TOD - Integrating Transit Nodes At Saat Raasta, Mahalaxmi, Mumbai by kushal mistry

TOD Integrating Transit Nodes At Saat Rasta, Mahalaxmi.

Kushal Mistry

INTRODUCTION

• Project Background

- Urban Regeneration & Sustainable Urban Development (SUD) - Subject of Research - Topic of Research

• Sample Spaces in Mumbai City

- Sample Space Classification - Sample Space & Documentation Methodology

• Nariman Point • Saat Rasta, Mahalaxmi • D.N Nagar, Andheri

- Justification For Site Selection - Research Questions

• Hypothesis 22 - Aims & Objectives

• Research Methodology

RESEARCH DATA

• Transit Oriented Development (TOD)

- TOD & Sustainable Development - TOD & TAD - Principles of TOD - TOD Planning Context - Case Study - Hong Kong MTR

• Mixed Use Development

- Overview & Definition - Role of Architect & Design Process - Growth & Adaptation

• Hybrid Buildings - Overview & Definition - Growth & Adaption - Hybrid & Mixed Use

- Classification, Composition, Modern Hybrids, Qualities of Hybrid - Case Study - Linked Hybrid - Block/Tower - Horizontal Skyscraper - Overview Case Study - Unicorn Island - Market Hall II

- Summary

SITE ANALYSIS

• Evolution & History Of Saat Rasta ( Jacob Circle)

• Site Extent

• Transport & Connectivity

• Existing Land Use

• Proposed Land Use

100

• Building Use

101

• Building Age

102

• Building Height

103

• F.S.I Consumption

104

• Overview 105 • Site View

107

• Site Section

109

• Site Photos

113

DESIGN PROGRAM

• Approach To Design Intervention

123

- Integration of Transit Nodes 123 - Enhance Public Realm 123 - Diversity of Uses 124 - Housing 124

• Design Program

125

• Conclusion 126

REFERENCES

III

Abstract In present cities, escalating land values and the growing pressure on developers to optimize the utilization of built areas are changing the way architects engage with projects in urban environments. Architectural ideas are now more likely to be driven by density, diversity and intensity of uses in order to revitalise urban centers. TOD focuses to create a dense, diverse and accessible urban fabric to enhance, encourage and induce commuter populations to use public transit as their preferred mode of getting around and also support non-motorized transit. The primary aim of TOD is to make cities more liveable by connecting place of work to place of residence of inhabitants, by planning accessible, dense and diverse urban places around transit. Hybrid architecture focuses on contemporary concerns by combining multiple ideas under a single infrastructure which highlights a diversity of living experiences, programs and people. The hybrid building looks for an unexpected mix of activities that intensify its usage as well as integrate the diversity of the surrounding urban fabric. Hence, the union between private and public spheres as well as the linking between disparate programs can produce new conditions that stimulate and revitalize buildings and their environment. This research supports a review of hybrid architecture using an analysis of several projects with distinctive program combinations adapted to several site conditions. The site undertaken is at Saat Rasta Junction ( Jacob Circle) in Mumbai, Maharashtra. Due to condition created due to new metro line in the are already having a railway station and mono rail station. These collective transitional zones, create contextual relationships where social interaction can occur. These are the ingredients of a lively, heterogeneous, civic life. The creation of a social experience which blurs the line between the public

Introduction

Project Background Population growth rates for urban India show that by 2050 about 814 million people will live in urban places.

Cities such as Mumbai and Delhi have public transit commuter populations, as large

as 5 million (or more).1 Projections indicate that with greater influx of people to urban

centres, commuters population and hence the demand for public transit is expected to increase two fold within a short span of less than ten years. Individualized private transport is unsustainable in such a context. Due to separation in public transport planning from spatial planning. This implies that

place of residence of inhabitants is poorly connected with place of work. This ‘work-

home-place’ dis-juncture engenders several other public problems, such as increased commuting distances and hours, increased commuting costs for the masses, increased air pollution, congestion, health hazards, to name a few.

A strategic approach and method to urban & spatial planning that cuts across sectors and scales of development should be considered. Mumbai city is one of the most transit rich cities in India. In the Metropolitan

Region, millions make trips every day largely on public transit. This goes to show that

Mumbai is extremely transit dependent. Mumbai’s suburban railway system is one of

the oldest in Asia. Historically, the city developed along the railway line, with compact neighbourhoods and villages. Moreover, station areas are a characteristic of vibrant markets, active streets and high

land values that induce high densities when redeveloped. High footfalls of commuters, businesses and residents within influence zones lead to congested station areas with low service provision.

1 Rutul Joshi, A. R. (2020). LAP for transit. MoHUA, TCPO, CEPT University.

Fig. 1: Map showing TOD policy implemented in different cities, (Rutul Joshi, 2020)

Transportation increases public mobility and it is implicitly assumed that mobility is linked to high output. But increased mobility comes at a cost;Rapid economic growth and urbanization in the city have led to formation of slums, deterioration in urban areas and environment. Urbanization and regeneration is an integral part of city development. A sustainable strategy is required to maintain the growth and alleviate the problems. Sustainable development can be defined as “any social and economic development that does not harm the environment”. Transit-oriented development (TOD) which concentrates development near and around transit systems to promote transit rider ship is one such sustainable development strategy.

Fig. 2: Illustration of a Segregated City, (Rutul Joshi, 2020)

Fig. 3: Illustration of a Mixed City, (Rutul Joshi,2020)

Transportation affects land use in terms of locations of housing, commercial activities etc. Similarly land use affects transportation in terms of travel patterns etc. Thus it is necessary to consider the two as complementary. Thus the better need for architectural intervention and involvement arises with increase in public transit infrastructure. This invites an exploration of the potential that these types of developments can provide in relation to their placed context. This research therefore, will try to investigate the process of typology analysis in the context of the city as principle resource for the design of mixed-use architecture. Through the research of related literature and precedents, a defined methodology with a focus on analysis and synthesis will assist in the development of a single or a series of mixed-use interventions. This concept and methods can be technically applied in any definitive urban area in the world. Hence, a site in Mumbai, Maharashtra will be selected for research and design.

Urban Regeneration The processes of urban obsolescence will be increasingly common in an urbanized world, in some with a long urban history such as Mumbai. To promote urban regeneration, architecture that acts together the public space that can produce reactions that diminish the environmental impact and promote urban regeneration. Urban regeneration processes must consider architecture, which includes the architectural heritage and the new architecture, integrated. It will be a combination of uses, typologies, architectural heritage and the new architecture that will generate its great value. Moreover, it dilutes the barrier between public and private activities, fostering places where offices, facilities and residence are combined.

Sustainable Urban Development (SUD) The idea of sustainability or sustainable development dates back to 1969 where the mandate of the IUCN (International Union for Conservation of Nature) defined it as the management of humankind’s natural environment and resources to achieve highest sustainable quality of life. The concept can be better defined by operationalizing the concept in three goals: economy, environment and society; shows these three goals; development should be viable, equitable and liveable.

Fig. 4: SUD

Subject of Research Transit Oriented Development (TOD) To create a dense, diverse and accessible urban fabric to enhance, encourage and induce commuter populations to use public transit as their preferred mode, and also support non-motorized transit. A re-imagined area near the transit systems has a significant opportunity to reinforce human engagement to built space, and in the belief that it will better allow sustainable environments to be realized and, in the process, improve the lives of people. Fig. 5: TOD

Topic of Research Mix Use Development (MUD) Mixed Use Development is a typology of buildings mostly designed in urban areas. It is a single building or group of multiple structures that merges residential, commercial, institutional, cultural uses whose programs are physically and functionally integrated. To comprehend the subject of MUDs, as its important to understand the reasons for its renewed emergence and success in cities today. It is also important to understand the characteristics of successful MUDs as a collaborative endeavor of all the involved stakeholders. Significant physical and functional integration of project components (and thus a relatively close knit and intensive use of land) mutually supporting, including uninterrupted pedestrian connections. 7

Fig. 6: MUD & Hybrid Building

Hybrid Buildings Hybrid buildings are programmatically multi functional, it focuses more on the creation of individual form which supports the underlying pattern of the city grid. Programmatic relationships are determined by and support a particular context or community, which can be related back to a larger neighbourhood or city context.

Fig. 7: Onion figure showing co-relation 8

Sample Spaces in Mumbai City At the city level, Mumbai is adopting a comprehensive Transit Oriented Development (TOD) strategy.1 Mumbai city is one of the most transit rich cities in India. In the Metropolitan Region, millions make trips every day largely on public transit. This goes to show that Mumbai is extremely transit dependent. Suburban railway commuters in Mumbai battle huge footfalls of people during the morning and evening peak periods. Additionally, due to poor ‘last mile connectivity’ to their final destinations, everyday travel is often difficult. The MMRDA has proposed two new modes of mass transit—the Mono and the Metro Rail. This will further add to the city’s public transit network. While new modes are proposed in the city, regulations to direct development around MRT stations are not significantly addressed. Station areas along corridors are set in different urban contexts, play different roles in the transportation network and present unique challenges and opportunities. Development within these TOD zones, may address the need for adequate open spaces, housing, and amenity provisions, with mixed uses that promote more walking trips. Every station area, whether existing or proposed, faces unique challenges and will require specially tailored strategies to develop high-performing TOD projects at the site level. Integrating these objectives into planning and building a city that is more transit and people-oriented should be highlighted.

1 Rutul Joshi, A. R. (2020). LAP for transit. MoHUA, TCPO, CEPT University. 9

TRANSIT BEHAVIOR 1 •

Train – 40.6%

•

Bus – 27.7%

•

Rickshaw - 6.8%

•

Taxi – 1.7%

•

Car – 7.9%

•

2W – 13.7 %

•

Metro/mono – 1.6 %

Fig. 8: Transit Plan: Horizon 2034. (Comprehensive Mobility Plan, MCGM, 2016)

CITY PROFILE 1

PUBLIC TRANSIT 1

•

AREA: 480.24 sq.km

•

Suburban Rail – 427.5 Km

•

POPULATION: 12.44 million (Census 2011)

•

Metro – 11.4 km (operational)+ 222.6km (proposed)

•

DENSITY: 25,903 per/sq.km

•

Monorail- 19.54Km (Operational)

1 Rutul Joshi, A. R. (2020). LAP for transit. MoHUA, TCPO, CEPT University. 10

Classification The 3V approach is utilized to understand a city’s transit network in relation with the adjoining transit influence areas. The 3V’s stand for Node value, Place value and Market value. Based on these parameters, the framework seeks to determine the relative areas of potential within a city rather than across cities. The 3V approach is utilized to understand a city’s transit network in relation with the adjoining transit influence areas. The 3V’s stand for Node value, Place value and Market value. Based on these parameters, the framework seeks to determine the relative areas of potential within a city rather than across cities. As Indian cities are turning more polycentric, the 3V framework helps identify the strengths of different nodes and can assist in proposing relevant and context specific interventions. Limitation The framework is data intensive and hence requires an already existing data base system. No mathematical models or softwares are used for accurate analysis.

Node value is dependent on the importance or relevance of a node with respect to others across the transportation network.

Place Value, dependent on the level and quality of urban fabric around the existing node.

Market Value is potential value, dependent on the unrealized redevelopment potential of the land parcels around transit. 11

Node value based typology • Single-line stations belong mostly to the branches of the rail system extending into the suburbs.

• Core transfer stations are transfer stations with two or more lines concentrated at the city core.

• Highly connective hubs rank high in inter-modality, centrality, and intensity of passenger’s flows.

Place value based typology • Suburban areas are generally mono-functional, low to moderately populated areas, lack a combination of street connectivity and urban amenities to fully support the level of transit service.

• Urban areas are substantially populated areas with a moderate pedestrian/ network

and some mix of neighbourhood retail and service amenities with mix of supporting jobs.

• Core urban areas combine a high diversity and intensity of uses with high economic concentrations, making these areas the most likely to support a transit lifestyle.

Market value based typology • Limited areas lack the demand necessary to support new mixed-use development. An emphasis on planning, to begin to develop interest, is more befitting.

• Emerging areas a limited to moderate market conditions; intensive building types

are generally not supported in the near term. Ideally suited for catalytic TOD to enhance local market strength.

• Strong areas have market conditions that are already apt, TOD investment should focus on improving urban living amenities and developing prototype developments.

Sample Spaces For the study of different cases for a possible TOD in the city of Mumbai based on the criteria stated: • Nariman Point • Sant. Gadge Maharaj Udyan, Mahalaxmi • D.N Nagar, Andheri

Fig. 9: TOD Chart 13

Documentation Methodology Comparative study of the selected sample spaces through mapping: • Analysis for Regional Connectivity. - Mapping regional connectivity, dependence on transit. • Analysis for Physical Characteristics at Neighbourhood Level. - Street Network - Land uses

Nariman Point Nariman Point is a business district in South Mumbai; formerly the prominent business district in the city, after emergence of new business districts. Earlier, there was only one major transit mode, to reach the place i.e the local trains. Its majorly has commercial office buildings and government buildings. People working there have to travel long distances to work and then return back. Due to lack of space the area fetches high prices hence does not houses majority of the people. There is lack of public activity apart from working hours. It acts as the single-line station with inflow and outflow at time intervals.

Regional Connectivity In the new Metro Line 3 (Colaba-Bandra-Seepz Line) Nariman station has been planned which will help connect it to farther parts of the city. In addition to the existing Rail line. The area has more access to the public. The are now has increased its connectivity by the new mono rail and other metro lines for the people to switch and reach their destination. Fig. 10: Regional Connectivity - Nariman Point 15

Physical Characteristics

Influence Area - 200m, 400m

Fig. 11: Land Use Map - Nariman Point

• Transit network: Metro line 3 & Coastal road. • Node type: Single type station. • Place type: Core urban area. • Market type: Strong area (Regeneration). • Street pattern: Grid (disordered orthogonal). • Land use pattern: Majorly Commercial Area, Govt. Offices & land. • Social amenities: NCPA, High-end Hotels. • Open spaces: Maidans, Gardens & Esplanade. • Distinct quality: Coastal road, Tourism Potential. 16

Saat Rasta, Mahalaxmi Mahalaxmi is a core urban area in the city near the race course. Formerly, prominent residential area with mix use of commercial activities and industrial activities. It slowly changing its characteristics due to city’s development reducing major industrial and commercial activities. Currently the area is going through development phase , due to old buildings and unused industrial plots. The presence of saath raasta junction provides vast connectivity along with neighboring major Mumbai Central Station. The area connects the North to South, West to East areas, acting as one of the major connective hub in the city.

Regional Connectivity The new transit lines creates a situation in this area as; due to the existing Rail line and the new Mono Rail line & Metro Line 3. The area has 3 different transit stations which then acts a key transfer hub and will expect a huge footfall. The area connects almost all the sides of the city as different lines of the various sides intersect in the area. Fig. 12: Regional Connectivity - Mahalaxmi 17

Physical Characteristics

Influence Area - 200m, 400m

Fig. 13: Land Use Map - Mahalaxmi

• Transit network: Rail, Metro line 3, Monorail & Road junction. • Node type: Connectivity hub. • Place type: Core urban area. • Market type: Strong Area (Re-generation). • Street pattern: Radial (organic). • Land use pattern: Mix-Residential area, Industrial area, Commercial area. • Social amenities: Health facilities, Race Course. • Open spaces: Gardens. • Distinct quality: Dhobi Ghat area. 18

D.N Nagar, Andheri D.N Nagar is a residential neighbourhood in Andheri suburb. Prominently a residential area it is slowly changing its characteristics due to new metro lines and development up north. The area is recently developed and new development will happen along the new public infrastructure. The area is near the industrial area hence it leads toward commercial development. The area connects the North to South, West to East areas, becoming a major junction area. The new public transport will connect the previously secluded area only accessed by vehicles.

Regional Connectivity The functioning Metro Line 1, and new Line 2 connect the secluded part of the city towards all sides, connects to the extreme parts of the city. The area previously accessed by vehicle or through secondary networks after railway line. The new development happening in the area will benefit from these transit networks and will cater the footfall expected.

Fig. 14: Regional Connectivity - D.N Nagar 19

Physical Characteristics

Influence Area - 200m, 400m

Fig. 15: Regional Connectivity - D.N Nagar

• Transit network: Metro line 2 & line 1. • Node type: Transfer station. • Place type: Urban area. • Market type: Emerging area. • Street pattern: Suburban (fragmented tree type). • Land use pattern: Mix-Residential areas, Industrial areas. • Social amenities: Educational & Sport facilities. • Open spaces: Maidans & Gardens. • Distinct quality: Near industrial area. 20

Justification For Site Selection In this background, Mahalaxmi can be categorized as a core urban area in the city and with a high connectivity hub for the transit network, along with the presence of old buildings and unused plots, create a potential for TOD that can greatly affect users due to the network effect of the transit networks. Development Context - Re-development - Transformation - Brown field. Station Area Typology - Transit Neighbourhood. • Suitability for Development - Mahalaxmi has a lot of old building plots within the TOD influence zone that could lead to the probable cluster development that is favorable to TOD. • Transit Network - Due to intersection of major transit networks i.e Railway & Metro along with presence of Monorail; also the availability of para-transit of makes the vicinity of Saat Rasta junction highly favorable for TOD. • Land Use - Mahalaxmi is quintessentially commercial in terms of its urban development. Mix use is manifested in this context in the form of “house on top of store”, a mix that was prevalent in during the earlier times. Such a mix is an indicator of the mixing of living and working in the context of the city. It is to be noted that this is not exactly the current scenario, rather implied by traces of existing physical attributes found at the site. Currently, the area is predominantly commercial and mix-residential. However, the identity of ‘premium area’ owing to the open space of race course has led to development of High-rise residential buildings in the area which might create an imbalance as there may not be facilities to support this influx and to manage the current inhabitants. 21

Transport-oriented development as a specific planning concept does not need to be encouraged in Mahalaxmi area as it will happen anyway. This is because the railways are the primary mode of transportation in the city along with the new metro network, used by millions of people. These people serve as a basis for the surrounding urban developments and vice versa. Acknowledge the specificity of the context, at least in terms of the significant challenge (develop or transform?) and the existing transport and land use patterns (more or less consistent with TOD?).

Research Questions Types of questions to prompt this exploration could be: What are and how consistent with TOD are current transport and land use patterns? What are and how strong are present transport and land use integration? What is the scope for changing patterns and integration? The starting point could be questions as: what are, in this particular situation, the opportunities and threats for the TOD implementation strategies. In recognizing these specific opportunities and threats, how could interpretations and adaptations of these strategies assist in implementation?, How can it strengthen transit and urban development integration?

Hypothesis Co-existence of three transit nodes at Saat Rasta creates an opportunity for urban regeneration that promotes high-density mixed-use development. A comprehensive development strategy that is based on the principles of TOD; would help preserve and enhance the value of Saat Rasta node while facilitating seamless transition between transit nodes that otherwise would be neglected and ineffective. 22

Aims • To derive design interventions for integrating 3 transit nodes in the area thorough public oriented programs. • The primary aim of TOD is to make area more livable by connecting workplace to residence, create dense and diverse urban places around transit, supported by walkable neighborhoods and public realm. This would in turn improve quality of life. • TOD also aims to increase public transit ridership. As ridership increases transit systems become more viable. Public transit ridership goes up when people can easily access jobs, education, health care, etc. By doing so, TOD also builds a symbiotic relation between, transit and development.

Research Methodology

RESEARCH DATA

TOD

MUD

• Overview

• Overview & Definition

• Principles

• Role of Architects

• Hybrid & Mixed Use

• TOD Scales

• Process of Design

• Hybrid Classification

• Development Context

• Growth & Evolution

• Hybrid Composition

• Station Area Typology • Case Study

• Modern Hybrids • Case Studies Fig. 16: Methodology

HY.B

• Qualities of Hybrid

Objectives • To design a single or series of public oriented architectural interventions of mixed use, on varying scales, reflective of the heterogeneous nature of the area. • To ensure seamless and multiple, public movement paths between transit nodes, avoiding conflict with vehicular movement. • Relocating of existing programs in addition to new public amenities, cultural spaces and retail spaces in connection to the transit nodes. • To fulfill urban porosity specific to Mahalaxmi linking these transit nodes, through Hybrid building typologies at building/site level.

MAHALAXMI SITE

SITE PROGRAM

ANALYSIS

Re-hab Programs

• History & Evolution

• Building Age

• Site Extent

• Building Height

Walking Integration

•

• Proposed Land Use

• Potential Areas for Development

• Building Use

• Mix Residential

• Sky-ways • On road • Underground

• Transport & Connectivity • Building FSI • Existing Land Use

• Residential

Public Amenities

• Cultural • Social • Environmental 24

Research Data

Transit Oriented Development (TOD) • TRANSIT - Any form of collective mobility can be called public, which could be state or privately owned. - It comprises a complete network facilitating movement of people and goods in the city. - Access to the network is as important as coverage of the network. - Accessibility should be the final goal of transportation planning in the city and not increasing mobility per say in other words public transit planning ensures higher accessibility. • ORIENTED - At the city level, location of jobs and people’s place of residence are aligned with public transit networks. - The transport networks, including road, rail, and others, converge at several locations in the city. - At neighbourhood level, all streets typically lead to the transit station, especially for pedestrians and para-transit users. Promote pedestrian access, thorough fares and mix land use. - At the building scale, design of building frontage should promote transit use by being oriented to the streets and public open spaces. • DEVELOPMENT - Involves regulation of design of the private domain (residences, commercial, institutional) in ways that strengthen the use of public realm (footpaths, roads, streets, parks, open spaces). - Necessitates design of reciprocal institutional and financial arrangements wherein public or private investments in the public realm helps public institutions achieve public purpose. 26

TOD & Sustainable Development There are many strategies for achieving sustainable development. The strategies range from land use to transportation, housing etc. Overlaps also exist between the different classes of strategies. Transit oriented development as defined previously sections helps achieve it. The whole concept of sustainable development and TOD is linked as shown. The figure shows the core strategies of TOD (i.e. the 3 D’s Density, Diversity and Design) and how they are linked to the three dimensions of sustainability.

Fig. 17: TOD & SUD, (IBI Group, 2016)

TOD & TAD Transit Oriented Development

Transit Adjacent Development

• Higher densities.

• Lower densities.

• Limited surface parking and efficient parking management.

• Dominant surface parking and inefficient management.

• Pedestrian oriented design.

• Limited Pedestrian oriented.

• Mixed housing types.

• Mono-function housing types.

• Horizontal and vertical mixed use.

• Segregated / Mono functional land uses.

• Office, retail and markets, particularly on main streets.

• Drive through stores and auto focused uses on main streets.

TOD

TAD Fig. 18: TOD & TAD

Principles • Multi-modal Integration

• Mixed Land Uses

• First & Last Mile Connectivity

• Optimized Densities

• Interconnected Street Network

• Street Oriented Buildings

• Complete Streets

• Managed Parking

• NMT Network

• Informal Sector Integration

• Traffic Calming

• Affordable Housing

2 IBI Group. (2016). Transit Oriented Development - Guidance Document. New Delhi: Ministry of Urban Development.

Fig. 19: TOD Principles, (IBI Group, 2016) 28

Multi-modal Integration Purpose

Goals

One of the essential functions of mobility hubs

• Minimize travel time and cost for maximum

will be to foster.

commuters.

Seamless integration between transit modes,

• Prioritize pedestrians, cycling, public

systems, and routes, while accommodating

transportation, and IPT over other

efficient connections to all modes of access to

private modes in site planning of transit

and from the station.

interchanges.

Multi-modal Integration at MRTS

Multi-modal Integration at BRTS

Fig. 20: Multi-modal Integration, (IBI Group, 2016) IBI Group. (2016). Transit Oriented Development - Guidance Document. New Delhi: Ministry of Urban Development.

Related TOD Principles

Multi-Modal Integration

Complete Streets

Mixed Land Uses

First & Last Mile Connectivity

NMT Network

Optimized Densities

Interconnected Street Network

Traffic Calming

Street Oriented Buildings

Informal Sector Integration

Managed Parking

Housing Diversity

First & Last Mile Connectivity Purpose

Goals

An individual’s ‘trip’ is understood as the

• Reduce the distance and time it takes people

entire journey between origin to destination.

to travel from their origins to stations and

Public transportation agencies typically provide

from stations to destinations.

bus and rail based services to facilitate such trips, but users must complete the first and last portion on their own: either by walking, bicycling, feeder buses or other IPT modes including cycle-rickshaws, auto-rickshaws, or

• Induce modal shift from personal vehicles by providing viable mobility options and extending the reach of transit to maximum users.

taxis. This is referred to as the ‘first-last mile’ of the user’s trip.

First and last mile options available along the transit corridor Fig. 21: First & Last Mile Connectivity, (IBI Group, 2016) IBI Group. (2016). Transit Oriented Development - Guidance Document. New Delhi: Ministry of Urban Development.

Related TOD Principles Multi-Modal Integration

Complete Streets

Mixed Land Uses

First & Last Mile Connectivity

NMT Network

Optimized Densities

Interconnected Street Network

Traffic Calming

Street Oriented Buildings

Informal Sector Integration

Managed Parking

Housing Diversity 30

Interconnected Street Network Purpose

Goals

An interconnected street pattern is a traditional

• Develop an interconnected and streets and

urban design technique that reduces congestion,

blocks system with routes providing direct

encourages travel choice, and reduces distances

connections between transit station and

between places as well as travel times.

other area destinations. • Identify a clear hierarchy of streets to accommodate a wide range of traffic patterns, including pedestrian, cycling and vehicular. • Disperse high traffic volumes over multiple parallel human-scale streets rather than concentrating traffic on fewer major arterial streets.

Urban Infill Areas: Reconnect / dedicate a comprehensive NMT network for the core where as plan vehicular movement just outside the core.

Fig. 22: Interconnected Street Network, (IBI Group, 2016) IBI Group. (2016). Transit Oriented Development - Guidance Document. New Delhi: Ministry of Urban Development.

Related TOD Principles

Multi-Modal Integration

Complete Streets

Mixed Land Uses

First & Last Mile Connectivity

NMT Network

Optimized Densities

Interconnected Street Network

Traffic Calming

Street Oriented Buildings

Informal Sector Integration

Managed Parking

Housing Diversity

Informal Sector Integration Purpose

Goals

To achieve the goal of achieving inclusive

• Provide and promote a supportive

development in TODs through integration of

environment for earning livelihoods to the

the informal sector in planning and design of

street vendors as well as ensure absence of

street vendors, settlements, and unorganized

congestion and in public spaces and streets.

transportation services.

• Address integration of informal residential areas as part of TOD redevelopment projects. • Upgrade informal intermediate para-transit (IPT) services through designating defined parking areas.

Fig. 23: Informal Sector Integration, (IBI Group, 2016) IBI Group. (2016). Transit Oriented Development - Guidance Document. New Delhi: Ministry of Urban Development.

Related TOD Principles Multi-Modal Integration

Complete Streets

Mixed Land Uses

First & Last Mile Connectivity

NMT Network

Optimized Densities

Interconnected Street Network

Traffic Calming

Street Oriented Buildings

Informal Sector Integration

Managed Parking

Housing Diversity 32

Complete Streets Purpose

Goals

Complete Streets are streets for everyone. They

• Create a balance between the movement

are designed and operated to enable safe access

of pedestrians, cyclists, transit, and vehicles.

for all users, including pedestrians, bicyclists,

• Promote equitable allocation of RoW for

motorists and transit riders of all ages and abilities.

balanced allocation of space and modes.

Typical metro rail corridor section for 36m ROW with different street space allocations. Fig. 24: Design Complete Streets, (IBI Group, 2016) IBI Group. (2016). Transit Oriented Development - Guidance Document. New Delhi: Ministry of Urban Development.

Related TOD Principles

Multi-Modal Integration

Complete Streets

Mixed Land Uses

First & Last Mile Connectivity

NMT Network

Optimized Densities

Interconnected Street Network

Traffic Calming

Street Oriented Buildings

Informal Sector Integration

Managed Parking

Housing Diversity

NMT Network Purpose

Goals

A continuous sidewalk network is pivotal in

• Shift the balance of the roadway so that

serving as safe rights-of-way for pedestrians

it caters more to NMT users of all types

to travel between destinations. “If investments

within station areas and transit zones.

made in developing high quality public

• Increase safety and comfort on the sidewalk

transport systems are to be efficiently utilized, pedestrian access to public transport has to be prioritized”. A high quality public realm and walking environment encourages people to walk longer to reach public transport.

for NMT users. • Provide enough room on the sidewalk for NMT users of varying speeds, ages, and abilities.

For accessing private properties, vehicle ramps should be provided in the landscaping strip but not in the area of pedestrian through movement.

Fig. 25: NMT Network, (IBI Group, 2016) IBI Group. (2016). Transit Oriented Development - Guidance Document. New Delhi: Ministry of Urban Development.

Related TOD Principles Multi-Modal Integration

Complete Streets

Mixed Land Uses

First & Last Mile Connectivity

NMT Network

Optimized Densities

Interconnected Street Network

Traffic Calming

Street Oriented Buildings

Informal Sector Integration

Managed Parking

Housing Diversity 34

Traffic Calming Purpose

Goals

Traffic calming is intended to slow or reduce

• Create a balance between the movement

motor-vehicle traffic in order to improve safety

of pedestrians, cyclists, transit, and vehicles.

for pedestrians and bicyclists and improve the

• Promote equitable allocation of RoW for

environment for residents.

balanced allocation of space and modes.

Different forms of traffic calming- signal phasing, raised pedestrian crossings, refuge islands etc. Fig. 26: NMT Network, (IBI Group, 2016) IBI Group. (2016). Transit Oriented Development - Guidance Document. New Delhi: Ministry of Urban Development.

Related TOD Principles

Multi-Modal Integration

Complete Streets

Mixed Land Uses

First & Last Mile Connectivity

NMT Network

Optimized Densities

Interconnected Street Network

Traffic Calming

Street Oriented Buildings

Informal Sector Integration

Managed Parking

Housing Diversity

Managed Parking Purpose

Goals

Utilize parking management strategies as a

• Reduce vehicular trips within Station Area

travel demand management tool to discourage personal vehicle usage, reduce parking demand, and promote sustainable mobility opportunities to build people-oriented neighbourhoods near transit stations.

(800m from transit station). • Maximize development opportunities on public lands surrounding the transit station for providing more equitable uses. • Adopt an area based approach to parking management and reduction with a priority placed on NMT/ IPT vehicles. Existing Development Regulation Lower levels of buildings occupied by parking supply up to the podium level

Proposed Development Regulation in TOD area, occupied by retail and commercial uses with ground levels recreational areas

Fig. 27: Managed Parking, (Rutul Joshi, 2020) IBI Group. (2016). Transit Oriented Development - Guidance Document. New Delhi: Ministry of Urban Development.

Related TOD Principles Multi-Modal Integration

Complete Streets

Mixed Land Uses

First & Last Mile Connectivity

NMT Network

Optimized Densities

Interconnected Street Network

Traffic Calming

Street Oriented Buildings

Informal Sector Integration

Managed Parking

Housing Diversity 36

Mixed Land Uses Purpose

Goals

Placement of more people close to transit

• Promote more efficient land use patterns

and providing mixing of land uses- jobs and

at a city scale by providing residents access

residential- justifies higher service frequencies

to retail, commercial and civic services,

and promotes high ridership levels, enabling

employment and recreational facilities

transit to be more competitive with the

without needing to travel by automobile.

automobile by reducing trip generation and traffic congestion.

• Large single land uses located along transit alignments, should be encouraged

Horizontal Mix Use: Combines a single

to redevelop into higher density, mixeduse forms.

use buildings on

• Encourage multiple functions in the same

range of land uses

building and development to improve

distinct parcels in a within one block.

Vertical Mix Use:

pedestrian activity, safety, and financial viability of overall development.

Combines different

Mix Use

uses in the same building.

Walkable Block: With vertical and horizontal

use

mixing in an area

ideally within a

5 to 10 minute

Fig. 28: Mix Land Uses, (IBI Group, 2016)

walking distance.

IBI Group. (2016). Transit Oriented Development - Guidance Document. New Delhi: Ministry of Urban Development.

Related TOD Principles

Multi-Modal Integration

Complete Streets

Mixed Land Uses

First & Last Mile Connectivity

NMT Network

Optimized Densities

Interconnected Street Network

Traffic Calming

Street Oriented Buildings

Informal Sector Integration

Managed Parking

Housing Diversity

Optimized Densities Purpose

Goals

To optimize employment and residential

• Encourage enforcement of differential

densities along a transit corridor or station

increase in density regulations (as opposed

area based on carrying capacities of transit

to uniform blanket citywide regulations) at

and NMT infrastructure to promote walking

transit stations based on existing capacities

and transit use.

of land, NMT infrastructure, transit capacity, and utilities. • Ensure densities are strategically distributed across the urban area as a means to create compact city forms. • Utilize density bonusing or premium FARs as a tool to attract development while ensuring that increased infrastructure demand is provided by the development.

Three different quantitative measurements of density: dwelling units per hectare or acre, people per hectare or acre, and floor area ratio. Fig. 29: Optimized Densities, (IBI Group, 2016) IBI Group. (2016). Transit Oriented Development - Guidance Document. New Delhi: Ministry of Urban Development.

Related TOD Principles Multi-Modal Integration

Complete Streets

Mixed Land Uses

First & Last Mile Connectivity

NMT Network

Optimized Densities

Interconnected Street Network

Traffic Calming

Street Oriented Buildings

Informal Sector Integration

Managed Parking

Housing Diversity 38

Street Oriented Buildings Purpose

Goals

Encourage ground-level activity and uses along

• Provide natural surveillance and “eyes on the

main streets, key intersections, station areas

street” for pedestrian safety by regulating

and parking garages to accommodate retail and

street edge design and not limiting controls

other ‘active uses’ with transparent facades at the

to RoW design.

ground plane to ensure high-quality pedestrian environments.

• Develop regulations to integrate the public realm street edge treatment with private sector development.

Fig. 30: Street Oriented Buildings, (NACTO, 2018) IBI Group. (2016). Transit Oriented Development - Guidance Document. New Delhi: Ministry of Urban Development.

Related TOD Principles

Multi-Modal Integration

Complete Streets

Mixed Land Uses

First & Last Mile Connectivity

NMT Network

Optimized Densities

Interconnected Street Network

Traffic Calming

Street Oriented Buildings

Informal Sector Integration

Managed Parking

Housing Diversity

Housing Diversity Purpose

Goals

Providing a diversity of housing choices that

• Ensure that all residents of urban areas

includes a mixture of types, styles, price ranges

have access to a range of housing options

and tenure within a 10-minute walking distance

within their affordability limits within a

from a transit station is essential to foster

10-minute walking/ cycling distance from

creation of equitable TODs.

a transit station. • Ensure a minimum supply of affordable housing options for low and medium income population within walking/ cycling distance of stations, and in close proximity

Balanced mix of housing choices along transit corridor.

to sources of employment and recreation.

Fig. 31: Housing Diversity, (IBI Group, 2016) IBI Group. (2016). Transit Oriented Development - Guidance Document. New Delhi: Ministry of Urban Development.

Related TOD Principles Multi-Modal Integration

Complete Streets

Mixed Land Uses

First & Last Mile Connectivity

NMT Network

Optimized Densities

Interconnected Street Network

Traffic Calming

Street Oriented Buildings

Informal Sector Integration

Managed Parking

Housing Diversity 40

TOD Planning Context Scales of TOD It is possible that TOD can be planned for more than one scale at the same time. Any of the following four scales can be combined to address the needs of the specific project.

Fig. 32: TOD Scales, (IBI Group, 2016) 41

City

Corridor

Area

Street & Building

Fig. 34: TOD Scales

Fig. 33: TOD Scales, (IBI Group, 2016) 42

Development Context Each Indian city is at a different stage of development. Some new cities like Naya Raipur and growing cities like Bhubaneswar offer significant greenfield opportunities for development. Metro cities such as Mumbai and Bangalore, which are already developed, offer mainly urban infill and redevelopment opportunities. Development context is categorized into three types: • Built-up-Infill Area

Context Infill Development Areas

•Redevelopment Areas

Advantages

• Greenfield Areas

Disadvantages

• Served by multiple transit options

with inherently higher public transportation and pedestrian modal shares.

• Higher property values. • Multiple land ownership. • Constrained right-of-ways.

• Higher residential and employment densities.

• Existing congestion issue.

• Opportunity for redeveloping aging building stock.

• Smaller plot sizes not conducive to increased densities unless amalgamated.

• Often near major transportation corridors and employment centres.

• Multiple ownership requiring land assemblage.

• NMT modal share is higher, specifically in low income areas.

• Irregular property configurations

• Improve transit accessibility.

• Existing land uses typically not transit supportive.

Greenfield

• Lower land costs.

Areas

• More financial appropriated.

• Time period for new cities to take shape is long-term.

ReDevelopment Areas

resources

• Opportunity for constructing higher capacity infrastructure systems.

• Aging infrastructure.

sizes

and

• Unknown population composition • Limited employment opportunities initially to achieve jobs- housing balance

• Minimal regulatory barriers.

* IBI Group. (2016). Transit Oriented Development - Guidance Document. New Delhi: Ministry of Urban Development. 43

Station Area Typology Station areas along corridors are set in different urban contexts, play different roles in the transportation network and present unique challenges and opportunities. Every station area, whether existing or proposed, faces unique challenges and will require specially tailored strategies to develop high-performing TOD projects at the site level. Many different types of station areas share similar characteristics which can help planners quickly understand key planning considerations and what to expect in terms of the character, role and function of the places that will be created. Station Area Typologies also help in creation of future transit corridors and stations especially with the analysis of development priorities against transit service and station capacities. Station Area Typologies are typically established based on: • Existing land use character • Transport functions including right-of-way, availability of multiple modes, and connectivity to the citywide network • Land availability for future development • Susceptibility to change - for example age of buildings • Mobility network (including block size and mobility barriers) • Infrastructure carrying capacity. In the Indian context, typical station area typologies may include: • Inter-modal Gateways

• Urban Core(CBD)

• Employment Centres

• Infill Neighbourhoods

• Destination Nodes

• New Residential Area

• Transit Neighbourhoods

* IBI Group. (2016). Transit Oriented Development - Guidance Document. New Delhi: Ministry of Urban Development. 44

Case Study Mass Transit Railway (MTR), Hong Kong. CITY PROFILE:

TRANSPORT MODE SHARE:

• • • • • •

• • • • •

Population : 7,071,576 (2011) Land Area : 1,104 Sq. Km Gross Density : 6,544 Pers./Sq. Km Urban Area Density : 20,700 Pers./Sq. Km Street/ Block Density : 300-400,000 Pers./Sq. Km Per capita Income : $32,741 (2012)

Bus/ Tram : 55% Rail : 25% IPT / Taxis : 8% Personal Transport : 11% Others : 1%

Key TOD Themes: Joint Development, Integrated Transit + Land Use Planning, Financing TOD, Station Area Planning, Multi-modal Integration

City Overview Hong Kong has a long history of designing and implementing a robust and sophisticated multi-modal public transportation network. The network is estimated to move over 12 million passengers a day via various systems. It is estimated that over 90% of the daily journeys in Hong Kong on public transport, making it the highest rate in the world. Hong Kong’s “Rail + Property” development model has enabled the city to maximize the limited area available for development in and innovative and aesthetic manner while at the same time enable its transit agency to generate revenues to finance investments in transit infrastructure and high quality public realm design. The following highlights some of the key elements of Hong Kong’s successful experience with creating transit-oriented development communities with a special emphasis on MTR’s integrated property and rail development model within the framework: planning and design processes and implementation mechanisms.

* IBI Group. (2016). Transit Oriented Development - Guidance Document. New Delhi: Ministry of Urban Development. 45

MTR’s transit oriented development (TOD) model follows the ‘network of pearls’ urban development model, which designates widely spaced transport hubs connected through a fast transit network. Majority of the new R+P projects ensure “seamless integration” with its surrounding neighbourhoods. Each station area is unique and varies by virtue of its contextual relationship with surrounding properties. The R+ P projects classify into five broad typologies. These include: • High-Rise Office (HO): high-rise, predominantly office uses on small sites; • High-Rise Residential (HR): high-rise, predominantly residential uses on small sites • Mid-Rise Residential (MR): medium-density, predominantly housing projects on medium-size plots;

• Large-Scale Residential (LR): predominantly residential uses on large sites with comparatively low plot ratios.

• Large-Mixed Use (LM): mixture of housing, offices, retail, hotels, and others on

Fig. 35: Classification of MTR Stations according to the Built-Type and clustering variables, (IBI Group, 2016) * IBI Group. (2016). Transit Oriented Development - Guidance Document. New Delhi: Ministry of Urban Development. 46

Station Development - Kowloon Bay Area MTR Station Since 1979, the metro rail in Hong Kong has served the old community and new reclamation land. When the Kwun Tong Line, the first metro line, opened in 1979, the MTRC and private developers cooperated to build residential buildings adjacent to the Kowloon Bay station. It was the first TOD. It helped to transform the area from an industrial area into a mixed commercial and residential area. The whole development consists of 41 residential towers above a podium. Bus and taxi terminals are on the ground floor, the Plaza shopping center is on the first and second floors and the train station is elevated above. The podium acts as a central garden with a train depot below. A 300 m bridge links the Plaza to a large-scale public housing estate. The connection with the external pedestrian system makes the atrium an interexchange point.

Fig. 36: Kowloon Bay Area MTR Station, Residential Block (above), Shopping Plaza (below). (IBI Group, 2016), (Xue, 2016) * IBI Group. (2016). Transit Oriented Development - Guidance Document. New Delhi: Ministry of Urban Development. ** Xue, C. Q. (2016). Hong Kong Architecture 1945-2015, From Colonial to Global. Hong Kong: Springer. 47

Fig. 37: Relationship of various floors in the Kowloon Station development, master planned in 1992. (Xue, 2016)

The development of this area has largely been led by the metro lines, and therefore also by the distribution of stations. Kowloon Station was planned as an important local node with a certain density and mixture. Although developments encircling the station are connected to each other byroads and metro lines, these developments are mainly accessed through the metro stations as there are few pedestrian routes between them. The well-organized elevated pedestrian bridges, which connect the train station to the nearby housing and commercial arcades, also encourage users to travel by underground metro. Consequently, the ground is left almost entirely for vehicular use. This urban design strategy has shaped Kowloon into an isolated urban form, in stark contrast with the continuous “mat-like” urban blocks of the areas like, the IFC station.

Fig. 38: IFC Station section showing high pedestrian activity at ground level . (Xue, 2016) ** Xue, C. Q. (2016). Hong Kong Architecture 1945-2015, From Colonial to Global. Hong Kong: Springer. 49

Fig. 39: Relationship of various floors in the Kowloon Station development, master planned in 1992. (Xue, 2016)

Fig. 40: Historical Development in Hong Kong . (Xue, 2016)

The 2nd and 3rd generations of MTR property developments have exerted a strong focus on pedestrian integration and connecting with the surrounding communities. * IBI Group. (2016). Transit Oriented Development - Guidance Document. New Delhi: Ministry of Urban Development. ** Xue, C. Q. (2016). Hong Kong Architecture 1945-2015, From Colonial to Global. Hong Kong: Springer. 50

Principles For TOD projects, the current study uses 5D principles to measure: Density, Diversity, Design, Distance to transit and Destination accessibility. • Density: there must be a sufficient number of residents, office workers and consumers (shoppers) near to the station to ensure a high capacity of passengers for the railway. • Diversity: the land use, building type and neighborhood transportation network must be diverse and mixed. Design: the site, building and passageway design should be comfortable and enjoyable for pedestrians and cyclists and should encourage people to use the railway. • Distance to transit: the walking distance from homes/work places to the train station should be adequate. • Destination accessibility: residents within a reasonable radius of the train station can use the rail network to reach various destinations, such as workplaces, shopping, activities and other places.

Fig. 41: TOD Principles Hong Kong . (Xue, 2016) ** Xue, C. Q. (2016). Hong Kong Architecture 1945-2015, From Colonial to Global. Hong Kong: Springer. 51

Typology One of the typical station architecture styles representative of Hong Kong’s development in the last two decades or so, is the “podium development” model. The podium model involves building above the railway station, a “podium” retail level that can be accessed through the street level. Residential and commercial towers often sit on top of the podium level that are accessible from the station and the street level. The podium’s roof is also seen in many instances serving the dual function of a landscaped park with community facilities for the residents.

Fig. 42: TOD Hong Kong. (IBI Group, 2016)

Fig. 43: Building Typology, TOD Hong Kong. (IBI Group, 2016) * IBI Group. (2016). Transit Oriented Development - Guidance Document. New Delhi: Ministry of Urban Development. 52

Understanding from the case In this section, to lessons from Hong Kong’s case with implementing transit oriented developments through strategic public- private partnerships. The strengths and weaknesses of the Hong Kong model are deduced; followed by lessons learned from the model that could be applied to the large-scale rail-based transit-oriented development projected in the Indian urban context of cities like Mumbai. Strengths • The R+P value capture model functions as well as the sustainable financing model; but its combination with the TOD principles has also made it a model for sustainable community development. • Integration of station designs with surrounding development and multiple modes have ensured a successful model of integrated land use + transit development. • High FARs has enabled Hong Kong to grow vertically, develop compact communities, conserve large expanses of open space and as a result curtail urban sprawl. • MTR lines and entrances of station are heavily overlapped with the highest accessible streets. That means that MTR stations are located in most convenient and accessible locations. The rail villages profoundly influence the city planning of the territory. Weaknesses • R+P model has increased property prices to the extent where living near transit stations is increasingly becoming unaffordable for majority of the city’s population. • Recent large-scale R+P developments have in some instances resulted in disconnecting the station areas from surrounding communities as the urban grid is not extended. • The podium development model has resulted in creating retail spaces that are designed in a conventional mall-format, thereby reducing the street edge activities in some areas with public open space limited to the podium level. • Hyper-vertical development in Hong Kong is often cited as one of the reasons for deteriorating environmental quality (air ventilation) and stress on existing infrastructure in a concentrated manner.

Lessons applicable to Indian cities • Local Area Planning for TODs. Effective planning for TODs begins at the regional scale and is followed through consistently to the level of station area planning. As evident in the case of Hong Kong, • Station Area Planning. In India, the absence of station area planning and integration of adjoining private developments as part of the overall station design has led to substandard development and development which is adjacent to transit. MTR station and its above-station property development are excellent examples of TOD value capture. • Strategic Intensification along transit corridors. High density, high-rise development concentrated along strategic transit interchange nodes are a stable feature amongst majority of Hong Kong’s transit stations. • Design of the Public Spaces alongside Station Development. Emphasis on, physical integration of R+P project with stations and surrounding buildings, vertical connectivity for pedestrians at above ground levels and vehicular connectivity at ground floor level and underground levels, integrating in-station retail with pedestrian footbridges and corridors; and presence of high-quality public spaces are some of the elements that have contributed in enhancing the overall quality of life and increased property values.

Mixed Use Development Overview & Definition Mixed Use Development is a typology of buildings mostly designed in urban areas. It is a single building or group of multiple structures that merges residential, commercial, institutional, cultural uses whose programs are physically and functionally integrated. ULI which defines MUDs as having three core qualities: • Three or more significant revenue-producing uses (such as retail/entertainment, office, residential, hotel, and/or civic/cultural/recreation) that in well planned projects are mutually supporting. • Significant physical and functional integration of project components (and thus a relatively close-knit and intensive use of land), including uninterrupted pedestrian connections. • Development in conformance with a coherent plan (that frequently stipulates the type and scale of uses, permitted densities, and related items).1

The Ever Increasing Role of Architects in Designing Mixed Use Developments: It is difficult to find a clear definition of the role of the architect in the MUDs. The multi-disciplinary nature of the architect is growing more than ever. Architects are now continuing to assist in the process of promoting sustainable communities in the area of MUDs. The inherent value that architects can provide is that they think of urban improvements on a human and urban scale, that they include cultural concepts based on local inspiration, and that they subtly enhance human engagement by providing layered programmatic functions to open spaces.

1 Hoskere, P. (2016). INTEGRATING ARCHITECTURE FOR A LIVE-WORK LIFESTYLE. 55

REALIZED DESIGN

PROPOSITIONS

DESIGN POST SITE ENGAGEMENT

CHOOSING APT COMBINATION OF SITE + MUD

ADAPTING TO THE SITE

CONCEPTUAL

CURATING MUD BASED ON CONTEXT

TIME

MIXED USE COMBINATION - 1 MIXED USE COMBINATION - 2 MIXED USE COMBINATION - 3

SITES

MIX USE TYPOLOGIES (As per requirement) Neighbourhood Commercial Zoning

Industrial/Commercial/Studio

Industrial/Retrofit

Main Street - Residential/Commercial

Retail/Hotel/Office

Retail/Hotel/Transit

Live/Work

High Rise Residential

Street Oriented/Green Spaces

Hotel/ Commercial

Retrofit - District/Building

Transit/Residential/Retail

Retail - Shopping Mall

Cultural/Commercial/Retail

Cultural/Transit/Retail

Fig. 44: Diagram showing design process overview. 56

Growth & Adaptation The mixed-use type of building is not new. It has its origins in the early inception of medieval city-states, where it was a necessity because of the increase in population and scarcity of land for further development, due to the limits marked by defensible walls. Increasingly busy streets, tight alleys and service lanes, prefaced the stacking up of building masses and functions in order to have both living and working quarters in the same area.# The most common is the house on top of a store, where the keeper has his stocks on the lower level where they can easily be viewed and inspected by pedestrians, while he, and sometimes even his family, continue daily life in the domestic space(s) above or sometimes below as well. In present, the mixed-use narrative concentrated on development and expansion. In terms of building types, this is the trend in style, reinvention in function and adaptation. New York City (Manhattan), built on grids, which provides both order and a limit to growth and expansion.# Mixed-use architecture has capacity for augmenting the rigid reality and limitations that the city grid provides. The Downtown Athletic Club (1930) and few, were places of incubation for this type, which aimed to superimpose functions like retail on the street level, offices on the upper to middle floors, and recreation spaces on most upper floors.# In considering this, the architect Raymond Hood had a premonition that “every businessman in the city must have realised the advantage it would be to live in the Building where his office is located’. Hood suggests a vision of building a “City under a Single Roof ”. This concept combines offices, apartments, businesses, hotels and theaters in a massive volume in such a way that all daily activities can take place in the building.# This was a preface to mixed-use development in architecture and a more elaborate version of the hybrid complex.

# Mamauag, J. (2016). spatial remix. UNITEC Institute of Technology. 57

Fig. 45: Downtown Athletic Club (1. Photo), (2. Diagram) (Mozas, 2014), (AA school, 2016)

Fig. 46: Raymond Hood ‘City under roof ’ concept (American Buildings Org.)

Fig. 47: Zoning Laws resulting into the building form. Form follows Function (Mozas, 2014)

Hybrid Buildings Overview & Definition Hybrid as a term is defined as “a thing made by combining two different elements”. In biology, it is the offspring of two plants or animals of different species or varieties. The term acts as a metaphor in architecture that elevates the practice of mixed-use into a more unified and cohesive result. The distinction between a common mixed-use example and a hybrid is based on determining the level of quality of multi-functional integration with the single building volume. Is it merely decorative or is the integration complete so that the constraints of time and work hours are blurred, blending the functions into a new typology that is beyond the segregated practices of each individual form? This is for the cosmopolitan, who “moves comfortably in diversity, who is at home in situations which are not connected or parallel to what is familiar to him. Just like hybrid buildings are”.# Steven Holl states that the emergence of Hybrid Buildings in the twentieth century was a result of urbanization and the concentration of social activities within an architectural form. Diverse associations have been combined together, sharing physical adjacencies and thus leading to the observation of the anti-typology.

Holl claims that ‘Hybrid Buildings’ are those with functions mixed, disparate uses combined and structures collected. Urban densities and evolving building techniques have affected the mixing of functions where the transformation of architecture has gone from the homogeneous to the heterogeneous in regard to use.^ Hyper-urbanisation in the twenty-first century has seen countries like China fostering a sprawl aimed at making developments more effective and efficient in both geometrical directions. Dedicating selected land-areas and plots to a single purpose is not efficient anymore. This, is addressed by the “floor area ratio” method of measure. # Mamauag, J. (2016). spatial remix. UNITEC Institute of Technology. ^ Mozas, J. (2014). THIS IS HYBRID. Spain: a+t publishing. 59

Hybrid & Mix Use Although Hybrid buildings are multi-functional, they differ from conventional forms of mixed use buildings by scale and form, where the scale is being influenced by the size of a city block. Hybrid buildings focus more on the creation of individual form which supports the underlying pattern of the city grid. Programmatic relationships are determined by and support a particular context or community, which can be related back to a larger neighborhood or district of the city. Hybrid buildings comprise various typologies, anything from dwellings, courthouses to bridges. The restriction of the city fabric caused the Hybrid typology to emerge out of necessity. Fenton argued that there was a distinct difference between the hybrid building and mixed-use, in that the individual programs relate to one another and begin to share intensities.^^

Hybrid Classification Fenton elaborates programmatically on the Hybrid building typology that generates two specific categories of program: • Thematic programmatic combinations increase the dependency between programmatic parts, therefore increasing interaction between them. • Disparate program combinations allow fragmented parts to exist in mutual alliance without conflicting with each other.^^ As a result, these combinations often brought interesting formal changes in plan and section that could express function through massing and elevation treatment.

^^ Miles, B. (2012). HYBRID SOCIAL CONDENSER TOWER. Toronto. 60

Hybrid Composition In regards to Formal composition, Hybrid buildings are classified into three categories: Fabric Hybrids, Graft Hybrids and Monolith Hybrids.^^ Each classified Hybrid form is a result of a composition that either expresses the functions of the program or represses it. The expression or repression of programmatic elements depends on the relationship of the building to its immediate environment. • Fabric Hybrid: - Adhering to site conditions, buildings appear to have an inconspicuous formal character in their total appearance as a result of the repressing of the programmatic elements within a singular building envelope. Fenton suggests that though fabric hybrids appear unpretentious externally, they can be innovative through the use of internal programmatic arrangements. • Graft Hybrid: - Graft hybrid forms are distinguished by clearly expressing the integration of internal programmatic functions between building types, and the projection of them on to the exterior. • Monolith Hybrid: - Monolith Hybrid buildings are identified through their monumental scale. There scale represents a substantial concentration of metropolitan functions within a single structure on a single building block. This allows for greatest diversity in accommodating functions, compared to the previous hybrid types. Monolith hybrid building can be perceived as a city within the city.

^^ Miles, B. (2012). HYBRID SOCIAL CONDENSER TOWER. Toronto. 61

Fig. 48: Hybrid building forms. (Fenton, 1985). Form follows Function - Function follows Form

Modern Hybrids The role of Hybrid buildings has become increasingly questionable as architects are faced with complex issues surrounding the increasingly dense metropolis of the contemporary city. A built environment which shares programmatic use and generates public realm is not only efficient but has become almost necessary for the future of city and urban culture. What is the role of Hybrid buildings in shaping the 21st century contemporary urban space? The proposition of Hybridized buildings is to generate an architectural environment which creates an impact on an urban scale rather than being a single typology or prototype.^^ ^^ Steven Holl, Miles, B. (2012). HYBRID SOCIAL CONDENSER TOWER. Toronto. 62

Steven Holl suggests the potential role of hybrid buildings in the theoretical framework which can offer “pedestrian oriented urban spaces that contain living, working, recreation and cultural facilities, they can become localized social condensers for new communities”.

Typology: Hybrid buildings are anti-type as by principle their purpose is to integrate multiple typologies and a set of functions fused together. Hybrid buildings are yet to reach the pinnacle of successfully integrating functions and typologies. Processes: The concept of Hybrid reaches beyond the point where mixing of uses is not limited to the program of a building. Hybridization allows for the integrating of general processes such as combining property and land development through public and private partnership. Programmes: Since hybridization distinguishes itself from mixed use, programmatic functions in a Hybrid building are interconnected mutually to offer diversity in uses for planned and spontaneous activities. Central to hybridization is the notion of sectional juxtaposition of program as opposed to the stacking of program on different levels in vertical buildings. Holl biologically compares the relationship of hybrid uses to a “system of connected vessels” which benefits all users.

^ Mozas, J. (2014). THIS IS HYBRID. Spain: a+t publishing. ^^ Steven Holl, Miles, B. (2012). HYBRID SOCIAL CONDENSER TOWER. Toronto. 63

Freedom of invention and newer architectural concepts that correspond to metropolitan challenges in innovative ways are a particular potential of hybrid buildings. Holl elaborates on the modern hybrid scheme through several points:

Density: Hybrid situations are best created in dense environments which allows for “cross fertilisation”, an analogy which describes the interchange between differences (such as culturally or socially) to generate mutual interaction. This would benefit and improve living conditions for everyone. Scale: Since Hybrid is not a type but rather a combination of types, Hybrid buildings often take on the character of mega structures which can be perceived as a “city within a city.” Programmatic functions in a vertical hybrid are combined through superimposition, where as in a horizontal hybrid it is through floor additions. City: Hybrid buildings create a dialogue with the city through compositional strategies which relate to the grid, perspective, urban landmarks and relationships surrounding the public realm. Due to its mega scale, the hybrid building can be considered as an urban plan which consists of mono functional buildings situated around a common ground which reflects a cross section of the city.

Diagram (Leon Krier)

^ Mozas, J. (2014). THIS IS HYBRID. Spain: a+t publishing. ^^ Steven Holl, Miles, B. (2012). HYBRID SOCIAL CONDENSER TOWER. Toronto. 64

Qualities Of Hybrid Buildings To comprehend Hybrid buildings their quality in analysis of case studies, it is necessary to understand contribution of different components. Adapted from Gringhuis and Wiesner (2014).:: Project Scale: The first element that is evident in a hybrid building is the project scale. In her article regarding hybrid buildings, Susanne Kormossa

describes a hybrid building as an "extremely condensed urban

block". It is an essential characteristic of the hybrid building

as it "increases the city's density and contributes to the public realm of the city - horizontally as well as vertically". Urban Density: Hybrid buildings feed off the density that is present in the

surrounding urban fabric, where these buildings become more

energised by the active agents that form new social interaction. The hybrid goes beyond the domain of architecture and enters the realm of urban planning. Integrated Public Realm: The hybrid building represents a socially open building that embraces new and unexpected interactions. To facilitate

comprehensive network of public transport system are significant

to thrive. Hence, proximity to these connectivity spots is necessary to create a successful hybrid building. Vertical Connection: A true hybrid building pertains to vertical connections that promote integration. It contains integrated functions and that the public realm is not simply isolated to the ground floor, it is

then necessary to create strong vertical connections that facilitate way-finding for users. Vertical connections have the ability to facilitate the integration or separation of the functions. 65

:: Robin Gringhus, T. W. (2014). An Exploration Into The Qualities Of A True Hybrid Building. Technical University Delft.

Program Diversity: "Hybrid building turns against the combination of the usual programs and bases its whole purpose is on the unexpected mixing of functions". Therefore, it is essential to dissect the different functions that occur in the hybrid buildings and understand how they contribute to the overall synergy of the development. Program Scale: Not only that program diversity is essential in ensuring a healthy hybrid building, but also a wide range of program scale should also be present in a true hybrid building. It is crucial to note that this quality is not referring to the size of the program unit, but more of the way this particular program is implemented. Program Relationship: Multiple programs do not just co-exist side by side, but they must be integrated, creating a synergy to activate the building. These integration strategies can be broken down into horizontal or vertical integration and it can also be achieved through visual or physical connections. Flexibility: A hybrid building pertains to flexibility or the ability for the current building to change according to the situations. It should not exude a sense of finality or endpoint, yet it should serve as a strategy in which programs can evolve according to the needs. As such, this requires a structural and social framework that can be adapted easily.

:: Robin Gringhus, T. W. (2014). An Exploration Into The Qualities Of A True Hybrid Building. Technical University Delft.

Case Study - 1 Linked Hybrid - Steven Holl Architects Overview •

Location: Beijing, China. (2003-2009)

•

Context: City Core

•

Owner: Private

•

Function: Mix Use (Residential, Hotel, Commercial)

•

Users: Private & Public

•

Plot Area: 61,800 sq.m

•

Gross Floor Area: 221,000 sq.m

•

Floor Area Ratio: 2.63, Covered Area: 25%

Fig. 49: Building Use. (Mozas, 2014)

Fig. 50: Design Process. (Mozas, 2014) ^ Mozas, J. (2014). THIS IS HYBRID. Spain: a+t publishing. 67

SPORTS CLUB HEALTH SPA ENTRY POINT BAR/CAFE BOOK SHOP HEALTH SPA SERVICE CORE BUILDING

Fig. 51: Ground Floor Plan, Bridge Plan, Roof plan (Mozas, 2014)

SPORTS CLUB

HEALTH SPA

T5 ENTRY POINT

BAR/CAFE

Fig. 52: Schematic Section programs at Bridge level.

Fig. 54: Programmatic Planning in Section, (Mozas, 2014)

Fig. 53: Isometric View showing the layout, (Archdaily)

T9 BOOK SHOP

T8 HEALTH SPA

T7 SERVICES

T10 BUILDING

Fig. 55: Programmatic Section, (Mozas, 2014)

Fig. 56: East Elevation, (Mozas, 2014)

Fig. 57: Southern Elevation, (Mozas, 2014)

Fig. 59: Conceptual Sketch showing the sky bridges which connects different towers. (Steven Holl)

Fig. 58: Photo 1,2 (Stevenholl.com) 71

Inferences A business and leisure tray connects eight blocks in the proximity of the horizontal landscape of old Beijing. The traditional idea of a self-sufficient residential complex is thus enriched with civic uses programmed not exclusively at street level. Bridges with sports and social uses are located between storeys 12 and 18 and these link the eight residential towers and the hotel. The idea of using bridges as public function spaces and mix use to create conditions which would adapt over time, the elevated streets adds layers to to the city’s urban fabric. Opposing the isolation that these complexes are subject to, inside a city that is becoming more and more privatised, these activities are open to the public (residents and visitors). Inside the towers, the variety of housing types serve to break away from the standardized housing type prevalent in China. Recreation and shopping are in the sky as well as on the ground. This is another case of an ‘open city within a city’ whereby the three situations: ground, above ground and below ground merge to encourage interdependencies. Linked Hybrid does succeed, to some degree at creating the vertical street, however the main issues found with this project are that it’s located in a more suburban area of the main city. Along with few transit options might be harder to encourage foot traffic to enter the lifted street. Although, one of the main design focuses was to create diverse collective services for both visitors and in these buildings, this might become problematic because none of the program is truly public and might lead to entry barrier issue; resulting into a big gated community.

Case Study - 2 Block / Tower - Stan Allen, Rafi Segal Overview •

Location: New York City, USA. (2011-2013)

•

Context: City Core

•

Owner: Private / Public

•

Function: Tower - Mix Use - Re-use

•

Users: Private & Public

•

Plot Area: 5,055 sq.m

•

Gross Floor Area: 125,730 sq.m

•

Floor Area Ratio: 25.00, Covered Area: 53%

Fig. 60: Building Use, (Mozas, 2014)

This project was the subject of an exhibition organized by the Museum of the City of New York entitled Making Room: New Models for Housing New Yorkers. It puts for-ward new approaches to working on the built volume in New York in an aim to facilitate different housing models. Manhattan’s dense city grid has provided a framework and the desired urban intensity to the Block/Tower design. The Block/Tower project alters the exclusive use of offices in a tower in central Manhattan by incorporating residential & public spaces. Incorporation of various functions and public realm resulting in interlocking, hybrid porous prototype that allows people to enjoy the urban intensity within the building. ^ Mozas, J. (2014). THIS IS HYBRID. Spain: a+t publishing. 73

Fig. 61: Location & Site, (Mozas, 2014)

A Hybrid Of Urban Scales The logic of the mixed-use NYC urban block is projected onto the vertical tower. The ‘horizontal’ public space of the street is then re-interpreted and appropriated as a spiraling garden/atrium ‘carved’ within the volume of the tower. Running from street level to the upper levels of the building, this spiral garden creates a network for public programs through-out the building at the same time as it provides an alternative local circulation for the new layers of living and working programs proposed.

Fig. 62: Concept Sketch, (Mozas, 2014)

The Horizontal urban block has been lifted, the Block contain rich section/slice of urban life in away that is totally accessible by vertical transportation. The building form is based on this concept. Fig. 63: Concept Diagram, (Mozas, 2014)

^ Mozas, J. (2014). THIS IS HYBRID. Spain: a+t publishing. 74

An Open Public Space spirals upwards from the street to create a vertical landscape carved out with the Tower structure. The route of common spaces throughout the building serves to link up with other uses and open spaces in strategic locations. This project aims to find appealing spatial relationships which require a change in urban planning regulations in order for existing buildings to be converted into new urban hybrids.

Fig. 64: Public Circulation Space, (Mozas, 2014) 75

A Hybrid Of Programs The project experiments with a variety of residential types and relationships between commercial, residential and leisure activities. The spiraling up of semi-outdoor public landscape provides enhanced connectivity through the building. With more public programs, such as commercial spaces, hotel and offices, connected directly to this public space, this vertical circulation engages the city dwellers with the intensity and vibrancy, equivalent to the street life on the ground floor. The shifted section creates a new urban typology that allows both proximity and separation of activities: living and office spaces sometimes share single floors yet can function independently.

Fig. 65: Schematic Section, (Mozas, 2014)

Fig. 66: Unfolded Section, (Mozas, 2014) ^ Mozas, J. (2014). THIS IS HYBRID. Spain: a+t publishing. 76

Urban Cabins The diverse types and sizes of units interlock spatially to increase the efficient use of space. At the lower levels a new single room occupancy: the Urban Cabins, in which individual units are combined with generous collective facilities, housed within a new base for the tower, which restores the street wall and counters the urban and social isolation of the tower type.

Fig. 67: Floor Conversion, 2 Floors = 3 Residential Floors (Mozas, 2014)

At the upper levels of the building, the higher floorto-floor dimensions of the existing structure allow the insertion of three residential floors within two original office floors, yielding a flexible matrix of living units, from duplexes for families to micro Fig. 68: Urban Cabin, (Mozas, 2014) ^ Mozas, J. (2014). THIS IS HYBRID. Spain: a+t publishing. 77

units for singles.

12 M

Fig. 69: Typical Structural Plan, (Mozas, 2014)

LIVING

OFFICES

RETAIL

HOTEL

SPORT

Fig. 70: Plans showing intermix of programs, (Mozas, 2014) 78

Inferences Flexibility is achieved by keeping the structural system intact and reconfiguring the requirements necessary for programs to function in a space. Re-use of an existing building stock. The proposal reconfigures a 1960’s office tower to accommodate living, working and public space. As a sustainable strategy, it conserves the energy embedded in the original structure - at the same time as it serves a more diverse and mobile population living and working in the city today.

Fig. 71: Model showing Porosity in the structure, (Mozas, 2014)

Fig. 72: Photo showing Original to Proposed, (Mozas, 2014) 79

Block/Tower’s scale can be considered large as compared to the surrounding buildings, due to the combination of multiple uses. Its high FAR forces the building to go high up. and provide an interesting solution to integrate the public realm, by bringing the public up to the spiraling green/commercial corridor. Fig. 73: 3d View (Mario, 2016)

The intermix of smaller programmatic blocks are observed in this design proposal. With offices, living units, shopping and hotels being spread over several stories, the journey up through the spiraling public garden offers the city dwellers different experience at every turn. Another important aspect of this project is the flexibility that it offers through the configurable units. programmatic

Fig. 74: Programmatic View (Mario, 2016)

distribution should not be seen to be final As a dense hybrid design prototype. Architects rotated the common ‘horizontal’ public space of the street-scape often found in the city into a spiraling garden/ atrium that is sculpted out from the mass of the tower. This garden creates a network of public programmes throughout the building, providing alternative internal circulation for the residents and workers

Fig. 75: Public Spaces, (Mario, 2016)

of the living and working units. 80

Case Study - 3 Horizontal Skyscraper - Steven Holl Architects Overview •

Location: Shenzhen,China. (2006-2009)

•

Context: Shenzhen Especial Economic Zone

•

Owner: Private (Vanke Center)

•

Function: Mix Use

•

Users: Private & Public

•

Plot Area: 82,438 sq.m

•

Gross Floor Area: 120,445 sq.m

•

Floor Area Ratio: 0.80, Covered Area: 29%

Fig. 76: Building Use, (Mozas, 2014)

Fig. 77: Site Plan, (Mozas, 2014) ^ Mozas, J. (2014). THIS IS HYBRID. Spain: a+t publishing. 81

Fig. 78: Building Massing, (Mozas, 2014)

Fig. 79: Building Massing-2, (Mozas, 2014)

OFFICES

SOHO

LIVING

HOTEL

Fig. 80: Schematic Program Plan

Fig. 81: Building Massing with Programs, (Mozas, 2014)

The Vanke Company complements its headquarters with apartments, a hotel, housing/ work units and a conference centre, all together in a horizontal skyscraper that floats over the landscape. Amidst the galloping land privatization in the outskirts of Chinese cities, the program is built above the ground level, and by doing so the private lot becomes a public park. The project reconsiders the traditional concept of the isolated corporate campus and breaks away from the usual distribution of uses in different volumes, typical in these types of mini-cities.

Ground Floor Plan

1st Floor Plan

2nd Floor Plan

3rd Floor Plan Fig. 82: Floor Plans, (Mozas, 2014) OFFICES 83

SOHO

LIVING

HOTEL

PUBLIC

PUBLIC PATH

Basement-1

4th Floor Plan

5th Floor Plan

6th Floor Plan Fig. 83: Floor Plans-2, (Mozas, 2014) OFFICES

SOHO

LIVING

HOTEL

PUBLIC

PUBLIC PATH 84

One single volume promotes interaction with its semi-public indoor walk that connects the different programs.

OFFICES

SOHO

LIVING

HOTEL

Fig. 84: Public Path Plan, (Mozas, 2014)

Fig. 85: Public Path, Section, (Mozas, 2014)

Fig. 86: Public Path 3d, (Mozas, 2014) 85

PUBLIC

PUBLIC PATH

Fig. 87: Sections, (Mozas, 2014)

Fig. 88: Section (Program), (Mozas, 2014)

Fig. 89: Elevation, (Divisare)

Fig. 90: Model View, (Divisare) 86

Fig. 91: Views, (stevenholl.com)

Inferences A harmonious union of buildings, offices, apartments, and hotel appear as if they are floating; with propped up legs as a cores. Rather than creating a series of building shapes that address the various uses within the complex, the design combines all the various programs into one monolith for a floating horizontal skyscraper. Its visualization that is coherent in its parallel geometry. It blends all the various programs into a grander form/image. The floating horizontal bars of space allow breezes to pass through a flexible, shaded landscape. Under the order of continuity, the indistinct program of porous movement involves diverse intricate functions lining to everyday lives of city dwellers at the ground level. Furthermore, the landscaping is one of strategies in order to guarantee the sustainability of the project and an attempt to overcome the sense of bigness. Layered Development • The idea of floating structures that give the public spaces the opportunity to remain undisturbed. • Creates more integrated buildings in the city’s urban block instead of walled streetscape structures. • Accessibility increases, leading to more public movement, resulting in a healthy urban environment. • Seamless integration achieved at the junction by the introduction of undefined public spaces

Overview Case Study Unicorn Island - OMA •

Location: Chengdu, China.

•

Context: Island City

•

Owner: Govt.

•

Function: Mix Use

•

Users: Private & Public

The OMA scheme organizes the island into three rings. At its heart, a “Living Lab’ will offer visitors the opportunity to observe the action, while also functioning as a resident for companies. The “Weave Zone” village development branches out from this core, offering a mixed-use program of housing, offices, and amenities.

Fig. 92: Drawings, Photos, Diagrams (OMA) 89

Market Hall - MVRDV •

Location: Rotterdam, Netherlands.

•

Context: City (Urban Regeneration)

•

Owner: Private

•

Function: Mix Use

•

Users: Private & Public

•

Built up Area: 100000 sq.m

Rotterdam City’s brief called for a covered market hall, to be open daily, with extensive parking and additional housing to help densify the area. Inside the 40-metre tall arch that bends over the market hall below are 228 apartments, a mix of penthouse, private and public housing.

Fig. 93: Drawings, Photos, Diagrams (MVRDV) 90

Linked Hybrid

Block / Tower

Horizontal Skyscraper

A medium scale project compared to true hybrid buildings ideals.

A project of massive scale; result of the fact that it contains several functions.

A project of great scale; result of the fact that it contains several functions.

Located in the dense urban context, but is as low when compared to Block / Tower.

Located in the dense urban context, the building responds well to the surroundings.

Located in the urban context, but the density is the lowest compared to others.

Public gathering spaces have been used to link the functions as the become the vessel for public movement reaching every functional space.

All the functions present share vertical connections, which can transfer potential to the weaker function present, due to shared access.

Public gathering spaces are integrated into the project. The public route that runs throughout, provides gathering spaces and accessibility.

Nearly all of the functions are accessed through a main route, in addition to the linked route and underground routes.

All the functions present share vertical connections; the formal and the integrated public spaces.

A high level of integration present (vertical-horizontal). Every function in addition to main vertical access.

There are several different functions present. A lack of 'unexpected' element. Furthermore, it serves the closed users.

There are several different functions. The diversity range is vast which is a good. There is lack of 'unexpected' element.

There are several different functions present. A lack of 'unexpected' element. Furthermore, it serves the closed users.

In terms of scale, the majority of the function blocks present are far too large to result in function integration.

It contains large functions. The key is that a block is broken up into small parts distributed over floors.

The small scale of nearly all functions present for integration within and into urban realm.

There is substantial stacking of functions. The scale adequate, but there is only one physical link here i.e. (sky bridge)

There is high level of integration present at the project and the public spaces act as linkages.

The functions are integrated only through a public path horizontally alongside public functions.

This is a unique specialized

The column grid layout

The

Project Scale

Urban Density

Public Realm

Vertical Con.

Prog. Diversity

Prog. Scale

Prog. Relation

Flexibility 91

structure which provides little flexibility, without any structural changes.

provides high level of flexibility for future changes.

unique

specialized

structure provides little flexibility. There is high level of horizontal flexibility.

Summary The three case studies have demonstrated how the different qualities of hybrid have been and can be achieved. These projects are by no means the exhaustive list of hybrid building examples, but it provides a rich overview of hybrid buildings around the world. This also gives necessary knowledge on how to create hybrid buildings based on the strategies that have been used by these architects. In the project at hand, the mixed-use typology of architecture will be evaluated in terms of addressing these current issues in the city (Mumbai) and will look at how it can influence its morphology and anticipate future developments. Mixed-use – Functional pairing of building typologies. Hybrid - as an attribute, to describe elevated result of functional blend between building typologies. Therefore, based on these three case studies, it is valuable to extract the different strategies to achieve a successful hybrid buildings in future design proposals.

Site Analysis

Evolution & History of Saat Rasta ( Jacob Circle)

PRE-1874

Mumbai map before formation of Saat Rasta ( Jacob Circle) junction Fig. 94: (a),(b);

(Pre-1874) -

and railway lines.

1885

Fig. 95: (a),(b);5 (1885) - Mumbai

Rasta ( Jacob Circle) junction and old location of Byculla Racecourse (Horse racing).

5 Library, B. (n.d.). Bristish library Geo-refrencer. Retrieved from https://www.bl.uk 95

map showing Saat

1935

map showing Saat Rasta ( Jacob Circle) junction, re-location of new

2020

Fig. 96: (a),(b);5 (1935) - Mumbai

Fig. 97: (a),(b);6 (2020) - Mumbai

map showing Saat Rasta ( Jacob Circle) junction, re-location of new

Racecourse and new developments forming a node.

5 Library, B. (n.d.). Bristish library Geo-refrencer. Retrieved from https://www.bl.uk 6 Google. (2020, October). Google Maps. Retrieved from https://www.google.co.in/maps/@18.9810024,72.8265573,18.75z

400 M

B 200 M

C A

Fig. 98: SITE EXTENT (1:10,000)

RAILWAY STATION

METRO STATION

MONO RAIL STATION

BUILDINGS

OPEN SPACES

SITE EXTENT

Mahalaxmi, at present is a mixture of high end real estate in few pockets surrounded by defunct industrial and parcels of old building blocks. The site are has potential owing to presence of these nodes but due to lack of connectivity it has not been realized. To delineate the site showing TOZ (Transit Oriented Zone), a 200 & 400 meter radius circle, drawn keeping the transit node at the center. The final boundary is defined based on the next major road, a new/historic/essential development, or completion of a block. A - Dhobi Ghat B - Mumbai Central Prison 97

Site Extent

C - Kasturba Hospital D & E - High-rise Development

400 M

200 M

Fig. 99: (a), (b) - TRANSPORT & CONNECTIVITY (1:10,000)

HIGH VEHICLE TRAFFIC RAILWAY STATION

LOW VEHICLE TRAFFIC METRO STATION

MONO RAIL STATION

BUS STOPS

The linear geography of the city results in few arterial north south connections. Further the railway line divides, creating an inefficient east-west connection. Therefore, the proposal should aim at creating larger area in public realm around the station to absorb the demand for on street parking and vending zones. 3 MIN (200M)

6 MIN (400M)

PED. PATH

Transport & Connectivity

Fig. 100: EXISTING LAND USE (1:10,000) RESIDENTIAL

SOCIAL AMENITIES

PUBLIC UTILITY

RAILWAY STATION

COMMERCIAL

EDUCATIONAL AMENITIES

OPEN SPACES

METRO STATION

INDUSTRIAL

HEALTH AMENITIES

CLUSTER/SLUM

MONO RAIL STATION

GOVT. OFFICE

MUN. SERVICES

VACANT

DHOBI GHAT

The land use pattern show potential for a mix of use with the redevelopment of the industrial lands. The old plots at the junction though residential in land use have integrated other uses as well. However, most of the redeveloped buildings are mono functional without a vertical mix of uses, with high parking podium floors and as a result does not contribute to the public realm.

Existing Land Use

Fig. 101: PROPOSED LAND USE (1:10,000) RESIDENTIAL

SOCIAL AMENITIES

PUBLIC UTILITY

RAILWAY STATION

COMMERCIAL

EDUCATIONAL AMENITIES

OPEN SPACES

METRO STATION

INDUSTRIAL

HEALTH AMENITIES

CLUSTER/SLUM

MONO RAIL STATION

GOVT. OFFICE

MUN. SERVICES

VACANT

DHOBI GHAT

The proposed land use pattern show majorly residential land use with the redevelopment of the industrial lands and old plots. It has to be ensure that the future redevelopment should have mix use approach unlike the new developments in the area. The vehicular parking has to be managed to avoid dead podium floors.

Proposed Land Use

100

Fig. 102: BUILDING USE (1:5,000) RESIDENTIAL

SOCIAL AMENITIES

PUBLIC UTILITY

RAILWAY STATION

PRIMARY (R1)

EDUCATIONAL AMENITIES

OPEN SPACES

METRO STATION

MIX (R2)

HEALTH AMENITIES

CLUSTER/SLUM

MONO RAIL STATION

INFORMAL (R3)

MUN. SERVICES

VACANT

DHOBI GHAT

COMMERCIAL

INDUSTRIAL

GOVT. OFFICE

The area exhibits diversity in built typologies. However, a close view of the earlier residential typologies work as transit oriented buildings with built to line edges, no compound walls leading to an active life between the buildings and streets. The new typologies are in complete contrast acting as gated activities with a lack of interactive frontages.

101

Building Use

Fig. 103: BUILDING AGE (1:5,000) RAILWAY STATION

METRO STATION

MONO RAIL STATION

DILAPIDATED /DEFUNCT

1960 - 1980

2000 - PRESENT

1940 - 1960

1980 -2000`

UNDER CONSTRUCTION

The building age map shows a mix. With redevelopment, all new high rise developments adhere to current parking norms, and therefore have extremely high dead podium floors close to the railway station. Hence, high rise developments at one end bring more density close to transit, but at the same time bring more cars within the TOZ. These kind new developments are counterintuitive to TOD. However, there are many potential plots on this basis to consider for proper approach to TOD.

Building Age

102

Fig. 104: BUILDING HEIGHT (1:5,000) RAILWAY STATION

METRO STATION

MONO RAIL STATION

DILAPIDATED /DEFUNCT

G+4

G+10 - Above

G+2

G+9

UNDER CONSTRUCTION

The Mahalaxmi TOZ is fairly low to mid-rise, where most of all buildings within the TOZ are G+2 – G+4 structures or higher. With growing number of G+10 and above. These are predominantly new developments, where the minimum height is G+10. A typical TOD model projects high-rise high density built form close to the transit station. With an increase in redevelopment of industrial plots and the upcoming Metro line acting as a catalyst, a similar trend may be seen in other areas of TOZ.

103

Building Height

Fig. 105: FSI CONSUMPTION (1:5,000) RAILWAY STATION

METRO STATION

MONO RAIL STATION

LESS THAN 1.33

2.00 - 3.00

4.00 - Above

1.33 - 2.00

OPEN SPACES

The building heights in the TOZ are fairly low, ranging between G+2 to G+4 buildings. The average ‘bulk FSI’ consumption, is around 1.33 complying with current DCRs in island city (Except for area specifically exempted from these regulations). Buildings with high parking provision close to station areas have high bulk FSI consumptions with a significant portion of the building occupied by parking floors with dead building facades upto 5-6 floors and increase car density in the area.

FSI Consumption

104

Overview ISSUES / OPPORTUNITIES

PROBABLE SOLUTIONS

T.O. CITY • Connectivity to both eastern and western side

• Enhance connectivity by design of ROW and NMT transit integration

T.O. AREA • Lack of multi-modal integration

• Creating a multi-modal transit hub

• Cumbersome station exits

• De-congesting and activating station area streets

• Opportunity for TOD due to new stations

• Realizing the potential of large plots in the area

T.O. STREET • Incomplete street network • Narrow streets leading to plots

• Enhance street connectivity for better accessibility in the area.

• Lack of PT and NMT infrastructure

• Realize active street frontages

• Gated developments leading to dead street spaces.

• Prioritize pedestrian oriented interventions.

T.O. BUILDING

• Tall Buildings = High FSI • Lack of Mix Use typology to support public mobility • Lack of public space contribution by new nearby developments • Not addressing the human scale at street level

105

• Enable development keeping TOD principles as core • Incentivise creation of spaces in public realm through development. • Address human scale at street level through pedestrian friendly building uses

E G

Fig. 106: POTENTIAL AREAS FOR DEVELOPMENT (1:5,000)

PLOT

EXISTING LAND USE

PROPOSED LAND USE

F.S.I

TOTAL AREA

PLOT - A (7380 sq.m)

RESIDENTIAL

RESIDENTIAL SOCIAL AMENITY OPEN SPACE

2.0 (E)

14,380

PLOT - B (5402 sq.m)

RESIDENTIAL

2.0 (E)

10,804

PLOT - C (8200 sq.m)

RESIDENTIAL

1.0 (E)

8,200

PLOT - D (2075 sq.m)

RESIDENTIAL

1.3 (E)

2,760

PLOT - E (1600 sq.m)

RESIDENTIAL

3.0 (E)

4,800

PLOT - F (800 sq.m)

RESIDENTIAL

2.0 (E)

1,600

PLOT - G (9320 sq.m)

INDUSTRIAL

RESIDENTIAL

1.3 (E)

12,395

2.0 (E)

8,632

PLOT - H (4316 sq.m)

RESIDENTIAL SOCIAL AMENITIES

RESIDENTIAL

106

SITE VIEW

Fig. 107: AREA VIEW SHOWING POTENTIAL BLOCKS 107

108

SITE SECTION

Fig. 108: .

PLOT - B

SECTION B - F

Fig. 109: .

PLOT - H

SECTION H - D Fig. 110: .

SECTION G - D 109

PLOT - G

PLOT - D

KEY PLAN

D H

G F

PLOT - F

PLOT - D

110

Fig. 111: .

SECTION B’ - B

Fig. 112: .

SECTION E - A The section shows the range in heights of the built forms in the area.

111

PLOT - B

PLOT - E

PLOT - A

Fig. 113: .

KEY PLAN B A

D H D

G E B’

F 112

Site Photos 1

3 3

3 Fig. 114: SITE PHOTOS - BLOCK A 113

A 3 1

1 2

Block - A The corner residential building defines the node. The rest of built form towards Dhobi Ghat is Retail + House on top, which enables vibrant street edge for pedestrians. 114

B 1 1

Block - B The old residential buildings define the node, which enables vibrant street edge for pedestrians.

Fig. 115: SITE PHOTOS - BLOCK B 115

C 1

1 1

Block - C The linear informal built form is Retail + House on top, which enables vibrant street edge for pedestrians. Touching the Monorail Station.

C B

Fig. 116: SITE PHOTOS - BLOCK C 116

Block - D

This node has old residential buildings with shops at the ground. 2 1

Fig. 117: SITE PHOTOS - BLOCK D 117

Block - E

This block has commercial use at the node old residential building converted.

D E 1 Fig. 118: SITE PHOTOS - BLOCK E 118

Block - F The corner old residential building defines the node. Retail at ground, enables vibrant street edge for pedestrians.

Fig. 119: SITE PHOTOS - BLOCK F 119

Block - J The new under construction high-rise residential building defines the node.

Fig. 120: SITE PHOTOS - BLOCK J 120

Block - G

The nodes is defined by the RTO office with industrial plot behind it.

Fig. 121: SITE PHOTOS - BLOCK G 121

Block - H

The old theatre defines the node of the Block H.

Fig. 122: SITE PHOTOS - BLOCK H

H G

122

123

Design Program

124

Approach to Design Intervention Integration of Transit Nodes The station has great strengths owing to the presence of multiple transit facilities within the 400 meter of the station. The lack of multi-modal integration, cumbersome station exits, traffic congestion and lack of connectivity greatly affects the potential of the area. By integrating the stations the transit node can be redesigned into a multi-modal hub. This promotes access across the site by connecting the detached parts of the site. In doing so commuters can transfer from lines conveniently.

Fig. 123: NODE INTEGRATION

Enhance Public Realm The buildings that fall in the areas around transit would not be allowed to construct compound walls and be built to line, which will promote an interactive design of the threshold of public – private realm. This would also ensure increase in area under public realm at the building level. Similarly, the front facade which will face the streets, would not be allowed to have dead activities such as parking. Hence promoting a more interactive public-private threshold which will help increase the foot fall. The core aim of T.O buildings is to create a vibrant and attractive ground floor use. Despite the internal configuration, if the buildings are built to line and do not possess a hard edge these structures will promote and contribute to the public realm of the area. Public Space as transition space between building front and street. (a) - shows conflicted public space between hard building and street edge. (b) - shows porous building edge and street edge resulting in decent public space. 125

Fig. 124: BUILDING FRONTAGES

Diversity of Uses CURRENT LAND USE PATTERN

MIX - RESIDENTIAL

INDUSTRIAL

OTHERS

OPEN SPACE

OTHERS

MIX LAND USE PATTERN

RESIDENTIAL

MIX USE

SOCIAL AMENITIES

Fig. 125: LAND USE DISTRIBUTION

Current Land use pattern around the station area does not have a show a mix, though most of the mix uses are integrated informally with residential uses. This showing the potential of the area to develop as diversely integrated commercial and residential development. The TOD attempts to achieve accessibility and diversity. At building level, allowing diversity and accessibility through design, which are going to handle many commuters and other users, are spaces which will have high levels of interaction. Given the variety of uses and users that exist, this would allow for high rise, high dense mix use (hybrid) structures on the site.

Housing The availability of affordable housing in around transit would allow the users of mass transit to live around transit. In Mahalaxmi with most of the land within the old informal residential land use, there is greater opportunity to develop mixed use housing. To redevelop existing into a residential + commercial unit as before. The design would be as per Transit Oriented Building guidelines while maintaining the human scale of the existing typology. The Ground floor will promote commercial activity which opens into a public space which allows for pedestrian mobility.

Fig. 126: HOUSING & TRANSIT 126

Design Program

Shared Spaces

Types of Residents • Individuals • Transient • Couples • Small Family

Types of Uses

Types of Commuters

• Public Amenities

• Employees

• Lifestyle & Consumption

• Workers

• Production & Disposal

• Recreation

• Tourism

• Tourists

SOHO DOUBLE

FARMING

HOUSING

STUDIO

PLANTING

INDUSTRIAL

POTENTIAL PROGRAM POOL FOR THE OVERALL SCHEME

WORKING AREA

UTILITIES STORAGE

QUAD BOUTIQUE HOTEL SERVICES

UTILITIES STORAGE

LIBRARY

RETAIL OFFICES

CONVENIENCE STORES SERVICE KIOSKS

Fig. 127: DESIGN PROGRAM

RECYCLING

SUPER MARKETS

MEDICAL CLINIC

127

COMMERCIAL

LEISURE

MULTIPURPOSE HALL

RECREATION (SPORT)

UTILITY

COMMUNITY

CAFE/BAR/RESTAURANT

TREATMENT UTILITIES STORAGE

Approach The design program began with the investigation of program uses that were significant in forming and servicing whole communities. The program uses which then will be organized along the circulation route which gradually progresses vertically on the interior of the building. Relating on proximities, frictions and overlaps, hybrid patterns are organized collectively based on strategies focusing on interdependence rather than independence such as to create an urban area of a new kind working 24 hour a day. Programs in the agricultural realm (farming, dairy products, etc.) considered in production and in waste management (treatment of waste generated after consumption.) These aspects are usually discounted in the public realm and are usually overlooked and designed as an afterthought. The proposed design can try to experiment co-habitation of these disparate programs. Taking the advantage of program scale and distribution channels of sale (retail stores, markets, etc.) or transport (transit lines). The potential program pool shown here outlines the typical programs considered in the every aspect of urban life. This shows the range and depth of programs which can be addressed using hybrid building principles supported by TOD guidelines. Hybrid architecture is more of a strategy than a building typology. It doesn’t seem to realize a final solution; rather it provides a framework which leads to create hybrid events between different programs.

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Conclusion To redefine high-rise residential living by proposing a new form of hybrid building that integrates public realm into the built form of the tower typology. Working within the existing hyper-dense, high-rise parameters of Mahalaxmi’s emerging urban core, it proposes a more holistic urban condition. The Hybrid building integrates high-rise residential density with the public infrastructure needed to create a liveable city. The underlying intention is to implement it into an existing context in order to test its feasibility in a given environment. The extension of the public domain into the traditionally private domain of the residential tower creates a continuous vertical landscape throughout the building. This expanded ground plane exploits opportunities for social interaction between internal and external users of this new neighborhood typology. This continuity of the ground plane as it penetrates through the vertical towers, integrating disparate programs. Interstitial spaces are formed where institutions and amenities are given public presence and identity through unique façade compositions. The organization of these diverse programs activate a continuous circulation network in the building. Through the use of elevators, escalators, ramps, stairs, atria, and terraces. These collective transitional zones designed to create contextual relationships where social interaction can occur. These are the ingredients of a lively, heterogeneous, civic life. The creation of a social experience which blurs the line between the public and private is key in the creation of the new built forms.

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References 1. IBI Group. (2016). Transit Oriented Development - Guidance Document. New Delhi: Ministry of Urban Development. 2. Library, B. (2020, October). Bristish library Geo-refrencer. Retrieved from https://www.bl.uk 3. Mamauag, J. (2016). spatial remix. UNITEC Institute of Technology. 4. Miles, B. (2012). HYBRID SOCIAL CONDENSER TOWER. Toronto. 5. Mozas, J. (2014). THIS IS HYBRID. Spain: a+t publishing. 6. Robin Gringhus, T. W. (2014). AN EXPLORATION INTO THE QUALITIES OF A TRUE HYBRID BUILDING. Technical University Delft. 7. Rutul Joshi, A. R. (2020). LAP for transit. MoHUA, TCPO, CEPT University. 8. Xue, C. Q. (2016). Hong Kong Architecture 1945-2015, From Colonial to Global. Hong Kong: Springer.

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