai and Covid-19 2020. [Interview] (6 September 2020). 75. mmrda.maharashtra.gov.in/documents/10180/8037279/1.+Draft+MMR+Plan+Report 76. ABHISHEK, V., 2020. Inadequate Urban Transportation Facilities Leave the Poor in India High and Dry. economical and political weekly, 55(28-29). 77. Bank, W., 2016. [Online]. Bank, W., 2005. Towards a Discussion of Support to Urban Transport Development in India, s.l.: s.n. 78. Prasad, O., Mumbai and Covid-19 2020. [Interview] (6 September 2020). 72

CHAPTER 3

END NOTES 79. Fatnani, T., 2020. Interview-Mumbai city and Covid-19 [Interview] (5 September 2020). 80. Pohani, J., 2020. Interview- Mumbai city and Covid-19 [Interview] (2 September 2020). 81.Sohail Ahmad, J. A. P. d. O., 2016. Determinants of urban mobility in India: Lessons for promoting sustainable and inclusive urban transportation in developing countries. Volume Volume 50. 82. CII 83.Sohail Ahmad, J. A. P. d. O., 2016. Determinants of urban mobility in India: Lessons for promoting sustainable and inclusive urban transportation in developing countries. Volume Volume 50. 84. Prasad, O., Mumbai and Covid-19 2020. [Interview] (6 September 2020). Fatnani, T., 2020. Interview-Mumbai city and Covid-19 [Interview] (5 September 2020). 85. Prasad, O., Mumbai and Covid-19 2020. [Interview] (6 September 2020). 86. Bank, W., 2016. [Online]. 87. Bank, W., 2016. [Online]. 88. Bank, W., 2016. [Online]. 89. Prasad, O., Mumbai and Covid-19 2020. [Interview] (6 September 2020). Pohani, J., 2020. Interview- Mumbai city and Covid-19 [Interview] (2 September 2020). 90.kei, l. s., 2014. movement and pause: transit buildings and public spaces. s.l.:s.n. 91. kei, l. s., 2014. movement and pause: transit buildings and public spaces. s.l.:s.n. 92. Pimpkar, R., 2020. Mumbai and Covid-19 [Interview] (4 September 2020). 93. News, C. and News, M., 2020. In A First, BMC Creates New Fund Category For Footpaths | Mumbai News - Times Of India. [online] The Times of India. 94.News, C. and News, M., 2020. In A First, BMC Creates New Fund Category For Footpaths | Mumbai News - Times Of India. [online] The Times of India. 95. Eeshanpriya MS, S. D. M. T., 2020. Footpaths in Mumbai’s island city in poor condition. Hindustan Times, 3 Februry . 96. Pimpkar, R., 2020. Mumbai and Covid-19 [Interview] (4 September 2020). 97. responses from the questionnaire 98. Nikhil Anand, C. T., 2019. The Indian Express. [Online] Available at: Explained: How climate change could impact Mumbai by 2050 99. Nikhil Anand, C. T., 2019. The Indian Express. [Online] Available at: Explained: How climate change could impact Mumbai by 2050 100. NDTV, 2011. 26July, 2005: The day Mumbai stopped, Mumbai: NDTV. 101. “Climate change and uncertainty from ‘above’ and ‘below’: perspectives from India”. en. In: Regional Environmental Change 19.6 (Aug. 2019), pp. 1533–1547. L. Mehta, S. S. H. N. A. A. S. B. U. G. a. V. V. K., 2019. Climate change and uncertainity: regional environmental change 19.6, s.l.: Springer. 102. L. Mehta, S. S. H. N. A. A. S. B. U. G. a. V. V. K., 2019. Climate change and uncertainity: regional environmental change 19.6, s.l.: Springer. 103. Vybornova, A., 2020. The Impact of Climate Change on Urban Risk Management Strategies. 104. . L. Mehta, S. S. H. N. A. A. S. B. U. G. a. V. V. K., 2019. Climate change and uncertainity: regional environmental change 19.6, s.l.: Springer. 73

History of Pandemic

Past as a Prologue

Coronavirus/ Pandemic

Affects

Psychology and Behaviour

Cities Majorly Affects

C H A P T E R 1

Affects

Cities Majorly Affects

Affects

Transport and Mobility

Coro Pa

Transport and Mobility

Architectural Design

2.1

Main Focus Research Setting

Mumbai, India

Mum

When examining Mob for a city like Mumba factor in the crowdin the focal

Crowding vs Density

2.3

Integrated throughout the paper

Me Mate a

Interdisciplinary Interviews

News and Headlines

FIG.34 Diagram shows the link between the methods and the earlier chapters. The results are

explained in detail in the following chapter. 74

Help

Coronavirus/ Pandemic

ronavirus/ andemic

Affects

Psychology and Behaviour

Questions emerge about the history about the planning development

C H A P T E R 2

Affects

Mumbai, India Urbanisation challenges and Zoning

Modes of transport

Transport Usage and affordability

Majorly Affects

Affects Not only are there zoning and distribution challenges, but usage and affordability adds a layer to the existing problems

Affects

2.1

Architectural Design 2.2

mbai, India

Severely Affected

Linear Transit corridor 2.2

Congestion Crowding and design neglect

bility infrastructure ai it is important to ng and density as point

Unplanned and lack of Hygiene Climate Change

Future Challenges

C H A P T E R 4

Research Question

ethods and erials-Findings and Results

Desktop Research

C H A P T E R 3

Problem Focused Approach

Literature review and collection

Questionnaire

ped in formulating the questions

4.1

INTERDISCIPLINARY APPROACH

4.2

DIVERSE METHODS

Chapter 4

METHODS AND FINDINGS

4.1

INTERDISCIPLINARY COLLABORATION

Several interviews were carried out with people from different disciplines namely; Architect, Architecture student, graduate, Economic Stock Market manager, Psychologist, Entrepreneur, and a labourer; as each discipline provides a different perspective. The interviews carried out were in two languages, Hindi and English, with all the interviewees residing in Mumbai for over ten years at least. The interview asked questions which were fabricated according to the background of each. Broadly questions were focused on the current situation of Mumbai, their thoughts and views and what are the next steps the city might need to immediately take in order to fight the pandemic and the climate crisis. (FIG.35)

Refer Appendix 1-8.1 for the detailed interviews.

Findings: The common themes of concern were; the government management corruption, the lethargy in implementation of work and extreme neglect of the citizens and their comfort, both physically and psychologically. These interviews formed the secondary form of research and helped support the documented analysis. Further, it laid the base for developing the questionnaire. Findings helped to achieve a comprehensive picture of the problem at hand. (FIG.36) 78

1.What are your views on the mobility and mass transit infrastructure within the city of Mumbai? ( before Covid-19) both negative and positive views 2. As a citizen and a professional what are the immediate changes you wish to see within the city? 3.How is the Covid-19pandemic changing the city life? 4. how do you think it will affect the way we design and build our cities? ( the urban mobility specifically) 5. How do you think it will affect our city and the economy? 6. How much a concern is climate emergency for our city and do you think this pandemic will set us back for all out measures towards the climate crisis? 7.Do you think Mumbai will be able to sustain this pandemic without damaging itself for the climate crisis? 8. What do you suggest as the next measures for city planning? What do you think the city truly needs for fighting the present crisis and the ones to come? FIG.35 Questions asked in the interview.

1. What are your views on the mobility and mass transit infrastructure within the city of Mumbai? ( Before Covid-19) both negative and positive views INTERVIEWEE COMMON THEMES Not Not Efﬁcient/ Expansive No well designed/Crowded Hygienic updated Inefﬁcient infrastructure connected 1.

Inefﬁcient

Efﬁcient

Inefﬁcient

2. As a citizen and a professional what are the immediate changes you wish to see within the city? INTERVIEWEE

Complete the unﬁnished projects

COMMON THEMES Well planned Less frustration/ follow Better roads/- Population Sanitisation infrastructure footpaths civic sense control

1. 2. 3. 4. 5. 6.

8. What do you suggest as the next measures for city planning? What do you think the city truly needs for ﬁghting the present crisis and the ones to come? INTERVIEWEE

Deal with corruption

COMMON THEMES City planners must be Sensitivity making decisions

People focusedchange

Population

Context driven

1. 2. 3. 4. 5. 6.

FIG.36 The common themes obtained from the three similar questions asked to all.

4.2

DIVERSE METHODS-FINDINGS

A questionnaire was circulated through the snowballing method, where different age groups were targeted and asked to share it within their circle. (FIG.37A&B) A total of 201 responses were collected, evenly distributed across ages 18-59 and few below the age of 17 and above 60. (FIG.38) The objective was to determine the reaction to the large-scale pandemic with the transport facilities in Mumbai. A measure of threat appraisal, coping appraisal and behavioural responses. A good design is only useful if it caters to a person’s least uncomfortable situation. Results showed average daily travel time as 2 hours (highest 4.5-7 hours). 62.7% of the respondents preferred a different place of work. Thus, confirming the need to review transport infrastructure and to prevent a non-environmentally friendly approach to commute. (FIG.39) (Refer appendix 1-8.2- questions 23-29)

Summary Threat/Risk being the most the common emotion during the pandemic needs to be given the most attention. The findings include significant evidence that strengthens the analytical knowledge of the motivations of risk activity and helps to build more robust and reliable policy responses to current, future pandemics and hence the built environment.

FIG.37A The Google form questionnaire circulated.

FIG.38 The chart on the left shows the range of ages that answered the questionnaire. The chart

on the right shows the gender. Refer Appendix 1- 8.2

FIG.39 The chart answers the question- Do you prefer to work from home or enjoy a separate

place of work. Refer Appendix 1- 8.2

Question 1

Question 2

Question 3

Question 4

Question 5

Fig.37B Questions 1-6 measure threat appraisal. The questions on these concepts are meant to give an insight into to how the participants perceive threat, rather than the knowledge of facts on this issue. Behaviour is determined how people perceive their environments to be, instead of by objective facts. The reaction of people changes tremendously when they are aware of a coming impact.- perception of built environment. The question being informed about the pandemic and the following question 4 if you are susceptible to the virus will be measured together. This creates a separate category of people. This will further help with the following questions of the spaces in which these reactions and threats are considered the highest. Refer Appendix 1-8.2 for detailed answers.

Question 6

Question 7

Question 6-7 are two emergencies, one which people are experiencing at the moment and the other is ongoing but has not started to affect people directly. Refer Appendix 1-8.2 for detailed answers.

Question 8

Question 9

Fig. Question 8-10 is to see if people had to travel short distances after the outbreak of the virus. This will help me understand if people did experience the measures that were put in place in public transport infrastructure. They will come into a different category. Refer Appendix 1-8.2 for detailed answers.

Question 10

Question 11

Question 11-15 ask about the usage of transport before the lockdown. This will help me gather the usage before. Gives data of travel before to compare with predicted travel after. Also shows ridership behaviour.Refer Appendix 1-8.2 for detailed answers.

Question 12

Question 13

Question 14

Question 15

Question 16

Question 17

Question 18

Question 19

Question 20

Question 16 -18 try to see the people needed to travel long distances and have experienced the virus either first hand or anyone they know. Through this get a range for why people will be answering the next set of questions.Refer Appendix 1-8.2 for detailed answers.

Question 21

Question 22

Question 19-22 try to define the behaviour of people post the pandemic, highlighting their threat factor and fears. Refer Appendix 1-8.2 for detailed answers.

Question 23

Question 24

Question 23- 29 Personal questions and demographics. Refer Appendix 1-8.2 for detailed answers.

Question 25

Question 26

Question 27

Question 28

An inquiry on the two issues, Covid19 and climate crisis was made. Results showed that the concern for the current situation was seen to be higher as compared to the climate emergency, concluding that the behaviour is determined to more visible immediate problems. If perceived intensity and vulnerability are poor, the matter will not be perceived as dangerous by individuals and will thus not be compelled to act. If perceived intensity and vulnerability are high, but the reaction and/or self-efficacy are poor, maladaptive reactions may ensue. (FIG.40)

NO CONCERN 1,2,3,4,5 MAJOR CONCERN

FIG.40 The two chart answers the questions about the concerns of Covid-19 (below) and the Climate Change(above). Refer Appendix 1- 8.2

Questions 6-10 measured how the participants perceive a threat, rather than the knowledge of facts on this issue. Being informed was measured against susceptibility, transport usage and risk perception questions. Results showed; pandemic knowledge did not affect the feeling of susceptibility but showed a hike in anticipation of spatial risk. Overall, 78% of the ones with complete knowledge of the pandemic, considered public transport as extremely risky and only 7% believed it not risky. The threat appraisal for public transport as compared to the other public places was also exceptionally high.(FIG.41)

To what extent are you familiar with the information. 1-2 EXTREMELY FAMILIAR/FAMILIAR

4-5 NOT FAMILIAR AT ALL

1-2 EXTREMELY FAMILIAR/FAMILIAR

4-5 NOT FAMILIAR AT ALL

1-2 EXTREMELY FAMILIAR/FAMILIAR

4-5 NOT FAMILIAR AT ALL

FIG.41 The above charts are a comparison of the respondents familiar with the pandemic or not.

The results of the two extremes were compared to form an analysis. Refer Appendix 2- pg 142143

Post the onset of the pandemic, only 12.9% used public transport. This result was then compared with the risk calculation, measures taken, if they were adequate and willing to commute by public transport. Results showed that 70% of the people think it was perilous to travel by public transport and no one thought it was safe. Only 58.3% of people observed measures taken, 75% thought the measures were not adequate, and only 4.7% are willing to commute by public transport. Overall only 3% of the respondents are willing to go back to using public transport, and 87.1% prefer using their private vehicle. (FIG.42) Limitations. The responses received were mostly from the higher economic background (59% of the population) and thus could have opinions based on travel options.

FIG.42 The above charts are a comparison of the respondents familiar with the pandemic or not. Thee results of the two extremes were compared to form an analysis. Refer Appendix 2- pg 140141 90

The results of Question 11 is compared to Question 16 shows ridership behaviour before and after the pandemic. Even before the pandemic personal vehicles, uber or taxis were prefered. However, during the pandemic, there was an overall reduction in commuting, and only 10.55% are willing to use public transport. (FIG.43) The need to travel was used to measure the questions 18 onwards. Sixteen people travelled over long distances during the pandemic, of which 85% considered public transport to be extremely risky, with an observation of inadequate measures taken and no one was willing to use it again. Further, they believed that they would be able to take protective measures but felt that other people would not be able to do so. The results for post-pandemic behaviour showed the trust issues of people towards others, highlighting lower tolerance to eccentricity. (FIG.44) General suggestions are shown in Fig.45 LIMITATIONS OF THE LIKERT SCALE Answer bias: People also avoid selecting drastic artefacts or disagreeing with statements due to social desirability bias to appear more’ normal’ or view themselves in a favourable light.

FIG.43 The above charts are a comparison of the respondents that commonly used public

transport before and after the pandemic. Refer Appendix 1- 8.2

FIG.44 The three charts act as a comparison of the sixteen people that travelled long distances

during the lock down, to another country/city. Refer Appendix 1- 8.2

Space constraints

Crowding and density

Inter-modal pause points

Safety measures

Cleanliness/ hygiene

Out of 201 respondents 134 had general suggestions for transport and mobility sector in Mumbai

Strategic Planning and Discipline

More Technology Friendly

New better modes of transport

More organisation

More pedestrian paths

Reduce Congestion Connectivity and convenience

FIG.45 The common suggestions respondents had to the transport and mobility infrastructure in Mumbai. Refer Appendix 1- 8.2

5.0

DISCUSSIONS AND CONCLUSION

The COVID-19 crisis has exposed the structural flaws not only in our economic structures but of our health systems in a more critical way. Historical analogies are a dangerous game; the combination of a public health crisis with an economic downturn warns that they should be deployed cautiously. In the strategy of politics and space, the coronavirus stands to bring significant surprises and inventions. However, even as an imperfect guide, history urges, to be prepared for a postpandemic revolution in urban space. There are numerous reasons for “The force of historical inertia in urban space.”105 The innovative classes and policies that form the built environment as we see today involve information, organisation and the relationship of trust, all of which take time to create. By purpose, the hierarchical structures that virtually handle these spaces are seldom innovative. ‘Even modern technology seldom ushers in immediate change’ 106. Further, there is an intersection between urban spaces and the border economy. Capitalism

has shown itself capable of both adapting and forming new types of spaces, whether cities are formed to draw or are influenced by developers or companies.107 At present, the world is facing the ineptitude of the current system for health and wellbeing and the implications of insufficient preventive health mechanisms, especially for the most vulnerable in society. Two key variables stand out during this crisis in Mumbai is the urbanisation and inequality.

The city does not allow an active lifestyle; bicycling is proven as a mode of travel that makes people the happiest. Researchers investigated how emotions like happiness, pain, stress, sadness and fatigue vary during travel and by travel mode. The next steps to improve the city from the multiple interviews and research were1. Develop healthy travel (walking and cycling) and micro-mobility (electric scooters and bicycles) by expanding sidewalks, crosswalks, bike paths, robust road strategies, calming of traffic and streetscaping. 2. Improve public transit systems such that buses and stations are less busy, safer, more ventilated and less delayed, by improved architecture, enhanced sanitation, dedicated bus lanes, all-door boarding, driver safety, and automatic fare payment system. 3. Implement Transportation Demand Management (TDM), which involves several strategies and services that facilitate more effective actions in transit. 108

4. Support the construction of walkable urban villages along regular mass transit routes to create neighbourhoods (also referred to as Transit Focused Development or TOD).109 To conclude with three types of Humanitarian responses for the complexity and urban context of Mumbai; 1.An approach that involves the local community. 2.An active market and active lifestyle response. 3.An area and contextual approach, not a generic one. Small changes implemented now can go a long way, and in a city, like Mumbai, it is essential to address one issue at a time. The only way to untangle the mess is through implementing a timely sequential strategy with immediate implementation.

CHAPTER 4

END NOTES

105. Klaus, I., 2020. The Post-Pandemic Urban Future Is Already Here. [Online] 106. the Guardian. 2020. The Ideas Interview: David Edgerton. [online] 107.Klaus, I., 2020. The Post-Pandemic Urban Future Is Already Here. [Online] 108. 2020. [online] Available at: <https://www.vtpi.org/tdm/> 109. Institute for Transportation and Development Policy. 2020. What Is TOD?. [online] Available at: <https://www.itdp.org/library/standards-and-guides/tod3-0/ what-is-tod/>

“Climate change and uncertainty from ‘above’ and ‘below’: perspectives from India”. en. In: Regional Environmental Change 19.6 (Aug. 2019), pp. 1533–1547. issn: 1436-3798, 1436-378X. doi: 10.1007/ s10113- 019- 01479- 7. url: http://link.springer.com/10.1007/ s10113-019-01479-7 (visited on 04/28/2020). 2020. [online] Available at: https://www.vtpi.org/tdm/ ABHISHEK, V., 2020. Inadequate Urban Transportation Facilities Leave the Poor in India High and Dry. economical and political weekly, 55(28-29). Anon., 2020. world population review. [Online] Available at: https://worldpopulationreview.com/world-cities/mumbai-population Archer, D., 2017. The future of humanitarian crises is urban. IIED, November. Baachhi, S., 2020. Population Density Linked to COVID-19 Spread in India, Delhi: Inter Press Service. Bank, W., 2005. Towards a Discussion of Support to Urban Transport Development in India, s.l.: s.n. Bank, w., 2015. Mumbai Urban Transport Project. Bank, W., 2016. [Online]. Batra, L., 2009. A Review of Urbanisation and Urban Policy in Post-Independent India. [Online] Available at: https://www.jnu.ac.in/sites/default/files/u63/12-A%20Review%20of%20Urban%20 %28Lalit%20Batra%29.pdf. Bendix, A., 2018. Drone photos of Mumbai reveal the places where extreme poverty meets extreme wealth. [Online] Available at: https://www.businessinsider.com/aerial-drone-photos-mumbai-extreme-wealthslums-2018-9?r=US&IR=T Bernstein, P., n.d. Against The Gods. Condon, P., 2020. The post-pandemic city: UBC expert on how the coronavirus will impact future cities [Interview] (23 March 2020). Edited by Linda Steg, e. a., 2012. Environmental Psychology : An Introduction. s.l.:John Wiley & Sons, Incorporated. Edited by Linda Steg, e. a., 2015. Research methodology of Environmental Psychology. s.l.:John Wiley & Sons. Eeshanpriya MS, S. D. M. T., 2020. Footpaths in Mumbai’s island city in poor condition. Hindustan Times, 3 Februry . ELLIN, N. (1996). Postmodern urbanism. Cambridge, Mass, Blackwell. Ellis-Petersen, H., 2020. India’s 1.3bn population locked down to beat coronavirus, Delhi: The Gaurdian . 98

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B I B L I O G R A P H Y

https://www.atlasobscura.com/articles/how-bombay-plague-changed-mumbai IEA (2020), Changes in transport behaviour during the Covid-19 crisis, IEA, Paris https://www.iea. org/articles/changes-in-transport-behaviour-during-the-covid-19-crisis IIHS, 2012. URBAN INDIA 2011:EVIDENCE, s.l.: INDIA INSTITUTE OF HUMAN SETTLEMENTS. Institute for Transportation and Development Policy. 2020. What Is TOD?. [online] Available at: <https://www.itdp.org/library/standards-and-guides/tod3-0/what-is-tod/> Jillian Du, R. K. a. R. C. -., 2020. tacling inequality in cities is essential for fighting Covid-19, s.l.: s.n. Kallipolti, L., 2020. [Interview] 2020. kei, l. s., 2014. movement and pause: transit buildings and public spaces. s.l.:s.n. Klaus, I., 2020. The Post-Pandemic Urban Future Is Already Here. [Online] Available at: https://www.bloomberg.com/news/articles/2020-04-06/how-will-the-pandemictransform-urban-space L. Mehta, S. S. H. N. A. A. S. B. U. G. a. V. V. K., 2019. Climate change and uncertainity: regional environmental change 19.6, s.l.: Springer. Maureen Cropper, Soma Bhattacharya, “Public Transport Subsidies and Affordability in Mumbai, India”, Urban Studies Research, vol. 2012, Article ID 865972, 7 pages, 2012. Mehrotra, R., 2005. Kinetic city, s.l.: Oro Editions. MIRANDA, C. A., 2020. Los Angeles Times. [Online] Available at: https://www.latimes.com/entertainment-arts/story/2020-05-29/coronavirusreopening-cities-housing-to-offices-how-covid-19-will-reset-architecture-in-cities mmrda.maharashtra.gov.in/documents/10180/8037279/1.+Draft+MMR+Plan+Report MoHUA, 2019. handbook of urban statistics 2019, s.l.: Ministry of housing and urban affairs, government of india. Mohua.gov.in. 2020. URDPFI Guidelines : Ministry Of Urban Development. [online] Available at: <http://mohua.gov.in/link/urdpfi-guidelines.php>

Mumbai Live. 2020. Mumbai Is The Second Most Populated City In The World: Report. [online] Available at: <https://www.mumbailive.com/en/civic/mumbai-is-the-second-most-populouscity-in-the-world-malad-has-the-largest-population-of-mumbai-39876> Naglaa A. Megaheda, E. M. G., 2020. Antivirus-built environment: Lessons learned from Covid-19 pandemic. Sustain Cities Society, Sustain Cities Soc.(61:102350). Nations, U., 2014. World Urbanisation Prospects, s.l.: s.n. Nations, U., 2018. 68% of the world population projected to live in urban areas by 2050, new York: s.n. NDTV, 2011. 26July, 2005: The day Mumbai stopped, Mumbai: NDTV. Nikhil Anand, C. T., 2019. The Indian Express. [Online] Available at: Explained: How climate change could impact Mumbai by 2050 Organisation, W. H. W., 2020. A guide to WHO’s guidance on COVID-19, s.l.: s.n. Palak Thakur, R. A. T. P. M. R. A. T. A. J. R. A. T. A. H. R. A. T., 2020. IMPACT OF COVID-19 ON URBAN MOBILITY IN INDIA: EVIDENCE FROM A PERCEPTION STUDY, s.l.: The Energy and Resources Institute (TERI) . Robson, D., 2020. The fear of coronavirus is changing our psychology. [Online] Available at: https://www.bbc.com/future/article/20200401-covid-19-how-fear-of-coronavirus-ischanging-our-psychology Scott Wiener, A., 2020. A Backlash Against Cities Would Be Dangerous. [online] The Atlantic. Available at: <https://www.theatlantic.com/ideas/archive/2020/05/urban-density-notproblem/611752/> Sen, S., 2020. Mumbai; transport experts suggest mobilty methods to reduce burden on public transport post lockdown. [Online] Available at: https://timesofindia.indiatimes.com/city/mumbai/mumbai-transport-expertssuggest-mobility-methods-to-reduce-burden-on-public-transport-post-lockdown/ articleshow/75626109.cms?utm_source=contentofinterest&utm_medium=text&utm_ campaign=cppst SNOWDEN, F. (2019). Epidemics and Society: From the Black Death to the Present. New Haven; London: Yale University Press. Sohail Ahmad, J. A. P. d. O., 2016. Determinants of urban mobility in India: Lessons for promoting sustainable and inclusive urban transportation in developing countries. Volume Volume 50. Swasti Vardhan Mishra, A. G. S. M. H., 2020. Title: COVID-19 and urban vulnerability in the megacities of the global south, s.l.: s.n. Takle, R., 2013. Mumbai Is a Beautiful City, s.l.: Aaron Renn. the Guardian. 2020. The Ideas Interview: David Edgerton. [online] Available at: <https://www. theguardian.com/technology/2006/aug/01/news.g2> The Indian Express. 2020. Average Living Space In Mumbai: Each Resident Has Just 8 Sq M To Call Own. [online] Available at: <https://indianexpress.com/article/cities/mumbai/average-livingspace-in-mumbai-each-resident-has-just-8-sq-m-to-call-own-2792538/> 100

UITP, M. M. -., 2020. Looking ahead to public transport post-pandemic. Intelligent transport, 4 june. VERA, R. M. A. F., 2018. The Indian city kinetic: consuming, reinterpreting and recycling spaces, s.l.: The architectural review. Vybornova, A., 2020. The Impact of Climate Change on Urban Risk Management Strategies. WHO : Pandemic preparedness (2006).

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If not listed below the images were created by the author for the research paper. Fig 7. Adapted from LePan, N., 2020. Visualizing The History Of Pandemics. [online] Visual Capitalist. Available at: <https://www.visualcapitalist.com/history-of-pandemics-deadliest/> Fig 9B Adapted from Bavel, J.J.V., Baicker, K., Boggio, P.S. et al. Using social and behavioural science to support COVID-19 pandemic response. Nat Hum Behav 4, 460–471 (2020). https://doi.org/10.1038/ s41562-020-0884-z Fig 13 Adapted from Business Insider. 2020. Drone Photos Of Mumbai Reveal The Places Where Extreme Poverty Meets Extreme Wealth. [online] Available at: <https://www.businessinsider.com/aerialdrone-photos-mumbai-extreme-wealth-slums-2018 9?r=US&IR=T#:~:text=With%20an%20 estimated%20wealth%20of,centers%20like%20Paris%20and%20Toronto.&text=With%20an%20 estimated%206.5%20million,is%20not%20unique%20to%20India. Fig 15 Land cover map of MMR 1989, 1998, 2008, 2016 Fig 16 MMR Development Plan Sahu, S., Saizen, I. Development of planning index for evaluating climate change protocols: analysis of Mumbai Metropolitan Region’s Regional Plan 1996–2011. City Territ Archit 5, 5 (2018). https://doi.org/10.1186/s40410-018-0082-8 Fig 19A Censusindia.gov.in. 2020. Mumbai Municipal Corporation Percentage Of Slum Population. [online] Available at: <https://censusindia.gov.in/maps/Town_maps/Mum_slum_pop.aspx> Fig 20 Censusindia.gov.in. 2020. [online] Available at: <https://censusindia.gov.in/2011census/dchb/ DCHB_A/27/2722_PART_A_DCHB_MUMBAI%20SUBURBAN.pdf> [Accessed 15 November 2020]. Fig 22A ODI. 2020. Service Delivery. [online] Available at: <https://www.odi.org/our-work/programmes/ politics-and-governance/service-delivery> Fig 22B Wahhmumbai, Instagram. https://www.instagram.com/wahhmumbai/?hl=en Fig 23 News, C. and News, M., 2020. Mumbai: Transport Experts Suggest Mobility Methods To Reduce Burden On Public Transport Post Lock-down | Mumbai News - Times Of India. [online] The Times of India. Available at: <https://timesofindia.indiatimes.com/city/mumbai/mumbaitransport-experts-suggest-mobility-methods-to-reduce-burden-on-public-transport-postlockdown/articleshow/75626109.cms?utm_source=contentofinterest&utm_medium=text&utm_ campaign=cppst>

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Fig 24 Mmrda.maharashtra.gov.in. 2020. Mumbai Metropolitan Region Development Authority Regional Plan. [online] Available at: <https://mmrda.maharashtra.gov.in/regional-plan> Fig 25- adaptation from https://nikhiljain.myportfolio.com/gis-mumbai-floor-space-index Fig 26 Adaptation from Davies, A., 2020. The World’S Most Traffic-Choked Cities, Ranked. [online] Wired. Available at: <https://www.wired.com/story/worlds-most-traffic-choked-cities-ranked/> Fig 27. Adaptation from mid-day. (2014). Why Mumbai roads have become a driver’s nightmare. [online] Available at: https://www.mid-day.com/articles/why-mumbai-roads-have-become-a-driversnightmare/15094057 Fig 28. Enr.com. (2020). [online] Available at: https://www.enr.com/gdprpolicy?url=https%3A%2F%2Fwww.enr.com%2Farticles%2F44512-to-relieve-traffic-congestionmumbai-takes-roads-offshore Fig 29. Hindustan Times. (2019). Mumbai citizens take the Twitter route to throw light on neglected footpaths. [online] Available at: https://www.hindustantimes.com/mumbainews/mumbai-citizens-take-the-twitter-route-to-throw-light-on-neglected-footpaths/story9Xufy9tOqNk3tqjlOWIKpJ.html Fig. 30 TheCityFix. (2020). Physical Distancing on Mumbai’s Trains Is Nearly Impossible, and Station Design Is a Big Reason Why |. [online] Available at: https://thecityfix.com/blog/physicaldistancing-on-mumbais-trains-is-nearly-impossible-and-station-design-is-a-big-reason-why/ [Accessed 15 Nov. 2020]. Fig. 31 Adaptation from mid-day. (2013). Why these footpaths in Mumbai are not for walking. [online] Available at: https://www.mid-day.com/articles/why-these-footpaths-in-mumbai-are-not-for-walking/233002 Fig 32. Images.indianexpress.com. 2020. [online] Available at: <https://images.indianexpress. com/2019/12/Mumbai-GIF.gif> Fig 33. Trócaire. (2020). Earth Day : 7 things that give us hope for the planet after the pandemic. [online] Available at: https://www.trocaire.org/news/earth-day-7-things-that-give-us-hope-forthe-planet-after-the-pandemic/

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INTERVIEWS

8.2

QUESTIONNAIRE

APPENDIX 1

8.1

105

8.1

I N T E R V I E W S

Name: Monica Louis Gender:Female Highest level of education: Bachelor’s Degree in Architecture Current Profession: Architect An architect by education but works on multiple design projects Type: Online Interview Date and Time: 2/9/2020 and 1 Hour 1.What are your views on the mobility and mass transit infrastructure within the city of Mumbai? ( before Covid-19) both negative and positive views Mumbai is a densely populated city, and one of the most populous cities of the world. As such it requires meticulous planning to create a sustainable and adaptable transit model. However from my own personal experience living in the city, the BMC’s efforts to handle traffic and mobility have largely been underwhelming and insufficient for the growing population. Positives Mumbai has an expansive railway system that connects the suburbs to the main city. Traveling by train cuts down travel time by half usually since the roads are congested with traffic. The cost of travel is also affordable for most of the population Negatives Traveling safely during peak hours is almost impossible, the trains and buses are over-loaded and travel way past their capacity The hygiene, when traveling in such close proximity there is an increased chance of spreading infection 2.As a citizen and a professional what are the immediate changes you wish to see within the city? Immediate changes I wish to see is better sanitation and waste management. Pollution is such a huge issue in India, just by picking up trash from the streets the entire space instantly feels better. 3.How is the Covid-19pandemic changing the city life? While covid briefly did alter city life, the city is filled with people from all walks of life. It is near impossible to confine everyone to their homes. Daily wage workers still continue on and people have gone back to the daily grind. Of course everyone is a little more cautious. But public transport still remains as packed as ever. There has also been a huge increase in crime since so many individuals have lost their jobs and everyone is just trying to get by. Covid has brought out the inequalities between the different economic groups. For example with regards to the education system rich and middle class families can afford to have their children continue education online. Children from lower economic backgrounds don’t have an option of studying from home and most of them have dropped out to work for the family. The pandemic has caused a whole generation of children to end their education because of lack of access to classes and financial instability. 106

4.How do you think it will affect the way we design and build our cities? ( the urban mobility specifically) There were so many issues in the transit system pre-covid that had to be addressed but now after the pandemic it will be exacerbated. The biggest issue would be to fix the overcrowding. Even with the pandemic people cannot socially distance themselves while traveling because it’s impossible. If there were other alternatives provided for travel more people would be willing to try something else, this would reduce the strain on the railway lines and bus terminals. 5.How do you think it will affect our city and the economy? Covid-19 has affected the livelihood of the lower income group, and since this group forms the largest sector In India, it has affected the way small businesses interact with their customers and the sales in commercial goods has substantially reduced. With decreased purchasing from the people all industries are taking a hit and laying off many of their employees. It may take a few years before the economy recovers. With the lock-downs imposed on retail outlets business owners are not able to pay back their loan installments and this in turn causes problems with the bank and future lending to new clients. 6.How much a concern is climate emergency for our city and do you think this pandemic will set us back for all out measures towards the climate crisis? While climate change is extremely relevant problem and Mumbai being so close to the sea demands immediate attention. The pandemic has forced us to utilize all our current resources on fighting the virus, climate change for now has taken the backseat since its hasn’t presented visible issues. The pandemic could set us back if we allocate all our energy towards it and forget to work on spreading resources in other areas. 7.Do you think Mumbai will be able to sustain this pandemic without damaging itself for the climate crisis? This is not something i have the knowledge to answer, but I believe Mumbai is an extremely resilient city, it could sustain the pandemic without damaging itself for the climate crisis but this largely depends on the government and how they plan to work on this issue. 8.What do you suggest as the next measures for city planning? What do you think the city truly needs for fighting the present crisis and the ones to come? After experiencing a pandemic first hand some of the issues that I think should be worked out in the city planning would be better pedestrian facilities. Improving the quality of the side walks and incorporating biking paths might reduce some of the strain on the public transit system while also creating safe spaces for users to walk along. Open spaces is another measure that should be considered. During the lock-down most of us were confined to our homes and apartments, but engagement with nature is a huge part of our lived that we missed. In a city like Mumbai where apartments are already cramped, there are not many alternative spaces to go to where it’s possible to socially distance and connect with nature. Better planning of public open spaces is something that has the power to impact the way people live especially during a pandemic and how they interact with others.

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Interview 2 Name: Om Prasade Gender: Male Highest level of education: B.Arch Current Profession: Architect & Design Manager Write a few words about you and your profession: I’m an Architect, who believe in conserving the Nature and the eco system where humans exist. My motto is to Live and let Live. Architecture gives me that opportunity to set a trend and provide solutions to many problems that persist in the society. Type: Online Interview Date and Time: 6/9/2020 and 1 Hour 1.What are your views on the mobility and mass transit infrastructure within the city of Mumbai? (before Covid-19) both negative and positive views. -Mumbai is a city of Dreams, hence it caters as an opportunity for the masses. The density of Mumbai is tremendous, wherein you require good mobility to commute from point A to point B. The current scenario in Mumbai city is traffic congestion, where you have several modes of transport like Best Bus, Feeder systems like Rickshaws, and then private vehicles like Cars and bikes, Mumbai local train and Metro project. These modes of transport are insufficient for the growing city like Mumbai, hence the MMRDA is encroaching into the Arabian sea to build in more road networks which is causing a disaster and will be contributing to disasters in near future. Talking of the Mobility – The suburban area of Mumbai has no scope left for expansion of roads and footpaths, which is why the only option left is to elevate the mobility. The local trains and the Metro is only the fastest commute possible to reach on time towards the destination. The medians are very abrupt and no place for the pedestrian footpaths which gives a Life threat. Also, the well-educated Middle Class and the Upper class who could afford a cycle require a dedicated cycle track, so that they don’t burn fuel and contribute towards less carbon footprint. Positives -The Mumbai local train is an efficient mode of transport in Mumbai. -Best bus is the secondary efficient mode of transport in Mumbai. Also, they are well maintained and clean. -The Metro is also a secondary mode of transport in the Suburbs. -The terminals of all the above-mentioned modes of transport have shopping kiosk, which is good as people can shop on the way home. -The road networks are well connected since it’s a parallel planning. Due to which skipping the traffic lights and long delays in traffic can be avoided. -The Rickshaws are good to commute to distant places. Negatives -The Mumbai local train is way overcrowded and you definitely miss the train since you can’t board the train. -The Mumbai local is also too stress full to travel, as by the time you reach workplace you’re drained for the day. -The Mumbai local lack hygiene and maintenance, maybe this would depend on the mindset of the commuters, where you have the several compartments viz. First Class, Second Class, Handicap and Cancer patients, Luggage etc. -The Locals also lack storage spaces, wherein people have to hang their backpacks and other belongings. This is due to the overcrowding, otherwise the storage is just appropriate. -The road networks are a hell due to improper road construction and lack of junctions, which makes life on road miserable. 108

-Lack of appropriate footpaths, encroachment of hawkers over the footpaths. -The rickshaw Wala’s are a mess on the roads, due to improper parking sense, reckless driving, no civic sense which directly creates a nuisance on the roads. -The pedestrians are given the least priority in the hierarchy of the Mass transportation system. -Inefficiency in the traffic movement pattern, which leads to unwanted congestions. -Lacking cycle tracks, unsafe roads make the cyclist in a dreadful situation to cycle on the streets of Mumbai. Hence, they take the pleasure of riding avoiding the peak hours of the city. 2. As a citizen and a professional what are the immediate changes you wish to see within the city? -As a responsible citizen, I would like my surroundings clean and hygienic. No open drains, no dirty footpaths, no broken footpaths. -Dustbins should be installed at all 10mts on the footpaths, so that even while on a halt at the signal people would use the Trash cans to throw the litter. -Every possible waste should be segregated at the source, and if possible, the residencies, shopping complexes, Commercial should have disposal pits. -Better road conditions to avoid accidents, so that no one should see the hospital anytime soon, in order to reduce the burden on the Healthcare Services. -In terms of transportation – All guidelines should be followed by every citizen of Mumbai and everyone should take care of themselves in order to avoid any critical circumstances. Less crowding while commuting to workplace. -The BMC should increase the frequency of locals so that people are relaxed about their commute, also if possible, a thought should be given on the halting time at stations so that there is enough time for people to board the train in a discipline manner. -If the train exceeds its capacity, there should be an overload buzzer where the people understand not to overcrowd. Since immediate concern of the Mumbaikar is about the local trains as it is the cheapest and fastest mode of transport in the city. As a practicing professional I feel if you can play with the mindset of the individual then only we can bring about a change in the society. Mumbai is a chain reaction hub, where local train is the ultimate source of concern. If you can make the change, then first be the change and let others follow. 3.How is the Covid-19 pandemic changing the city life? -Covid-19 pandemic has a major effect on the lifestyle of Mumbaikars. The total behavioral pattern of people has suffered a drastic positive change, which was required. In a densely populated city like Mumbai the civic sense was ignored, littering at public spaces was done at a large scale, ultimately congesting our city drains, leading forward to floods in the city during rains. -The public transportation system is undergoing a major setback, as people are afraid of using the service, because not following the safety standards and overcrowding of the services. -People prefer commuting to workplace by their private cars and bikes. This is leading to more traffic congestions and more time to reach to workplace and on the way back home. -The one’s who don’t have an option take the feeder system to commute to workplace. This has ultimately a No kind of scenario for the public transport. -The Covid-19 pandemic has severely affected the global economy, but particularly in Mumbai where the Fast life was always in the fast lane and decisions used to happen very quick. But after the pandemic people’s mindset has drastically affected and a sense of fear has been noticed from the point of buying any product or service. People have started thinking about the essentials, and the only concern is about the health, as everyone was used to having the street food as a staple diet. Whereas now they avoid or rather think about the health benefits.

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-The economical capital of India (Mumbai) is undergoing crisis affecting large business sectors in terms of employment and recruitments. The diversification of the term “Rich becoming richer and poor becoming poor “has hit it hard on the timeline. -The Healthcare facilities are looting the public with expensive hospital bills due to the pandemic. People don’t have a fixed income and the monthly outgoings won’t take a break. -Small scale business has dissolved due to high operational cost and no incomings. Profits are way beyond imagination as it’s a survival of the fittest situation. 4. How do you think it will affect the way we design and build our cities? (the urban mobility specifically) The pandemic would affect in a positive way only if the intention of the designer is followed by the people. Hence it is very crucial aspect and manifestation of the behavioral pattern of the public by the designer. -In aspects of the Urban mobility the designer should lead the path of the people, by understanding their mindset as this exercise of future cities is “For the people”. Making an awareness and setting a trend for which the people should understand the benefits of following the trends and transportation system is the only way out to make a change. -The target audience to adapt the change should the Economically weaker sections as they would feel the same as to that of the other class of people. As majorly the EWS doesn’t have an option and rely only on public transport. 5. How do you think it will affect our city and the economy? -Economically introduction of new transportation system will affect drastically as every person has different wants and needs, and definitely the designer cannot fulfill everyone’s. But only can think of the stereotypes and create a solution, so in order to that at first few years would be hard to adapt to the new trend, but once people love it then it would match to their comfort level. -Once it matches to their comfort then, the transportation system shall boom, and ultimately making much more revenue for the government than whatever is happening in the present context. -The city would operate efficiently, and sustainability as major population would use the transit services, and ultimately it would de-congest the roads. Also, there would be much more pedestrian footfalls on the roads, ultimately encouraging small scale businesses like hawkers and stalls. -Environmentally as well there would be low levels of carbon emission, and many more environmental benefits.

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Interview 3 Name: Rucha Pimpkar Gender: Female Current Profession: Architect (10 years) Type: Online Interview Date and Time: 4/9/2020 and 1.15 Hour 1.What are your views on the mobility and mass transit infrastructure within the city of Mumbai? (before Covid-19) both negative and positive views -Mumbai as a city has good infrastructure, but the population is the problem. it is constantly increasing. Inspire of having trains, buses and metros some of them are not well connected and the city needs more. We need to cap the population; we need to freeze the requirements at some point. -Urban equality- view on mobility and mass transit -There is a major disparity in the system it is not affordable. -There are so many social issues at play, but infrastructure is not bringing a sense of equality. It is only creating a ridge with the social issues. Multidisciplinary approach is definitely necessary. -The paths for walking are horrendous, and cycling people don’t even consider it, from the middle and middle upper classes. You would only the adventurous lot trying it out but not using it on a daily basis. -Walking is another tedious task, the distances are massive, you cannot walk through the city, there are no shaded walkways, considering the weather and the existing footpaths are not well kept or even repaired. The list of people involved doing the task is endless, making any changes next to impossible. -The only issue it boils down to is capping the population. This extreme population is only suffocating the city day after day. The list of people to do their jobs right is endless, everyone should have the will to better the city. You need to cap the migration activities into city. -San Pablo- Bigger city- government started achieving 10 years ago incorporating the favella into the system, part by part getting into the system. Providing services such as electricity and plumbing which helped cap the population. -Mumbai has no regulation- by providing services, put regulations into the multiple areas. right now the city is growing at the rate of x raised to n. work from both ends both the population and the officials in charge need to take actions equally. Whatever we do keeps increasing till is outdated. Only city planners and designers cannot make a difference. Covid-19 has given the city a sigh of relief, after unlock people are back again.

2. As a citizen and a professional what are the immediate changes you wish to see within the city? -One of things that I would like to say as a citizen- I would like to see city much cleaner. What unhygienic conditions can cause like the way we are during covid-19. -As a professional I would want to see infrastructure projects taken up- metro, service lanes, wider roads, as a war footing. When the government is planning for a city, they should have a minimum 25-50 years foresight. In order to successfully achieve it they need to finish the work speedily. In Mumbai or even India as a whole the project though planned for 50 years takes give or take 10 years to get completed, by the time the project is finished and in use it has already gotten out of date. To add to the struggles there is a lot of corruptions and projects for reason or the other are always delayed. -In a city like Mumbai which has seen a lot of migration has caused multiple problems, de centralization must be achieved at a national level, which will reduce concentration of influx in one area. 111

3.How is the Covid-19 pandemic changing the city life? -Social aspect- I think the people who have had to earn and support their families, for them not having proper means of transport and practice social distancing has been a major problem even during the pandemic. De centralization is a major aspect that can help and should be given top priority. -The distances within the city should be reduced, and work opportunities should be provided to people near their homes. This will further reduce the pressure on the transport system and help in decentralization. -Case- I know of a person who to travel from Dombiwali to Prabhadevi- 5 hours to come and 5 to go. She spent more time travelling than at work. But she had to travel or else she would to be paid and she needed the money. She could not afford to not go and the job opportunities near her home were next to nothing. -First thing to put in place- Finish pending work you have within the city. -Right now, people have gone back to villages and even nuclear families who have white collar jobs and people were living on rent. The pressure on public spaces and transport is the least, although it is overwhelming. Right now, access the system make the changes that are required. On a war footing finish the pending projects. More than half of Mumbai is dug up, due to the metro construction. The local trains are avoided and use private vehicles. Once the local trains start, there is going to be a massive second wave. British has made our infrastructure and we have not made many changes. - city gone back to villages, decent white-collar jobs and they are working from home. pressure on public spaces is the least. right now, to access the situation and ensure hygienic process. on a war footing. half of Mumbai of Mumbai is dug up for metro- existing roads -The government over the years have been unstable and -In order to take a large amount of time- opposition was in power at that time. when governments change. the party will not have a holistic goal. I trustfully say, that any individual say is interested in the welfare of the country without their own benefit. cases in Dharavi- now architects should look at de congested areas. Dharavi- political will. Thousands of people till someone siting on a fancy chair. I still starting point access, see how much you need to finish, and re access future projects, redundant or no. It exists, but it is not smooth. Travelling- efficient, bus for hours- by train in bus seen difference in the years- maximum 15 minutes- improving but it has to be more foresight. only then things will fall into place. corruption is encouraged, they are like that because they are allowed. access a lot of things. 4. how do you think the pandemic will affect the way we design and build our cities? (the urban mobility specifically) -Cannot really out a put a finger to it, the city will be affected drastically. The economic sector is hit hard, and construction and real estate is already in recession. The city is going to have multiple further setbacks unless the city is made less crowded. -The IT sector is going to be completely working from home till 2021 and many people are going to other less crowded cities like Goa. The entire real estate industry needs to consider a makeover, they need to do more projects, make multiple complexes like the eastern suburbs. A through research must be done in order to get the city back on its feet, and every citizen must and should be able to give their two cents. We cannot blame the government forever. Multiple people from the design, medical and psychology department should come together and raise their concerns. The democracy within the city should be restored. -I do not think tier two cities are going to benefit, people want to live in a better city, with good surrounding. They also want access to medical care and better work opportunities. Some people might want to shift to tier 2 cities, you do see that happening now, which could be temporary but if it is permanent it can really affect the real estate industry negatively.

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5. How much a concern is climate emergency for our city, and do you think this pandemic will set us back for all out measures towards the climate crisis? -I wouldn’t say people don’t care at all; they are taking a number of steps. But only planting a tree, is not really helping the environment. climate emergency, water crisis and drinking water shortage is going to become big and the next world war might happen for water. -Right now, doesn’t seem that way. The last tsunami that hit changed Sri Lanka. Glaciers that are breaking off as we speak. Mumbai is just one city to fight climate crisis, the neighboring countries must come together and have an international dialogue. This issue id too huge one chief minister to take care of. Geo politically around India, none of the neighboring countries have climate crisis on their mind, eg.; Pakistan and Kashmir war and China trying to conqueror more land. Throughout the world the neighboring countries have been at war with each other, there have always been bigger problems. But the peace around the world must be restored to deal with this crisis. 6.Do you think Mumbai will be able to sustain this pandemic without damaging itself for the climate crisis? -I think Mumbai will just pick up from where it left off and get out to back to normal life, travelling distances and for finances. Mumbai will get back and the problems will again start in both scenarios like the times before. The regular travelers are going to opt for private vehicles and would not mind getting stuck in traffic for 2 hours. we are definitely already adding to the crisis and will for sure add more. Now during the lock-down People have stayed at home, which has reduced the congestion in the city a bit but as the city reopens it is likely to affect the city much more. -The shear amount of people travelling from point a to point b is going to happen, the issues will then just be put to bed. The best solution is to just work from home, IT companies want 75% of their employees working from home by next year. Everything we know is being challenged but the property prices and the status is not changing. Right now, there are no rent takers as income is low, the food industry has also taken a major hit. We don’t know where the city is heading, the city needs to definitely take a step back and give us more time to plan a way out of this you never know what might happen. -People in the city are not really understanding the next issues to come and majority of the people do not even know about climate crisis. A handful of organizations are putting solar panels and carpooling. This awareness needs to be made public and this should be treated at high priority. The city cannot rely on the government only, the city needs to take initiatives and plan a decentralized city with equal number of blue- and white-collar jobs. -New areas that have developed such as Andheri and New Mumbai, they are very far away from the work hubs and thus travel over 50 kms. This cannot be achieved by walking or cycling, they will need to use the train and the other public transport or private vehicles. We cannot look at a sustainable city till we actually address these issues. -There are people for example staying in trump towers, who have everything their buildings, but the minute they step out for work they are going to stuck in traffic. These complexes that are coming up are a module of the 15 min cities just without work opportunities and only for high income people. -The people have been living in the city for so long this way they don’t know any other way. People who are indigenous, area people are coming from other places. -Everyone from the country and rural areas wants to come to Mumbai and that has to be the center of the issues, population. Erratic development, some amount of corruption, road constantly being dug up all the these add only further to the problems the city has to face. The roads are washed away every year after the monsoon season, the pipes need to be placed again dig up the road, the network is an issue dig it up again. All this constant digging and filling is taking the funds away from the other issues that need to be dealt with. Even if people have a viable solution who will execute it is all corrupt in the government body. Climate crisis is a first world crisis, firstly people are not aware about the depth of the issue, they feel it’s out of their control and it has always been like this in India. Mega-cities and educated people who individually want can you do this change, but no one will take the initiative of stepping out of their comfort corners. 113

7. What do you suggest as the next measures for city planning? What do you think the city truly needs for fighting the present crisis and the ones to come? -City planning measures, I think re accessing the existing infrastructure, it will take time, but this needs to start. The city needs to put a cap on supporting endless people coming into the city continuously. we might want to talk about water supply, of fresh water to the entire city, look at the suffering of the people and solve that. -There are multiple apartments like NCP apartments that are constructed on the CRZ zones. These zones exist for a reason, but the government is allowing such properties to stand. -Make the city physically impossible to allow migration, Give the city what it deserves, lesser density. better social interaction, everything can come under that. -The figure for infrastructure and development. Every space in the city that is encroached illegally is paying some official to live there, the corruption does not stop Every official in the city is working for money and this is what is creating this gap which cannot be reduced. Disparity is a huge problem, but we want we can deal it, we must be willing to start. Whatever actions are put in place today would be felt after 20 years; hence the planning should have a foresight of a couple of decades at the least. In the city money decided what should happen and not professionals. We as designers are constantly trying to find the right answers but nothing we say or do will matter till we have the money or influence. The city is functioning on advoke solutions and everything cannot be that.

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Interview 4 Name: Tarun Fatnani Gender: Male Highest level of education : Graduate Current Profession: Entrepreneur I run my family garment business and have recently started a new venture, dealing in spices and dry fruits. Type: Online Interview Date and Time: 5/9/2020 and 30 mins 1.What are your views on the mobility and mass transit infrastructure within the city of Mumbai? (before Covid-19) both negative and positive views Positive: We have one of the best connectivity via local trains and future is bright with the construction of the metro lines and start of ferry services across the island city. We have more than enough transport vehicles in the city. I mostly travel in my personal vehicle but in college days I have used the public transport. I have not used these modes during peak hours, so my first-hand experience on the trains and buses has been average to good. Negative: Roads are highly pothole ridden and very poor management of crowd at the railway station. Even our bus services are something that are suffering because of poor management. We need much better management of “worker unions” as well where they can hold the city at ransom at a time of their choice. Overall, I think along with the efficiency ridership number should be controlled. 2. As a citizen and a professional what are the immediate changes you wish to see within the city? We need better maintenance of roads. Desperately. And better management of traffic caused by metro construction digging. I am stuck in traffic for hours if I have to travel to the suburbs. I could never think of using a public mode of transport in heavy traffic. Further I feel that the footpaths within the city are extremely difficult to use or absent. The area where I live in has very narrow disjointed footpaths that have fruit and vegetable grocery hawkers. 3.How is the Covid-19 pandemic changing the city life? Other than local trains affecting certain people, I don’t see much of a change. This is only due the workers that come into my office. My workplace is very close to where I live and thus my experience with Covid-19 affecting the city is limited. Also, my family and friends live in close vicinity. Work from home is a concept I do not believe will work in a city like Mumbai. This is a temporary change. 4. How do you think it will affect the way we design and build our cities? (the urban mobility specifically) See building something for a crowd like we have in Mumbai the first thing first has to be investment on crowd management, rest all the things will fall in place automatically, if people are disciplined through design they will behave themselves , the best example of the same is the Delhi metro. Clean, organised and maintained. This has also got a lot to do with who runs the service, private being the best option as there is less corruption and red tape-ism.

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5. How do you think it will affect our city and the economy? For the better for sure, better infrastructure planning will take place considering this isn’t the last pandemic. In turn this will make us more prepared for the future. I believe the city is going to see a lot of positive changes and will recover from now on. I know it is optimistic, but changes are coming, and the pandemic will definitely push the development. The management will have to shift drastically. Private companied will need to take the lead. I feel the BMC must take a back seat for the post pandemic development. 6. How much a concern is climate emergency for our city, and do you think this pandemic will set us back for all out measures towards the climate crisis? Climate change is definitely a concern but then again with highest levels of corruption everything is overlooked for political gain, builder lobby gets away with dumping and stealing sand from beaches and industries with polluting the sea. The pandemic has nothing to do with, it’s already in the backward phase due to the abovementioned points. 7.Do you think Mumbai will be able to sustain this pandemic without damaging itself for the climate crisis? We have only one plant to treat bio-medical waste (which is at the highest level at this point) from what I know , the plant can treat 100 tonnes of waste and we’re generating at least 30% more. So, no Mumbai won’t be able to sustain without damage. It is bound to be affected negatively first and if changes are made in time, we can prevent a major catastrophe. 8. What do you suggest as the next measures for city planning? What do you think the city truly needs for fighting the present crisis and the ones to come? We need better roads and definitely better drainage systems all together with better management of crowd and personnel.

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Interview 5 Name: Jashank Pohani Gender: Male Highest level of education: CFA Charter holder. Current Profession: Wealth Manager I am a CFA charter holder working as a Wealth Manager in Dubai and Mumbai. I manage relationships with high net worth individual clients. My job keeps me up to date not only with financial knowledge, but also with behavioural finance and psychology of people. Type: Online Interview Date and Time: 5/9/2020 and 2 hours 1.What are your views on the mobility and mass transit infrastructure within the city of Mumbai? (before Covid-19) both negative and positive views Positive – we have a lot of parallel metros strategically planned. -Coastal road coming up and can reduce travel time from north to south. Negative -Mumbai as a city is long, the backbone is north to south. East west connectivity across the city connectivity is poor. -The city planning is absent. Mumbai can be compared to the Mushroom development- that it sprung haphazardly. -We are already 10-12 years behind in terms of infrastructure. -We have buildings that are 20-30 floors high with 5-6 flats per floor. Each flat has 1-2 cars at least, but these buildings are in small lanes where it is difficult for two-way traffic to pass. -If you see places like Lower Parel, you see an amazing skyline, but if you take a closer look, there are slums in the middle of high rises, so the poor and rich are staying in the same locality. Almost all localities have slums. On the contrary, in Dubai- people are spread all across the city, but they manage to travel comfortably. -Some areas were planned, like BKC- the planning was good move only to a certain extent. However, this should have been planned years ago. The cycling track in BKC didn’t work, because people encroached that lane and parked cars there. New places like Vashi and new Mumbai have well planned roads which are not narrowed down and have u turn areas. Newer areas are better planned. One of the major issues is that footpaths don’t exist- they are encroached by hawkers and street vendors; this is a stark difference from Dubai. An incident I experienced in Dubai since I am working there, I recently shifted and had parked the one lane away from my residence. I was able to walk comfortably with my bags on wheels, didn’t have to lift the bag even once. The zebra crossing on the road and the footpath are merged. It had a slope which merged in with the road. This is something I have never seen in Mumbai. Even airports do not have enough of these slopes. There was not even an inch of a gap between the footpath and the crossing. This phenomenon made me realize for the first time the difficulty the people on wheelchairs would have in a city like Mumbai. How would they travel around the city if they cannot afford their own vehicle? Public transport is not built to accommodate them.

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The local railway is extremely overcrowded though it is usable and functioning. Drastic changes need to be made to increase public transportation capacity. Traffic- I worked for a company for 1.5 years and my commute time kept increasing incrementally. Over the 1.5 years my overall travel time increased by 15-20 mins. Issues with the repairing and risk management issues- In a span of two years two bridges have fallen and one road sunk in and for months they are being repaired, with not enough ways to redirect traffic the congestion only increased. The thing is that BMC gets a budget, but they don’t need the entire budget. So they use is up this budget either through corruption or digging up roads that do not need to re made, again increasing congestion, only to maintain the high budget next year. There is a lack of coordination between the municipal departments, water line and water lines. Digging happens more often than needed. The different departments need to make collective decision when uprooting the roads. This chaotic way of working only makes the smooth mobility impossible. The functioning of municipality to be professional, at this moment it is ‘babu driven’(a term used for uneducated people with money / power) . Economic- the city needs more people to use public transport. There is a massive wealth gap. Major part of the population wants comfort to sit in his own car because it is super crowded and uncomfortable. People in the city only want to do better so they don’t have to get pushed around in these public transport in the city. The metro cost though subsidized to less than a pound for a round trip, is not affordable for a major part of the population. If you need to make it accessible you have to make it less price, but if you lower the price the crowding increases. We need a mix of the two. We need to make separate compartments for people from all walks to life to use it. I agree it increases the disparity in the city, but what is the other option? How will you make the people who prefer their own comfort in their own vehicle move to a more sustainable mode of travel? In Dubai the metro has gold class and silver class. In Mumbai we also do have First class and Second class, we even started Ac trains. But the frequency of the AC trains was low and more expensive than normal trains, thus not viable. We don’t need two infrastructures for the people more well off than the others, but we need to have more divisions. Maybe we need comfort and also better hygienic conditions. We need wider ways to travel by public transport. We all cannot just travel together, especially in an overcrowded city, its big ask from the people who have the access to other comfortable ways to travel. You can’t ask people to change their mentality. You can’t ask people to leave their convince and travel in discomfort. Consumer psychology- gen z people are willing to pay more for convenience, build that into the system. It can be a good model. AC buses were/are good, convenient and I was able to use that, still cheaper than my car. if we can have more premium service, a wider spectrum of people would end up travelling by public transport. 2. As a citizen and a professional what are the immediate changes you wish to see within the city? Immediately, to complete metro at high priority. The routes are quite amazing and well thought out and could reduce crowding in one particular mode of transport. They are a little more premium and the people will hopefully leave cars at home. This could be a game changer. But the only concern with this is the affordability factor. With not many people being able to afford it, the other modes may remain as crowded. Again, optimal mix of 2 different classes of travel could help The government in light of this pandemic has suggested pop cycle lanes and pop up footpaths to help the public. There is no space for pop up footpaths and cycling lanes, development is so unplanned. In my own lane, there are 100-150 buildings and its two-way street. The road so narrow that I feel my room is broader than that lane! What do you in areas such as this? Generally, people plan and develop. In India we develop and plan. 118

Cycling is something that has already picked up, though. My client owns a premium cycle shop and there is a huge uptake in demand. Earlier people kept a cycle to be used by the house help or as a workout machine, people are using it much more now. But I think that is because people are using it for leisure and exercise now! It’s become a trend. I couldn’t travel by cycle to work, it is too far, there are no showers in my office or any commercial offices, I will spend too much time trying to reach my place of work, plus the weather does not permit me to travel without AC. It is also not safe, and I am not willing to take the risk on the streets of Mumbai to travel daily. I could maybe use different routes but that does guarantee a reduction in the risk factor. For leisure and groceries, maybe I am willing to take the risk, but I still prefer my car; cycling back with groceries might me stressful in the congested roads. 3.How is the Covid-19 pandemic changing the city life? Covid-19 has not the traffic situation. You would expect it to reduce, but it has not. Throughout the pandemic, I was using a car to travel to work. I have colleagues who earlier used to travel by public transport but are also taking their own vehicles. There is a significant hike in personal vehicles, even walking was not considered safe on these roads. Majority of the people are working from home, but the ones that are going to work are all using private vehicles. Work from home is possible now and remote working is changing the hiring dynamics. For example, JP Morgan & Chase is at its hiring peak India. They claim to be hiring more people from India as they feel the salary to be paid to the people in India will be lesser than paying their us employees in dollars. Since remote working is possible, the rather hire people here. City of dreams is going to become an alien concept. People prefer to work a more relaxed city like Goa, so tier2- tier3 cities could see more activity in the near future. Though human interaction is very important, we could see more travel between tier 2 and tier 1 cities. Could uplift more tier 2 cities, hence reducing the pressure on main cities like Mumbai and Bangalore. As people are forced to work from home, they are seeing benefits of remote working. Work from home might not remain forever, because we need a separate workplace. However, we could see more smaller offices could come up in multiple cities rather than having one office in a Metropolitan city. My prediction is that many tier 2 and tier 3 cities are going to be developed easing the pressure on the main cities. For living in slums and they can afford place within the city live in places like Virar (outskirts of the city), due to high property prices. These people can shift to Kanpur and Nagpur, smaller city, where affordability Is better, and lifestyle is cheaper. 4. How do you think it will affect the way we design and build our cities? (the urban mobility specifically) Mega cities are not going to last, Cities will have more do with technologies and working remotely. Pandemic pushed people to work like that. eg. Dubai has clusters on the outskirts, like satellite cities, not far, withing the city, working from there you won’t need to get out. This is seen now in multiple cities. A drastic change like this can happen only if economic status does not come back to normal, and the possibility for that is less. Someone who is a dhobi (Person who does laundry), will go back to his village, a lot of people will not come back and find a new life and work. This can be said for many people with the similar status. The pandemic facilitated shifting from urban to rural really quick, acres of land have been bought in these few months, two-wheeler scales have hiked, number of tractor sales have also increased. This is clearly he evidence of people moving away. Suggestion- to grow more and expand within the rural areas and reduce the stress from the central cities.

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White collar sector people are going back to their hometowns as their companies are allowing them to work from home, these people might not return. The life in smaller hometowns is far superior and stress-free as the ones in the major metropolitan cities. return to normal section of people won’t come back. There is no saying that most people will do this, but the possibility is high. You already see a lot of people practicing this. The same cannot be said about the lowerclass people, they might have to come back because work from home is not an option for them. Moreover, there will be a shift but how the blue collar and white-collar shift is unpredictable. Means for this shift to happen should be one of the key things the government should think about. If people shift to smaller cities, they will be happier due to less crowding, more spaced out places and less dense. Mobility- can’t change anything in Mumbai – what should be the change. We need to really give a hard look at the BMC and the other people dealing with the city planning, involve more professionals, not politicians. 5. How do you think it will affect our city and the economy? Economical perspective we can’t have a skewed development. This might be extremely positive for the city for physically and economically. The one concern we might have is that, post covid people might go back to their normal ways of life and completely forget about hygiene and crowding. Social behavior change- I will draw parallels from what I have seen in the financial markets, RECENCY BIAS- People often see the recent past and consider that is going to go on forever. When markets are falling people think that it is going to continue to go down and similarly when people see a boon, they see this reality existing within the future. With Covid there are two possibilities, either people will go on to live the normal way and completely forget about this or might start to behave in extra precautions ways. I myself initially was terrified of the virus, with very few cases. Now that the cases are increasing, I just don’t care. I want to travel to work, continue with my old way of life. This is what is happening in a city like Mumbai and will continue to happen. after a point people don’t care, and the fear fades away like nothing ever happened. This is seen in Mumbai even after terrorist attacks, the next people are travelling to work, the city does not stop moving and that is the biggest disadvantage from the city. The city won’t slow down if anything happens. This might lead to slow or no adoption. Only if rules are strict and people are made to follow the change might happen. Otherwise we are going to go back to our normal ways of living life without realizing. Even after the virus outbreak, the trains are still overcrowded, even if only limited people are allowed. It’s already a mad house, people are saying that I need to reach from point a to point b to feed my family, If I don’t get a salary I can’t sustain and if I don’t go, I might lose my job. I am not worried about the virus; I might contract the virus but if I don’t work I will die of starvation. There are already multiple videos from Dadar station where people are crowding, even with the virus is spreading at an alarming rate. There are no sanitization rules, social distancing rules or even gloves and masks. This is just the start; the number of people is going to constantly increase more. I personally don’t see myself using the trains or even buses - even pre corona I wouldn’t travel even when I did not have an option. I am ready to spend a lot to travel, but definitely not use the public transport system. The city is taxing you constantly, for fuel, sur charges, toll charges, road tax, vehicle tax to be able to fund for the infrastructure but we are not seeing any major changes. There are shanty roads and footpaths and people prefer using their vehicles even for shorter distances. Mumbai has a capitalist perspective, they always want to fit more people into a tiny space, this reduces the chances of people with more income to use their own means of travel, rather than suffering and getting stressed due to daily public transport commute. People would prefer AC, more space and definitely more amenities. These basics are lacking in other public infrastructure pushing people to resort to their own means of travel. 120

The road an footpath infrastructure is shanty but we can see a little improvement, the only concern is the improvement is happening the confined space. Only the surfaces are getting better the issue for mobility is still the same. The sky-walks created outside the stations were a complete fail, only added to the inconvenience. People are not going to climb two stairs up to cross the road or to a bus stop. There are no means for disabled people and these sky-walks because they are rarely used are spaces for illegal activities, often occupies by molesters and eve teasers. Not safe, not convenient and not well thought out planning. Mumbai is one of the wealthiest cities, we need more infrastructure, we need world class infrastructure. Today in Mumbai infrastructure is being privatized, where the Ambani’s and other wealthy people are putting their money, The PPP model. That has solved the capital problem. The biggest issue with the funds in a city like Mumbai is extreme corruption and money leakage. Big national and international investors don’t mind spending money on developing countries if the risk is high, but where there is corruption, they often do not want to invest in projects like that. It leaves a bad taste in the mouth for these investors often loosing funding from them forever. Toll- fast track is better and more enforceable Japan now is funding for- Mumbai to Ahmedabad bullet trains. There is no doubt the money is coming but in recent past, seven 8 metro lines are being constructed together. Multiple rate corridor coming up. Now with so many developments already in process and the construction taking a lot of time to come in, people are scared of putting their money into Mumbai. For the first time in years the PM of India is looking at the infrastructure project and is asking for constant monthly updates and is in way eliminating the corruption in each process. This is a positive new for India. But these projects are one off, the PM is not looking into the roads and footpaths. HE is not looking at the culture and the density. He is just aiming to make the India development, not safe or well-functioning. so, you see any collaborations happeningThe planning process of India is exceptional, people do think about it, but the execution is horrible. The pandemic might change that. India can’t be said to be a county where incentives are well though tout, but the implementation is poor. Ideally the metros in Mumbai should have come up 10-12 years ago, after the city was completely damaged, they considered having the metro. I feel this should not continue post the pandemic or else it will be a disaster for the future years to come.. 6. How much a concern is climate emergency for our city, and do you think this pandemic will set us back for all out measures towards the climate crisis? for climate emergency no, just infrastructure not helping. but hey are changed by electricity being used by burning coal. you need green renewable. not too far in renewable, in terms of adoption way behind. we will be quick to develop. energy cartels, no will want nuclear. infrastructure did not solution, energy consumption. Mumbai. figure what scale, you don’t scale it. Tesla is only a proof of concept. it is a battery company; their goal is to make battery packs that can supply to city and a kick-ass battery that can power it. solar- available in day and not in the night. something is better than nothing. in their interim to all we have. 7.Do you think Mumbai will be able to sustain this pandemic without damaging itself for the climate crisis? No, I think that the most unfortunate part of pandemic is the pollution and landfill, pp kits, masks, face shield. gloves and all dump in pollution. plastic ban fails. The city will only work towards the pandemic and not

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Interview 6 Name: Siddhi Shah Gender: Female Highest level of education: MSc in Clinical and Mental Health UCL Current Profession:Psychologist Type: Online Interview Date and Time: 5/9/2020 and 1.15 hours 1.What are your views on the mobility and mass transit infrastructure within the city of Mumbai? (before Covid-19) from a behavioral point of view- can be both positive and negative. I live in Dadar central hubs in Mumbai, back bone. In terms of the mobility and the infrastructure in the city the first thing I would point out is the excessive crowding with people hanging out of trains or stuck together like sardines. The Traffic within the city is a major issue and I see it constantly increasing. The number of Ubers and other private taxis in the city have increased, with already the heavy number of vehicles. The rush hour is getting worse daily. The city is densely populated. In my opinion, I feel the city is always in a hurry and no one wants to wait. I have seen this behavior particularly in taxi drivers and bus drivers. The buses ride the bus as if they own the road. They cannot anticipate the vehicles on the rear ends and tend to take steep turns. With the city lanes not separated over taking and cutting the person driving is a common phenomenon. Further bus driver feels that because they are riding a large vehicle it is never their fault and the people around should anticipate and drive accordingly. The city is always creating noise by constant honking. I feel the city honks more than they can drive smoothly. This honking created a sense of anxiety and increases the feeling of hurry. With all this commotion happening on the roads, I feel the sense of competition also increases, it’s rat race, who will annoy the other vehicle most. The pedestrians listening and experiencing this commotion aren’t made to feel any better with no footpaths. Adding to the existing commotion and frustration. vehicles. Rat race of cutting each other. No one is willing to wait or follow any civic sense. I also feel the road is dominated by male drivers and with women drivers increasing it affects the male ego in a way. I have noticed that the frustration from a male driver towards a female driver is really high. It is a cultural thing where women are considered to be bad drivers. People in this extreme traffic due to ego tend to block the person who has cut them, further increasing the commotion. The people on bikes are worse with no lane for them they tend to cut through heavy traffic without any consideration or rules. There is this constant sense of judgment amongst the citizens towards one another. The women are looked down and till date are made to feel not at par with men to compete on the roads. 2. As a citizen and a professional what are the immediate changes you wish to see within the city? As a citizen better road, cleaner streets, bus lanes, cycle lanes. More strict rules must be implemented to prevent the haphazard movement. I think professionally people need to practice patience. It Is as simple as impatience. They cannot wait and traffic creates more frustration, there is competition and ego build constantly. That is some sort of thing as State of mind of frustration. Reaction-trigger, chain of reaction, one person’s negligence troubles another. People are only growing with this culture and not trying to change it. People also opt out of jobs because of travel and the level of stress the city emotes. People are always frazzled and angry. I myself have turned down jobs due to this and missed opportunities. I prefer driving in the city, its more calming as compared to any other mode of travel. I have not experienced the trains in rush hours so I cannot say anything, but the thought of using the trains is stressful in itself. I feel that affects the way I look at the infrastructure within the city. 122

3.How is the Covid-19pandemic changing the city life? I live at the junction of Dadar TT circle, I think it changed in a massive way. People have realized whatever you can do at office you can do from home but only for some professions. I can do this from home an di don’t have to get out, the perspective of the way people approaches their jobs have changed. But it is a double-sided sword, stay at home means more times with family. time to relax, spent quality time with loved ones and the unwind from the continuous hectic running around. The flip side is that the line between personal and professional has blurred, there is not discipline. The relaxing and spending time with loved ones also seems in excess and could be taxing. Discipline, no reason. What time slots and friends. Now hanging out with children and family, taxing. You start to pick up the quirks of the people you are living with, spend too much time, you pick up on the quirks. In the city another issue is the space crunch, many people are living in a smaller proximity, yet they are aloof. There is also a generational difference observed. Tending towards claustrophobic relationships. In terms of work though the pandemic is helping cut down the rent as people can work from home. So, I feel I see a lot of residential buildings coming up as opposed to commercial. This will further have a trickled down approach where the city will start to decongest, and the traffic will become lesser. 4. How do you think it will affect the way we design and build our cities? (the urban mobility specifically) We need to build more residential and not commercial and embrace the concept of working from home. There need to be more organized roads that can be easily navigated. The weather in the city is also something that must be considered, like the monsoons. The monsoons not only flood but cause craters in the roads. The bridge that collapsed earlier is an example for the rains can weaken the infrastructure and it should be re considered. The East west connection should be made better as it is the only junction that connects. The collapsing of the bridge has created fear in people to use the Bridge in Dadar, the number of cars in that area during the monsoon have reduced. I stay on the 25th floor and I have personally seen the difference in the amount of traffic during the rainy season. 5. How do you think it will affect our city and the behavior? don’t see people practicing social distancing here in the city. I feel that is not even going to happen, in India there no concept of space. People are more driven by travelling from point a to point b and they are very ego centric. As a city talking about emotions is not common and considered weak. I feel that will change. There is an authoritative figure that feel they are no responsible and whatever they do is right. I feel people in the city have started to understand the strews the city is creating and that will change. I think we need to account for literacy level, depth and propaganda and fake news and free. People Don’t wear masks. We need to enforce rules and make sure people are living with safety, we need to pay attention toa mental day, smaller more subtle but significant things and hope Covid-19 can help do that. 6.Do you think Mumbai will be able to sustain this pandemic without having a major impact on their behavior and perception of normal life? Perception of people towards a disease has increased the fear and the uncertainly that is there creates more worries. People are scared and do not know what to do about it and the fear is only going to increase constantly. They feel that life is going to be like this for a long time now. Uncertainty really triggers this aspect; I don’t know what a normal life will be. Only the thought of it, scares people. Europe is having a second wave. The news is increasing, 9 months, you don’t know what it is like. You don’t know what is normal. There are also Financial challenges.

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Define the new normal- is just distancing yourself and being hyper vigilant. New normal is keeping up with each day, I have been adjusting, I am looking at it to feel normal, it is not normal to sit in the house and not seeing other humans. I started being precautious. Back to the way it used to be but there are lesser people. I started going to restaurants. Started to do things and accomplish things. The pandemic wis having an impact but once it is over, I think people are going to go to their ways of life and forget and not learn anything. 7. What do you suggest as the next measures for city planning in terms of mental wellbeing? What do you think the city truly needs for fighting the present crisis and the ones to come? Employees should have a mental day off, I have a mental day off. Work hours should be reduced in the city that will also help in developing the city, moreover a renewed cultural approach is what we need. I have seen in cooperate buildings, energy is so static. Rooms have no window. Even in the place that I work has this one room with no windows and fake light. After 3hours you are extremely exhausted in that space. I feel it is the same with the traffic and the crowding in the city. I would definitely see that the rooms are not depressing. Hospital vibe- some spaces are very depressing, and it is cruel to put in the people. I interned at KEM hospital and I have never understood space and humans better or you can say worse. There are large rooms with 50 beds for children and they are living and sharing the same space. I think that people over time become insensitive to issues, emotions- desensitization . In the city we are immune from the day we are born that validation and emotions do not exit, the only emotion allowed is anger and ego. As kids we easily pick up emotions and it only evolves into frustration and discomfort. We only are meant to see the black and the white. The super ego pathology. Understanding people and their emotions is very important. Every emotion is normal and is ok. We need a drastic shift from the rigid thinking to see any change in the planning of the city.

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Participant consent. The above form is a sample of the six consent forms obtained prior to each interview. Further an email asking for consent was also sent. 125

8.2

Q U E S T I O N N A I R E

Question 1

Question 2

To what extent were you familiar with the below information? A pandemic is a worldwide epidemic caused by a virus that is as yet unknown and for which no vaccine is available. When that virus infects people, a new and unknown form of influenza that is transmitted from person to person develops. It is not possible to predict whether or not a new influenza virus is in fact dangerous and will cause an epidemic or a pandemic.

VERY FAMILIAR- 1,2,3,4,5- UNFAMILIAR

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Question 3

VERY FAMILIAR- 1,2,3,4,5- UNFAMILIAR Question 4

VERY SUSCEPTIBLE - 1,2,3,4,5- NOT SUSCEPTIBLE AT ALL

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Question 5

Question 6

NO CONCERN 1,2,3,4,5 MAJOR CONCERN Question 7

NO CONCERN 1,2,3,4,5 MAJOR CONCERN

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Question 9

YES 1,2,3,4,5 NO Question 10

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Question 12

Question 13

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Question 14

Question 15

Question 16

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Question 17

Question 18

Question 19

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Question 20

EXTREMELY WILLING 1,2,3,4,5 NOW WILLING AT ALL

Question 21

YES 1,2,3,4,5 NO

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Question 22

YES 1,2,3,4,5 NO Question 23

Question 24

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Question 25

Question 26

26.Which of the following best applies to you? I am self employed I have paid employment I am unemployed/seeking employment/ on welfare retired I am a student I am a stay at home mom/dad housewife or househusband other

27. How many hours a week do you work? Average 45 hours 28.How many hours per day did you have to commute for work/school before the outbreak covid-19? Average 2 hours

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29. In general do you have any views/suggestions for the architecture of public transport and mobility infrastructure in your city? In general do you have any views/suggestions for the architecture of public transport and mobility infrastructure in your city? I feel something with adequete space and comfortable seating would be ideal:) We need to spend more on crowd management with the kind of population we have

New public transport which gets developed for future should consider all the safety norms and design them smartly which helps us to be distanced from one another . Rapid test should be don’t regularly before allowing people in public transport so that you can trust to travel in public transport in few years. Building

The biggest concern with the public infrastructure is the sanitation, public transport is not my preferred mode of transport primarily because of its poor sanitation. The next suggestion would be with regards to crowd management, the huge traffic these spaces accumulate during peak hours makes the spaces unsaf Sanitized spaces where people are encouraged to maintain their distance and follow basic rules. Public Transport is well connected and the infrastructure is not so great but network and time taken to travel throughout the city is less. More space No but should be clean and spacious It is better for us to take necessary precautions ourselves even after precautions taken for public safety on public tra Sanitized spaces where people are encouraged to maintain their distance and follow basic rules. Not organised Could be better, less congested More space

Allowing crowding makes public transport economical. Changing that can change the dynamics of the business. There can be parallel lines of transport - premium and economy. This is available in most cities but the hub is common. Designing the hub in a way where the entry exit points for premium passengers is Could be better, less congested private car Involve use of hands least possible Safety measures to be increased I’m not a student of architecture. The entry point of public transport mostly trains need to be controlled, so as not many people can climb on the train. It’s not the people not following any measures It’s very bad in condition need more sign boards Cleaner spaces better seating or holding areas Bad Roads and bad foot paths. I reside in Bombay and feel we need better infrastructure . I feel the metro in mumbai would cause more trouble than ease It needs to be accessible in terms of first and last mile connectivity, safe, and hassle free. Planning according to the social distancing norms Should curtail numbers Better hyegenic conditions Safety related measures while boarding trains, buses More means should be available to reduce crowding in the existing public transport modes. We desperately need alternative forms of public transport to keep safe on times of the pandemic. Bombay locals are a ticking time bomb Crowd management and wider stairs and bridges Could be planned considering the densities social distancing and sanitisation measure need to be given more importance.

Demarcated and well planned bicycle tracks with the required facilities can definitely encourage more eco friendly means of transportation as well as help curb the climate crisis by the slightest of means. Creating more pedestrian friendly spaces can also encourage people to walk short distances instead of using p Shared cycling and car pooling along with a good public transit system should be reinforced More vehicles n infrastructure required to ease the load of public transport No . Metro stations need to be sanitized and made safe for public during late night travel Strong networks, good frequency, infra needs effort Infrastructure should allow for social distancing It needs to be more organized Most hubs/footpaths are severely overcrowded Last mile transportation network, public buffer space and seating in waiting areas Segregation and easy accessibility Not really, population density is a concern The efficiency and quality of public transport and infrastructure needs to grow in tandem with the increase in population/vehicles using it. Divert crowds better Safe Mass transit system is essential to not have pollution n less of traffic on road. Make more trains/ busses available to avoid over crowding Upgradation to Maintain physical Distance Stay home stay safe More area per person! Safer and more hygienic is needed public transport is built around the transit and not the people. That needs to change to make it a pleasant experience For a city that floods, an underground metro is a terrible idea. Work has been stopped half way anyways. The city is anyways over crowded so there's has always been a queue everywhere. The ratio of population to infrastructure is very poor.

From an architectural point of view, public transport needs to work in the alternative workdays to minimize the crowding on workstations. And the infrastructure of the city level needs to scatter into a zonal working pattern to avoid the long span traveling and it's a less stressful and time-saving module for everyone. Divert crowds better very crowded Mass transport shud be made affordable n clean. Need to cater to individual pods of isolation, even if it means lesser quantity per vehicle Should be more clean and sanitized It should be hygienic for safety reason reasons & strict rules should be imposed for usage.. take precautions and maintain hygiene good enough in daily life Physical separation from other person with some sheets dropped from above on each seat hvaing openings from above and below for ventilation Better higene and organisation We are good . Lot of scope for improvement. Needs major restructuring Increase the rakes on the metro Regular Sanitization. Probably increase the frequency and fill in lesser ppl Cant really thinknof anything now. Mumbai is so saturated. Sanitation at railway stations I feel the public transport infrastructure shud be designed keeping into consideration the population of thatvparticular city... anything u design shud be thought for atleast next 20nto 25 years Covered Booths Increase in bus frequency take precautions and maintain hygiene good enough in daily life It should be safe Think for long term and maintain high quality standards

Maintaining a safe distance in India is probably very difficult because the lack of discipline, education and the humangous population. The only solution for this that I can think is developing small cities with small scale to large scale industries rather than developing the major cities. Due to economy saturation in the Needs a damn Metro and less shitty roads. heavy penalties on Bikers and a separate bike lane! They need to be more clean and well equipped. Railways should be less crowded Better safety Congested with people. Require more public means of transport and not more road networks There need to be strict rules and protocols which should be followed

Spaces should be planned by keepi g in mind all the Norms of the government, otherwise the Designer and Planner needs to give a thought about the circulation of the Terminals. Dedicated pathways for slow moving commuters, fast moving commuters. Lines should be maintained along with Circles marked to bo Build such features which encourage people to use public transportation more Should be better ventilated and cleaner Not up to the mark Honestly a lot is not in our control, best would be to have proper sanitization strategies for the commuters I feel that there is alot that still could be done in order to make public transport safer during the out break of corona. The pause points could be designed more effectively to avoid crowding of people at one place Stay home stay safe Safer spaces which encourage a little social distancing atleast, stylish but functional at the same time, where people like commuting through public transport, an enjoyable environment With proper distancing and fumigation we can get back to usage but not in India, considering the spiking cases and the low awareness Introduction of E-Transportation and creating vehicle free zones, pedestrian friendly The public transport should be operating only with the proper precautions taken by the concerned authorities as well as the users. Also, for the people not following the guidelines, strict action must be taken The public transport should be operating only with the proper precautions taken by the concerned authorities as well as the users. Also, for the people not following the guidelines, strict action must be taken More efficiency I feel that there is alot that still could be done in order to make public transport safer during the out break of corona. To ensure social distance isn’t taken care of and there are limited people with distance maintained with compulsory use of mask and use of sanitizer

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g huge stations with more access so there is social distance can be maintained. I feel for current scenario private car and riding a bicycle is going to boom till it’s safer all over the world to travel in public transport. New design of bus and train spaces is a must .

s different can be a game changer specially when people prefer social distancing.

fe and the whole experience becomes tiring.

s different can be a game changer specially when people prefer social distancing.

private vehicles.

e major cities, people from small cities migrate to find better job opportunities. Maybe the public transport and mobility infrastructure rules are made with utter consideration of corona spread, but the lack of discipline in citizens is causing the problem.

oard and alight from the Train or Bus. The trains should have automated doors to open and close, inorder to limit the capacity of the compartments.Also, keeping in mind the mindset of commuters the designer should facilitate accordingly. A hint - Understand the mindset of the people then you can make a change"

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APPENDIX 2

9.0

DETAILED FINDINGS OF THE QUESTIONNAIRE

141

Very familiar with the pandemic

To what extent were you Dofamiliar you think with inthe general How information much youof are abelow? concern susceptible Have you is used the of getting pandemic any Which ofaffected the offor the following you? following by On thepublic avirus? scale means transport of 1-5 of Do travel how since you willing did think Covid-19 youare you commonly In you will measures general to bego able use back dohave to during you take to think been commute and all the that put areself in people through still place? protective using are public ( bus, after taking measures metro, transport the protective outbreak train, against post underground/tube, measures ofthe the Covid-19 outbreak virus? against in Covid-19? public Covid-19 domestic spaces( in flight, public suchinternational as spaces? wearing aflight.) mask, sanitising your hands constantly, maintaining 2

5 No

Private

3 No

Private

4 Yes

Private

4 No

Private

4 No

Private

4 No

Private

5 No

Private

4 No

Private

3 No

Private

5 No

Private

3 No

Private

5 No

Private

3 No

Private

5 No

Private

5 No

Private

4 No

Private

5 No

Private

5 No

Private

5 No

Private

5 No

Private

5 No

Private

5 No

Private

4 No

Private

5 No

Walking

3 No

Walking

5 No

Private

4 No

Private

3 No

Walking

4 No

Private

5 No

Private

5 No

Private

4 No

Private

5 No

Private

4 No

Private

5 No

Private

5 No

Private

4 No

Private

5 Yes

Private

5 No

Private

4 No

Private

5 No

Private

5 Yes

Private

4 No

Private

3 No

Private

5 No

Private

5 No

Public Transport

4 No

Private

5 No

Private

4 No

Private

4 No

Private

5 No

Private

5 No

Private

5 No

Private

5 No

Private

3 No

Private

3 No

Private

4 No

Private

5 No

Private

4 No

Private

5 No

Auto rickshaw

5 No

Private

5 No

Private

5 No

Private

2 No

Private

4 No

Private

1 No

Walking

5 No

Walking

2 Yes

Walking

5 No

Private

5 No

Private

4 Yes

Walking

5 No

Private

5 Yes

Private

4 No

Private

4 No

Walking

1 No

Walking

5 No

Private

4 No

Private

5 No

Private

5 No

Walking

5 No

Private

5 No

Private

4 No

Walking

5 No

Private

4 No

Private

4 Yes

Private

5 No

Walking

5 No

Walking

5 No

Private

5 No

Private

5 No

Private

4 No

Private

5 No

Private

5 No

Private

4 No

Private

4 No

Private

142

2 1

5 No

Private

5 No

Private

5 No

Private

5 No

Private

5 No

Private

5 No

Private

4 No

Walking

Not familiar with the pandemic

To what extent were Before youthe familiar pandemic Do with you to thewhat think information extent in general Forwere the below? you following youare informed susceptible How areas, much about rateofhow the a getting concern Have protective riskyaffected you they is used the measures areby pandemic in any Do the terms of you virus? that the of believe for could following the you? likelihood be that Which taken public the of measures of during the transport contracting following this On that time? since a scale are Covid-19? means Covid-19 put of in 1-5 ofplace Do travel how measures you due willing did 1think - least to you Covid-19 have are you commonly risky In you will been general and to be ingo put the able 5use back -do in extremely above to during place? you take to think commute mentioned and all ( risky bus, the that aremetro, self [Public people through still public protective using train, Transport] are transport public after taking underground/tube measures transport the protective infrastructu outbreak again posm 4

4 No

Private

4 No

Private

2 No

Walking

4 No

other

Private

3 No

Private

4 No

Private

4 No

Yes

Walking

3 No

Private

5 No

Private

3 No

Walking

4 No

other

Walking

3 No

Private

4 Yes

Private

5 No

Yes

Private

5 No

Private

5 No

Walking

3 Yes

Private

3 No

Walking

4 No

other

Private

5 No

Private

4 Yes

Private

4 No

Walking

5 No

Private

5 No

Private

5 No

Private

3 Yes

other

Walking

2 No

Yes

Private

5 No

Private

4 No

Walking

4 No

Walking

4 No

Private

5 No

Private

5 No

Private

2 No

Yes

Private

5 No

Walking

5 No

Yes

Private

5 No

Yes

Private

4 Yes

Private

5 No

Private

143

The summary of the above results in percentages for comaprison.

3. very familiar- 1,2,3,4,5- unfamiliar 1-2

144

145

146

147

148

answer 4-5 – not familiar

149

150

151

152

Findings of the people who have used public transport during the pandemic.

153

154

155

156

The above tables support the percentages of the responses to the questions answered by the people who used Public Transport during the pandemic

157

Findings of the people who have contracted the virus and compared with the other questions.

158

A percentage calculation of the answers - From all the respondents

159

160

161

162

163

164

165

166

167

168

169

170

171

172

TO VIEW RESPONSES CLICK ON THE LINK BELOW https://docs.google.com/forms/d/1a1ECT7KGePS7tr5lBVUWuR48UbxAb4owJeqwOwXu7uU/ edit#responses

173

174

Mumbai- Mobility Infrastructure and the pandemic

Articles inside

A B S T R A C T

Setting the Scene- City and the Pandemic