Re-imagining Dharavi: A Vision for Dharavi by marina rani

A VISION FOR DHARAVI

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Our utmost gratitude goes to our tutor, one Mr Hans Brouwer, who never failed to regale us with tales of Venice, Sicily and the suburbs of London. Your guidance has been invaluable, and your energy infectious. We would very much like to play Bingo with you one day, with chai in hand. To Chaitanya, who guided us through the whole new world that was Mumbai. The time spent traipsing through the streets would not have been the same without you as a guide. Thank you for sharing this little part of you with us. To Mr Anthony Prashanth, for hosting us in Dharavi, and for arranging the visits as well as dialogues with various people. The opportunities and encounters presented to us were well utilised in our research, and we are grateful for your continued assistance. To Billy, for your dedication in removing glue stains and providing long drives back home. To parents and friends, your support in meals, encouragement, and laughter has brought us much needed fuel for the sleepless weeks. And finally, to Dharavi, whose rich culture, narrow alleys, and its ability to overload your sense for opening our eyes to a different scale of urbanism. We never fail to learn new things about you each day.

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CONTENT PAGE DHARAVI: THEN AND NOW 4

History 6 Statistics 10 Size Comparison 12 Schemes 14 Property Market 16

INDEPENDENT DHARAVI 18

Dynamic Society 20 Leather 22 Pottery 23 Clothing and Textiles 24 Plastic Recycling 25 Tours 26 IT Revolution 27 Arts Scene 28 Community 29

SITE CONTEXT 30

Bandra Kurla Complex 32 Mangrove 33

URBAN NETWORK 34

Mumbai Commuter Data 36 Zones 38

URBAN GRAIN 40

HOUSING TYPOLOGY 44

Broom Makers’ House Typology 46 Potters’ House Typology 48 Industrial House Typology 49 SRA Housing Typology 50

EXISTING INFRASTRUCTURE 52

Water 54 Electricity 55 Sanitation 56 Waste Disposal 57

ROAD NETWORK 58

Street Section 61 Mangrove/Expressway Section 63

SRA PROPOSAL 64

SRA Comparison 67 SRA Masterplan 69

VISION FOR DHARAVI 70

Open Space Strategy 75

KEY STRATEGIES 76

Key Values 78 Global Concepts 79

GREEN SPINE 80

Water Retention 84 Marine Water Flow 85 Mangrove Promenade Activation 86 Mangrove Masterplan 87 Promenade Sections 89

MOBILITY 90

Traffic 94 Big Dig 96 Mangrove Section 99 Primary and Secondary Roads 100 Street Studies 102 Nala Section 109

URBAN NETWORK 110

Train and Bus Network 114 Proposed Tram Network: Case Study 116

PROPOSED INFRASTRUCTURE 120

Primary Road 122 Secondary Road 123 Road Infrastructure 125 Nala 126 Promenade 127

CIVIC INFRASTRUCTURE 128

Proposed Masterplan 132 Existing Masterplan 133

GUIDELINES 134

Building and Street Guidelines 136

PROPOSED TYPOLOGY 138

Site Coverage 140 Urban Grain Development 142 Residential Unit Layout 144 Typology 145 Typology Development: Linear 146 Typology Development: Cluster 147 Typology Development: Linear-Cluster 148 Cell Block Overview 149 Building and Street Guidelines: Sections 151

PHASING 152

Phasing Strategy 157

MODEL 158

Existing Site 160

APPENDIX 172

FOREWORD Mumbai is one of the planet’s most fascinating cities. Like Manhattan, it is a sliver of land that has evolved into an urban environment of staggering superlatives. Diametrically opposed extremes exist side-by-side: wealth/poverty, density/expanse, history/future, ever-growing skyscrapers/protected slums. The last decade has seen an explosion of wealth, emancipation and change descend upon India. This is manifesting in its cities as rampant change and development – much of it uncontrolled and spontaneous. Almost all of it is driven by economic speculation. The slums of Mumbai are a fascinating urban environment. Grown up organically over time, they have their own social, economic and urban structure. They work and are, in fact, loved, by their inhabitants. Under development pressure, many slums are being relocated and redeveloped. Thanks, however, to a well-entrenched democracy many of these slums and their citizens have rights and are pushing back – seeking out better ways to evolve, than just wholesale relocation into high-rise, high density new developments. This studio will take on the Dharavi slums in Mumbai and seek to develop a portion of it based on a positioning of empathy and inclusion. The goal is to find ways to learn from what is there and to use it to develop new urban patterns built on the way things are. The outcome is not necessarily driven only by concerns of density or efficiency, but by issues at the core of urban design and placemaking.

By learning from the existing urban morphology, overlaid with an understanding of the lives of the people who occupy it, we will seek to develop a new cityscape – one where memory, livelihood and social cohesion form the cornerstones of a new life.This studio forms part of the Mobility and Urbanism section and, as such, will be exploring the impact of these issues. Key topics of enquiry will be: Live/Work/Play cities The density question Urban patterns and placemaking Mobility – it’s definition and how this drives our urban designs We also believe that it is possible to make a valid design contribution to an environment with which we have little or no prior personal experience. Increasingly, architects in Singapore are active regionally, requiring us to be able to engage with and design in environments that we have to learn to understand. This studio will push us to do so, in the process sensitizing us to better serve our clients. But, beyond this, the studio is also about personal challenge. We all live in a form of Ivory Tower here in Singapore. Whilst we may be “familiar” with Mumbai slums from movies, such as Slumdog Millionaire, the real thing is a far cry from that. We believe that by immersing yourself actively at first and intellectually later, we will learn a lot about ourselves. Our urban background and how our position is in the world is one of many. -Studio Hans Brouwer 2015

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DHARAVI THEN AND NOW

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HISTORY

Origins of Dharavi Before the late 19th century, Dharavi remained a mangrove swamp inhabited by Koli fishermen. Within the span of three to four generations, Dharavi has markedly progressed from a miasma of saturated fishing grounds and human waste to a vitalised economy of sorts. Lying on the upper fringe of the old Mumbai peninsular, its marginal location is almost euphemism for its stigmatised status as India’s most notorious slum. Dharavi lives in the shadow of Mumbai’s reputation as India’s financial capital, as it operates informal economies. Visually, it is an unsightly patch of grey rickety structures and blue tarpaulin against a thriving city of growing infrastructure and neatly-grained developments. However, Dharavi has not retreated into the neglect of the government by relinquishing its social and economic presence. Instead, it has been the center of worldwide urban observation, demonstrating extraordinary qualities of resilience and enterprise that have surmounted the problems of poverty, achieving at least 85% employment rates, annual US$650 million turnover, and the success of some millionaires. As a Northward suburbanisation occurs in Mumbai to extend its residential areas and relocate new industries, there is a geographical shift of Mumbai’s population density from its peninsular to the inner Salsette of Maharashtra. Dharavi is now set to straddle between the southern city center and the rest of Mumbai’s land area that extends beyond the Mahim Creek. This signals a resolution for marginalised Dharavi; its successes will no longer be lauded in its overachievement as a slum, but as a key urban resource of manpower and verdant greenery within Mumbai. Although small in size, measuring only 2.46 square kilometers, Dharavi has documented the historical diaspora of primitive industries, various settlers and colonial intervention in its unique urban fabric, largely untouched by urban renewal.

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HISTORY In the 18th century Dharavi was an island. The area was mostly mangrove swamp inhabited by Koli fishermen. This disappeared when the swamps were drained and the separate islands became one landmass. This caused the creek to dry up, thus depriving Dharavi of fish, its traditional sustenance. The newly filled in marshes provided space for migrants from Gujarat, who established a pottery colony. Maharashtrian tanners of the â&#x20AC;&#x2DC;Chambharâ&#x20AC;&#x2122; (leather workers) community also arrived. Embroidery workers from Uttar Pradesh started the ready-made garments trade, while Tamil migrants began working in the tanneries.

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1930s

1960s

2010s

Koliwada is often considered Dharavi’s original neighborhood — it was settled by a fishing community in the 17th century. Unlike most of the slum, the area has many old self-standing houses and small patios.

Naik Nagar

on Tr ain

ati on

The 13th Compound is at the heart of Dharavi’s recycling industry. An estimated 80% of Mumbai’s plastic waste is recycled in the slum, in some 15,000 single-room factories.

Bus Depot

Koliwada

13th Compound

Poon Wala Chawl

Social Nagar Chambda Bazaar

Kuti Wadi im

Mah

New Transit Camp

in Tra

A.K.G. Nagar

tion

Sta

Hindu Crematorium Muslim Nagar

Sahu Nagar

Muslim Cemetery

Dharavi grew outward from the neighborhoods of Koliwada and Chambda Bazaar. By some estimates, this is one of the most densely populated areas in Dharavi. The New Transit Camp started as a temporary relocation site for dwellers as new developments were built around the slum. The site later became permanent.

Kumhbarwada

Matunga Labor Camp

In Kumbharwada, most dwellings are used as home and production space. The neighborhood is named after the community of potters, the Kumbhars, who migrated from India’s northwest in the 19th century.

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STATISTICS Dharavi is a place with largely unaccountable land and people. The population estimates ranges from 300,000 to 1,000,000. Based on a 2001 census, its claims that Dharavi contains 600,000 people. Most of the area were neglected by planners, thus self-made structures we erected at an exponential speed, leaving many of the communities uncaptured by maps and census. Having no formal administration, there is a large migratory flow due to the number of job opportunities in the various sectors. Dharavi is divided into 5 sectors by Slum Rehabilitation Authority (SRA) for easy accountability. SRA plans to develop Dharavi via its proposed sectors. Population 2001 Census: 600,000 Police stations, Shakhas, NGOs: 700,000 – 1,000,000 Annual population growth rate of 8% Estimated >285,000 inhabitants/sq km 85% Employment rate 0.01% crime rate 80% of Mumbai’s waste is recycled in Dharavi 10% of Dharavi’s economic activity is legal SGD$80 - 400 Average household income Total Land Area _245.8 hectares 12

slums area : 98.6 hectares dwelling units : 107,142 density : 1,086

transit camp area : 6.3 hectares dwelling units : 7,118 density : 1,130

SRA area : 19.6 hectares dwelling units : 8,106 density : 414

Total dwelling units : 122,366 Population count : 611,830 (average 5 per household)

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SIZE COMPARISON Dharavi Mumbai

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Central Park New York

National University of Singapore Singapore

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SCHEMES 1955 SLUM REHABILITATION ACT When a slum clearance order has become operative, the owners of buildings to which the order applies shall demolish the buildings the expirations of six weeks from the date on which the buildings are required by the order to be vacated or before the expiration of such longer period as in the circumstances of the case the competent authority may deem reasonable.â&#x20AC;? Section 10, Sub-section 4

1985 SLUM UPGRADING PROJECTS (SUP)

1991 SLUM REDEVELOPMENT SCHEME (SRD)

1995 SLUM REHABILITATION SCHEME (SRS)

SUP was funded by World Bank without government subsidies. The government let the communities take initiative in upgrading their houses. Although the government took a facilitative rather than fundamental role in this scheme, the project failed because of the conflict over the land ownership.

By introducing cross subsidy (TDR), the subsidies come in the form of relaxing of some regulations that would raise capital from the free market instead of coming in the form of grants or donations. However, only residents who have stayed there for more than 10 years are eligible for the scheme. Proof is difficult to provide as the dwellers do not stay in Dharavi for long. Projects by private developers could only be initiated after collecting the consent of 75% of dwellers, and profits of private developers were limited to 25%. Dwellers were award a renewable lease of 30 years to their new homes

Under the SRS, a modification of the SRD, the eligibility criteria under the SRD was abolished; every slum dweller accounted for in the 1995 electoral vote was eligible for the benefits.

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25% cap on profits of development was also removed to reduce goverment burden for subsidies. As such, there would be no cost for new houses for dwellers.

credits: URBZ & sP+a

2004 DHARAVI REDEVELOPMENT PROJECT(DRP)

2008 URBZ & sP+a

Currently, DRP is the main redevelopment project that takes place in Dharavi. There are many downfalls of this project. Firstly, private developers were provided with incentive to resettle slum dwellers into crammed high-rise apartment block, in exchange for building rights in other parts of the city. Hence, the profits are reaped by developers whereas the poor residents do not get the benefits. Secondly, the physical preferences of the dwellers are ignored, and they are relocated away from their previous neighbourhood. Thirdly, only those residents are drawn from the balloting system are eligible for the relocation. Lastly, due to the slow housing provision, a lot of residents are stuck in the transit camp for 15 years where there is no electricity and water supply.

URBZ is aware of the ability of neighbourhoods to produce their own homes. Hence, the project carried out by URBZ is to reclaim growth of Dharavi as a home-grown city. URBZ proposes a â&#x20AC;&#x2DC;Tool-Houseâ&#x20AC;&#x2122; typology which allows the residents to upgrade and expand their own structures gradually. At the same time, better civic infrastructures are provided to be infused with the structures. URBZ uses knowledge embedded in neighbourhoods as starting point while minimizes cultural loss.

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PROPERTY MARKET Why everybody wants Dharavi Standing as a bud in the spring of Mumbai’s urban advancement, Dharavi has become a goldmine, sitting in the midst of India’s richest city. Its location renders it invaluable; it sits at the intersection of the two main train lines, and is a stone’s throw from the new business district, Bandra Kurla Complex. Developers have been encircling the slice of prime land that has been set for redevelopment by the government, albeit a controversial proposal that has received much backbiting from its residents. The gist of the government’s redevelopment project involves compacting residents into larger homes in tower blocks, and freeing up space for high-rise luxury homes that will reap massive economic profits. Mukesh Mehta, the architect who was remunerated a hefty sum to plan the redevelopment of Dharavi, had a grand vision to convert the slum into a vibrant piece of real estate. However, Dharavi’s residents have become restless and disillusioned with the government’s empty promises and have refused to support Mehta’s masterplan. To date, NGOs and residents within Dharavi are still campaigning for larger homes and better infrastructure to be provided immediately.

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INDEPENDENT DHARAVI

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A DYNAMIC SOCIETY Composing of 100 distinct nagars (or neighbourhoods) residing in informal settlements, Dharavi originated as a small koliwada situated in front of the mangrove. Koliwada means “home of the Kolis”. Today, a significant proportion of Dharavi’s residents are Dalits (former untouchables), but members of other castes and tribes have also integrated into the area. It should be noted that Dharavi is not home exclusively to the impoverished, but also to a number of middle-class professionals who are unable to afford housing elsewhere. The Kolis were a fishing community that lived in the seven islands off the Arabian sea that subsequently merged to form the city of Mumbai. DharaviKoliwada was already an established village on the Mahim creek even before the British took possession of the Portuguese port of Bombay on the Arabian Sea in the 17th century. It has been suggested that the name “Dharavi” originates from the words “Dharevarca bhag”, meaning “the creeks’ shore” in Marathi. The Kolis are often referred to as the original inhabitants of Dharavi and Mumbai. The burgeoning metropolis eventually inhibited the village of Koliwada-Dharavi and the Dharavi Creek dried up. When the fishing grounds were exhausted, Kolis averted to bootlegging liquor, but was soon joined by other industries established by immigrants.

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LEATHER Tamils arrived from the south and started tanneries in the Chamda Bazaar neighbourhood of Dharavi, where hides of goats, lambs, bulls and buffaloes are salted and processed. The process of treating the hides is tedious and fraught with problems as raw hides mean large volumes of blood flowing through the area that invokes the wrath of the cops. The tanneries typically require a large open space for their operations. After the first process, it takes about a month to complete production. After salting, all subsequent processes are done at Chennai, the largest market catering to international and local buyers. India has a hot and humid weather than makes it unsuitable the use of large quantities of leather locally. Also, leather is expensive and unaffordable to the Indian market. Thus, the leather industry is an export industry. However, in recent years, the tanning industries have begun to die out due to river work regulations for large scale industries, as well as strong competition from an influx of cheap Chinese goods. _ 24

POTTERY The Kumbhars came from Gujarat to set up the Kumbharwada’s potters’ colony in Dharavi. Kumbharwada means “potter’s land”, and is one of the oldest colonies in Mumbai, functioning since 1912. In 1912, a port and sea-route was the only convenient itinerary to reach Mumbai from Gujarat. Around 150-200 potter families used to come from Gujarat to Mumbai for eight months a year. The soil around the Dharavi was ideal for their business. In 1932, all these huts were burned, after which the trader community in Mumbai financially supported these families with food and shelter. The British government then granted them 13.5 acres of land in Dharavi to maintain their small-scale businesses of producing earthen pots, diyas, murals etc. Today, around 385 families work in Kumbharwada. Kumbharwada produces around 70% of the earthen pots and diyas sold in Mumbai. This constitutes employment of about 2,000 workers.

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CLOTHING & TEXTILES Thousands travelled from Uttar Pradesh, Bihar and West Bengal regions to work in the booming textile industry. Dharaviâ&#x20AC;&#x2122;s textile industry comprises of various components, from sari work to preparing shirts and jeans. This industry mainly exploits child labour from the age of 12 to 13 years. After being trained for about six months to two years, depending on their ability to learn the art different kinds of embroidery, procure orders from Dadar and Malad regions of Mumbai to be exported out of Mumbai. The craftsmanship of sari-making can only be cultivated in childhood, and cannot be picked up as an adult. It involves working for about 10 to 12 hours a day, earning 200 to 250 rupees a day. The working conditions and physical demands impose a strain on the back and eyesight of workers.

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PLASTIC RECYCLING Recycling constitutes a major part of Dharaviâ&#x20AC;&#x2122;s industry, which is located mainly in sector 1 of Dharavi. Mumbai does not have a municipal waste management system. The process of collecting rubbish is facilitated by ragpickers, who travel around the city to collect and transport the garbage back to Dharavi. Some of the recycling plants have agreements with hospitals and restaurants, who give their rubbish directly to the ragpickers. Plastics even come in from around the world, from places that canâ&#x20AC;&#x2122;t recycle it where they are. The ragpickers then sort the plastic by colour and quality in a cramped, filthy room with a huge machine. These workers are not equipped with protective garments or tools. The plastic is mechanically crushed and washed in a large bucket of water. After the pieces have dried, the small pieces are dyed a certain colour and then melted to be rolled into thin strings. The strings are cut into small pieces known as pellets. The pellets are melted again to be put into moulds that determine its re-use. On average, each ragpicker picks 8.5 tonnes of rubbish per day. _ 27

TOURS Reality tours was founded in 2005 by UK born Chris Way to raise awareness about life in slums and raise funds for the slum community. Way works with local Mumbaikars to run the tour agency. The company began community and charity work in 2007, and has had 11,000 annual visitors since 2011. It costs about 4,000 rupees for a sightseeing tour, and it is claimed that 80% of profit goes back to the slums. A variety of packages are available, such as family tours or bike tours. These tours typically take visitors through the various industries of Dharavi and the community way of life, as well as a meal in Dharavi.

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IT REVOLUTION Dharavi has also forayed into information technology and new industries that are not labourintensive. School children are known to undergo computer lessons, to operate software and even create them. In 2014, a team of three Dharavi schoolgirls aged 10-17 created an app named Paani Hai Jeevan (Water is Life) to notify of the best time to fetch water from the neighbourhood communal tap to induce a well-organized system of queueing. Other ideas that have born out of student innovation include a womenâ&#x20AC;&#x2122;s security app and a primary school lesson app. These children are encouraged to participate in competitions that create opportunities for external foreign investors through global exposure, such as the Technovation competition.

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ARTS SCENE Dharavi is the host site for a 3-week biennale organized by the non-governmental organisation named Sneha, that occurs in February. The events for the biennale are spread across three venues: the Colour Box Centre, the Swami Vivekananda Society, and Jeevan Hall. The biennale features local artists, residents and health workersâ&#x20AC;&#x2122; artworks. This constitutes about 400 residents. Some of the artworks incorporate recycled material. The intention of the art biennale is not only to promote art and culture, but also amplify themes dedicated to urban health, such as gang raepe, gender violence and child welfare. Another aspect of Dharaviâ&#x20AC;&#x2122;s art scene is the hip hop group called Slumgods. It is a Dharavi youth underground hip hop group, founded in 2009 by 22-year-old Dhangar. They work towards developing unique Dharavi rap, and operate in the Colour Box Centre where they teach children. Other than conducting breakdancing and hip hop lessons, they welcome graffiti artists and beatboxers that complement the group. _ 30

COMMUNITY The congregation of shared amenity is not new to Dharavi; there are currently two prominent community centres which provide services to help the emancipation of locals. They are the Dharavi Community Centre and Ashayen Community Centre. The former runs in three ways: Balwadi (daycare) provision, offer of vocational training to young women, and adult literacy classes for time-flexible learning. The latter caters more towards the empowering of working adults aged 18-35 via free classes teaching English, Computers, and Soft Skills. The programme is largely similar to Singapore community centresâ&#x20AC;&#x2122;, but our Community Cluster concept adapts to the Dharavi genius loci by keeping the services provided within individual, small-scale units instead of a large aggregate centres; creating an enclave that promotes ownership, intimacy, and commonality.

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SITE CONTEXT

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BANDRA KURLA COMPLEX

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Bandra Kurla Complex was first developed by the Mumbai Metropolitan Region Development Authority (MMRDA) in 1977. It is a planned commercial complex in the suburbs of the Indian city of Mumbai. According to MMRDA, the complex was created to alleviate the high concentration of offices and commercial activities in South Mumbai, and thus eliminate congestion and seed new areas of planned commercial real estate in the metropolitan region. The complex was built on marshy land on the north side of Mahim Creek and is bound by the suburbs of Kurla in the east, and Bandra in the west. The BKC is expected to provide about 2,000,000 jobs.

MANGROVE

Dharavi, being situated right beneath the Mithi River that flows into the Arabian Sea, is particularly vulnerable to floods during the wet season. After the 2004 tsunami that badly hit the eastern Indian coast, Indonesia and Sri Lanka, the government passed legislation to curb the destruction of its mangroves and conserved them. The government had noted that areas where healthy mangrove forests and coral reefs thrived had stronger resistance to wave power and speedier recovery. The mangrove in Dharavi thus acts as a natural barrier against natural catastrophes, as well as a precious enclave of biodiversity.

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URBAN NETWORK

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MUMBAI COMMUTER DATA 44 % of Surveyed

cummuters travelled on foot to work

Train commuter travel on 15.3 km and 59 mins to work on average

1.7

n lo on ve rk a o r w rt to lke a s W in

foot 1.7 km 12 mins

Cars travel on 5.6 km and 28 mins to work on average

d an e rag ave

22.7 %

bicycle 2.3 km 18 mins

Bus commuter travel 4.9 km and 39 mins

auto rickshaw 2.7 km 15 mins

16.1 % motorbike 3.8 km 20 mins bus 4.9 km 39 mins

car 5.6 km 28 mins

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train 15.3km 59 mins

expressway

bus network

train network

Commuter Routes Dharavi sits at the heart of many transportation networks, namely the Western and Central Railways, the limited (LTD) bus network that extends to Navi Mumbai and North to Mira, and the three major expressways, Bandra-Worli Sea Link, Sion Flyover and Eastern Freeway. These networks facilitate the huge volume of movement between the Southern peninsular and the inner Salsette of Maharashtra.

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ZONES The poor who live in zones 1-3 of central Mumbai live closer to the non-poor than do poor households in the suburbs. They also live closer to higherpaying jobs for unskilled workers. Workers in these households, on average, commute short distances (less than 3km) although a non-negligible fraction of them (one-third in zone 2) take public transit to work. It is true that the cost of housing for the poor is higher in central Mumbai than in the suburbs, but the quality of slum housing is at least as good in central Mumbai as in the suburbs. The poor who live in the suburbs of Mumbai, especially in zones 5 and 6, are more isolated from the rich than the poor in central Mumbai: 37% of the poor live in zones 5 and 6, whereas only one-fifth of higher incomes do. Wages for skilled and unskilled labour are generally lower in zones 5 and 6 than in the central city, and it appears that unemployment rates for poor males are also higher in these zones. The lower cost of slum and chawl housing in zones 5 and 6 may partly compensate for lower wages; however, a larger proportion of workers in poor households leave zones 5 and 6 to work compared to poor workers in other zones. Commuting distances are much higher for poor workers in the suburbs than for poor workers in zones 1-3.

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URBAN GRAIN

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URBAN GRAIN

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New York

London

Rome

Venice

Tokyo

New Delhi

Mumbai

Dharavi

CLUSTER DEVELOPMENTS WITH YARDS LINEAR - CLUSTERED DEVELOPMENT

LINEAR DEVELOPMENT (BACK TO BACK) LINEAR DEVELOPMENT

RESIDENTIAL DENSE CLUSTER DEVELOPMENTS

COMMERCIAL PUBLIC AMENITIES

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HOUSING TYPOLOGY

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BROOM MAKERâ&#x20AC;&#x2122;S HOUSE TYPOLOGY

SPACE UTILIZATION

- First story usually used as a commercial area. - Second Storey are living quarters - May come in more then 2 stories

TYPICAL HOUSE CONFIGURATION

SECOND STOREY PLAN

- The upper floors are generally rented out to another family. And is usually access by the ladder outside. -When ladders are not seen outside it means that both stories are own by the same owner. - Ground storied houses have access to back yard areas and streets

MATERIALS FIRST STOREY PLAN Section through two typical homes. The ground floor consist of workspaces, living areas and waashing areas. Upper oors consist of bedrooms and storages.

SECTION

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- Ground storey houses are built with bricks - Two Story houses are built with tin sheets Roof constructions consist of tin sheets

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POTTERâ&#x20AC;&#x2122;S HOUSE TYPOLOGY TYPICAL HOUSE CONFIGURATION

- Long Narrow Space - Single / Double Storied - Mostly Storage Spaces - Shopfront faces the streets - Linear settlement

SPACE UTILIZATION

- Spaces between two inear rows houses would double up as storage space and workspace - Uses street pavements as display shelves

SECOND STOREY PLAN

MATERIALS

- Floor: Bricks, Wooden Frames and Tin Sheets -Upper stories: Wooden, Steel Frames cladded with tin/cement sheets - Roof : Corrugated cement/ tin sheet

FIRST STOREY PLAN The rear of the home is an internal street with kilns where pots are fired. The work areas are located at the back of the house along the internal street.

A Section through a typical home. The home fronts an external street, where the shopfront is located.

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SECTION

INDUSTRIAL HOUSE TYPOLOGY SPACE UTILIZATION

FOURTH STOREY PLAN

- First story usually used as storage - Second and Third stories are used as workspace/-factory/residential -Fourth Floor (highway level) occupied as shop front.

THIRD STOREY PLAN

MATERIALS

- usually 3 to 4 storied structure with framework of steel sections and walls of plywood/tin sheets and bricks. - Roof: made of tin sheets - steel ladder like staircase.

SECOND STOREY PLAN

FIRST STOREY PLAN

SECTION

The first and second doors of homes fronting the main street are typically shops or workshops; upper stories (shown in cross section)are private zones.

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SRA HOUSING TYPOLOGY Maharashtra Housing and Development Authority (MHADA) is an Indian organisation established in 1977. Since then, it has been engaged primarily in constructing and selling housing to low and middle income groups in urban and semi-urban areas. In Mumbai, it has constructed about 30,000 housing units. Recently MHADA has come out with a low cost housing scheme offering 2,593 apartments in Mumbai and Mira Road in its May 2012 Lottery Scheme.

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LIFT

BATH WC CORRIDOR

LIVING/ DINING BEDROOM ENCLOSED BALCONY

KITCHEN

STAIRCASE BUILDING PLAN

SECTION

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INFRASTRUCTURE

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WATER It is known fact that the water systems in Dharavi are still sorely lacking. In Dharavi, individual access to water is a privilege. Wastewater treatment is also appalling, in that open drains are allowed to simultaneously carry sewage and stormwater. Sewage drains are frequently contaminated by pollutants from industries. Currently, the Brihanmumbai Municipal Corporation (BMC) establishes official water connections for the residents. Each water connection requires about 5 households to contribute around 3500 rupees to be approved. Bribery has typically made water connections more costly, and most of Dharaviâ&#x20AC;&#x2122;s residents rely on communal water sources. Water is distributed by BMC in the mornings for approximately 2 hours at varying times in different areas. The quality of the water connection depends on the proximity of the house to the main water pipe. However, this provision is not consistent and imposes stress on the residents. During these times, residents have to purchase water from stores or tankers. _ 56

ELECTRICITY Dharavi ranks high in its number of incidents of power theft, registering about 1,557 cases between 2006 and 2013. Plans have be made to privatise power supply to Dharavi on the lines of Bhiwandi with the aim of eradicating power thefts. The Brihanmumbai Electricity Supply and Transport (BEST) is the official power distributor to Mumbai, and has drawn up a plan to segregate Dharavi from the rest of the city to enable convenient distribution by a private company. It is reported that most of the power thefts occur deep within the slum pockets, and results in losses up to Rs 30 crore per year. However, power thefts are difficult to track and at times, even the police are in collusion with the slum dwellers to steal electricity.

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SANITATION There is an inadequate provision of communal toilets in Dharavi, each of which may serve as many as 800 people. Joining efforts with local and international NGOs, the communal latrines were built by female construction workers living within the slums. Construction costs were thus only 40% of the charges offered by private contractors. Residents pay only 2 to 5 rupees per month for cleaning and maintaining their new facilities. The Bombay Municipal Corporation (BMC) has promised the construction of 2,000 more latrine blocks. For many years before the government intervened, residents exploited the Maharashtra Nature Park Society (MNPS) footpath as an open toilet. Locals defecated there in the wee hours of the morning to save money. Open defecation was practised despite it being unsafe, especially for women who had to endure the preying eyes of men. Moreover, BMC sanitation workers only clean up the area periodically, so the faeces would be left there for a few days at a time. The government has begun to impose fines on perpetrators. _ 58

WASTE DISPOSAL According to the Mumbai Metropolitan Regional Development Authority (MMRDA), Mumbai residents generate 11,209 tonnes of waste a day, and the vast majority is collected and processed in Dharavi. Waste management is almost entirely supported by informal labour. The ragpickers or “waste-pickers” hand-sort and sell waste from homes, landfills and street containers. It is estimated that 20% of Dharavi’s inhabitants are involved in the process of waste management in some way. Recycling is said to have provided nearly 25 times more jobs than landfill or incineration, and thus provides exponential economic, social and environmental benefits. Recycling is not only a green job, but also a highly skilled one. The expertise of Dharavi’s recyclers cannot be belittled as more than 50 types of plastic are efficiently sorted daily by the sense of touch alone.

_ 59

ROAD NETWORK

_ 61

_ 62

STREET SECTION

_ 63

_ 64

MANGROVE / EXPRESSWAY SECTION

_ 65

SRA PROPOSAL

_ 67

I Plot 1 2200 msq

Flat 2200 msq Plot 2 2200 msq

I _ 68

SRA COMPARISON

SINGLE STOREY

40MSQ

DOUBLE STOREY

14MSQ

1 Family

flat Flat

2200 msq SINGLE STOREY

40MSQ

SINGLE singleSTOREY storey

DOUBLE STOREY

1 FAMILY

2 FAMILIES

DOUBLE STOREY

14MSQ

1 Family

14MSQ

1 Family

SINGLE STOREY

DOUBLE STOREY double storey

plot 22 1Plot FAMILY

2 FAMILIES

2200 msq

_ 69

SRA COMPARISON

Flat 2200 FLAT msq

2200 msq

SRA masterplan

13 Units/Level x 7 Residential 13 Units/ Level Levels Residential Levels x 7 91 Residential Stories 91 Residential Units

Plot 1 PLOT 1 2200 2200 msq msq

PLOT 2 2200 msq 2200 msq

179 Units/Level x 2 Residential 179 Units/ Level Levels x3582Residential Residential Levels Stories

165 Units/Level x 1652Units/ Residential LevelLevels ResidentialStories Levels x 330 2 Residential

358 Residential Units

17% of Dharavi catered for rehabilitation units under the current SRA masterplan. 469,000msq out of 2,458,000msq Assuming each typical SRA block takes up 2200msq, with 91 residential units per block, SRA is catering for 19,400 residential units under its current masterplan. This figure can only replace only 16% of the current dwelling units. Furthermore, through analysing a typical plot, the SRA block can only house less than a third of the slum dwellings given the same plot size. One of the studioâ&#x20AC;&#x2122;s main objectives is to develop a scheme that can accommodate the existing dwelling units in Dharavi, whilst increasing their unit size threefolds to 30msq. _ 70

Plot 2

330 Residential Units

SRA MASTERPLAN 5

4 3

2 REHAB + AMENITY

17%

REHAB + AMENITY

EXCLUDED PROPERTY

17%

44%

ROAD AREA

21%

OPEN SPACE

OPEN SPACE INDUSTRIAL REHAB 1%

EXCLUDED PROPERTY

SALES 29%

26%

INDUSTRIAL REHAB

SALES

26%

29%

_ 71

VISION FOR DHARAVI

_ 73

PRESERVE GENIUSToLOCI AND TO ACHIEVE GOOD URBAN LIVING TO ESTABLISH STRONG Tprovide O PROVIDE A a levelling socia establish strong connections between To To establish strong connections To i and character To achieve good urban living Preserve genius loci and character To achieve good urban livingSOCIALbetween CHARACTER OF EXISTING DHARAVI CONNECTIONS WITH DHARAVI LEVELLING ENVIRONMENT AND THE RESTand OF MUMBAI Dharavi and the rest of Mumbai Dharavi the rest of Mumbai of existing Dharavi

Dharavi is a place with a Our studio aims to improve Dharavi is currently a self- of Dharavi by colourful urban fabric, woven haravi is a sustaining place withcommunity a the liveability ur studio aims to improve the thatutilities over generations. Once a purely redesigning colourful urban fabric that has been liveability of Dharaviasbyamenities redesigning contributes significantly to the comfort levels immigrant settlement, improving woven together over people generations. and utilites as amenities and improving Mumbai’s economy, butquarters. is largely have abuilt their families and lives ofthe living feature Once purely immigrant settlement, comfort levelsAofkey living quarters. ignored as part of Mumbai’s here. This urban fabric has been of present Dharavi is how the residents have built their families A key feature of present Dharavi crafted by in theDharavi. people, with society. studio aims to create occupants use their communal and lives TheitsOur urban is the usage of communal spaces maze-like networks, and a layered physical and social connections spaces, however constricted or fabric that has been crafted by by residents, to meet chat, play streetscape characterises the between Dharavi andinteract, the restdespite of limited, to meet, chat, play and the people,that with its maze-like and these spaces existing Dharavi. Consequently, interact. Our studio believes in Mumbai to ensure a functioning networks and layered streetscape being limited or constricted. Our we believe the emulation the promoting theseincommunal role ofofDharavi. Dharavi in Mumbai’s characterises the existing studio believe promotingareas, these existing street pattern would while ensuring better quality of a Consequently , we believeof the communal areas while ensuring network urban relationships. preserve the genius loci of Dharavi, emulation of the existing street life. better quality of life. and secure a strong memory of the pattern would preserve the genius past. loci of Dharavi, and secure a strong memory of the past .

d e

avi, he

_ 74

Our studio aims to improve India is known for having a great Dharavi is currently a selfthe liveability of Dharavi by haravi is currently a selfdisparity rich and the ndiabetween is known the for having a great sustaining community that redesigning utilities as amenities sustaining significantly communty that its rich and poor. poor.disparity Clearlybetween seen now in Dharavi, contributes to levels and improving the comfort contributes to Mumbai’s economy, Thissurrounding is also apparent areas in areDharavi, being Mumbai’s but largelywhere of livingeconomy, quarters. A keyisfeature however, it is largely ignored where its surrounding areas developed for high-end use, our are ignored as part of Mumbai’s of present Dharavi is how the and neglected in aims considerations undergoing highbelieves development that our planforfor society. Our studio to createstudio their communal of occupants Mumbai’s use society. Our studio end use as land is in high demand. physical and social connections spaces, however constricted or Dharavi is a key opportunity to aims to create physical and social Our an studio believes that our plan environment between and theplay restand of provide limited,Dharavi to meet, chat, connections between Dharavi and for Dharavi is a key opportunity where both the rich and poor Mumbai to ensure a functioning studio theinteract. rest of Our Mumbai tobelieves ensure in that to provide an environment promoting these communal areas, role of Dharavi in Mumbai’s can integrate, thus alleviating the Dharavi is functionally integrated where both the rich and poor can while ensuring better quality ofdisparity. network of urban relationships. in Mumbai’s network of urban integrate, thus helping to alleviate

life. relationships.

the disparity between economic classes.

Ind dis po wh de stu Dh pro wh ca dis

open spaces

back streets

STREET LIFE

OPEN SPACE

BACK STREETS _ 75

_ 76

OPEN SPACE STRATEGY

mosque facing mecca

hindu temple eastward entrance

_ 77

KEY STRATEGIES

_ 79

KEY VALUES

s key of masterplan values of masterplan

human

scalehuman scale

values of masterplan key values key of masterplan

community

walkability

< 400 meter < 5 minutes

road and buildingroad regulations are sensitive and building regulations are sensitive to human scale toto ensure street human scalequality to ensure street quality

_ 80

accessibility

< 400 meter < 5 minutes

existing communities are valued and retained existing communities are valued and retained pedestrian mobility is optimised to eliminate pedestrian mobility is optimised to eliminate vehicular dependency and congestion vehicular dependency and congestion

decentralised amenities to enhance decentralised amenities to enhance accessibility diversify user options accessibility and diversify user and options

GLOBAL CONCEPTS shifting dharaviâ&#x20AC;&#x2122;s stigmatised status by establishing strong connections with surrounding city

maintaining the rhythm of vehicular and pedestrian flux and flow

activation of mangrove to encourage integration of vibrant landscape

preserving dharaviâ&#x20AC;&#x2122;s genius loci while improving liveability with enhanced daylight and ventilation

sensitivity to exisiting community structures and neighbourly camaraderie

_ 81

GREEN SPINE

_ 83

18th century map Historically even before the 18th century, numerous creeks ran through Dharavi, as Dharavi existed as a group of fragmented islands. In our plan, the old river lines were extrapolated to guide the implementation of new nalas into Dharavi. Nature is thus returned to Dharavi by unearthing its historical river assets. Consequently, several urban gestures have been executed to integrate the mangrove and river into the urban fabric as open civic spaces that improve the quality of life for the Dharaviâ&#x20AC;&#x2122;s inhabitants. The new nalas within Dharavi will be flanked by promenades to create river-walks that perform as respites from the high-density urban environment comprising of compact low-rise blocks and narrow streets. A major boardwalk straddling the mangrove also creates ample access into the mangrove. Bike trails run the periphery of the mangrove, and seep into the nala promenades to allow for an enjoyable cycling experience. Within the mangrove, a research centre-cum-viewing tower has been planned for further interaction and exploration of the mangrove.

_ 84

existing nala

proposed nala

proposed green spine

The developments surrounding the mangrove react to the hive of activity generated by pedestrian decks; arts and civic amenities are scattered along the built spine across the primary road. The expressway, which was previously elevated at four storeys high, is proposed to be levelled with the ground to promote better visual connectivity with the mangrove, as well as better community placement at a horizontal stratum. It is envisioned that the commercial and civic activities along the primary road will spill out onto a large promenade which amalgamates with the activities by the mangrove. At the major road intersection between the primary road and the river promenade, two major civic buildings, a theatre and mediatheque act as a gateway into Dharavi from the Bandra Kurla Complex. These active strategies have been collectively employed not only to implement infrastructures of necessity, but also well-designed amenities that benefit the urban environment. On the east side of the mangrove, next to the former bus depot, the area is zoned for recuperative purposes, which will be maintained as quiet places of rest and recuperation. This site is ideal for the placement of hospitals and rehabilitative centres. _ 85

WATER RETENTION

_ 86

MARINE WATERFLOW

_ 87

MANGROVE PROMENADE ACTIVATION

_ 88

MANGROVE MASTERPLAN

_ 89

_ 90

PROMENADE SECTIONS

_ 91

MOBILITY

_ 93

existing road network

_ 94

existing road & expressway

expressway ‘big dig’

primary road

secondary road

overall road plan

_ 95

TRAFFIC Sitting on the crossroads of two major expressways, many vehicles pass through Dharavi as a means of a shortcut. However, existing industries along the major arteries choke up the main access for such vehicles passing through. Major choke points occur at the various intersections at any time of the day. A key strategy for the masterplan of the road network is to reduce such choke points to ensure smooth flow in traffic.

weekend morning

weekday morning

weekend afternoon

weekday afternoon

_ 96

fast

slow weekday 1600hrs

_ 97

BIG DIG : MADRID RIO

The project of urban renewal and river restoration Madrid RĂo seems to be very socially successful with regard to its capacity to convey an urban identity and to structure a big area critical to the city. The ambitious operation of environmental restoration and urban renewal in the Manzanares river banks was launched from the City Council with the ultimate purpose of achieving a new integrating urban axis for the city. (Fig.1). The main aspect of the project was the burying and enlargement of one of the belt roads in the city (M30 highway). connecting existing green areas including urban parks and heritage gardens. The urban operation opens up the city towards south and west and integrates the river into the urban scenery. Six existing green areas are joined through a wooded walkway that runs across the project from north to south. The operation implements a large amount of urban facilities as 33 sporting fields, 17 children areas, 3 fitness circuits, 7 petanque games, 12 game tables, 3 cultural event platforms and an Exploration Centre of Manzanares River. This project recovers a space for pedestrian use that was until now dominated by high speed roads.

_ 98

bicycle lane primary road secondary road expressway bus route bkc tram line dhv tram line train line transport hub

_ 99

_ 100

MANGROVE SECTION

_ 101

ad:

www.BereikBaardelft.nl /

PRIMARY AND SECONDARY ROADS Delft heeft momenteel te maken met diverse bouw- en onderhoudsprojecten. Op de website www.bereikbaardelft.nl leest u waar en wanneer er wegwerkzaamheden, bouwactiviteiten of evenementen in Delft zijn. De site biedt dagelijks actuele informatie over de bereikbaarheid van de stad met de auto, fiets en openbaar vervoer, zodat u daar bij de planning van uw reis rekening mee kunt houden. De website geeft bovendien informatie over de parkeermogelijkheden in Delft.

vrijwel geen e binnenstad m te winkelen ardigheden

AS S TT E N R .

designated car garages

H ST O E EE F G IJ

NKE M LA AA R

het ‘autodit gebied atbeeld. De is wel toeganan goederen o vervoerd n of brengen s. en stapvoets eren. Pollers in uwe gebied.

delft’s car free zone

de fiets het w fiets veilig n op de Oude

JE PL

TA G

oer

in, bus en minuten Tramlijn 1 nding met ingen. Vanaf Leidschenan rijden. De zz verzorgen t. den in de binjnen te maken g voor actuele

NG HOREG F AT

DIJ

bicycle garage 4

E PP PO

nstad komt, A13 of afslag ‘Centrum’. erroute omt u bij de orte loopafnswaardigheVanaf april e open. Aan ebied zijn eerplaatsen.

G EE ST

Legenda

BUSSTATION

autoluwplus/voetgangersgebied Autoluwplus is wel bereikbaar voor het laden en lossen van goederendie moeilijk anders dan per auto vervoerd kunnen worden of voor het halen of brengen van iemand die slecht ter been is.

voetgangersgebied,fietsen somstoegestaan parkeerroute kort parkeren, maximaal 60 minuten (€ 2,50 per uur) parkeren bezoekers (€ 2,50 per uur)

Nieuwe Koepoortgarage open

eenrichtingsverkeer

parkeerplaatsen bewaakte fietsenstalling

De nieuwe overdekte Koepoortgarage aan de oostrand van de Delftse binnenstad opent eind april haar deuren. Het is de ideale locatie van waaruit u in een paar minuten wandelen naar hartje centrum loopt, langs tal van leuke winkeltjes. Komt u vaker in Delft, bekijk dan ook eens de mogelijkheden voor een kortingskaart of abonnement. De tarieven zijn hetzelfde als die van de Zuidpoort- en Phoenixgarage. Meer informatie: www.parkingdelft.nl.

Dharavi is known for its maze-like roads and narrow alleys. In order to generate the secondary roads, Dharavi’s existing cluster and community lines were extracted in order to preserve some form of memory in these signficant social lines. ES

TR SS

EID

NIJ

(€ 2,00 per uur of € 12,00 per dag)

in de garage kunt u achteraf per kwartier afrekenen.

1 2 3 4 5 6

Zuidpoortgarage Phoenixgarage Koepoortgarage Gasthuisplaats Paardenmarkt Verlengde Nijverheidsstraat (tot nader bericht gratis)

800 plaatsen 205 plaatsen 330 plaatsen 170 plaatsen 200 plaatsen 200 plaatsen

Toeristen Informatie Punt

Parkeerterreinen en garages:

meentedelft. der op bij de

For the proposed road network, primary roads allow all vehicles and pedestrians, while secondary and tertiary roads prioritise the pedestrian, with the exception of service vehicles, much like Delft’s secondary roads. There will be ample public transport to cater to the large population of Dharavi. Car and bicycle garages will be provided for at the main entrances into Dharavi. We envision it to be a place where people do not find it necessary to rely on the automobile. _ 102

bicycle lane primary road secondary road expressway bus route bkc tram line dhv tram line train line transport hub

_ 103

STREET STUDIES

New York

_ 104

Tokyo

Barcelona

Paris

_ 105

primary roads

_ 106

_ 107

primary roads

_ 108

secondary road

capillary road

_ 109

_ 110

NALA SECTION

_ 111

URBAN NETWORK

_ 113

train network

_ 114

bus network

tram network

bicycle network

_ 115

TRAIN AND BUS NETWORK One strategy used in bridging the physical and social connections between Dharavi and the rest of Mumbai is by use of the transport networks. Mumbai has in place a functioning and well used public transport system. The bus and train networks have been maintained in the proposal; moreover, a tram system has been proposed to allow for greater access into Dharavi, as well as out of Dharavi to the nearby BKC. The creation of a transport hub where the 3 modes of public transport meet serve to further smoothen out tensions within the society as it provides an open place where people of different social levels may come together.

_ 116

bicycle lane primary road secondary road expressway bus route bkc tram line dhv tram line train line transport hub

_ 117

PROPOSED TRAM NETWORK: CASE STUDY 200m

175m

melbourne yarra tram system

- Largest tram system in the world - Most use form of public transport in Melbourne - Tram lane are on dedicated lane, allowing higher tram speeds and specially fitted traffic lights for use in peak times

_ 118

toronto streetcar system

- Oldest and largest such system in the Americas in terms of ridership, number of cars, and track length. - Runs in loop services - Concentrated primarily in downtown and cityâ&#x20AC;&#x2122;s waterfront. - Route shares with car traffic which causes

dhv line 14 stops 5.4 km 27 mins bkc line 17 stops 6.9 km 35 mins bicycle lane primary road secondary road expressway bus route bkc tram line dhv tram line train line transport hub

speed 16 km/h interval 4 mins 30s per stop capacity 200 pax per tram 40 pax per car 3000 pax/hr per

_ 119

COLOBA

ST AYANI SCHOOL

OPTIONS

via BKC Line

2.20 km 13 mins

via Sion Nala XCNT

1.80 km 5 mins

via DHVX Nala CNT

1.1 km 4.4 mins

_ 120

COLOBA

ST AYANI SCHOOL

OPTIONS

via BKC Line

2.20 km 13 mins

via Sion Nala XCNT

1.80 km 5 mins

via DHVX Nala CNT

1.1 km 4.4 mins

_ 121

PROPOSED INFRASTRUCTURE

_ 123

PRIMARY ROAD

_ 124

SECONDARY ROAD

_ 125

_ 126

INFRASTRUCTURE

_ 127

NALA

_ 128

PROMENADE

_ 129

CIVIC INFRASTRUCTURE

_ 131

_ 132

_ 133

PROPOSED MASTERPLAN _ 134

school hospital sports centre temple transport hub sports hub community cluster places of worship transport hub

EXISTING MASTERPLAN _ 135

GUIDELINES

_ 137

BUILDING AND STREET GUIDELINES

_ 138

_ 139

PROPOSED TYPOLOGY

_ 141

SITE COVERAGE

site coverage

_ 142

32.0 ha 13% of total area road network

191.5 ha 77.8% of total area plot area

22.4 ha 9.1% of total area green spaces

245.8 ha total area of dharavi

sqm

residential yield 19 plots 325267 sqm

total no. hh total area (ha)

4689 hh/level 13civic buildings 4689x 5 level =23,445 hh

23,445hh total no. hh = 32.5 ha total area (ha)

4689 hh/level 13civic buildings 4689x 5 level =23,445 hh

total projected households : 720.8hh/ha x 191.5 ha = 138,033hh total projected pax : 138,033hh x 5 pax = 690,166 pax 720.8hh/ha 23,445hh = = 720.8hh/ha 32.5 ha total existing households : 122,366hh total existing pax : 122,366hh x 5 pax = 611,830 pax (assume 5 pax per hh)

_ 143

urban grain development URBAN GRAIN DEVELOPMENT

_ 144

_ 145

RESIDENTIAL UNIT LAYOUT

_ 146

TYPOLOGIES

_ 147

TYPOLOGY DEVELOPMENT: LINEAR

urban block

_ 148

circulation block

light optimisation

ventilation optimisation

height variation

maximum occupancy

housing block

entrances

building block

circulation core

TYPOLOGY DEVELOPMENT : CLUSTER

urban block

light optimisation

height variation

circulation block

housing block

ventilation optimisation

maximum occupancy

entrances

building block

circulation core

_ 149

TYPOLOGY DEVELOPMENT: LINEAR-CLUSTER

urban block

_ 150

circulation block

light optimisation

ventilation optimisation

height variation

maximum occupancy

housing block

entrances

building block

circulation core

CELL BLOCK OVERVIEW

type 1 : linear block

type 2: cluster block

type 3: linear-cluster block

_ 151

_ 152

BUILDING AND STREET GUIDELINES : SECTIONS

_ 153

PHASING

_ 155

*no. of households _ 156

PHASING STRATEGY

Phasing As a preliminary stage of development, we earmarked industrial areas which are presently vacant like companies such as Johnsons and Johnsons for initial relocations. Key open areas that are left untouched by building construction include the cemetery in the South and the Mahim National Park.

_ 157

PHASE 1

*no. of households _ 158

PHASE 2

PHASE 3

PHASING STRATEGY

PHASE 4

PHASE 5

COMPLETION

_ 159

VISUALISATION

_ 161

EXISTING SITE

_ 162

_ 163

PROPOSED CIVIC BUILDINGS

_ 164

PROPOSED SCHOOL

_ 165

PROPOSED COMMERICIAL STRIP

_ 166

_ 167

_ 168

primary road

secondary road (nala)

secondary road

capillary road

_ 169

_ 170

_ 171

_ 172

_ 173

APPENDIX

_ 175

List of illustrations pg 6 Map of Bombay (1846) website: http://theory.tifr.res.in/bombay/images/Maps/bombay-map_1846.gif pg 15 URBZ & sP+a website: http://urbz.net/files/2015/02/ReclaimGrowth-sameeppadora2.jpg pg 16 Mumbai Property Index website: http://www.mumbaipropertyexchange.com/research/mumbai-property-index pg 17 Residential Property for Sale in Mumbai website: http://www.makaan.com/search/index?listtype=map&page=3&property_for=1&new_home_city=1&parentCityID=M2&localitybox=Mumbai&city%5B%5D=M2&property_type=1&bedroom%5B%5D=&budget_from=&budget_to= pg 22 Leather industries in Dharavi website: https://parvathinair.files.wordpress.com/2011/01/chamdrabazaardrying-1.jpg website: https://italiangoestoindia.files.wordpress.com/2010/12/sameer-mangtani1.jpg website: http://images.mapsofindia.com/my-india/2014/11/DSC_0241.jpg pg 26 Reality Tours, Slum Tours website: http://realitytoursandtravel.com/slum-tour.php pg 26 Slum Tour guide website: http://www.backpackwithbrock.com/wp-content/uploads/2014/05/Tour-Guide-Dharavi-Slum-e1402078265179.jpg website: http://www.travelandtourworld.com/wp-content/uploads/2013/12/Dharavi.jpg pg 27 IT girls website: http://www.buildingpeace.org/sites/default/files/B43pwmJIEAEwO5y.jpg website: http://static.dnaindia.com/sites/default/files/2014/10/11/274208-dharavi.jpg website: http://www.buildingpeace.org/sites/default/files/All%20Technovation%20girls.jpg pg 28 Art Scene website: http://cdn.theatlantic.com/assets/media/img/posts/2015/02/20150215_citylab_dharavi_biennial_opening0001/f0750392c.jpg website: http://cdn.theatlantic.com/assets/media/img/posts/2015/02/20150215_citylab_dharavi_biennial_opening0004/e19fb4605.jpg website: http://static.guim.co.uk/sys-images/Guardian/Pix/pictures/2014/11/27/1417083942180/b587852b-bc32-4206-b26d-17746b4fa733-1020x612.jpeg pg 29 Community Centre website: http://cdn.citylab.com/media/img/citylab/2015/02/20150215_citylab_dharavi_biennial_opening0012/lead_large.jpg?1425065668 website: https://jennifereaustin.files.wordpress.com/2015/01/img_3092.jpg website: http://urbz.net/files/2010/06/D48.jpg

_ 176

pg 32 Bandra Kurla Complex website: http://images.inmagine.com/600wm/iris/dinodiarf-021/ptg01969387.jpg pg 33 Mangrove website: http://images.inmagine.com/400nwm/iris/dinodiarf-021/ptg01969407.jpg pg 96 Madrid Rio, West 8 website: http://www.west8.nl/projects/madrid_rio/ pg 100 Delft Case Study website: http://www.delft.nl/delften/ pg 102 Street Studies (New York) website: http://3.bp.blogspot.com/_5yT-HGxp5uo/TJq19K6a0WI/AAAAAAAAD2g/_y-aRKPe6rA/s1600/NewYorkBroadwayStreetScene+(1+of+1).jpg pg 102 Street Studies (Tokyo) website: http://www.newworldeconomics.com/archives/2014/041314_files/tokyoRNS1.jpg website: http://www.tropicalisland.de/japan/tokyo/images/NRT%20Tokyo%20-%20secondary%20street%20near%20Tokyo%20Station%20early%20in%20the%20morning%20 3008x2000.jpg pg 103 Street Studies (Barcelona) website: http://www.google.com.sg/imgres?imgurl=https://photos.travelblog.org/Photos/37201/170822/f/1256148-Busy-Barcelona-Street-0.jpg&imgrefurl=https://www.travelblog.org/Photos/1256148&h=400&w=600&tbnid=zBYj97lgRJMTEM&tbnh=183&tbnw=275&usg=__8ZcCqsibA5Hg02mABfJydAGgF20=&hl=en-SG&docid=1Gdg5ATLfvnPsM website: http://www.selected-property.es/blog/wp-content/uploads/barcelona-overview-street-trip.jpg pg 103 Street Studies (Paris) website: http://images.northrup.org/picture/xl/paris-street/paris-street-2.jpg website: http://www.andrewalexanderprice.com/images/blog59-5.jpg pg 116Case Study Trams website: http://www.urbanrail.net/am/toro/tram/4403-4549-mt.jpg pg 124 Pneumatic Waste Collection System website: http://archives.thestar.com.my/archives/2011/5/19/central/m_2grap.jpg pg 124 District Cooling website: http://www.keppeldhcs.com.sg/theme/default/image/KDHCS_DistrictCoolingSystem.jpg website: http://www.constructionweekonline.com/pictures/district-cooling-plant.jpg website: https://www.yatzer.com/sites/default/files/article_images/2285/Marina-Bay-Sands-Architecture--Moshe-Safdie-Singapore-yatzer_2.jpg pg 124 District Heating website: http://www.linn-energy.co.uk/images/DistrictHeatingDiagram.jpg website: https://upload.wikimedia.org/wikipedia/commons/c/c2/Pre-installation_insulated_underground_pipes_for_district_heating.jpg

_ 177

List of illustrations pg 124 Induction Charging website: http://insideevs.com/wp-content/uploads/2013/03/evcharge02-1363111346670.jpg website: http://assets.inhabitat.com/wp-content/blogs.dir/1/files/2014/07/BMW-Inductive-Charging-0003.jpg website: http://ichef-1.bbci.co.uk/news/624/media/images/72149000/jpg/_72149459_electric_bus_624_v2.jpg pg 125 Pod System website: https://bt301.files.wordpress.com/2011/12/stansted-airport.jpg pg 130 Oslo Oprea House website: http://theatreprojects.com/files/news/project/osloopera-1-thumb.jpg website: https://upload.wikimedia.org/wikipedia/commons/d/d8/9_of_10_-_Opera_House,_Oslo_-_NORWAY.jpg pg 130 Existing Hospitals website: http://educrib.com/uploads/62692441a73c6a0998942bbec28d3fa7LokmanyaTilakMunicipalMedicalCollegeLTMMCMumbai_cover.jpg website: http://content1.jdmagicbox.com/mumbai/q5/022pxx22.xx22.110314120908.g1q5/catalogue/1ed3e704061115b169f2912be4cfe081.jpg pg 130Heathcare website: http://educrib.com/uploads/62692441a73c6a0998942bbec28d3fa7LokmanyaTilakMunicipalMedicalCollegeLTMMCMumbai_cover.jpg website: http://content1.jdmagicbox.com/mumbai/q5/022pxx22.xx22.110314120908.g1q5/catalogue/1ed3e704061115b169f2912be4cfe081.jpg

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References 1. “Life in a Slum.” BBC News. February 20, 2005. Accessed November 12, 2015. http://news.bbc.co.uk/2/shared/spl/hi/world/06/dharavi_slum/html/dharavi_slum_intro.stm. 2. Yardley, Jim. “Dharavi: Self-created Special Economic Zone for the Poor.” Deccan Herald. November 7, 2011. Accessed November 12, 2015. http://www.deccanherald.com/content/216254/dharavi-self-created-special-economic.html. 3. Risbud, Neelima. “The Case of Mumbai, India.” August 14, 2011. Accessed November 12, 2015. http://www.ucl.ac.uk/dpu-projects/Global_Report/pdfs/Mumbai.pdf. 4. “Mythologies of Mumbai.” Mythologies of Mumbai. September 1, 2007. Accessed November 12, 2015. http://mapmythologies.pukar.org.in/. 5. Jacobson, Marc. “Dharavi.” National Geographic Magazine. May 1, 2007. Accessed November 12, 2015. http://ngm.nationalgeographic.com/2007/05/dharavi-mumbai-slum/jacobson-text. 6. Bhasin, Madhavi. “Dharavi Girls Create Mobile Apps Through Technovation.” Technovation. March 30, 2015. Accessed November 12, 2015. http://www.technovationchallenge.org/ dharavi-girls-create-mobile-apps-through-technovation/. 7. Srivasta, Rahul. “URBAN TYPHOON Koliwada/ Introduction.” URBAN TYPHOON Koliwada/ Introduction. April 15, 2003. Accessed November 12, 2015. http://www.urbantyphoon. com/koliwada.htm. 8. Narain, Priyanka P. “Everyone Wants a Slice of the Dharavi Pie.” Livemint. April 1, 2008. Accessed November 12, 2015. http://www.livemint.com/Politics/9ZSM4bLs9cMETW3pkdW7wO/Everyone-wants-a-slice-of-the-Dharavi-pie.html. 10. “The Best Idea to Redevelop Dharavi Slum? Scrap the Plans and Start Again.” The Guardian. February 18, 2015. Accessed November 12, 2015. http://www.theguardian.com/cities/2015/feb/18/best-ideas-redevelop-dharavi-slum-developers-india. 11. “Urban Typhoon Workshop - Koliwada to Dharavi.” March 23, 2008. Accessed November 12, 2015. 12. “Water Systems in Dharavi | URBZ.” Water Systems in Dharavi | URBZ. August 14, 2011. Accessed November 12, 2015. http://urbz.net/dharaviwater/. 13. Naik, Yogesh. “Dharavi Electricity Supply Will Be Privatised Soon.” Dharavi Electricity Supply Will Be Privatised Soon. February 24, 2007. Accessed November 12, 2015. http://epaper.timesofindia.com/Repository/ml.asp?Ref=VE9JTS8yMDA3LzAyLzI0I0FyMDA0MDQ=&Mode=HTML&Locale=english-skin-custom. 14. “India, Mumbai: Tackling Open Defecation in Dharavi.” Sanitation Updates. June 29, 2011. Accessed November 12, 2015. https://sanitationupdates.wordpress.com/2011/06/29/ india-mumbai-tackling-open-defecation-in-dharavi/. 15. “Invisible Heroes of Dharavi.” India’s Recycling Heroes. August 26, 2010. Accessed November 12, 2015. https://www.chinadialogue.net/article/3790-Invisible-heroes-of-Dharavi-. 16. “Water and Sanitation - Commentary.” Water and Sanitation - Commentary. Accessed November 12, 2015. http://www.unicef.org/pon97/water5.htm. 17. Saglio-Yatzimirsky, Marie-Caroline. Dharavi, From Mega-Slum to Urban Paradigm. New Delhi: Routledge, 2013.

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Statistics for Dharavi

ANALYSIS REPORT OF RESIDENTIAL HUTMENTS DHARAVI

 





 75050  58513    

Population Distribution

Female

58513

44%

56%

75050

Male

      

    



80000

25000

20000

15000

10000 5000

19432

11979 8730

10000

3565

5000

1168

0 0 - 5000

_ 180

60000

Responded

Family Income

25000

% Families

         

40000



Families

     

20000

5000 10000

10000 - > 15000 No Data 15000 Income (Rs)

0 0 - 5000

5000 - 10000

10000 15000 Income (Rs)

> 15000

No Data

      9809       185  424   2695

Responded 25000

20787

20000

20787

15000

10974

9809

10000

2695

D at o N

st dd

n Bu

hi rs tia

us M

Migration Region

25000

Responded

25000

20000

15000 15000

Families

10000

5000 0 a D at o

Ea or th N

Region

h ut So

or th N

as ht

5000

ar ah

            

Families

         



     

lim

u in d H

10974

424 185

er s

5000

                





0 Maharashtra

North

South Region

NorthEast

No Data

_ 181

 Responded 35000 35000

30000

25000

20000

% Families

15000 10000

20000 15000 10000

5000

0 <= 10 years

_ 182

<= 10 years

25000

20000

15000

Families

25000

10000 5000

>= 10 years Years

No Data

Responded

10000

5000

No Data

Ground + 2 + Terrace

Floor

Ground + 2

Ground + 1 + Terrace

Ground + 1

0 Ground + Terrace

No Data

Floor

Ground + 2 + Terrace

Ground + 2

Ground + 1 + Terrace

Ground + 1

Ground + Terrace

0 Ground Floor

                          

No Data



Families

         

>= 10 years Years

Ground Floor

                

Families

   

                   





Responded

White

No Data No Data

Others

        

Responded

35000 30000

35000

25000

30000

20000

25000

15000

20000

Families

       

Families

   



10000

15000 10000

5000

0 Individual

Public Ownership

No Data

0 Individual

Public

No Data

Ownership

_ 183



Responded

30000 25000

30000

20000

25000 20000

15000

Families

                   



10000

15000 10000

5000 5000

0 Metered

Others

No Data

Metered

Source

25000

20000

15000

Families

   

10000 5000

Responded

10000

5000

0 Individual

Others Source

_ 184

No Data



Families

                

Others Source

No Data

0 Individual

Others Source

No Data

  

        

 3291

>= 27.85 sq m

3291

          < 27.85 sq m

41583

10000

20000

30000

40000

50000

_ 185

_ 186

Sanctioned Development Plan 1981-2001

_ 187

_ 188

_ 189

_ 190

_ 191

SRA Proposal

PLAN NO .

_ 192

Sca le :

1 : 10,000

PAGE NO. - 81

PLAN NO .

Sca le :

1 : 10,000

PAGE NO. - 87

_ 193

AREA: 400 SQ.M. (G+1)

WC+GYM+ CH+LIB

INDUSTRIAL REHAB

ROAD P.G.

REHAB MALL

AMENITY PLOT R.G.

SALE

NALLA

REHAB+AMENITY

• •••••

EXCLUDED PROPERTY

RENEWAL AREA

REHAB RM

AREA: 2511.04 SQ.M. (G+2)

FROM MATUNGA

AREA: 6272.00 SQ.M. (G+4)

+D,+MH,POLY

RENEWAL AREA

PHASE - 2

SECTOR BOUNDARY

AD RO

P M D

W AD

REHAB

13.4

PHASE - 1

FROM MAHIM

M RO

.4 DP

13 DE

NA A LL

WI M

ID .4

W 30

NALLA

M OA

D PR

AREA: 140 SQ.M. (G)

PCKY

YESHUMANI ENGG.LTD.

DE D

_ 194 36 DP

ESTRELLA BATTERIES

NOTES

TATA RECEIVING STATION

PHASE - 3

FROM SION HOSPITAL

_ 195

WI (G+1)

AREA: 5201.64 SQ.M. (G+3)

VOC TOWER C.H.S.

SUBHASH NAGAR

AREA: 2230.00 SQ.M. (G+7)

AREA: 8109.18 SQ.M. (G+5)

• • • •• • • • • • • • • •

RAJIV GANDHI C.H.S.

AREA: 1995.00 SQ.M. (G+3)

AREA: 200 SQ.M. (G)

LIB

REHAB

+D,+MH,POLY

REHAB MALL

D OA DE R M 0.4 0

HINDU CEMETERY

POTTER INSTITUTE COMMON AREA

MUSLIM CEMETERY

AD I W M .

BUA: 3434.25 SQ.M. (G+2)

SALE

HT LINE

P.G. HW

ROAD

AMENITY PLOT R.G.

REHAB+AMENITY REHAB MALL

PARKING

EXCLUDED PROPERTY

PARKING

DISPENSARY & MATERNITY HOMES (G+3) AREA:6729.36SQ.MT.

+D.MH,POLY

(G+4) AREA: 16433.89 SQ.M. (G+4) AREA: 16433.89 SQ.M.

SECTOR BOUNDARY

REHAB

SHED COMPLEX (SPPL)

• • • •• • • • • • • • • •

(G+1)

NID & ITI

REHAB

RO DE

NEW NEHRU NAGAR

VIJAY NAGAR

AREA: 200 SQ.M. (G)

WC+GYM+CH

SHANTI NAGAR

NOTES

PARKING

SAMATA (B) CHS (SPPL)

PARKING

AREA: 1117.01 SQ.M. (G+1)

(G+1)

REHAB

PARKING

REHAB MALL

PARKING

REHAB

PRABHUDHA SAMTA

LAXMIBAUG JANATA NAGAR

RENEWAL AREA

AREA: 140 SQ.M. (G)

PCKY

EAST

PHASE - 2

ABHYUDAYA BANK

REHAB

. W

REHAB

PCKY

R.G.

SALE

P.G. NALA

ROAD AMENITY PLOT

REHAB MALL

• • • •• • • • • • • • • •

PCKY

SHAMA C.H.S.

VIVEKANAND C.H.S.

NOTES

A- TAGORE CHS

REHAB MALL

NAVJIVAN C.H.S.

AREA: 5898.05 SQ.M. (G+4)

MW IDE LBT C.H.S.

REHAB MALL

REHAB+AMENITY

REHAB

EXCLUDED PROPERTY

GANIBAN C.H.S.

BHARAT JANATA

WC+GYM+ CH+LIB

18.3 0

SATYAM, SHIVAM, SUNDARAM SACHINAM SPPL SCHEMES

REHAB

SECTOR BOUNDARY

REHAB

REHAB MALL

NETERWALA C.H.S.

JOHNSON & JOHNSON

LOKMANYA TILAK CORPORATION GENERAL HOSPITAL

+D,+MH,POLY

NAGREE APARTMENTS

ASHRA C.H.S.

BBS

• • • •• • • • • • • E• •R•

13 .40

NEHRU NAGAR (SRA)

• • • •• • • • • • • • • •

ROAD

30.4 M WIDE ROAD

WEST

KEY PLAN

RAJIV INDIRA C.H.S.

RENEWAL AREA

RAHEJA VAIBHAV

SURYODAY C.H.S.

WIDE

PHASE - 1 45.0 M

M W E ID

NORTH SOUTH

W M

E ROAD .4

36 M WID 36

_ 196 M W

PHASE - 4

KAMRAJ SCHOOL

+D,+MH,POLY

SIDDHIVINAYAK C.H.S.

PHASE - 3

36 DE M E

36 ID

PAGE NO. - 95

PAGE NO. - 97

NORTH SOUTH

KEY PLAN

WEST

_ 197

EAST

R.G.

SALE

ROAD

P.G.

REHAB+AMENITY

REHAB MALL AMENITY PLOT

EXCLUDED PROPERTY

SECTOR BOUNDARY REHAB

NOTES:

0 . 0

) ROAD P.G. HT LINE

REHAB MALL

AMENITY PLOT R.G.

REHAB+AMENITY

REHAB

SALE

EXCLUDED PROPERTY

KAMRAJ NAGAR

SECTOR BOUNDARY

(RA M JIV AHIM GA ND RG HI N AG

AR 4 5

. M

W ONGC BUILDING

PLAY GROUND

DHARAVI BEST DEPOT

• •••••

REHAB

PG GOLD FIELD PLAZA

REHAB

REVA FORT

.00

PCKY

REHAB

DE RO AD

REHAB

REHAB WIDE RO AD

E ROAD

• •••••

12.00 M.

RATNADEEP C.H.S.

9.15 M. WID

AD IDE

RO .W 0M 15.0

_ 198 REHAB

PMGP COLONY

PLAN NO .

REHAB

DHARAVI PUMPING STATION

RENEWAL AREA

E ROAD

PMGP COLONY

AD • • • •• • • • • • • • • • • • • • • • • • E ROAD

9.15 M. WID

M. WID E RO

9.15 M. WID

45.00

Sca le :

NOTES

REHAB

• • • •• • • • • • • • • • • • • • • • • •

1 : 4000

PAGE NO. - 99

MAHIM CREEK

PLAN NO .

Sca le :

1 : 10,000

PAGE NO. - 89

_ 199

Existing SRA Mapping

0.27 HA

0.32 HA

0.22 HA

0.16 HA

0.63HA 0.18HA 0.13HA

0.07HA

0.09 HA 0.34 HA

0.2 HA 0.38 HA

0.18 HA

0.63 HA 0.33 HA

0.67 HA

0.08 HA

0.08HA 0.12 HA 0.22 HA 0.05 HA

0.24 HA

0.11 HA 0.44 HA 0.10 HA

0.21 HA

0.06 HA

0.16 HA

0.76 HA 0.25 HA

0.48 HA

0.77 HA

0.28 HA 0.09 HA

0.20 HA

0.13 HA

0.23 HA

0.69 HA

0.69 HA 0.27 HA

0.25 HA

0.34HA

0.18 HA 0.31HA 0.16 HA

0.10 HA

0.25 HA

0.18 HA 0.28 HA 0.19 HA

0.39HA

0.24 HA

0.14 HA 0.13 HA

0.49 HA

0.23 HA 0.21 HA

0.44 HA 0.19 HA 0.35 HA 0.38 HA

0.15 HA 0.04 HA 0.08 HA 0.11 HA

_ 200

0.07 HA

0.34 HA

0.16 HA

0.16 HA 4.25 HA

0.13 HA

0.64 HA 1.53 HA 0.56 HA 3.56 HA

0.51 HA

0.15 HA 0.32 HA

0.09 HA

0.46 HA 7.70 HA 1.41 HA

these areas included in the road area and not as private properties

0.07 HA

Private Lands Mapping

4.73 HA

0.23 HA 0.25 HA

0.26 HA 0.25 HA

0.07 HA 0.09 HA

0.02 HA 0.14 HA

0.74 HA 0.29 HA

2.92 HA 4.50 HA

0.56 HA 0.63 HA

_ 201

Pukar Survey

list of communities 1. Rajiv Gandhi Nagar 2. Kala Killa 3. Naik Nagar 4. Shastri Nagar 5. Transit Camp 6. Dhobi Ghat 7. Kumbharwada 8. Muslim Nagar 9. Kamla Nagar 10. Chamda Bazaar 11. Gul Mohammed Chawl 12. Matunga Labour Camp 13. Mukund Nagar 14. Kunchikorve Nagar 15. Shahu Nagar 16. Bagicha 17. Soneri Maidan 18. Shahid Bhagat Singh Nagar 19. Kuttiwadi 20. Basweshwar Nagar 21. Shatabdi Nagar 22. Social Nagar 23. Mahatama Gandhi Nagar 24. Subhash Nagar 25. A.K. Gopal Nagar

home ownership status

Relative 3% Friend 1%

Rent 23%

Owner 74%

Data collected by PUKAR barefoot researchers. The survey was conducted in 25 communities of dharavi. From each community 20 individuals surveyed based on convenient sampling method. Total sample size is 500 individuals

_ 202

do the residents want redevelopment NO 3%

YES 97%

_ 203

what size of the house residents want after redevelopment

23.3 - 32.5sqm

38% 10%

32.6 - 41.8sqm 9%

41.9 - 55.7sqm >55.7sqm

_ 204

43%

_ 205

_ 206

Sector 3 Statistics

_ 207

MIGRATION AND RELIGION

_ 208

HOUSEHOLD FOOTPRINT

MOST % OF FAMILIES WITH HUT AREA >27.85 sq m

MOST % OF FAMILIES WITH TWO STOREY HOMES

_ 209

AMENITIES

MOST NO OF FAMILIES WITH INDIVIDUAL SANITARY FACILITY

_ 210

MOST % OF FAMILIES WITH INDIVIDUAL WATER SUPPLY

AMENITIES (CONT.)

MOST NO. OF FAMILIES WITH METERED ELECTRICITY

_ 211

Municipal Corporation of Greater Mumbai, India Megacities and Disater Risk _ 212

POTENTIAL HAZARDS TO MUMBAI CITY 1) Hydrological & Climatological Disasters •

Floods

•

Cyclones

•

Cloud Bursts

•

Sea Erosion

2) Geological Disasters •

Earthquakes

•

Landslides

3) Chemical & Industrial Disasters (Chlorine gas leak in July 2010)

4) Accident Related Disasters •Fires •Oil Spills •Major Building Collapses •Festival related Disasters •Air, Road & Rail Accidents

5) Epidemics •Malaria •Swine Flu •Gastroenteritis •Dengue

VULNERABILITIES OF MUMBAI CITY 

Insular Location



Physiographic constraints- city is confined to 350 Wedge



Large tracts of reclaimed land



Extreme population and structural density

_ 213

VULNERABILITIES OF MUMBAI CITY Rainfall Characteristics - Average 2363 mm/year Almost 60% of average rainfall during 2 months in a year Often 35-40 % in 2-3 events

 

Percentage of Annual Rainfall

Year / Month

June

July

August

September

2004

13.2

38.4

40.0

8.4

2005

21.0

43.7

10.2

25.1

2006

16.7

40.3

31.3

11.7

2007

37.0

20.4

25.7

16.9

2008

37.5

29.5

19.5

13.4

2009

14.8

48.7

13.4

23.1

23.4

36.9

23.4

16.4

Avg.

_ 214

RIVERS IN MUMBAI

Mithi River Oshiwara River Poisar River Dahisar River

_ 215

MARINE OUTFALLS CITY

_ 216

MARINE OUTFALLS SUBURBS

_ 217

_ 218

Bioswales

_ 219

Transportation Capacity

Fuel Properties Comparison _ 220

Alternative Fuels Data Center – Fuel Properties Comparison Gasoline/E10

Low Sulfur Diesel

Biodiesel

Propane (LPG)

Compressed Natural Gas (CNG) CH4 (majority), C2H6 and inert gases

Chemical Structure [1]

C4 to C12 and Ethanol ≤ 10%

C8 to C25

Methyl esters of C12 to C22 fatty acids

C3H8 (majority) and C4H10 (minority)

Fuel Material (feedstocks)

Crude Oil

Fats and oils from sources such as soy beans, waste cooking oil, animal fats, and rapeseed

A by-‐product of petroleum refining or natural gas processing

Underground reserves and renewable biogas

Gasoline Gallon Equivalent [4]

97% -‐ 100%

1 gallon of diesel has 113% of the energy of one gallon of gasoline.

1 gallon of propane has 73% of the energy of one gallon of gasoline.

5.66 pounds or 123.57 cu ft. of CNG has 100% of the energy of one gallon of gasoline. [2][5](q) 6.38 pounds or 139.30 cu ft. of CNG has 100% of the energy content of one gallon of diesel [2][5](q)

Energy Content (Lower heating value)

112,114 -‐ 116,090 Btu/gal (g)

128,488 Btu/gal (g)

B100 has 103% of the energy in one gallon of gasoline or 93% of the energy of one gallon of diesel. B20 has 109% of the energy of one gallon of gasoline or 99% of the energy of one gallon of diesel. 119,550 Btu/gal for B100 (g)

84,250 Btu/gal (g)

20,160 Btu/lb [2](q)

www.afdc.energy.gov

Liquefied Natural Gas (LNG) CH4 same as CNG with inert gasses <0.5% (r) Underground reserves and renewable biogas

Ethanol/E100

Methanol

Hydrogen

Electricity

CH3CH2OH

CH3OH

N/A

Corn, grains, or agricultural waste (cellulose)

Natural gas, coal, or, woody biomass

Natural gas, methanol, and electrolysis of water

Coal, nuclear, natural gas, hydroelectric, and small percentages of wind and solar

5.38 pounds of LNG has 100% of one gallon of gasoline and 6.06 pounds of LNG has 100% of the energy of one gallon of diesel (r)

1 gallon of E85 has 73% to 83% of the energy of one gallon of gasoline (variation due to ethanol content in E85). 1 gallon of E10 has 96.7% if the energy of one gallon of gasoline. [3]

1 gallon of methanol has 49% of the energy of one gallon of gasoline.

1 kg or 2.198 lbs. of H2 has 100% of the energy of one gallon of gasoline.

33.70 kWh has 100% of the energy of one gallon of gasoline.

21,240 Btu/lb (r)

76,330 Btu/gal for E100 (g)

57,250 Btu/gal (g)

51,585 Btu/lb (g)

3,414 Btu/kWh

10/29/2014

Alternative Fuels Data Center – Fuel Properties Comparison

Low Sulfur Diesel

Gasoline/E10

Biodiesel

Propane (LPG)

Compressed Natural Gas (CNG)

Liquefied Natural Gas (LNG)

Ethanol/E100

Methanol

Hydrogen

Electricity

Energy Content (Higher heating value) Physical State

120,388 -‐ 124,340 Btu/gal (g)

138,490 Btu/gal (g)

127,960 Btu/gal for B100 (g)

91,420 Btu/gal (g)

22,453Btu/lb [1](g)

23,726 Btu/lb 84,530 Btu/gal (g) for E100 (g)

65,200 Btu/gal (g)

61,013 Btu/lb (g)

3,414 Btu/kWh

Liquid

Pressurized Liquid

Compressed Gas

Cryogenic Liquid

Liquid

Compressed Gas or Liquid

Electricity

Cetane Number Pump Octane Number

N/A

40-‐55 (a)

48-‐65 (a)

N/A

0-‐54 (b)

N/A

84-‐93 (c)

N/A

105 (f)

120+ (d)

110 (e)

112 (e)

130+ (f)

N/A

Flash Point

-‐45 °F (o)

165 °F (o)

-‐306 °F (p)

55 °F (o)

52 °F (o)

N/A

495 °F (o)

~600 °F (o)

-‐100 to -‐150 °F (o) 850 to 950 °F (o)

-‐300 °F (o)

Autoignition Temperature

212 to 338 °F (a) ~300 °F (a)

1,004 °F (o)

1,004 °F (p)

793 °F (o)

897 °F (o)

1,050 to 1,080 °F (o)

N/A

Maintenance Issues

Hoses and seals may be affected by higher-‐percent blend. Lubricity is improved over that of conventional diesel fuel.

High-‐pressure tanks require periodic inspection and certification.

LNG is stored in cryogenic tanks with a specific hold time before the pressure build is relieved, the vehicle should be operated on a schedule to maintain a lower pressure in the tank.

Special lubricants may be required. Practices are very similar, if not identical, to those for conventionally fueled operations.

Special lubricants must be used as directed by the supplier and M-‐85-‐ compatible replacement parts must be used.

When hydrogen is used in fuel cell applications, maintenance should be very minimal. High-‐pressure tanks require periodic inspection and certification.

It is likely that the battery will need replacement before the vehicle is retired.

www.afdc.energy.gov

10/29/2014

_ 221

Alternative Fuels Data Center – Fuel Properties Comparison Energy Security Impacts

Notes

Gasoline/E10

Low Sulfur Diesel

Manufactured using oil, of which nearly 1/2 is imported (n).

Biodiesel

Propane (LPG)

Biodiesel is domestically produced, renewable, and reduces petroleum use 95% throughout its lifecycle (i).

Approximately half of the LPG in the U.S. is derived from oil, but no oil is imported specifically for LPG production.

Compressed Natural Gas (CNG) CNG is domestically produced from natural gas and renewable biogas. The United States has vast natural gas reserves.

Liquefied Natural Gas (LNG) LNG is domestically produced from natural gas and renewable biogas.

Ethanol/E100

Methanol

Hydrogen

Ethanol is produced domestically. E85 reduces lifecycle petroleum use by 70% and E10 reduces petroleum use by 6.3% (l).

Methanol is domestically produced, sometimes from renewable resources.

Hydrogen is produced domestically and can be produced from renewable sources.

Electricity Electricity is generated mainly through coal fired power plants. Coal is the United States’ most plentiful and price-‐stable fossil energy resource.

[1] Standard Chemical Formulas represent idealized fuels. Some table values are expressed in ranges to represent typical fuel variations that are encountered in the field [2] The type of meter or dispensing equipment being used to fuel vehicles must be taken into consideration. For fast-‐fill stations that dispense CNG with Coriolis flow meters, which measure fuel mass and report fuel dispensed on a "gallon of gasoline-‐equivalent" (GGE) basis, the lbs./GGE factor should be used. For time-‐fill stations or other applications that use traditional residential and commercial gas meters that measure/register in units of cubic feet, the CF/GGE factor should be used. [3] E85 is a high-‐level gasoline-‐ethanol blend containing 51% to 83% ethanol, depending on geography and season. Ethanol content is lower in winter months in cold climates to ensure a vehicle starts. Based on composition, E85's lower heating value varies from 83,950 to 95,450 Btu/gal. This equates to 73% to 83% the heat content of gasoline. [4] GGE table values reflect BTU range for common gasoline baseline references (E0, E10, and indolene certification fuel) [5] See Compressed Natural Gas Gasoline & Diesel Gallon Equivalency Methodology at http://afdc.energy.gov/fuels/equivalency_methodology.html

Sources

(a) R.L. McCormick. Biodiesel Handling and Use Guidelines—Fourth Edition, National Renewable Energy Laboratory, 2009. (b) American Petroleum Institute (API), Alcohols and Ethers, Publication No. 4261, 3rd ed. (Washington, DC, June 2001), Table 2. (c) Petroleum Product Surveys: Motor Gasoline, Summer 1986, Winter 1986/1987. National Institute for Petroleum and Energy Research. (d) K. Owen and T. Coley. 1995. Automotive Fuels Reference Book: Second Edition. Society of Automotive Engineers, Inc. Warrendale, PA. (e) J. Heywood. 1988. Internal Combustion Engine Fundamentals. McGraw-‐Hill Inc. New York. (f) American Petroleum Institute (API), Alcohols and Ethers, Publication No. 4261, 3rd ed. (Washington, DC, June 2001), Table B -‐1. (g) Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation (GREET) Model, version 1. 2013. Input Fuel Specifications. Argonne National Laboratory. Chicago, IL. (h) The National Biodiesel Board website reports that "most major engine companies have stated formally that the use of blends up to B20 will not void their parts and workmanship warranties." Accessed 11/15/12 at http://www.biodiesel.org/using-‐biodiesel/oem-‐information/oem-‐statement-‐summary-‐chart (i) J. Sheehan, V. Camobreco, J. Duffield, M. Graboski, and H. Shapouri. 1998. An Overview of Biodiesel and Petroleum Diesel Life Cycles. Report of National Renewable Energy Laboratory (NREL) and US-‐ Department of Energy (DOE). (j) R.L. McCormick, A. Williams, J. Ireland, M. Brimhall, and R.R. Hayes. 2006. Effects of Biodiesel Blends on Vehicle Emissions. NREL Milestone Report NREL/MP-‐540-‐40554. (k) K. Kelly, L. Eudy, and T. Coburn. 1999. Light-‐Duty Alternative Fuel Vehicles: Federal Test Procedure Emissions Results. Report of National Renewable Energy Laboratory (NREL), NREL/TP-‐540-‐25818. (l) M. Wang. 2005. Energy and Greenhouse Gas Emissions Impacts of Fuel Ethanol. Presentation to the NGCA Renewable Fuels Forum, August 23, 2005. Argonne National Laboratory. Chicago, IL. (m) J. Murray, Ben Lane, K. Lillie, and J. McCallum. 2000. An Assessment of the Emissions Performance of Alternative and Conventional Fuels. Report of the Alternative Fuels Group of the Cleaner Vehicles Task Force. Norwich, UK. (n) Energy Information Administration. Monthly Energy Review. Summary for 2006. (o) Methanol Institute. Fuel Properties. Accessed 11/14/2012 at http://www.methanol.org/Energy/Resources/Alternative-‐Fuel/Alt-‐Fuel-‐Properties.aspx

_ 222

www.afdc.energy.gov

10/29/2014

Alternative Fuels Data Center – Fuel Properties Comparison (p) Foss, Michelle. 2012. LNG Safety and Security. Bureau of Economic Geology, Jackson School of Geosciences. University of Texas at Austin. (q) Report of the 78th National Conference on Weights and measures, 1993, NIST Special Publication 854, pp 322-‐326 (NG data derived from field sampling of pipeline natural gas by IGT/GRI). (r) http://www.cleanvehicle.org/committee/technical/PDFs/DGEforCNGandLNGJustificationDocument.pdf

www.afdc.energy.gov

10/29/2014

_ 223

_ 224

Population Pyramid

http://www.rollingalpha.com/wp-content/uploads/2014/06/India_population-pyramid_2010-to-2050.png

_ 225

community courtyard

_ 226

Proposed Community Courtyard

community courtyard _ 227

_ 228

Proposed Community Courtyard Programs

_ 229

Proposed Pod System Functions

Hans Brouwer Chaitanya Thakur

_ 230

Ang Sook Yen Che Sieau Hua Izabel Cheng Lee Si En Sarah Ng Yi Loong Marina Binti Mohamed Rani Meng Fanxing Teo Ee _ 231