Rethinking the Coastline- Thesis Research

RE-THINKING THE COASTLINE: Eastern Nautical Territories A thesis presented by

RISHITA MANOJ KOTHARI to Department of Architecture in partial fulfilment for the degree of BACHELOR OF ARCHITECTURE

Design Dissertation Guide: PROF. AR. SUNANDA SATWAH Academic Year 2021-2022

UNIVERSITY OF MUMBAI CTES COLLEGE OF ARCHITECTURE, CHEMBUR

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CHEMBUR TROMBAY EDUCATION SOCIETY’S

CTES COLLEGE OF ARCHITECTURE

CERTIFICATE

This is to certify that the project entitled

“RE-THINKING THE COASTLINE” is the bonafide work of

‘RISHITA MANOJ KOTHARI’ who is a student of the Final Year of CTES College of Architecture (2021-2022) and has carried out this work under my guidance and supervision.

Signature Prof. Ar. Sunanda Satwah Design Dissertation Guide Date

Rishita Kothari|CTESCOA

Signature Prof. Ar. Alka Tawari Principal Date

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DESIGN DISSERTATION, PART 1 APPROVAL

This dissertation entitled

“RE-THINKING THE COASTLINE” By

‘RISHITA MANOJ KOTHARI’

is approved for the partial fulfilment for the degree of Bachelor of Architecture.

Examiners:

Signature: Name: ___________________________________

Signature: Name:___________________________________

Date: Place: CTES College of Architecture, Chembur

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DECLARATION I hereby declare that this written submission entitled

“Re-thinking the Coastline: Eastern Nautical Territories” Represents my ideas in my own words and has not been taken from the work of others (as from books, articles, essays, dissertations, other media and online); and where others’ ideas or words have been included, I have adequately cited and referenced the original sources. Direct quotations from books, journal articles, internet sources, other texts, or any other source whatsoever are acknowledged and the source cited are identified in the dissertation references.

No material other than that cited and listed has been used.

I have read and know the meaning of plagiarism* and I understand that plagiarism, collusion, and copying are grave and serious offences in the university and accept the consequences should I engage in plagiarism, collusion or copying.

I also declare that I have adhered to all principles of academic honesty and integrity and have not misrepresented or fabricated or falsified any idea/data/fact source in my submission.

This work, or any part of it, has not been previously submitted by me or any other person for assessment on this or any other course of study.

Signature of the Student Name of the Student: Rishita Manoj Kothari Roll No: 1718 Date: *The following defines plagiarism: “Plagiarism” occurs when a student misrepresents, as his/her own work, the work, written or otherwise, of any other person (including another student) or of any institution. Examples of forms of plagiarism include:  the verbatim (word for word) copying of another’s work without appropriate and correctly presented acknowledgement;  the close paraphrasing of another’s work by simply changing a few words or altering the order of presentation, without appropriate and correctly presented acknowledgement;  unacknowledged quotation of phrases from another’s work;  the deliberate and detailed presentation of another’s concept as one’s own.  “Another’s work” covers all material, including, for example, written work, diagrams, designs, charts, photographs, musical compositions and pictures, from all sources, including, for example, journals, books, dissertations and essays and online resources.

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ACKNOWLEDGEMENT This design dissertation represents the integration of a five-year graduate program, and it is submitted in partial completion of the Bachelor of Architecture degree requirements. Without the help of the people I encountered along the way, the project's success and final outcome would not have been attainable.

First and foremost, I want to express my sincere gratitude to Prof. Ar. Sunanda Satwah, my thesis mentor, for her invaluable guidance during my dissertation and for believing in me to pursue this research. I would like to express my gratitude to Prof.Ar. Pooja Shah, my thesis coordinator, for her moral support and guidance. I would like to express my gratitude to Prof.Ar. Souvik Choudhary for his counsel and insightful discussions, which helped me structure my thesis.

My deepest gratitude to all of the jury members who assessed my work throughout the thesis' development stages and provided constructive feedback that enabled me to make the required modifications.

My heartfelt gratitude to my parents Anita Kothari and Manoj Kothari and my brother Mihir Kothari for their motivation and believing in my potential. They were my pillars of strength to support me at every situation and helped me to persevere.

Lastly, I would like to thank all my friends, especially Shreya Purandare and Chhavi Rautela for their constant support and encouragement, for being there every step of the way.

Last but not the least, I would like to thank all my faculty members and peers, who helped me get through these years of architecture, making this a memorable journey.

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TITLE INTERPRETATIONRethinking (v). Oxford dictionary Consider or assess again, especially in order to change it.

Coastline (n). Merriam Webster A line that forms the boundary between the land and the ocean or a lake, the outline of a coast.

Nautical (adj). Oxford dictionary Of concerning navigation, sailors, or the sea; maritime.

Territories (n) (Territory: Architecture beyond environment) Territory charts out a space; a territory conceptualizes a context or environment creating a stable setting, which pre-exists the production of new things.

Figure 2- Portlands Infographic, Source-Author Rishita Kothari|CTESCOA

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The megacity that never sleeps Dreams boundlessly; everything in heaps, Bustling all the time, different people different plight Boundaries defined and beaches in sight.

The rays of the sun cast a heavenly glow The city reflects in the sea’s ebb and flow, Diverse in ecosystems- mangroves, forests and sea Global warming threatening the coast with alarming 2 degrees.

The city harbors a striking image With iconic buildings rich in history and dense linkage, Its fate inter-woven with the coastline A plethora of opportunities on which the city inclines.

-by Rishita Kothari

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ABSTRACT The water element has been linked inextricably with the existence and formation of cities and is a fundamental part of various cultures and civilizations. The waterfront is defined as a land on the edge of a body of water, forms a combination of the natural elements and manmade fabric establishing a boundary between water and the city. It constantly influences the way in which cities are designed, their structure and overall character.

Over the past few decades, urban waterfront regeneration has become a worldwide phenomenon. Many cities are attempting to revitalize their urban environments by developing their previously overlooked coastlines. The thesis aims to explore the coastline of Mumbai city and the way through which the revival of the portlands, on the eastern waterfront would establish a new identity for the city dwellers.

The fate of Mumbai city is interwoven with the fate of its portlands. Being surrounded by the Arabian Sea, the island city offers a plethora of opportunities for its people, the built and the unbuilt environment. It harbors multiple ecosystems- wetlands, the coastline, forests, rivers and sea. The western and eastern coasts have distinct characteristics, which provide an image to the city. The foremost being a group of beaches, public promenades and a few fishing communities, while the later consisting of dockyards, derelict industrial mills which are inaccessible to the common public.

Infrastructure is the skeleton, which provides the city- shape, function and order. The city is consistently evolving in both density and infrastructure. The open spaces are shrinking, which directly and adversely affect the standard of life. Mumbai’s portlands offer the city a prospect to revitalize public spaces, water trade and tourism by establishing land and sea connectivity through the human interface.

PREMISE & HYPOTHESIS The thesis aims to explore the rich history of the portlands of Mumbai and rethink the redundant dockyards of the eastern waterfront region. The research also aims to understand the need of public spaces along the coastline and the nautical territories connecting the city.

KEYWORDS- Eastern waterfront, Imageability, Coastline, Infrastructure, Mumbai, Public spaces, Port lands

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How can people enjoy the city’s Eastern coastline to its full extent?

How can we activate public spaces efficiently and establish a land-water connectivity through human interface?

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TABLE OF CONTENTS Acknowledgement Abstract Premise & Hypothesis List of Abbreviations

1. INTRODUCTION…………………………………………………………….……17 1.1. Rationale 1.2. Aim 1.3. Objectives 1.4. Scope 1.5. Limitations & Delimitations 1.6. Research Methodology 1.7. Architectural Interventions 2. LITERATURE REVIEW………………………………………………………………23 2.1. Waterfront and the City 2.2. Urban Waterfront And Marina Development 2.3. Place identity and Place making- Imageability 2.4. Public spaces and Open spaces 2.5. Yachting industry and its evolution in India 2.6. Yachting industry in Mumbai 2.7. Conclusion 3. CASE STUDY………………………………………………………………….……43 3.1. Canary Wharf, London 3.2. Yacht Club De Monaco, Europe 3.3. Yas Marina Yacht Club, Abu Dhabi, UAE 3.4. Yacht Club Belo Horizonte, Brazil 3.5. Sant Feliu Yacht Club, Spain 3.6. Little Island, NYC 3.7. The Blur building, Switzerland 3.8. Louvre Museum, Abu Dhabi, UAE 3.9. Analysis 4. DATA COLLECTION…………………………………………………………….69 4.1. Coastal cities & Climate change 4.2. Coastline of Mumbai 4.3. Policies & Proposals 4.4. Surveys & Data Analysis

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5. SITE SELECTION………………………………………………………………….81 5.1. History of Mumbai 5.2. Mumbai’s Eastern Waterfront 5.3. Mumbai Portlands and its history 5.4. Mumbai Port Trust (MbPT) 5.5. Landmarks on Eastern Waterfront 5.6. Site Data 5.7. Draft Mumbai Metropolitan Regional Plan 6. SITE ANALYSIS……………………………………………………….…………103 6.1. Site Brief 6.2. Site Development Control & Regulations 6.3. Site Drawings 6.4. Site Surrounding Analysis 6.5. Climatology Study 6.6. Accessibility 6.7. Architectural Vocabulary 6.8. Site Photos 6.9. SWOT Analysis 7. DESIGN PROGRAMME……………………………………………..…………119 7.1. Elements of the programme 7.2. Relationship between Research & Design programme 7.3. Area Statement 7.4. Conclusion LIST OF FIGURES………………………………………………………………..……124 BIBLIOGRAPHY………………………………………………..…………….……....128 REFERENCES………………………………………………………….…….……......130 APPENDIX-I…………….…………………………………………………..……......131 Survey Questionnaire APPENDIX-II………………………………………………………...………………135 Neufert’s Standards

‘The city is humanity’s laboratory, where people flock to dream, create, build and rebuild’ Edward L (Glasser), The Triumphant City

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LIST OF ABBREVIATIONS MbPT- Mumbai Port Trust JNPT- Jawaharlal Nehru Port Trust CRZ- Coastal Regulation Zone NCSCM- National Centre for Sustainable Coastal Management CZMP- Coastal Zone Management Plan NDZ- No Development Zone ESA- Ecologically Sensitive Area MoEF- Ministry of Environment and Forests FSI- Floor Space Index WHO- World Health Organization PPS- Project for Public Spaces MMR- Mumbai Metropolitan Region MMRDA- Mumbai Metropolitan Region Development Authority IPCC- Intergovernmental Panel on Climate Change BPT- Bombay Port Trust BMC- Brihanmumbai Municipal Corporation YAI- Yachting Association of India ISAF- International Sailing Federation RBYC- Royal Bombay Yacht Club OCT- Offshore Container Terminal MMB- Maharashtra Maritime Board DCT- Domestic Cruise Terminal ICT- International Cruise Terminal BPCL- Bharat Petroleum Corporation Limited NIO- National Institute of Oceanography PWFDZ- Port’s Water Front Development Zone POZ- Port’s Operational Zone

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Figure 4- View of Mumbai city, Source- Ujwal Puri photography

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1.

INTRODUCTION

1.1 1.2 1.3 1.4 1.5 1.6 1.7

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Rationale Aim Objectives Scope Limitations & Delimitations Research Methodology Architectural Interventions

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1. INTRODUCTION Cities have evolved over the years, being intimately associated to water in the form of river, lake and ocean. Waterfronts have often been the expansion point of the human society and urban territory. Under different economic structures, urban waterfronts present different landscapes, from protective harbour in historical times, to ports and industrial zones during the 19th to mid-20 century, and then revitalized mixed-use urban space today. Waterfronts have evolved into one of the most iconic urban forms, giving great visual connection as well as utilitarian benefits. Waterfronts have been able to build a relationship between land and water, as well as between people and environment, due to their near proximity to the city core. (Liu, 2013) Mumbai is in an exceedingly constant flux of growth and expansion. The infrastructure determines the quality of life of individuals. When we think of Mumbai, the first thing that comes to mind is the sea and the beaches, which provide character to the island city. The Western coast of Mumbai is habitable with a serene view of the Arabian Sea and innumerable beaches. The city has a population of 21 million people, which is proportionate to the infrastructural strain. The open spaces in the city are also getting impacted.

The upcoming construction of metro lines, the coastal road and highways evading the general public spaces to ease the city’s traffic load. As we glance on the Eastern coast of Mumbai, is inaccessible to the common people and there is no westward-eastward connectivity. The southern tip of the city being the meeting point of the eastern and western edges is largely inaccessible, as it is the territory of the Indian Navy. As one goes along the coast, one gets a sense of an irregularly exposed wildness. Like most other Indian cities and towns around water, the city is primarily positioned inward and distant from the coast.

Within the city, land continues to be of great significance and a source of trade. The framework of developments along the sea, its bays and creeks from early on have functioned as essential trading centers. The eastern waterfront, which harbors the portlands of Mumbai, offer a great opportunity for the city to revive its public spaces, dockyards, sea tourism and neglected areas abutting the waterfront.

As a Mumbai inhabitant, the author has been curious by the expanse of the city’s coastline and how each location integrates different land and people interaction. As coastlines are continuously changing and evolving, they are one of the few places where residents may find tranquility. What makes Mumbai remarkable is the undeniable fact that rather than moving forward with the constant reforms, the city strives to maintain an equilibrium between the past and the present and creates possibilities for interventions in the future.

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Figure 5- Open Spaces Ratio of major cities, Source- Open Mumbai by P.K. Das (Das, 2012)

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1.1. RATIONALE Mumbai is the country's financial, economic, and entertainment hub, and it is a crowded, lively, and complex metropolitan region. It aspires to become a prominent global metropolis in the twenty-first century, but it continues to face a range of economic, social, infrastructure, and environmental difficulties.

In the midst of its fast demographic and economic growth, the city has been under tremendous development constraint. Since the past 30 years, Mumbai’s eastern waterfront region, home to historic ports, has been rendered obsolete by adjacent modernized ports and industries, generating a need for development. The waterfront is near to the city's oldest and most busy neighbourhoods, yet it is physically underdeveloped and socially secluded due to its location on infill property.

In a larger context looking at the Indian subcontinent, there is a need to develop a cost effective and environment friendly mode of transportation while waterways is yet an unexplored territory. Goods are still transported by congested rail and road networks, slow movement of cargo, uncertainties and increasing the costs of trade.

As the logistics suggest that the coasts of India account to an estimate of 18% of the country’s GDP. (Economic survey 2020-21) This research explores the Eastern portlands of Mumbai and the potential it holds to revive public spaces, generate economy from port-allied activities and help to establish land and sea connectivity through various architectural interventions.

1.2. AIM To understand the characteristics of the Eastern coastline of Mumbai, particularly the port lands. To establish a water transit system that would give a holistic development to the existing port land region. To study open public spaces and rethink land-water interaction with the city’s social fabric, which is currently a congested domain.

1.3. OBJECTIVES The research revolves around the following objectivesi. ii. iii. iv. v. vi. vii. viii. ix.

To get a better understanding of port-allied activities and to revive the docks so that they are more relevant to today's metropolis.

To make use of the underutilized coastline for open public spaces and recreational areas.

To assist the transformation of Victoria and Princess Dock into a development corridor for Mumbai’s Eastern Waterfront development.

To encourage citizens to appreciate the sea as city’s valuable resource.

To develop interventions to propose a feasible waterfront program.

To understand and establish human connectivity in transit oriented development.

To study the architectural technicalities of marina development.

To facilitate sustainable development.

To understand and Implement multi-functionality and flexibility in building programs to facilitate hybrid architectural solutions.

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1.4. SCOPE The site covers 1800 acres along Mumbai’s Eastern shore and includes different warehouses, dockyards, and official and informal communities. The scope is to study a wide range of topics related to the site's location, history, economic performance, environmental difficulties and social fabric. To investigate the impact of this important piece of land, as well as how it might improve the city's connections and activate existing public areas.

Figure 6- - Eastern Waterfront’s Land Use Graph, Source- MbPT

Figure 7- Map of Major Neighborhoods, SOURCE: (Team, 2015)

1.5. LIMITATION & DELIMITATIONS  



Table 1- Portlands Areas, Source- MbPT

Table 1- Portlands Areas, Source- MbPT

The research is limited to policy formulation and focuses on the planning of architectural space on Mumbai's eastern shore.

Table 1- Portlands Areas, Source- MbPT The Mumbai Port Trust's (MbPT) and a port trust initiative's (APLI) plans are being considered, while the Coastal Zone Regulations (CRZ) 2019 version limits development in certain regions.

Table 1- Portlands Areas, Source- MbPT The research will take place of Mumbai's port lands, instead of the entire eastern waterfront region. However, a brief assessment of the city's coastline's public areas and urban fabric will be done.

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 

The research concentrates on maritime architecture and land-water interactions.

There is no analysis of the influence on marine biodiversity.

The research's case studies include foreign nations, coastal cities, and diverse waterfront developments across the world, rather than only the Indian subcontinent.

1.6. RESEARCH METHODOLOGY The design dissertation is a descriptive and applied research, where the descriptive research includes surveys and fact-finding enquiries. The research's major goal is to describe the current condition of affairs using comparative and correlational approaches. While the applied research aims to find a solution for an immediate problem in the society, in this case the revival of the unused portlands area.

Table 3- Research Methodology Flowchart, Source- Author

1.7. ARCHITECTURAL INTERVENTIONS The proposed architectural interventions for the design programme shall be oriented towards the following spaces1. Public Spaces, Boardwalks and Promenades 2. Yacht Club 3. Retail Galleries 4. Exhibition Spaces and Pavilions 5. Maritime Museum

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Figure 8- Worli Sea Link with fishing boats, Source- Google

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2.

LITERATURE REVIEW

2.1 Waterfront and the City 2.2 Urban Waterfront And Marina Development 2.3 Place identity and Place making-Imageability 2.4 Public spaces and Open spaces 2.5 Yachting industry and its evolution in India 2.6 Mumbai Portlands and its history 2.7 Conclusion

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2. LITERATURE REVIEW The literature on waterfront development and place identity is reviewed in this chapter. The focus of this research is to gain a comprehensive understanding of urban waterfront development in the age of globalization and to study the concept of local place identity. It begins with exploring the relationship between waterfront and the city, a review of the history of urban waterfront development and onto the notion of place identity and place making theory. An analysis of open public spaces is done followed by the study of Yacht industry in India.

2.1. WATERFRONT AND THE CITY The study is well-suited to the concept of waterfront as a location where water (i.e., river, lake, sea, or ocean) mixes with urbanised land, providing a unique spatial interaction making it distinct from typical urban developments.

The numerous resources given by the waterfront, such as trash disposal, electricity, and transportation, have historically resulted in different urban environments than what they were intended for. However, in recent decades, waterfront sites that were once industrial and then derelict- have been transformed into urban settings that are typical of post-industrial urbanism. The resources available at the water-urban space interface appear to have mutated from traditional patterns. (Mark Davidson) Waterfront rejuvenation and development offers a formerly chance to change the spatial and aesthetic landscape of cities all over the world. Three types of activities are typically required along waterfronts, are as follows- (Bruttomesso, 2001) Recomposition: providing the various elements of the waterfront, both physical and functional, a shared unified sense; Regeneration: rejuvenating large and centrally situated metropolitan districts; Recovery: the reorganisation and repair of existing buildings and structures.

Typically, these are related to projects aimed at physically and functionally‘rejoining' the city and the shore. (Ferrari, 2012)

Figure 9- The territories of waterside, waterfront and coastal development, Source (Jin, 1994)

In response to the effects of economic restructuring, the urban waterfront has evolved throughout time. Many port towns' waterfronts were the main point of social and economic activity in the nineteenth century, and they were intimately connected with city centers. Water transportation was the most significant element affecting urban growth at the period. Rapid marine commerce and industrial expansion prompted ports to expand outside city limits during the 19th and early 20th centuries.

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City ports continued to thrive, with huge warehouses, railroads and wharves being built. This extensive infrastructure was divided into specialised zones, resulting in a separation between city centres and waterfronts. New modes of transportation, such as railroads and airways, have decreased the necessity for water transportation in cities. As a result, the center city became further separated from the water's edge.

Excessive industrial use of the waterfront produced significant pollution until the midtwentieth century. The shoreline eventually lost its natural appeal and became an inaccessible and dangerous location, further isolating residents from the ocean.

Ports withdrew from urban waterfronts in the 1960s and 1980s. (Tsukio, 1984), investigated the major causes of waterfront deterioration, which included city growth, transportation technology reforms, and industrial shifts.

As most waterfront developments take place as part of a wider urban renewal project, a variety of different phases comparable to this one are used, but with a stronger focus on the regenerative function.

Figure 10 - Three related concepts in Japan’s third national development plan, Source (Jin, 1994)

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Public Waterfronts in Mumbai The interaction of water and urban space has had a significant impact on waterfront development in the post-industrial age, just like it had in earlier decades when these waterfronts were used for shipping and industrial operations. The following are some of the most important criteria for waterfront development:    

Accessibility People to be engaged in activities A comfortable space with a scenic view A social space, where people can interact

Traditional Indian waterfronts were confined to the Ghats surrounding rivers, which were used for religious purposes, sea-facing waterfront development projects are a relatively recent notion in Indian cities. In the past few decades, Mumbai has built promenades, evolved from a western concept. The following are some of Mumbai's most popular waterfront promenades:     

Carter Road Promenade Worli Sea face Marine Drive Nariman Point Bandra Bandstand Promenade

A few popular activities along these waterfronts are- Locals exercising, walking, jogging, individuals enjoying the sea breeze, photography and exhibitions. These areas also function as social and community spaces as festivals like- Celebrate Bandra, Worli festival, Marathons and Happy streets, where people can interact.

Since these places are mostly on Mumbai's western shore, the eastern side remains undeveloped as the portlands are no longer in use. The construction of a Marina Bay along this region will attract tourists and acquaint them to water sports, yachting, and sailing in Mumbai.

Figure 11- Marine drive at Nariman Point, Mumbai, Source - Holidify

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2.2. URBAN WATERFRONT AND MARINA DEVELOPMENT Urban waterfronts have served as thriving spaces for civilizations since time immemorial. Their revitalization, being a global phenomenon helps the community in social, economic and environmental aspects. While developing the design three components need to be addressed- public access, pathways and open spaces.

People's quality of life, health, well-being, and sentiments are all improved when they spend time in public open areas.

Yachts and other small vessels can be moored at a marina or pier to receive supplies, fuel, and maintenance inspections. A marina, unlike a port, is a tiny basin that can handle big passenger and freight ships. Depending on the size of the marina, it will provide maintenance and repair help, refueling, other resources, and a chandlery to boat operators. Cities have developed around water for a variety of reasons, including trade, tourism, cultural exchange, social connection with neighboring cities, and as a method of transportation that generates revenue. The three marinas cater to different regions respectively  

Singapore Marina Bay located in South East Asian region and the city is one of the world’s largest financial center, can be paralleled to Mumbai city.

Dubai Harbour Marina located in Middle East region with world class amenities.

Kochi International Marina located in Asia-Pacific region and the first international marina in the country.

Singapore Marina Bay The creation of value was a major consideration in the development of Singapore Marina Bay. The concept aimed to encourage mixed-uses (commercial, residential, hotel, and entertainment) to keep the neighbourhood active at all hours of the day and night. Building heights are maintained low along the coastline and in front of

Figure 12- Singapore Marina Panorama

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important open spaces, maximising vistas to and from individual projects farther afield, improving their appeal, and producing a dynamic "stepped-up" skyline profile as well as more pedestrian-scaled spaces.

Marina Bay features: • • •  • •  •

Over 400 000m2 of Grade A office space 101ha of Gardens by the Bay A common services tunnel housing data Telecommunications cables, sewers, services A 5.5km long promenade linking all the major attractions The iconic Helix Bridge Vehicular bridge linking South and Centre of Marina Extension of roads linking directly to the City and airport

Figure 13- Singapore Marina, Source- The Arup Journal: Issue 2012 • •  

Five new underground MRT stations The new Marina Barrage A 182ha haven for motorized and Non-motorized recreational activities.

Figure 14- - Singapore Marina Bay Sands Site Plans, Source- Archdaily

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Figure 15- Singapore Marina Site Plans,

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Dubai Harbour Marina The Marina in Dubai is a Venetian-style canal city built out of a two-mile length of Arabian Gulf beachfront. Locals and visitors stroll along the palm-lined promenades, shop at dazzling boutiques, and dine alfresco by exquisite fountains while gleaming yachts bob and towering skyscrapers shine in the desert sun.

Figure 16- Dubai marina docking area More than 120,000 people are expected to live in luxurious condominium buildings and villas perched over a vibrant waterfront-retail promenade. The largest marina complex in the Middle East – Dubai Harbour Marina which is collection of 4 individual marinas with a capacity of over 1,000 berths, with facilities capable of handling yachts up to 160m LOA, centered on a large reclaimed peninsula.

Figure 17- Plan of Dubai Marina and development of the region

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A huge center river, dug from the desert and stretching the length of the 3km site, was also a significant feature in the design of Dubai Marina. The design built a continuous, 15m-wide minimum strip of land around the perimeter of the resource to safeguard it while also providing a recreational area. This is an outstanding accomplishment for a private development project. This major public space has been allocated more than 12% of the total land area on the property.

Figure 18- Dubai Marina located at the Arabian Gulf shoreline

Although the marina water surface takes up a large portion of this space, it also contains about 8 kilometres of planted public pathways that provide a leisure zone along the waterfront with views into the various water basins and a deeper connection with the sea.

Figure 19- Envisioned plan of Dubai Marina, Source- https://www.designbuildnetwork.com/projects/dubai-marina

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Kochi International Marina Kochi Marina is India's first and only full-service marina that meets international standards. It is owned by the Kerala Tourism Development Corporation and is located on the eastern shore of Bolgatty Island. Since April 24, 2010, the Kochi International Marina has been open to the common public.

Figure 20- Kochi Marina and the docking areas

Furthermore, boats sailing from the west through the Suez Canal to the northeastern areas of Asia consider Kochi to be a suitable berthing location. The lack of intermediate berthing facilities for yachts travelling between Dubai and Far Eastern destinations boosts Kochi Marina's possibilities as an intermediary berthing location.

It offers services such as gasoline, water, electricity, and sewage pump-outs to boats. Repair and maintenance services for yachts are also available. The marina lies on the south-west coast of the Indian peninsula, close to the international maritime route. It has excellent weather and little tidal changes throughout the year.

Figure 21- Location of Kochi Marina, Source- Google Maps

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During the previous decade, Kochi has risen in prominence as a sea-based adventure tourism destination. Every year, large yachts from Europe, notably the UK, Finland, Norway, New Zealand and Australia, visit Kochi. It was chosen by many daring seafarers since it is the nearest port on the international maritime route between the west and the east. Kochi is one of Asia's most important natural ports, located only 11 nautical miles from an international shipping channel.

The Kochi marina has berthing space for about 34 boats. The facility is about 2000 sq.m and offers the sailors a variety of exquisite experiences, including their accommodation. Boardwalk and seating arrangements, shore side utilities, weather information system, Marina museum, internal roadways, and landscaping are among the other amenities.

The yacht related facilities include: Yacht Repair, Fueling, Drinking Water, Berthing facilities, Sewage pump out facilities.

The recreational facilities available at Marina- Golf Course, Swimming Pool, Spa, Health club, Restaurant, Rooms, Shower facilities, Cafeteria, Water Sports, Open Lawn.

Figure 22- Kochi Marina and the fishing nets Source- KITCO

Figure 23- Kochi Marina with traditional villas,

Despite a coastline of approximately 7,500 kilometres and a population of over 0.25 million billions, India lacks a world-class marina for compact luxury yachts. The majority of yachts and boats in India anchor at expensive berths run by existing ports. As a result, establishing marinas would not only assist port trusts produce extra money, but it would also create employment and lower expenses for luxury boat owners.

The table below shows comparative analysis of the three Marinas.

Table 4- Comparison of the three marinas, Source- Author

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2.3. PLACE IDENTITY AND PLACE MAKING -IMAGEABILITY Place can be defined as ‘the predominantly socio-cultural perception and definition of space’ and is an important element of identity, whether individual or collective. (Jenkins, 2005) The concept of place has been analysed within a variety of fields, ranging from those dealing with the collective (social and cultural geography) to the individual (environmental psychology) and from the analytical to the propositional (planning and design). (Ferrari, 2012) When exploring the concept of place identity by drawing on a literature from cultural studies and geography, (Jenkins, 2005) summarized that: Place identities are established in environments of sentiments, meanings, experiences, memories, and behaviours that, while ultimately personal, are mediated via social systems and nurtured through socialisation. They are relational – i.e. they are formed in relation to other people, other places and other identities for that place. As a result, place identities are bound up in power dynamics and are certain to be disputed.

The identity, structure, and meaning form three main parts of an environmental imagery. The term "legibility" refers to the skill to "read" a cityscape. Wayfinding is used by city travelers who are able to identify and arrange urban components into a logical structure. The fundamental link in the wayfinding process is the environmental image, which is a wide mental picture of the outside physical world preserved by an individual. This image is used to assess facts and drive action, and it is created by instant feelings as well as memories of prior events. (Lynch, 1990) These mental maps according to Lynch, include five components: (1) Paths: channels along which people travel around the city; (2) Edges: boundaries and interruptions in continuity; (3) Districts: regions with a shared set of features; (4) Nodes: strategically orienting focus locations such as squares and intersections; and (5) Landmarks: the external points of direction in an urban landscape, an easily noticeable visual image.

Figure 24- The five elements that define the city according to Lynch, Source: Author

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“Edges are the linear components that the observer does not utilise or believe to be pathways. They are the linear disruptions in continuity between two phases: coastlines, railroad cuttings, development edges, and barriers”. (Lynch, 1990) The edge is the line that divides two regions with different characteristics. It can be a natural border-such as rivers, viaducts, and terrain, or an artificial boundary-a greenbelt, shoreline, or elevated highways based on the degree of distinction. These qualities may result in a conflict between two districts due to their differences.

Separation does not always imply isolation; it simply means division. When a specific edge is elevated, such as on bridges or elevated railroads, it becomes a barrier.

These edges seen from below are known as overhead edges. As unpleasant edges are consciously omitted, strong edges are visually apparent, continuous in shape and resistant to cross movement.

Placemaking is a collaborative process that allows us to change our public space in order to optimize shared value by enhancing people's interactions to the places they share. People are inspired to rethink and remake public places as the core of every community via placemaking. It enables innovative patterns of usage, giving special attention to the physical, cultural, and social identities that define a place and support its continuing growth, rather than just promoting better urban architecture. (PPS) The notion of place making originated in the 1960s with the appearance of a series of literature discussing the qualities of place. The most well-known author is Jane Jacobs (Jacobs, 1961) who highlighted the importance of social space on the sidewalks and human activities on the street, seeing cities as a setting for interaction.

In the 1980s, William Whyte (Whyte, 1998) observed how public spaces were being used and offered ideas on designing people-oriented cities with an emphasis on essential elements for creating social life in public spaces.

IDENTITY & COMPOSITION Imageability occurs when different parts of a place are arranged harmonously in such a way that no one part overwhelms the rest.

MEANING Humans, through individual imagination, culture and socialization, imbue certain patterns with meaning.

STRUCTURE & COGNITION The human mind is always looking for order and it arranges data (including observations about the environment) into patterns.

Figure 25- Three principles of Imageability , Source: Author

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The study provided a basis for a move towards proactive place making within the field of urban renewal. After more than twenty years of development, planning and design came to the age of place making for people (David Dixon, 2009).New concepts and ideas appeared in response to changes and problems in our societies, such as mixed use, sustainability, smart growth, and transit-oriented development just to name a few. Community engagement plays an essential role in all these new currents of urban planning and design.

The process of creating an environmental picture involves a two-way conversation between observers and those who are being observed. What one sees is based on external form, but how one interprets and organises it, as well as where one concentrates their attention, has an impact on what one perceives. The human consciousness is very adaptive and flexible, and various people may perceive the same physical reality in quite different ways. (Lynch, 1990)

Figure 26- The interaction between environment and observer leads to a cognitive map, Source: Author

Figure 27- “To assemble or disperse”: Jan Gehl’s city planning principles. (Gehl, 2010)

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2.4. PUBLIC SPACES AND OPEN SPACES Public spaces are areas where people gather to celebrate, have social and economic exchanges, meet up with friends, and blend cultures. These spaces must be distinct, appealing, colourful, human-scaled, and have a variety of settings such as historical, geographical, physical, or cultural. Places such as streets, open spaces, and seafronts can be created visually and operationally to offer a sense of wellbeing or comfort through attentive and innovative design.

Figure 28- What makes a great public space, Source: Project for Public Place Inherently, public spaces are multifaceted. Many different individuals utilise public places for many different reasons at many different times of the day and year. As public spaces accommodate so many purposes and users—or fail to do so—they serve as a focal point for a diverse array of local and global concerns. Whether it's a large city plaza or a park, most pleasant spaces have four important characteristics: 1. They are easily accessible and well connected to other local landmarks.

2. They are safe and provide a positive image.

3. They entice individuals to interact.

4. They are social settings where people desire to congregate.

Any open portion of ground that is undeveloped (i.e., without buildings or other constructed structures) and available to the public is considered as Open space.

Whether it is publicly or privately held, it serves a variety of functions. Agricultural and forest property, undeveloped shorelines, public parks, and preserves, water bodies like lakes and bays are all included.

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Open Spaces in Mumbai City As Mumbai expands, its open spaces are shrinking. It is critical that the concept of open space extends beyond gardens and recreational areas to embrace the city's enormous array of assets, including as rivers, creeks, lakes, ponds, mangroves, wetlands, beaches, and seafronts. Such places should not only be accessible, but also physically and culturally connected to neighbourhoods and participatory communities. The table below depicts the city's principal waterfront areas.

Table 5- Major formal promenades of Mumbai, Source: KHARKHANIS (2014)

The flow chart below shows the elements of open spaces that exist in the city and their area wise demarcation. Some of these elements are not even considered as open spaces, such as Nullahs, Creeks as they are being reclaimed and exploited over the years. According to the collected data, these open spaces should be adopted at the policy level in the city's growth.

Figure 29- Figure- Open Mumbai Plan Elements by P.K. Das, Source: P.K. Das, Open Mumbai Map

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2.5. YACHTING INDUSTRY AND ITS EVOLUTION IN INDIA The former Maharajas, Nawabs, and Governors of India brought yachting to India in the 1830s. Until the 1950s, the five active sailing clubs were situated in Mumbai, Madras, Bangalore and Nainital. The first reported race was sailed on 6 February 1830 in Bombay. The Yachting Association of India (YAI) was founded in 1960 with the goal of developing the sport in India. It's a member of the International Sailing Federation (ISAF). There are now 40 clubs associated with the YAI, which are located throughout India. The Royal Bombay Yacht Club (RBYC) was formed in 1846 for lovers of the water in Colaba (previously Wellington Pier), Mumbai, India.

Figure 30 Timeline of Marina Development throughout history, Source- Asma Al Adhamy, 2014

The pleasure boat business in India is still in its infancy. In 2020, India's exports of the commodity category "Yachts and other leisure vessels; rowing boats and canoes" reached $ 215 thousand. The data of industry predictions that demand for boats in India will increase in the coming years.

Yacht Club and Sailing Clubs Figure 31- Imports percentage chart of Yacht in A yacht club focuses on a membership of yacht India, Source-Trend Economy owners, including those who own motorboats. This sort of club was exclusive, drawing members of the nobility or the social elite. A sailing club is often a privately held organisation that provides non-boat owners with sailing instruction and sailboat rentals. A club will often have a fleet of yachts based in the same harbour and available for lease to members of the club.

Definition of a Yacht A yacht is a recreational and sporting vessel. The name originates from the Dutch term jacht, which means ‘hunter'. Sailing yachts and motor-powered yachts are the two forms of yachts available today.  

A cabin cruiser, is a luxury vessel that is less than 12 metres long.

A superyacht is typically above 24 metres long.

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

A mega yacht is a vessel that is longer than 50 metres. The world's largest boat is 728 feet long, or 222 metres.

Figure 32- Inshore sail boats racing on Sydney Harbour Figure 33- Luxury yachts in Mumbai; Gateway Charters

Major destinations in India for Yachting Industry The marine tourism industry has flourished along India's west coast, particularly along the Konkan belt in Goa and the Malabar Coast in Kerala. The development of yachting as a national phenomenon in India is hindered by geographical constraints. Due to the sheer nature of yachting, only a few towns with adequate waterfronts and marinas are suitable. MUMBAI, GOA, and KOCHI are the only yachting destinations in India at the moment.

Figure 34- Major destinations for Yachting in India, Source- Ace Global

India lacks world-class marinas. Kochi is home to the country's first and only marina with 50 boats. Despite many plans for sailing, Goa, which lacks world-class amenities, struggles to become a permanent port. There are more than 150 moorings off the coast of Mumbai near the Gateway of India. The Maharashtra Maritime Board, is building a marina in Mandwa, off the coast of Mumbai. A marina would serve as a central location for boat parking, fueling, and maintenance.

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2.6. YACHTING INDUSTRY IN MUMBAI The city has grown from seven islands to one, and it has maintained a close link to the sea from its inception, with the majority of its initial residents being fishermen communities. Sailing as a sport and leisure activity was brought to Bombay during colonial times, and the Royal Bombay Yacht Club, the world's third oldest yacht club, was founded in 1846.

Mumbai has a natural port with miles of protected shoreline, making it an excellent sailing destination. As the financial centre of India, it boasts a large number of highincome individuals who are likely to enjoy boating as a leisure activity. The Mumbai International Boat Show, which occurs every year, is the country's largest.

Royal Bombay Yacht Club, Colaba, Mumbai It was formed in 1846 with Henry Morland as “club commodore” and got renamed as “Royal Bombay Yacht Club” 30 years later under the patronage of Queen Victoria. The Waterfront Building, which served as the main clubhouse, and the Residential Chambers were the original structures. The BPT eventually purchased the waterfront RBYC building for Government of India administrative offices. The RBYC Residential Chambers earned a merit medal after undergoing repairs in the 2013 as UNESCO Asia-Pacific Heritage.

The architectural design combines domestic English Neo-Gothic with a Tudor timbered roofs characterizing a new century architecture in Bombay. The building is made up of stone, plinth of 3 feet and accommodation for 38 members in a four storey structure. It is a South-easterly aspect, open to prevailing breezes from Southwest to North-west.

Facilities at the Royal Bombay Yacht Club: Ground Floor- Reception area, Library, lounge, sailing room, gymnasium, billiard room, shop, garden and boatyard.

First Floor- Restaurant and Bar, party rooms Second to Fourth Floors- Residential Chambers for visitors (30 rooms)

Figure 35- Royal Bombay Yacht Club in 1900’s

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Figure 36- Royal Bombay Yacht Club in 2000’s

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2.7. CONCLUSION The literature reviews studied conclude that waterfront development is essential as it provides for social, cultural and economic value to the city. The process of urbanisation and reclamation has an impact on public access to the waterfront, both physically and socially, and the connection between urban areas and the waterfront has altered several times. Misplaced expectations and imported notions have obliterated the uniqueness of lively wateredges.

The image of the city, in this case of Mumbai is largely based on its sea and land connectivity, as the city evolved from seven islands to form one island. As the city grapples with climatic and urban issues, reclamation of land, pollution and traffic loads, the city has the waterfront areas to adorn along with historic precincts throughout the city.

Stages

I - Appearance of waterfront settlements

II - Development of ports, industries & warehouses

III - Retreat from the waterfrontlll

IV - Redevelopment of the waterfrontlll

City

Water

Characteristics

Close spatial and function association between city and water

Rapid commercial & industrial growth, expanding city ports

Changes in maritime technology, making waterfronts redundant

Urban renewal of original ports and the waterfront

Figure 37- Phases of waterfront interaction with the city, Source- Author

The Marina will be able to accommodate the largest number of privately owned leisure boats in the world. Due to the lack of a planned marina in Mumbai, most small pleasure boats are anchored near the Gateway of India, requiring owners to either jump on board through a narrow slipway or hire boats to carry them around.

The Mumbai Port Trust intends to build a marina with all essential infrastructure, as well as tourist, retail, hospitality centres, clubs, and other social facilities on the Eastern shoreline within the Princess docks, in response to the urgent demand for a marina facility.

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Figure 38- Little Island, New York City, Source- Archdaily

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3.

CASE STUDIES 3.1 Canary Wharf, London 3.2 Yacht Club De Monaco, Europe 3.3 Yas Marina Yacht Club, Abu Dhabi 3.4 Yacht Club Belo Horizonte, Brazil 3.5 Sant Feliu Yacht Club, Spain 3.6 Little island, NYC 3.7 The blur building, Switzerland 3.8 Louvre Museum, Abu Dhabi, UAE 3.9 Analysis

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3. CASE STUDY This chapter highlights the case studies based on the following aspectsMarina development, public promenades, yatch club, museums and pavilions on water.

3.1. CANARY WHARF, LONDON The case study is very similar to Mumbai city’s vision for developing Eastern Waterfront as the largest business district in the country. The study highlights the positive and the negative aspects of such infrastructural developments.

Location-Greater London, England Area- 39 Ha Project Architects - Skidmore, Owings & Merrill with Yorke Rosenberg Mardall Year- 1999 Developed on the site of the former West India Docks, it contains around 16,000,000 sq. ft. of office and retail space. It comprises many open areas, including Canada Square, Cabot Square and West ferry Circus. Together with Heron Quays and Wood Wharf, it forms the Canary Wharf Estate, around 97 acres in area.

Canary Wharf is Europe's biggest reconstruction project. Urban strategies were assigned in 1988 to help with a variety of urban design and planning issues. It is a superb example of brownfield redevelopment into one of the world's main financial hubs. The once-derelict Docklands has been transformed into a high-quality, highdensity, mixed-use zone with 120,000 workers working and living in some of Europe's highest skyscrapers in less

than 30 years.

Figure 39- West India Docks and the Isle of Dogs, 1899

Figure 40- The Canary Wharf in present times

Canary Wharf plans to develop further by constructing more effectively on the remaining land and recruiting a more active workforce with enhanced transportation linkages, including the forthcoming Cross train line.

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The neighbourhood has seen significant development in recent years, with several new high-rise structures under construction. Despite its continued success, concerns have been expressed concerning rising density and radically altered skylines.

The research was conducted in unison with ongoing efforts to plan a new generation of CBDs in response to pressing needs for low-carbon development and sustainable communities in the twenty-first century. The following aspects of Canary Wharf's recent development were given special consideration: mixed-use integration, public realm quality, spatial connections, connectivity, and its distinct identity.

Figure 41- Canary Wharf site plan

Figure 42- Canary Wharf 3D site model

Why regeneration was needed?

The loss of docks as a result of containerization resulted in the loss of jobs in the area, notably for men working in the shipping sector.

During the 1950s, 602 run-down tower blocks were constructed. After the war, they were erected to rebuild bomb-damaged dwellings, and they are now widely utilised as state housing in areas with severe crime and deprivation.

Boats grew too huge to fit and were unable to travel down the Thames. As a result, the docks were relocated downstream so that boats could use them.

People didn't invest in the region since it couldn't be easily reached due to poor transportation links, both by road and rail.

Overall, Canary Wharf is seen as a success storey for urban redevelopment on shoreline land. The fact that such a huge area of land was developed and transformed from abandoned warehouses to elegant new structures, defines regeneration through the concept of sustainability.

Inference  

Canary wharf is the ideal case study as it resonates with Mumbai’s current derelict Portland situation.

The case study shows that regeneration through sustainable means is very essential.

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3.2. YACHT CLUB DE MONACO, EUROPE The case study is selected to understand how a space along the water works and integrates the environment around it, how the local climate is used to make a sustainable design.

Figure 43- A landscaped park at roof level is bounded on one side by the club’s restaurant terrace Source: Carlo Borlenghi

Figure 44- Sketches of the Yacht Club by Norman Foster

Location- Monte Carlo, Monaco Architect- Norman Foster + Partners Area- 26,550 sq.m.

Project Year- 2014 Monaco is a self-governing citystate on the Mediterranean coast of France, famous for its expensive casinos, yacht-lined harbour, and prestigious grand prix motor race.

The building is accessed by a glass courtyard before reaching the first level, which features an elite club area, bar restaurant, and swimming Figure 45- Location Map of Yacht Club De Monaco, Europe pool.

Executive offices and a series of ‘cabins' for visiting guests are located above a double-height function space. The top floors include a variety of event rooms, and a series of tiered terraces run the length of the building, providing panoramic views out to sea as well as inland over the Formula 1 Grand Prix track. The complex, which includes the Yacht Club marina to the east, supports a variety of ships, including sailing boats and super yachts ranging in size from 25 to 60 metres.

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The yacht club is the symbolic focal point of Monaco's newly renovated harbour front. It honors the magnificent coastline and maritime history. Creating a series of deck-like terraces that rise up around the port to provide unrivalled vistas out to sea or interior races over the course of the world-famous.

Design features     

On the top of the sailing school and nautical society, there is a landscaped park.

After passing through the entry porch as a drop off point, a 6m wide access road connects the building to the main road, which leads to the basement parking.

It complements the sequence of green space by being bounded on one side by the club's restaurant terrace and leading to an exhibition hall on the other.

The design connects the quayside to the casino square pedestrian path.

There is a variation in level between the main road and the quay level due to the contoured terrain.

For quick and easy access, spaces within the building at the quay level are devoted to sailing sports.

C

A YCM PUBLIC SPACE

YCM CLUB

B

SITE PLAN

C’

QUAY CLUB

GREEN SPACE

B’

A’

Figure 46- Site Plan of Yacht Club De Monaco

A DOUBLE HEIGHT BALLROOM PROVIDED ON UPPER FLOORS FOR EVENTS

THE DESIGN CREATES SERIES OF DOCK LIKE TERRACES THAT STEP UP ALONG THE HARBOUR PROVIDING A VIEW OF THE SEA AND INLAND BUILDING GREEN SPACES ON THE ROOF

SITE SECTION AT BB’

THE CLUB IS ENTERED VIA A GLAZED ATRIUM THAT FRAMES VIEW OF THE HARBOUR

Figure 47- Site Section of Yacht Club De Monaco

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SAILING SCHOOL LOCATED AT THE QUAY LEVEL FOR QUICK ACCESS TO THE MARINA

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Eco friendly approach• • • • •

The construction combines shade and natural light, and the glass facades may be opened for natural air, since it was created in response to the local climate.

The waterfront location is used for photovoltaic cells, solar thermal panels, and seawater cooling systems.

Low-energy LED lighting is used throughout the facility.

For the foundation, local resources such as European wood on the terraces, isolation panels, and recycled sediments were used.

The harbour elevation may be opened up to provide for unrestricted views.

Materials used • • •

External timber flooring.

FSC European oak hardwood floors in the interior spaces.

Large size gloss white lacquered panels with aluminium inserts for interior wall cladding.

FSC European wood triangular slates with acoustic backing for the inside ceiling.

CROSS SECTION AT CC’ Figure 48- Section1 of Yacht Club

CROSS SECTION AT AA’ Figure 49- Section2 of Yacht Club, Source- Archdaily

Figure 51- Images of Yacht Club De Monaco, Europe,

Figure 50- Deck of the Yacht Club De Monaco

Inferences • •

The case study highlights sustainable materials and eco-friendly approach to design.

The use of terrain and contours make the design more efficient.

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3.3. YAS MARINA YACHT CLUB, ABU DHABI, UAE The case study is selected to understand how the space utilizes the waterfront area through planning and designing of the structure.

Figure 52- Site plan of Yas Marina with the Ferrari World

Figure 53- Yas Marina aerial view

Figure 54- Yas Yacht Club and Marina

Architects- Omiros One Architecture Location- Abu Dhabi, United Arab Emirates Project Year- 2010 Yas Marina is not just one of Abu Dhabi's most beautiful marinas, but it's also a popular tourist destination owing to its proximity to the Formula One Grand Prix and the Ferrari World Stadium.

Figure 55- Site plan of the Yas Marina The 227-berth marina on Yas Island has seven licenced restaurants and lounges that serve a variety of cuisines. The Yas Viceroy hotel and racing track can be seen from every outlet along the waterside promenade. Premium training facilities, water activities, boat charters, a children's museum, and a musical water fountain are all featured on the premises.

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Marina Facilities      

Fresh water and shore power facilities Waste disposal, black, grey water pump out Fuel station Yacht repair facilities Water sports facilities Health and fitness clubs Open space and lawn for party/ Events

Design Features       

Figure 56- Section of Yas Yacht Club The Yas Marina Yacht Club is strategically located near the marina's intersection.

To minimise overcrowding within the harbour, visitors berths are segregated for halts of less than 4 hours.

Abu Dhabi's sailing academy, located next to the club, provides a variety of sailing classes.

Dry berthing is also available at Yas Marina, with 150 berths accommodating yachts between 8 and 12 metres in length.

A 100-ton trip lift, luxurious slipways, and a well-equipped marina repair shop There are Saturday markets around the harbour, as well as a weekly fair with pop-up stores and stalls.

A variety of restaurants and cafes near the marina provide panoramic views of the marina while dining.

Huge pixelated viewing screens are enabled by a grid of crystal LED facade lights incorporated into the outside shells.

Figure 57- Site section of Yas Yacht Club and Sailing club

Spacial design takeaways• •

•

The design incorporates views of the Marina due to its curvilinear form.

The location of the structure plays an important role as it is situated near hotels and other tourist amenities.

A composition of dynamic and fluid forms link the buildings to the nautical theme, the heritage of the locale and the new F1 character of Yas Island.

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Main entrance to lobby and upper side, semi covered areas with fountains along the club for outdoor seating.

GROUND FLOOR PLAN An atrium at entrance along with a curved staircase to compliment the curvilinear shape.

FIRST FLOOR PLAN

Amazing view of marina from attached balcony of glazing bar lounge at right side corner.

SECOND FLOOR PLAN Figure 58- Floor Plans of Yas Yacht Club with Interior Spaces, Source- Archdaily

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Double height glazed VIP lounge, waiting area and restaurants for social interaction.

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3.4. YACHT CLUB BELO HORIZONTE, PAMPULHA, BRAZIL The case study is selected to understand parameters in designing the yacht club, analysis of form, space and activities that take place in the club.

Belo Horizonte translates to "Beautiful Horizon." It is a city that was meticulously designed, with neoclassical and contemporary architectural elements. The city's economy is Brazil's third biggest, after Rio de Janeiro and Sao Paulo. Pampulha planning is not only creative in its new feature as entertainment, but it is also a formal plan that aims to include more organic nature.

Location- Belo Horizonte, Pampulha, Brazil Architect- Oscar Niemeyer Year- Inaugurated in 1942 as a public property, it was privatized in 1961 Climate- Tropical wet and dry climate Figure 59- Site Showing Yacht Club Belo Horizonte in Pampulha In this project of the lake shore, the architect privileges the straight lines in the place of curves, in which the butterfly wing roof with “V” inclination towards a central channel, which was a solution designed by Le Corbusier, which got famous only after being specified in Pampulha.

The project's center piece is a casino, which was surrounded by a restaurant, a ballroom, a chapel, a hotel, and the Yacht club with the landscape.

Figure 61- Club Bela Horizonte Figure 60- Sketch of Yacht Club Belo Horizonte Rishita Kothari|CTESCOA

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Design features



 



The structure is an Figure 62- Sketch of Yacht Club Bela Horizonte extended volume that lies perpendicular to Pampulha's huge lake. The short side is 17 metres long and is oriented northsouth, while the long side is 60 metres long and is oriented east-west.

The main entrance is tangent to the south wall, through an exquisite concrete slope that provides views of the surrounding environment, the towering structure, and the lake. The rigidity of the south facade is unmistakable. It is an elongated prism with a low height, referred to as a horizontal structure.

The ground floor is an open area with two volumes of reception and changing rooms, all of which are fairly residual.

Instead, upstairs has a more traditional modulated glass facade that is independent of the structure and forms volumes with gaps where the steps are produced, vistas, i.e. linkages between east and west. On the upper level, partly tectonic enclosures contain glass, brise-soleils, walls and terraces.

In the case of vertical connections, the ramp and spiral staircase of services are visible from the front and are utilized as both a compositional and functional feature.

Figure 65- Club Bela Horizonte

Figure 66- The ramp

Figure 63- Floor Plans of Yacht Club Belo Horizonte, Source- Designboom 

Figure 64- The structural columns

SpacesIn the restaurant and great room, the internal space is mainly translucent. The layout is open, with just a few informal dividers that function as thresholds rather than divisions.

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

  

There are eye-catching and artistically interesting walls with various murals. The tiny band shell stage serves as a barrier between the reception area and the restaurant, overlooking a patio and a lake.

Along with its central placement, a band shell has dual circulation, and the project is reinforced on all scales.

The restaurant's service and food area is located towards the west, secluded contrary to the transparent aisle.

On the west side, between the Brise-soleils and the glass enclosure, there is a visitable gap where you may relax in the shade and enjoy the breeze passing through the sunscreen.

Materials used



 

Figure 67- Ramp leading to the structure At the Yacht Club, Brise- solei's vertical aluminum was utilised. They're bright and ocher-colored on the interior for a warm reflection of light and more flexibility in the front.

Concrete is the primary material, although it is coated white. It also has a natural stone tile line on the south wall, which is in keeping with Brazilian heritage and gives the floor a glossy appearance.

Large panels or sliding windows within a wall are made of glass.

Many of the Yacht Club's features are painted blue- the pilotis, ramp, and railing.

Blue is frequently used on the shutters of frames and in the basements of historic structures.

Figure 68- The V-shaped roof and swimming pool area

Figure 69-The floor plans, Source- Archdaily

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Figure 70- The cantilever functioning as a terrace

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3.5. SANT FELIU YACHT CLUB, SPAIN The case study is selected to study the use of local materials and how the site context can be used to its full extent, in this case contours, rocky terrain and the optimum use of levels.

Location- Spain Marina Year-2009 Architects- Fuses-Viader Architects The Sant Feliu Yacht Club is built on two main principles: 1. To restore the land to its "natural" state, which entails fully using the views of the stunning natural rock and the stone walls that surround it.

2. To control pedestrian circulation all across sector. The circulation between the boats and the club; from the new commercial zone to the breakwater; between the breakwater, the lower parts of the harbour, and the new shore walk; interconnects all the three junctures.

Figure 71- Saint Feliu Yacht Club View

Figure 72- Site plan showing contours and docking areas

Additionally, the new layout consists of the upper platform, which is positioned at level +10.70 m and is a flat, clean area with outstanding views, in contrast to the present ground and first floors, which are located at levels +4 - 5 m and have ground-level vistas. These 6 metres (two storeys) of elevation difference give spectacular views over the harbour and the town of Sant Feliu in a westerly direction, as well as the interesting rocky terrain beyond the esplanade, which leads to the sea.

The building is divided into two portions based on these premises, which are placed at floors 3.80 and 10.50, respectively. It is not a tight, self-contained structure, but rather one with a more open plan that seeks a conversation with the dock and the beginning of the neighbouring cliffs while respecting the picturesque surroundings.

The new building appears to “disappear” when the two floors are separated.

The bottom section integrates with the wharf's concrete platform system and extends it to link with the seaside walk. In connection to the entry plaza, a wide longitudinal aperture beneath a concrete structure functionally isolates and

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privatises the entrance to the club and the harbour services, while also contributing to concealing its volumetric presence.

Figure 73- The level differences in the structure

Figure 74- Site plan showing the Ground floor plan

The upper part, which is built on a reddish rock base similar to that of the existing walls, blends in with the surrounding landscape as if it were another cliff, with only a continuous line of windows protruding from it to provide views of the harbour and town from the Club's social hall and restaurant. The placement of the social hall, restaurant, and terraces on this level also allows for an opening-out to the vast confined space created by the existing platform, allowing for the creation of an outstanding area adjacent to the Club with the rocks as a background. A tiny pine forest has been planted beside the club's top entrance to help close the space.

The two levels are joined by a four-story continuous stairwell that descends from the social hall and provides direct views of the dock and the open sea, as well as a panoramic outside elevator that connects the reception with the bar and restaurant.

Figure 75- Site sections showing the contour levels and heights

Figure 76- The cantilever walkways

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Figure 77- Cantilevered walkway

Figure 78- Site sections

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3.6. LITTLE ISLAND, NYC The case study is selected to study Public parks on the waterfront and how different microclimatic zones can be created on water.

Type- Urban Park Location- Hudson River, Manhattan, New York Area- 2.4 acres, 11,000sqm Designed by- Heather wick Studio Project year-2018 Little Island is a public park that shelters three new performance venues on the Hudson River. It is a green oasis, held above the water by sculptural planters, and located just a short walk across a ledge from Manhattan's Lower West Side, designed as a sanctuary for humans and wildlife. Piers used to be flat to make it easier for vessels to dock. The existing wooden piles in the sea, remains of the many piers that used to stretch from Manhattan's waterfront, inspired the concept of elevating the park on its foundations. The piles have created a vital habitat for marine life and a sheltered nesting ground for fishes underneath the visible points of the wood.

Figure 79- The walkways bridges connecting the park

Figure 80- Site Plan of Little Island

Figure 81- The different microclimatic regions on the Little Island, Source- Archdaily

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The pier was designed to be a full experience, rather than a collection of disparate things thrown together. To sustain any form of pier, new piles would be required.

Instead of sticks supporting a deck, the piles serve as the deck, extending into planters that connect to form the park's surface. The piles' heights vary to produce the park's contours: the pier's corner is raised to allow sunlight to reach the marine environment, while the edge lowers to define hills, views, and a natural amphitheater for performances. The pier and its supporting structure become one in this manner.

More than a hundred different kinds of indigenous trees and plants are planted in the planters or ‘pots,' which promote biodiversity and are able to flourish in New York's environment — each corner of the island symbolizes a distinct microclimate.

The design team took inspiration from nature and the ice mosaic that forms around the timber piles when the river freezes. The space was reimagined as a tessellated design that seems organic but employs standardized parts for manufacturing. At the periphery, where pots were most apparent, care was made to change the angle and repetition of pots.

The precast components were delivered by boat and erected on site, causing the least amount of interruption to the city. In response, 132 concrete columns were used to raise Little Island about 13 feet (four metres) above the waterline.

Figure 82- Section1 showing the various levels

Figure 84- Section2 showing the walkways

Figure 86- The unused port piers which were used for creating the public park

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Figure 83- The piers and soil beds

Figure 85- The orientation of the site best suited to tackle winds and sea currents

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3.7. THE BLUR BUILDING, SWITZERLAND The case study is selected to study temporary exhibition spaces on water and how different atmospheres can be created on the surface of water.

Location- Swiss Expo 2002, Yverdon-les-Bains, Switzerland Area-80000 gsf Commission- 1998 to 2002 Project Architects- Elizabeth Diller and Ricardo Scofidio The Blur Building is an atmospheric structure, consisting of a fog mass created by natural and man-made factors. Water is drawn from Lake Neuchâtel, filtered, and misted via 35,000 high-pressure nozzles to create a fine mist. A smart weather system monitors changing climatic variables such as temperature, humidity, wind speed, and direction, and adjusts water pressure in various zones.

Figure 87- The Blur building and the connecting walkways, highlighting the mist around the structure

Figure 88- The plan of the Blur building, Source- Diller Scofidio+Ricardo

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Visual and auditory cues are lost when you enter the Blur pavilion. Only an optical "white-out" and the "white-noise" of pulsating nozzles are present. Blur is definitely low-definition, in contrast to immersive environments that aim for visual accuracy in high-definition with ever-greater technical skill. There is nothing to see in this exhibition pavilion except our reliance on eyesight. On a larger scale, it's an experiment in de-emphasis, where internal movement is uncontrolled.

The Angel Deck is accessible to the public through a stairway that emerges from the fog into the blue sky. Water is not just the building's location and major material; it's also a gastronomic delight. The public is welcome to drink from the building with an immersive audio world within the structure. The pavilion is constructed of filtered lake water sprayed as a fine mist through 13,000 fog nozzles, creating a 300-foot-wide, 200-foot-deep, and 65-foot-high artificial cloud, supported on 4 columns.

Design

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A tensegrity system of rectilinear struts and diagonal rods cantilevers out over the lake from piles in the water. Ramps and walkways thread their way through the tensegrity system, with some serving as structural counterweights. Buckminster Fuller's work inspired the design.

Blur is accessible to the general public through a raised bridge. The 400-foot-long ramp drops guests into the fog's heart, onto a huge open-air platform with unrestricted mobility.

Each visitor fills out a questionnaire/character profile and is given a "brain coat" before entering the cloud (smart raincoat). The garment protects the wearer from the elements while also storing personal information for communication with the cloud's computer network.

Visitors to the Glass Box, a six-sided chamber enclosed by glass, experience a “sense of bodily suspension only heightened by an occasional opening in the fog.”

As visitors walk by, their coats compare profiles and change colour to indicate the degree of attraction or repulsion, similar to an unintentional blush - red for affinity, green for hostility. At any given moment, 400 people can interact using the system.

Figure 89- The regulation of wind and water in the structure mist production

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Figure 90- The mechanism of

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3.8. LOUVRE MUSEUM, ABU DHABI, UAE The case study was selected to study museum designed on water and how regulation of micro-climate is essential, according to site location.

Location- Abu Dhabi, United Arab Emirates Architects- Ateliers Jean Nouvel Area- 97000 m²

Figure 91- The Louvre Museum, Abu Dhabi, Source- Archdaily The design was inspired by the region's rich architectural traditions and the museum's

unique location, where the Arabian sky meets the dunes of Saadiyat Island and the seas of the Arabian Gulf, creating a symphony in concrete, water, and the delicate dance of reflected light.

A floating dome of light and shade Nouvel's idea is centre on a massive silvery dome that appears to float onto the museum-city. The dome, despite its seeming weightlessness, weighs over 7,500 tonnes.

The dome is a complicated, geometric structure with 7,850 stars, inspired by the cupola, a prominent element in Arabic architecture. In eight distinct layers, these stars are replicated at varying sizes and angles.

As the sun rises higher in the sky, its light filters through the holes in the dome, creating an appealing phenomenon known as the "shower of light" within the museum. The palm trees of Abu Dhabi inspired this homage to nature. The leave pattern reflects the bright sunshine from above, filtering and softening it to create a dappled pattern on the ground.

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A museum-city in the sea Tourists can come by land or boat at the Louvre Abu Dhabi, which is surrounded by water. They can tour the 55 buildings, 23 of which are galleries, just like they would in an Arabian medina. The museum is architecturally influenced by the region's low-rise houses.

Figure 92- Section of Museum spaces

Visitors may take a pause, along the external pathways to reflect on and analyze the artworks, as well as appreciate the ever-changing connection between sun, sea, art, and architecture.

Natural cooling The dome decreases the energy consumption of the buildings below it in addition to being a work of art. It protects the outdoor plaza from the sun's rays. And walking between the structures under the 'shower of light' gives an unforgettable experience.

Figure 93- The scale of the Louvre Museum

Figure 94- The Louvre surrounded by water Figure 95- Site plan of the Louvre Museum, Abu Dhabi

An environmental micro-climate The design of the Louvre Abu Dhabi is aiming for the Silver LEED certification for environmental excellence. The museum offers a pleasant environment. Due to passive cooling influenced by traditional regional architecture and local culture.

Passive water and energy conservation, extremely efficient HVAC systems, lighting, and sanitary fittings, are all used at the Louvre Abu Dhabi.

The patterned roof lets in plenty of light without generating too much heat or wind, while elements like the stone floor and wall cladding keep the structure cool for longer as the day progresses.

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Facts and figures The overall weight of the dome is 7,500 t, which is comparable to the Eiffel Tower in Paris.

The dome's layers are made up of eight layers. Four layers of stainless steel on the outside, four layers of aluminum on the inside.

The number of ‘stars' in the dome's design is 7,850.The biggest ‘star' is 13 metres in diameter and weighs 1.3 tonnes.

The number of piers that support the dome and allow it to float is four, each buried within the building 110 metres apart.

The diameter of the dome's base is 180 metres. The building's level is 40 metres above sea level. The height of the dome above ground is 36 metres.

Figure 96- The effect of sunlight and the reflection created inside

Figure 98- Natural lighting from the dome

Figure 99- The layers of steel roofing Rishita Kothari|CTESCOA

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3.9. ANALYSIS The case studies strings along different aspects of architectural infrastructure, cultural spaces- museums, temporary exhibition pavilions and urban design through public parks on waterfronts. Comparative Study of the Yacht Clubs-

Yacht Club De Monaco, Europe

Figure 100-The yacht club viewed from across the harbor, Source: Carlo Borlenghi

Yas Marina Yacht Club, Abu Dhabi, UAE

Figure 101- The Yas Marina Yacht Club and the docking area, Source- Archdaily

Yacht Club, Belo Horizonte, Brazil

Figure 102- The Yacht Club at Belo Horizonte with distinctive roof

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NAME APPROAC H AREA PARKING BERTHING TYPES OF BOATS

4 5 6 7

YACHT CLUB, BELO HORIZONTE, BRAZIL

DESIGN GUIDELINES -

Monaco has a hot-summer Mediterranean climate Which is influenced by oceanic and humid subtropical climate. It has warm, dry summers and mild, rainy winters

Abu Dhabi has a hot desert climate Sunny blue skies can be expected throughout the year. June to September are extremely hot and humid with temperatures above 38 degree Celsius

Monaco is known for its upscale Yacht line harbour and water sports.

Located on the waterfront outskirts of City.

Yas Island well known for leisure activities with Ferrari world and F1 track at close proximity.

Located on the waterfront outskirts of City.

Access : From North-South

Access : From East- South

8

YAS MARINA, ABU DHABI, UAE

LOCATION/ MAP CLIMATE CONTEXT

SR.NO 1 2 3

YACHT CLUB DE MONACO, EUROPE

Brazil has wet and dry climate On average, the temperatures are high.

Winters experience heavy rains, dry month’s beingJune, July and August and the warmest month is January.

Belo Horizonte encourages sports activities within the city.

Located on a flat land near lakefront.

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Access : From South- North

Site planning to ensure connectivity of the club to the site entrance and access roads.

Location of the Club to be in a place where water level is deep.

A 12m wide road connects the site. A 6m wide road to within the site for vehicular movement.

A 12m wide road connects the site.

A 12m wide road connects the site. Two access points are provided for vehicular and pedestrian movement.

Site – 1, 03940.87 sq.m.

Built-up – 4052.16 sq.m.

Parking – 1600 sq.m.

Site – 2, 03140.87 sq.m.

Built-up – 14,714.32 sq.m.

Parking – 3181.44 sq.m.

Site – 8887 sq.m.

Built-up – 2320 sq.m.

Parking – 916 sq.m.

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Basement parking provided for 50 cars.

Open parking space for 400 cars and 10 buses.

Stilt parking provided for 100120 cars.

Finger pier berthing to berth maximum number of yachts within a small area.

Berthing done along the quay level and artificial marina created to increase the capacity.

Berthing done along the quay level.

Parking should be obstruct near the entrance. Capacity depending on footfall of the building.

Finger pier berthing is a viable option to maximize space and expansion.

Berthing capacity of 40-50 yacht based on number of yatch club members and regional scenario.

Berthing spaces for yacht ranging from 8m – 15m of length will be provided.

A maximum of 70 superyachts can be docked.

Superyachts of length varying from 40m - 65m of length are docked.

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A maximum of 120 yachts of varying length can be docked.

Yachts of length varying from 8m – 60m of length are docked.

A maximum of 10 boats can be docked along the quay level.

Boats of 7m – 9m in length are docked.

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With the context, the space captures an idyllic image of the city view with the plays of weather and seasons.

Depending on the users and activities, visitors and service entries as well as parking’s should be separate.

Well defined spaces for different activities within and outside the building.

Minimum divisions of spaces maintained except for services and admin areas.

Open circulation provided with minimum partitions and divisions.

Spaces within the building at the quay level are dedicated to activities pertaining to sailing for an easy and quick access.

The complex has high quality contemporary interiors- luxury lounge, restaurants, outdoor deck, pool area, retail, car parking and dry berthing components.

The idea here is to work with the minimum design, space making and materials. Being a fluid space, it blurs the lines between the interior, exterior and the nature beyond.

As per design requirement the users and activities, spaces should be segregated and contextual.

Vertical circulation is achieved through a spiral staircase in the building and straight flight staircase passing through the deck shaped terraces on the exterior.

Spiral staircase along with capsule lifts are provided for vertical circulation.

Spiral staircase is provided in the structure and a ramp within the structure and a ramp with a gradual slope is provided on the exterior of the building connecting ground floor with the terrace.

SPACES

ZONING/ CIRCULATIO N

Yas Marina Yacht Club is strategically placed at the junction of the marina.

VERTICAL CIRCULATIO N

9 10 11

A ‘U-shaped” berthing pattern formed adjacent to the club for maximum berthing capacity.

LIGHT & VENTILATION

12

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STRUCTURAL SYSTEMS

13

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The building has been designed in response to local climate. The club entrance is via a glazed atrium that frames view of the harbour.

The structure balances shade and natural light and the glass facades can be opened for natural ventilation.

A grid of building is done in a way that natural sun light reached every space of the club.

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Conventional method: The concrete frame and shear wall is used.

They rest on foundations for load transfer.

Tensile structures: (Terrace pergola) Members of tensile structures are subjected to pure tension under external loads.

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Most of areas have artificial light and ventilation Double height VIP lounges, waiting areas and restaurants of club is covered with curtain wall for maximum light and ventilation.

Balcony is provided at corner of bar and lounge area giving an amazing view of the marina.

Voids are provided along the levels to maintain vertical transparency.

Ferrocrete method: The form is achieved by using Ferrocrete. In this form, reinforced concrete is closely spaced with multiple layers of mesh or small diameter rods filled with mortar.

Synthetic compound mixture made of metallic alloys, ceramic polymers and stone.

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As per user numbers and activities, a sufficient number of staircase and elevators should be provided to ensure vertical circulation.

This club captures the view of the marina and with optimum light and ventilation.

The club is covered with concrete fence and curtain wall on large opening for maximum light to enter.

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Conventional method: (exposed concrete) It is a cast in-situ wall system.

The concrete shell and columns are arranged in a manner that the concrete shell cantilevers on all four sides.

The service blocks are treated as independent objects within the concrete shell, ensuring organic movement.

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As per local climate maximum openings should be provided for the panoramic view of water.

Natural light, passive cooling techniques need to be used to reduce load on the HVAC systems.

As per local material and form of designed building the structural system is defined.

Visual access should be permitted by glass or openings.

Use of material suitable for long span construction, i.e. steel.

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FUNCTIONS

Guest rooms- Absent Banquet Halls- Capacity : 100-150 guests Restaurants & Bars- capacity of 50-60 seating with semicovered and open seating areas.

Retail Shops- Absent

The site slopes gradually towards North side.

The site is a flat terrain.

The site gradually slopes from North-West

-Club house activity -Club restaurants and lounge -Recreational zones -Yachting, sailing academy and racing -Public spaces and gallery spaces -Trench Drainage system -D.G. Set with generator -Solar panels and heaters -Rain water harvesting

-Club house activity -Club restaurants, café and lounge -Recreational zone -Yachting and sailing academy -Public spaces and party lawns -Trench Drainage system -Water treatment plant -Solar panels and heaters -Grey water recycling

-Club house activity -Club restaurants -Boating -Sports activity -Private club activities

As per design requirement and contextual requirement.

-Not specified

A great care to be given to berthing location w.r.t. proximity to electric power, water, accessibility to Yachts, repair station and availability of man power, public sales,etc.  Setting and imagery of the Club is important to generate revenue.  Architectural forms play a major role in the Club design.  The structure must stand out unique and different to create an impact in the surroundings.

DESIGN INTERVENTION

TOPOGRAPHY

Guest rooms- Absent Banquet Halls- Capacity : 50-75 guests Restaurants & Bars- 7 restaurants with 70 seating areas.

Retail Shops- 3 retail shops at ground level of 40-45 sq.m. Each.

BUILDING SERVICES

14 15 16 17

Guest rooms- 10 guest rooms provided of 30 sq.m.

Each in area.

Banquet Halls- Capacity : 150 guests Restaurants & Barscapacity of 80 seating with rooftop bar Retail Shops- 6 retail shops at ground level of 30 sq.m.

Each.

ARCHITECTURAL DETAILING

18

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Attempts to make club visually appealing, care taken towards setting and visual view of Waterfront.

Integration of public activity and gallery facilities with Yacht tourism.

The club has a simple Modern elevation.

Recreational zones add to the beauty of architecture.

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The geometry of the curved surfaces and their pre-cast concrete, the unique atmosphere created by the natural light flowing to the ground, brushing the laminated panel’s walls.

There is a lawn of wild grasses atop this artificial hill, overlooking the club.

The club cellar lets in natural light and has a pure, simple design.

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The club has a simple Modern elevation with composite materials.

Sloping roofs and vertical fences combination façade structure.

A minimum 20 guest rooms should be provided for guests and members.

Banquet halls of capacity 150-200 for guests.

Restaurants and lounges of minimum 100-150 seating.

Souvenir shops at the entrance lobby to ensure maximum footfall.

Slopping site considered for amazing view of the waterfront from the club.

Table 4- Comparative Analysis of the three Yacht Clubs, Source- ISSUU

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Figure 103- Aerial view of Mumbai Harbour, Source- Google

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4.

DATA COLLECTION 4.1 4.2 4.3 4.4

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Coastal cities & Climate change Coastline of Mumbai Policies & Proposals Surveys & Data Analysis

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4. DATA COLLECTION The data collection in this chapter can be categorized asPrimary data- collected by conducting surveys catering to the residents of Mumbai and interviewing local people on the site: Mumbai Portlands.

Secondary data- collected by reading and analyzing research papers, case studies, feasibility reports and newspaper articles.

4.1. COASTAL CITIES & CLIMATE CHANGE Coastal cities have traditionally been among the most desirable locations to reside.

They are generally well connected to other sections of the mainland due to their proximity to the sea. Coastal cities have a completely different microclimate, soil type, and topography than the rest of the nation and are extremely important in terms of security, economy, and tourism.

India features a 7500-kilometer coastline with about 12500 water bodies, all of which are special and unique. These coastal regions are home to a variety of tribes and indigenous tribes, but in order to handle the growing population of people living in India's coastal areas, the infrastructure in these towns is constantly being extended, putting more pressure on them on a daily basis. Coastal regions are described as areas of land that are next to the shoreline. A distance of 60 kilometres from the seashore to the terrestrial side is still considered part of the coastal belt on average.

Mumbai is the second-most vulnerable to climate-induced sea level rise and extreme weather events among 136 coastal cities across the world, according to future climate predictions by the UN's Intergovernmental Panel on Climate Change (IPCC).It is predicted to experience a 25% increase in the severity of flash floods and a 0.5 metres rise in sea level by 2050. This will have an impact on 2-3 million people who live within a 1 km radius of the shore.

Figure 104- Mumbai waves crashing during High tides, Source- India today

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Figure 105- Map showing coastal cities of India and their demographics

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Waste dumping, unauthorised settlements, residential sewage, industrial waste, coastal erosion, coastal radiation, lack of infrastructure, and physical links to water are all dangers that these coastal communities confront, both natural and manmade. The following are some of the ways that may be used to safeguard coastal areas:

Sponge Cities In the third week of October 2020, around 50 people died in Hyderabad as a result of severe rainfall. Chennai was also hit by a huge flood five years ago, which claimed many lives and wreaked havoc on property. The monsoon also causes flooding and massive destruction in Mumbai. All of this necessitates the establishment of Sponge Cities in India.

A sponge city is an urban region that uses a number of strategies to deal with excessive rains. Simply lowering the quantity of hard Figure 106- Sponge city diagram surfaces and increasing the amount of absorbent land, especially green space, can help to reduce the intensity and frequency of flooding disasters. Water shortages, which may be particularly acute in large cities, can be mitigated by supplementing this method with efficient channeling and storage systems.

Coastal protection measures Coastal erosion is a physical process in which natural forces such as waves, tidal currents, and currents erode away at the coastal sediments and redistribute them.

There are two types of coast-protection measures: hard and soft structural alternatives. The softer ones are typically used on the beaches.

Hard coastal protection structures include the following methods: 1) Groyne: It is a coastal structure built perpendicular to the shoreline and extending out into the sea to capture longshore sediment movement or regulate currents.

2) Seawall: It is a coastal construction that is built parallel to the coast to prevent erosion.

3) Offshore Breakwater: It is a wave-absorbing structure that runs parallel to the beach. There are two types of breakwaters: detached breakwaters, which are straight shore-parallel structures created as rubble-mound structures with relatively low crest levels, and connected breakwaters, which are built as rubble-mound structures with relatively high crest levels. Submerged unattached breakwaters that are submerged yet pose a danger to vessels and swimmers due to their lack of visibility.

Soft coastal protection structures include the following methods: 1) Land Management: Sand dunes serve as a natural barrier to the sea. These dunes are left undisturbed, and portions of sand dune systems are designated as off-limits to the public to prevent dunes from being eroded by humans.

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2) Marshland Creation: Marshland is used to divide the waves and limit their speed, allowing energy to be dispersed and the wave's erosive force to be reduced.

Mangroves, glassworts, and other wetland plants are used to create the marshlands.

Specialised methods includeEcosystem-based and hybrid approaches combining ecosystems and built infrastructure.

1) Geotextiles: Geotextile systems use a high-strength synthetic fabric as a form for filling with sand or cement and casting huge units like bags, beds, tubes, containers, and inclined curtains. These allow larger waves to release energy while smaller waves can reach the cliffs.

2) Bio-technical structures: Bio-technical structures are soft measures that mimic natural coastal structures while promoting marine flora development.

3) Artificial reefs: These are submerged breakwaters made out of geotextile coils or bags, sand, huge stones, and concrete.

4) Artificial Mangrove Root Systems: Mangrove trees operate as living sea barriers, binding the soil together and avoiding coastal erosion by reducing wave action.

Figure 108- Coastal Erosion protection methods

Figure 107- Definition of coastal sub-zones, adapted from the Shore Protection Manual, Source-coastalwiki.org

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4.2. COASTLINE OF MUMBAI Mumbai’s coastline is very diverse as it has various functions some of them being used for

Living Edge- Koliwada: Worli, Versova, Mahim, Juhu

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Recreational Edge- Beaches & public promenades:

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Sacred Edge- Banganga Tank, Haji Ali Dargah

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Transportation on Edge- Victoria & Indira Docks

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Occupational Edge- Fishing and Industries: Sasson Docks, Haji Bunder, Lakdi Bunder

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Infrastructure on Edge- Coastal Road, Worli Sea-link, Sewri Trans-Harbour link

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Historical Edge- Gateway of India

Mumbai being a coastal city has distinctive typology of spaces on its western and eastern edges. As the city expands linearly from North to South, the East-West connectivity is not well established. The western coastline of Mumbai has multiple beaches, waterfront areas, back bays and promenades. The upcoming Coastal road which connects Nariman point to Versova.

The Eastern coastline has the portlands, industrials areas, fort and Colaba area. The upcoming infrastructure include- Ro-Ro pax terminal, International cruise terminal and Development of Mumbai marina.

Figure 109- Map highlighting the existing and upcoming infrastructures on the coastline of Mumbai, Source-Author Rishita Kothari|CTESCOA

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4.3. POLICIES & PROPOSALS COASTAL REGULATION ZONE- CRZ The Central Government declares the Coastal Regulation Zone in order to conserve and protect the unique environment of coastal stretches and marine areas. To provide livelihood and security to fishermen and local coastal communities, to promote sustainable development and account for the dangers of natural hazards and sea level rise due to global warming.

Coastal Regulation Zone includes creeks, bays, oceans, rivers, and backwaters that are impacted by tidal action and are up to 500 metres from the High Tide Line, as well as the land between the Low Tide Line and the High Tide Line (CRZ). The Ministry of Environment and Forests (MoEF) issued a notification in February 1991 under the Environment Protection Act of 1986 to regulate coastal area operations. This is the 2019 version of the updated rules announcement.

Classification of CRZ. –The coastal areas and marine waters for the purpose of conservation and protection, under the CRZ area are classified as follows:  CRZ-I: Environmentally sensitive areas (ESAs) and geomorphological characteristics that have a role in protecting the integrity of the coast are both categorised as ecologically sensitive areas CRZ-1. Mangroves, coral reefs, and sand dunes; biologically active mudflats; National parks, marine parks, sanctuaries, reserve forests, animal habitats, and other protected places, including Biosphere Reserves; Salt marshes, and archaeologically significant buildings and historical sites. The area between the Low Tide Line and the High Tide Line is known as the intertidal zone.

Regulations of permissible activities a) Mangrove walks, tree houses, and nature trails are examples of eco-tourism activities. Only pipes, transmission lines, conveyance systems or mechanisms, and the construction of roads on stilts that are necessary for public services will be authorised in the mangrove buffer. b) Land reclamation, bunding, and other shoreline operations such as ports, harbours, jetties, wharves, quays, slipways, bridges, hover ports for the coast guard, and sea connections, among others, would be authorised. c) Ports and harbours, jetties, quays, wharves, erosion control measures, breakwaters, lighthouses, navigational safety facilities, coastal police stations, and Indian coast watchtowers are all activities that need foreshore amenities. d) Roads on stilts, provided that such roads are not permitted for construction on the landward side of such roads until the present High Tide Line is reached.  CRZ-II: The developed land areas up to or near the shoreline, within established municipal boundaries or in other existing legally assigned urban areas, which are considerably constructed with a ratio of built-up plots to total plots of more than 50% and have

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been provided with stormwater and approach roads, as well as other infrastructural facilities, such as water supply, shall be referred to as CRZ-II. Regulations of permissible activitiesa) Activities as permitted in CRZ-I, shall also be permissible in CRZ-II. b) Construction of residential buildings, schools, hospitals, institutions, offices, public places, and other structures shall be permitted only on the landward side of existing roads or on the landward side of existing fixed structures: However, that no permission for building construction shall be granted on the landward side of any new roads constructed on the seaward side of an existing road. c) Restrictions apply to the development of empty plots in designated regions for the building of beach resorts, hotels, or tourist development projects. d) Beaches may have temporary tourism amenities such as shacks, toilets or washrooms, changing rooms, and shower panels; walkways made with interlocking paver blocks; however, a minimum distance of 10 metres from the HTL must be maintained for setting up facilities.  CRZ-III: CRZ–III is made up of land regions that are generally undisturbed (such as rural areas) and do not come under CRZ–II. The region up to 50 metres from the HTL on the landward side of such highly populated CRZ-III areas, where the population density is more than 2161 per square kilometre as per 2011 census base, will be classified as the ‘No Development Zone (NDZ)'.

A NDZ of 200 metres from the HTL on the landward side would be used in regions with lower population. Along the tidal affected water bodies in the CRZ III, land up to 50 metres from the HTL or the width of the creek, whichever is less, shall be designated as the NDZ. Note: The NDZ shall not be applicable in the areas falling within notified Port limits.

Regulations of permissible activities a) Except for repairs or rebuilding of existing approved structures not exceeding the existing Floor Space Index, no development shall be permitted inside NDZ in CRZ III (FSI). b) Fish drying yards, auction halls, net mending yards, traditional boat construction yards, ice plant, ice crusher units, fish curing facilities, and similar facilities are necessary for local fishing communities. c) Construction of clinics, schools, public rain shelters, communal toilets, bridges, roads, water supply, drainage, sewerage, crematoria, cemeteries, and electric substations that are needed by local residents may be allowed.  CRZ- IV: The water area and seabed area between the Low Tide Line and twelve nautical miles on the seaward side should be included in the CRZ- IV. Regulations of permissible activities -

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Local communities engage in traditional fishing and related activities. Land reclamation, bundling, and other similar operations should be authorised exclusively for purposes such as.a) Foreshore facilities for the coast guard, ports, harbours, jetties, wharves, quays, slipways, bridges, sea connections, and hovercrafts; b) Erosion-prevention measures; c) Waterway, channel, and port maintenance and clearance; d) Sand bar prevention measures, tidal regulator installation, storm water drain laying, or construction for salt ingress and freshwater recharge prevention.

Figure 111- Map showing the coastal regulation zones, Source-CZMP

Figure 110- Coastal Regulation Zone Notification, 2018 Rishita Kothari|CTESCOA

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Dockland dreams A variety of proposals have been made for Mumbai’s docklands, which cover 730 hectares along a 28km from Colaba in the south to Wadala in the north, along the city’s eastern edge. This is what the various proposals suggest.

Mumbai Port Complex Master Plan by HCP- After winning the project in a global tender, HCP is designing a masterplan for the 500 hectares (approximately) of port lands. The draft masterplan includes the creation of a new financial centre, a government office, hotels, commercial and residential structures in close proximity to the proposed metro line and existing sub-urban railway stations.

APLI Mumbai and Meera Sanyal - The port's operations should be decreased, and the area divided up for other purposes, such as a natural park on the mudflats, a history and cultural zone near Sewri fort, a sports and education zone at Cotton Green, an innovation and incubator hub at Elphinstone Estate, and contemporary fishing facilities. The INS Vikrant, which was sold to a shipbreaker, should be turned into a maritime museum.

Figure 113- The proposed planning by HCP, Source- HCP

Figure 112- The proposed planning by APLI

Hafeez Contractor- He suggests that 600 hectares of land must be reclaimed to have the following spaces -A sports area (150 acres), financial skyscrapers (375 acres), amusement parks and aquatic worlds (230 acres), affordable housing (395 acres), corporate complexes and houses, and gardens should all be included in the development (100 acres). The goal is to build the world's tallest skyscrapers.

Figure 114- The master plan for Hafeez Contractor’s proposal, Source-The guardian

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4.4. SURVEYS & DATA ANALYSIS The survey was conducted as a source of primary data collection. The following questions were asked and a response of 42 people was recorded. The questions are mentioned in the Appendix-I. A question which provides an insight is listed belowWhat provisions should be made by coastal cities to combat climate change?               

Green revolution , awareness to plastic harm Reducing emissions into the sea Reclaimed land should be in a given percentage.

Try not to exploit the nature and build or intervene in synergy Provisions like mangroves, marshes, reefs artificial sand dunes should be provided and maintained along the coast to reduce the impact Sustainable architecture, ecofriendly ways should be introduced, green certified building Segregation of waste and stricter laws Waste management along the coast Reduce urban heat island effect and carbon emissions. Promoting more public transport. Provision of more permeable surfaces. Have more native trees.

Preserving the water bodies and infrastructure around it Safe trees, use land which is already in construction but not used properly, and for a long time.

Less Industrial waste dumps Port authorities to manage public movements and strict laws.

Create sustainable barriers to prevent flooding of spaces along the coast.

Certain cities use the city as sponge method (Hyderabad, places in China and Vietnam etc.)... This could be used to mitigate the rising sea levels and prevent floods

DATA ANALYSIS According to the study, the city is dealing with a shortage of open spaces, a lack of public places, and an increase in traffic congestion.

Global warming and increasing sea levels posed a threat to the coastal metropolis.

As a result, the city's shoreline must be prepared.

The portlands provide a potential for the growth of water tourism and trade, as well as a less expensive method of transportation than highways.

The reclamation of land near the beaches, which impacts marine life, fishing villages, and exposes the city to the hazards of tsunamis and other calamities, is visible as part of the city's planned infrastructure to alleviate traffic congestion.

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Figure 115- Mumbai Harbour nocturnal view, Source- Google Rishita Kothari|CTESCOA

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5.

SITE SELECTION 5.1 History of Mumbai 5.2 Mumbai’s Eastern Waterfront 5.3 Mumbai Portlands and its history 5.4 Mumbai Port Trust (MbPT) 5.5 Landmarks on Eastern Waterfront 5.6 Site Data 5.7 Draft Mumbai Metropolitan Regional Plan

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5. Site Selection The design dissertation is site specific to the portlands on the Eastern waterfront of Mumbai. This chapter explores the site history, criteria of site selection and data collected on the site study.

5.1. HISTORY OF MUMBAI Mumbai is located on a peninsula on Bombay Island, which was once made up of seven islands off the Konkan coast of western India. Over the course of five centuries, the seven islands of Bombay formed an archipelago that was eventually physically linked by land reclamation efforts. The islands that made up the original archipelago were: Isle of Bombay, Colaba, Old Woman's Island (Little Colaba), Mahim, Mazagaon, Parel, and Worli.

The protected waters of Mumbai (Bombay) Harbour are to the east of the island. The low-lying plain of Bombay Island is flanked on the east and west by two parallel ridges of low hills, roughly one-fourth of which is below sea level. Mumbai Harbour is protected from the open sea by Colaba Point, a point formed on the extreme south by the longer of those hills.

Figure 116- ‘Island City’ Evolution. 1670, Original Seven Islands, Source- Noel Murphy

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The old city stretched from Colaba Point on the southern point of Bombay Island to Mahim and Sion on the island's northern shore, covering roughly 26 square miles (67 square kilometres). Mumbai grew northward in 1950, including the huge island of Salsette, which was connected to Bombay Island by a bridge. (Darashaw, 2020) Mumbai is the capital of Maharashtra State, which is located in southern India. It is the country's financial and commercial capital, with the Arabian Sea as its main port. It is India's most populous city and the world's largest and densely inhabited urban regions, located on Maharashtra's coast.

Figure 117- ‘Island City’ Evolution. 1970-2019, Source- Noel Murphy

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Mumbai Demographics Mumbai's urban population is projected to be around 22 million people, making it India's most populous, commercially active, and densely inhabited metropolis. Over the last two decades, the metropolitan area has grown at an exponential rate, as is typical of Indian metropolises. The country's high population increase is due to migration from other regions, with people looking for business and job possibilities.

(Source-World population review) Mumbai's population has more than quadrupled since 1991, when the census revealed that the city's population was 9.9 million. The city's fast growth has resulted in significant health concerns and a huge number of inhabitants live in the city's slums. Mumbai is expected to have a population of 28 million people by 2030.

According to these projections, the world's 6th most populated metropolis will rise to become the 4th most populous.

The statistical data given below shows the rapid growth of Mumbai city over the years.

AREA

DENSITY

POPULATION

SEX RATIO

LITERACY

URBAN AGGLOMERATION

619 KM²

412 KM²

20,667,656 (census 2021)

853

89.73%

18,414,288 (post 2011)

Figure 118- Demographic Data of Mumbai City: Census 2011, Source- (LSE, 2015)

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5.2. MUMBAI’S EASTERN WATERFRONT The Eastern waterfront covers the 753.6 Hectors of land that stretches from Colaba to Wadala on East of city. Along with its location in both the geography of the city and the Metropolitan Region, the Waterfront is particularly intriguing and significant.

Furthermore, in the local development scenarios and projections of a 'Golden Triangle' connecting Mumbai, Nashik, and Pune, the Eastern Waterfront would be critical for establishing connections between the old place and the territorial triangle – the latter of which currently contains new businesses, exceptional economic zones, and agricultural transit zones.

The eastern waterfront's potential and impact on the entire city is enormous, since it is nearly 4.5 times the size of the Mills lands, equivalent to 18 Oval maidens, 10 Chowpatty sea beaches, or 21 Priyadarshini parks. As a result, the research provided no recommendations about what may happen in the region but instead focuses on the current resources and potential of the eastern waterfront. The objective is to communicate with the public the possible role of Mumbai's future eastern waterfront—possibly the city's last large-scale planning opportunity, which would not only transform the city's densest sector but also interconnect it to the rest of the region. (Dobariya, 2020)

Figure 119- History of Mumbai, Source- Shourya Jain Rishita Kothari|CTESCOA

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MUMBAI’S EASTERNWATERFRONT – UPCOMING INFRASTRUCTURES The Maharashtra government plans to turn the Mumbai Port region into a Sea Transport & Tourism Hub, in accordance with the changing urban fabric seeks to set a precedent for port areas in metropolitan cities. The Eastern coastline’s infrastructure expansion would influence the region's overall development and lifestyle. A substantial road and rail network runs along the eastern shore connecting the Eastern Freeway and the Central Railway line, two major regional routes. A few waterfront areas will also be used as passenger terminals for inter-city water-based travel to the Gateway of India.

Here are some of the major infrastructural projects that will have an influence on the area's overall growth and lifestyle: 

Trans-harbour sea link – The 21.8-kilometer trans-harbour sea connection between Sewri and Nhava Sheva would be an architectural marvel, relieving current and future traffic congestion in the city. Furthermore, inhabitants of South Mumbai would be able to go to Panvel's new international airport in 20 minutes.



7-km long marine drive between Mazagaon Docks and Wadala – Marine Drive 2.0, a 7-kilometer stretch of road running alongside the Mumbai Trans-Harbour Link between Mazgaon Dock and Wadala, would improve connectivity and enhance the quality of life by providing beautiful vistas. The new Marine Drive will be roughly double the length of the Queen's necklace in the western coastline, making travel easy for Mumbai residents.



Sewri – Worli Link Bridge – The Sewri-Worli Link Bridge is a 4.5-kilometer elevated roadway that connects the MTHL (Mumbai Trans Harbor Link) under development at Sewri on the east with the planned coastal route at Worli on the west. Two rail over-bridges (RoB) at Sewri and another two-tier bridge at Prabhadevi are part of the project.



Marina Project – Lastly, the Mumbai Port Trust plans to build a marina in Mumbai to accommodate the large number of boats that visit or are located there.

Mumbai Marina, Mumbai Eye, and ropeway to Elephanta Caves, gardens, bicycle paths, adventure sports, eco-park for flamingos, and seaside recreational activities would all benefit from the construction. The project promises to be the water-tourism-friendly shoreline that Mumbai has long yearned for.

The redevelopment of Mumbai's Eastern Waterfront will also provide 62 percent open space for the public, distinguishing the region from the rest of the city.

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Figure 120- Infographic Urban Cross Section: Density to Open Space, Source- Mumbai: Shift

Figure 121- Existing Bus and Train Network (left) / Proposed East/West RBT System (right) Source- Mumbai: Shift

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Figure 122- TDR Transfer Strategy. Source- Mumbai: Shift

The Potential of Eastern Waterfront DevelopmentThe redevelopment of Eastern waterfront can play two vital roles 

Decongesting the city by improving its environment and opening new spaces for mobility of goods and people.

Using the waterfront's central location to realign the regional axes of economics, transportation, and trade to connect the island metropolis of Mumbai to its twin city across the harbour, Navi Mumbai.

The Issues of Eastern Waterfront Development –         

In the context of the Mumbai estuary, waterfront sustainability includes reclamation in the face of sea level rise, floods, and monsoons.

With the demand for speculative real-estate development, there would be environmental impacts.

Pollution on the Eastern coastline, as well as the devastation of marine ecosystems.

Mumbai's waterfront has the potential to become a new public area.

The dockland fabric and local history preservation.

People living in the docklands and working in Mumbai's informal sector have a claim to social equity.

Housing for the migrant population at a reasonable price.

Infrastructure to link the Eastern waterfront to the rest of the city and the Navi Mumbai across the harbour.

The security and defense of the land, since Mumbai 9/11 terror attacks happened through waterways.

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5.3. MUMBAI PORTLANDS AND ITS HISTORY After the Royal Charter transferred the Port and Island to the East India Company in 1668, the Port began to develop. The Company took a variety of efforts to stimulate commerce, including the construction of a Customs house, a warehouse, and dry docks. The Company's trade monopoly was broken by an act of the British Parliament in 1813. As a result, the Port's trade increased dramatically. The East India Company was forced to leave Mumbai in 1858, and the city was placed under the direct authority of the British Crown. The current statutory independent Mumbai Port Trust was established in 1873 to handle the port's affairs.

Figure 123- Mumbai Dockyards, Source MbPT

The Suez Canal's inauguration in 1869 transformed Mumbai's marine trade. It moved the entire scenario of import and export commerce from the East coast to the West coast, and Mumbai port became India's main gateway.

The Sassoon Dock in Mumbai was the first wet dock built in India, followed by the Prince's and Victoria Docks in 1880 and 1888, respectively. However, Princess and Victoria Docks are being filled to turn the entire area into a temporary container stacking yard in conjunction with Indira Dock's "Offshore Container Terminal."

The Alexandra Dock, which was renamed Indira Dock in January 1972, was built between 1904 and 1914 and is the most modern of Mumbai's ports. A jetty was built at Pir Pau in 1923 to handle petroleum products and liquid chemicals, and a new

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modern jetty capable of transporting tankers of 47,000 Displacement tonnes was commissioned in December 1996.

1668 East India Company purchased Port from Portuguese

1534 Portuguese captured islands of Mumbai

1813 British Parliament ended East India Company’s commercial monopoly

1858 Mumbai fell under direct British Crown

1947 India gained Independence from Great Britain

Figure 124- The development of Mumbai; Source MbPT

Between 1952 and 1956, a modern oil terminal with three berths was built at Jawahar Dweep, and between 1980 and 1984, a fourth oil berth capable of handling tankers up to 1,25,000 displacement tonnes was built.

The Mumbai Port is a multipurpose major port capable of handling various types of cargo such as break bulk, dry bulk, liquid bulk and container goods. However, due to the outdated nature of its facilities, out of the original three docks only the Indira Dock is currently in operation. The Merewether dry dock, along with the Princess and Victoria Docks, have been decommissioned and are being reclaimed as back yards for the Offshore Container Terminal (OCT) project under implementation. The offshore terminal project which will increase the handling capacity of the MbPT.

Figure 125- Mumbai Harbour Map, Source MbPT

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MUMBAI PORTLANDS DEVELOPMENT The consequent de-industrialization of the Mumbai Port has seen a general deterioration in all types of port activities. Even as the new cargo mix has shifted the focus of port operations from on-shore to offshore, the rise of the new Jawaharlal Nehru Port Trust (JNPT) across the bay, which began operations in 1987, has resulted in the diversion of almost all container cargo to the new "container port," which has a draught depth of 11.5 metres and well-established road and rail connections to the mainland.

For a long time, it has been evident that the enormous parcels of land along the Eastern Waterfront that have become superfluous for port purposes can be put to good use to meet the city's urban development objectives. (Team, 2015) The current functions of the Ports are mentioned in the flow chart below-

Figure 126- Salient features of Portland development proposal

Figure 127- Portlands Land use flow chart, Source- MbPT

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We need to envision a waterfront that is environmentally sustainable, climate change resilient and embraces its natural and cultural history. The Mumbai eastern waterfront will serve as a blueprint for future development in Mumbai and waterfronts around the world.

Figure 128- Environmental Framework Strategies, Source- Orange Li Rishita Kothari|CTESCOA

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5.4. MUMBAI PORT TRUST (MBPT) Mumbai Port is located in Thane Creek on India's west coast, on the leeward side of Mumbai Island, and is one of the country's oldest British-era ports. This is a year-round natural port that is well protected from the wrath of the sea. The port connects to the Arabian Sea via a navigational channel where tidal phenomena predominate, with macro type semi-diurnal tides with a range of 5 metres. During the preindependence era, several marine facilities such as docks, jetties, and oil terminals were constructed.

The main docks- Indira, Princess, and Victoria, which were used for berthing and ships, were operating towards the Arabian sea's deep waters by harnessing the power of the tidal window. Several maritime facilities were planned as part of the master plan development after independence, including oil berths in Jawahar Dweep, chemical and POL ports at Pirpau, and the finalisation of the principal navigational channel's alignment with its deepening/widening, among others.

Figure 129- Mumbai Port evolution, Source- the Port of Bombay (Kamath, 2000)

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The port has risen to this position as a result of its constant efforts to meet the changing needs of marine trade. Since it is a historic port, it has adapted to evolving shipping trends and cargo packaging, from break bulk to unitization and containerization. The Mumbai Port has long been India's main entry point, and it has played a critical role in the growth of the country's economy, trade, and commerce, as well as the wealth of Mumbai itself. (Smith, 1973) Port cities of today are faced with global crisis of de-industrialization. This relocation of industrial activity outside the city which is generally due to better rail and road networks, cheaper land and labor availability, modernization and geography. The consequential industrial evacuation has led to the dereliction and redundancy in vast tracts of inner city harbour area.

The main parameters for selecting this area of Mumbai was to re-imagine the Eastern waterfront as being 'Open, connected and Green' offering the city sea connectivity and potential for development.

'Open' for new public uses including recreation, culture, tourism and community amenities.

'Connected' through multiple choices of pedestrian, cycle, metro, rail, buses, and water transit and road connectivity.

'Green' with environmentally sustainable land uses and an eco-sensitive built environment.

Figure 130- MbPT area development over the years, Source- Hindustan times

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5.5. LANDMARKS ON EASTERN WATERFRONT The land of the Mumbai Port Trust encompasses over 10% of Mumbai Island and is strategically located along the city's eastern waterfront. Within the SPA area, MbPT's estate data had previously been separated into 13 units. The MbPT SPA covers 966.30 hectares. This covers 120 hectares of land beneath water bodies in the Haji Bunder area. (Mumbai Port Trust, 2018) a) Unit 1 (Sewri Wadala Estate): Oil businesses, with their oil infrastructure and tanks, occupy the majority of this region being in proximity to oil refineries and a terminal at Mahul. Swamps and Saltpans cover the land to the north east of Wadala Estate. b) Unit 2 (Sewri Estate) and Unit 6 (Reay Road)): According to MbPT's land ownership, the territory is divided into various portions.

Godowns, industries, and commercial establishments make up the majority of the region. In this area, there are also large timber operations. Units 2 and 6 have excellent development potential because they are adjacent to the main spine road. c) Unit 3 (Cotton depot), Unit 4 (Coal & Grain depot), and Unit 5 (MSR estate): Warehouses and godowns, land leased to the Air Force Defense Region and undeveloped ground, make up the area. This area also houses the College of Advanced Maritime Studies and Research. d) Unit 7 (Darukhana) and Unit - 13 (Brick, Lakdi, Coal & Tank bunders): The profile with three fingers- Bunders were erected in the nineteenth century to facilitate marine commerce in wood and coal from neighbouring states, but they are no longer useful in today's economy. Large portions of the bunders have been encroached upon, and parts of them have been replaced with wholesale iron and steel storage. e) Unit 8 (Mazgaon Darukhana) and Unit 9 (Elphinstone estate): Mazgaon dock is the primary feature of this region. The land under Mazgaon Dock ltd, which is not controlled by MbPT, is not covered by the SPA. BPCL Oil depots, MbPT warehouses, jetties, and other facilities occupy a major section of the region.

At Bhaucha Dhakka and Fish Jetty, respectively, passenger boat services and fishing are provided. f) Unit 9 (Prince’s Dock, Victoria and Indira Dock): This is where the Mumbai Port's core operations take place. The construction of projects such as the Ro Pax, Domestic Cruise Terminal, and planned Marina are transforming the Prince's Dock.

The primary truck movements converge and disperse in this region, especially from the port's Orange Gate. In this location, traffic congestion is frequent. g) Unit 10 (Masjid Bunder – Elphinstone Estate): The region is covered by a town planning scheme that has been approved. Due to commercial activity, narrow and encroached roadways, it is the most crowded region. MbPT leases out commercial uses and warehouses on a short-term basis in this region. The majority of the estate's walkways have been encroached upon by slums.

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h) Unit 11 (Ballard Estate): This is MbPT's most planned district, including ancient buildings with ornate facades and arcades built during the British rule. This is a business district that houses all of the important corporate offices, including the MbPT headquarters, the new customs office, and clearing and forwarding agents' and shipping firms' offices. i) Unit 12 (Sassoon Docks): The Sassoon Dock was the first dock to be built in 1875. It is now Mumbai's major fish pier, complete with a renowned fish market. The dock is where the fish is sent to other nations. In the year 1995, the New Sassoon dock was built. The Maharashtra government, in collaboration with MbPT, has completed a refurbishing project at Sassoon Dock.

Figure 131-Land use map of Eastern Waterfront area, Source- MbPT

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5.6. SITE DATA Mumbai city lies to the West, the port is roughly 8 km wide at this point. The Princess Dock, with Indira and Victoria’s Dock, are located on the port’s East side. These two piers are next to the existing Indira port, and the terminal is being built on the opposite side of the site. Two ports, a container park, and a mere weather dry dock are all part of the complex. Prince's dock has ten berths, while Victoria dock has fourteen. The water areas of Prince's and Victoria docks are 10.12 and 12.14 hectares respectively.

Figure 132- Eastern Waterfront areas, Source- MbPT Rishita Kothari|CTESCOA

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SITE OPTION 1: PRINCESS DOCK PROS • • • •

CONS

Future development Diverse functions Well connected by public transport Currently redundant

• • • •

Lack of infrastructure Traffic issues Under-developed surroundings Prone to oil spills

SITE OPTION 2: VICTORIA DOCK PROS •

Upcoming infrastructures

•

Under-developed surroundings

•

Transport linkages on land and sea

•

Lack of security

•

Limited user group

•

SITE OPTION 3: INDIRA DOCK

SITE OPTION 4: DARUKHANA

CONS

Rich historic value

PROS

CONS

•

Historically significant

•

Not accessible to everyone

•

Occupationally important

•

Under-utilised areas

•

Rich cultural surrounding

•

Prone to sea erosion

PROS

CONS

•

Future development

•

Inaccessibility

•

Diverse functions

•

Under-utilised spaces

•

Well connected by public transport

•

Ship breaking activities

•

Existing industries and godowns having rich maritime history

•

Chemical wasted from industries

•

Crimes within the site

Figure 133- Maps of selected sites, Source- Author, Google maps Rishita Kothari|CTESCOA

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SITE SELECTION Prince's Dock, between Fisherman's Pier to the north and Victoria's Dock to the south in Mumbai Port, was built in 1880 for steam ships.

MAZGAON DOCKS BHAUCHA DHAKKA DOMESTIC CRUISE TERMINAL

PRINCESS DOCK VICTORIA DOCK RO-RO PAX TERMINAL OFF SHORE CONTAINER TERMINAL INDIRA DOCK

Figure 134- Map showing the selected Site, Source- MbPT, Graphic-Author

PRINCESS DOCK Princess Dock was filled with dredged material from 2008 to 2011 in order to build a container port. It is an open space with various abandoned buildings, notably the M Shed which is positioned in front of the sea. Three to four miles east of this pier, the Elephanta Islands can be spotted. It was built as the port trust's premier dock, having a maximum draught of 7 metres. After World War II, the process of building ships changed dramatically, with riveting being replaced by welding. As most vessels cannot be handled in a 7m draught, Princess Dock is no longer suitable for cargo ships.

The MbPT has about 400 hectares of undeveloped land within 1 km of Princes Dock.

This is significant infrastructure would be perfect for use as a modern berthing and ship repair facility, offering a valuable service to maritime and coastal boats while also producing employment.

VICTORIA DOCK Victoria Dock opened in 1890, was the primary dock for handling freight vessels until 1914, when Alexandra Dock (now Indira Dock) was completed. The dock's restricted draught of 7m makes it unsuitable for contemporary cargo ships. The initiative was taken to fill these docks with sand to build a stack yard for the Containers of the OCT project. It is a historically significant dock that should be maintained and the infrastructure is well-suited to become a Marina that can be transformed quickly.

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Sailing is a sport in which India participates and has excelled at the Asian Games, the Commonwealth Games, and the Olympics. The Mumbai Harbour is well-known as an ideal training environment for the young ambitious sailors. The 5m draught that may be achieved by desilting the basin at Victoria Dock which will be adequate for yachts in Mumbai. (Mumbai, 2014)

Site Selection Matrix Factors

Site 1 Princess Dock Limited Limited

Site 2 Victoria Dock Limited Limited

Erosion

Maximum

Area Footfall Functions

Limited Port activities, Recreational activities Purple gate, Good accessibility M-shed

Natural Climate risks environment Ecology system

Physical elements

Accessibility Infrastructure Surroundings

NonPhysical elements

Design Programme

Site 3 Indira Dock Limited Limited

Maximum Limited

Maximum, Oil spills

Maximum

Limited Dry dock, port activities

Maximum Port activities, MbPT head office Yellow gate, Good accessibility Commercial

Maximum, Industrial wastes Maximum Industries, Godowns, Workshops

New dock road, Good accessibility Berthing space Ro-Ro Pax terminal, Offshore Container Terminal, Cross Island View

Mazgaon International Dock, Cruise Domestic Terminal, Cruise Ballard Terminal, estate Fishing Wharf (Bhaucha Dhakka) Deteriorating Deteriorating Strong Limited Limited Limited

Identity Communal connect Development Maximum scope Built Marina Terminal, Yacht club, Water sports Un-built Ecological interactive areas, sky decks

Site 4 Darukhana

Reay Road, Limited Industries Mazgaon Dock, Hay Bunder

Over-used Nil

Maximum

Moderate

Marina Terminal, Yacht club

International Maritime Cruise Museum, Terminal Residential buildings Interactive Interactive water water pavilion pavilion

Water recreational spaces

Moderate

Figure 135- Site selection matrix, Source- Author

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5.7. Draft Mumbai Metropolitan Regional Plan The Development plan according to Greater Mumbai Draft Development Plan- 2034 shows that the site is preserved for Port allied activities.

The Port Allied Activities Land Use is sub categories as – a. Port Industry: Petroleum godowns, petroleum processing plants, tank farms, fueling stations, repair workshops, fabrication workshops, public garages, and all service industries are the major land uses in this category. The zone will also allow for the establishment of industry offices. Service and incubator operations will also be accommodated in the zone. b. Fish Industry and tourism: This sub-zone is for the Sassoon Dock area, where fishing is the major activity. Simultaneously, this region will be developed as a fish tourism attraction. In this sub-zone, complementary service industries, cultural, and recreational activities are authorised. c. Port Storage: This sub-zone is for all port activities outside of the customs bound area, which largely comprises port-related commodities storage and warehousing.

All auxiliary operations authorised in the port operating zone are likewise permitted in this zone.

Figure 136- DCPR Map according to 2034

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Figure 137- Bhaucha Dhakka at sunset, Source- Kaval Patel

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6. SITE ANALYSIS 6.1 Site Brief 6.2 Site Development Control & Regulations 6.3 Site Drawings 6.4 Site Surrounding Analysis 6.5 Climatology Study 6.6 Accessibility 6.7 Architectural Vocabulary 6.8 Site Photos 6.9 SWOT Analysis

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6. Site Analysis The site analysis chapter will study all the aspects of the selected site. The study of connectivity of land and from water, transportation networks, land use and zoning will be carried out. The climatic study and environmental analysis and site’s topography will also be illustrated.

6.1. SITE BRIEF The site for the proposed project is located on the Eastern waterfront of MumbaiPrincess Dock and Victoria Docks. It is located next to the existing Domestic Cruise Terminal and Ferry Wharf (Bhaucha Dhaka), having good connectivity to the central railway route. It is easily accessible by road and waterways.

Mumbai's strategic position is responsible for its status as a global city. Mumbai is recognized as a significant junction for the western coast of India on some of the most important marine trading routes. Throughout the 18th, 19th, and early 20th centuries, the availability of a good natural harbour was the stimulus for extensive land reclamations along the Eastern Waterfront in order to develop the port and expand port-related businesses. (Committee, 2014) For a myriad of purposes, industrial manufacturing has ceased to be a viable business in Mumbai during the last several decades. As a result of the deindustrialization, the Mumbai Port has seen a general decline in all sorts of port activities.

The site demands for the following functions    

Marina development Good connectivity with the existing Terminal Berthing areas for yachts Water sports as leisure activties Public decks overlooking the sea

The proposed site area on Princess Docks is 15.4 ha, further classified asLand side area: 7.8 ha Sea side area: 6.7 ha Total Berths: 425

Figure 138- Satellite view of the Site, Source- Google Earth Rishita Kothari|CTESCOA

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6.2 SITE DEVELOPMENT CONTROL & REGULATIONS Currently, the MbPT region has been planned for under MCGM's Development Plan.

However, a substantial portion of the jurisdiction is within the coastal regulation zone, which has different development extreme rules than the rest of the jurisdiction, according to the CZMP. Price's Dock is located in CRZ - II (Urban), according to the Draft Coastal Regulation Zone (CRZ) Map for Greater Mumbai. The Princess Dock area is situated between the High Tide Line (hence referred to as the HTL) and 500-200 metres along the coastline on the landward side.

Sanctioned Development Plan and Development Control & Promotion Regulations of 2034 The MbPT Planning Area was covered by the Revised Modified Draft Development Plan 2034, which was presented to the State Government. The Sanctioned Development Plan 2034 and Development Control and Promotion Regulations 2034, on the other hand, do not apply to CRZ areas inside the Planning Area, but they do apply to non-CRZ regions.

The majority of the Planning Area was divided into two zones in the updated development plan: • Port’s Operational Zone (POZ) • Port’s Water Front Development Zone (PWFDZ) The POZ is intended for port-related operations as well as those that are permitted in the Industrial Zone. The PWFDZ is set aside for waterfront development offices, restaurants, hotels, and other tourism-related enterprises.

1. FSI: The allowable FSI in the Island city is 1.33 in the Residential and Commercial zones, and 1.00 in the Industrial zone. In addition to permitted FSI, provisions have been established for Fungible FSI and Premium FSI. On net plot area, the FSI is allowed.

2. Provision of recreational open space: In any layout or sub division/ amalgamation for the development of individual plots with single building in a residential and commercial zone, ROS should be given in the percentage of 15 to 25% of the project's land area.

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6.3 SITE DRAWINGS

Figure 139- Development Plan of Princess and Victoria Docks, Source- DP Remarks

The site has been considered without its reclaimed portion

SITE – YEAR 2000

SITE – YEAR 2010

SITE – YEAR 2020

Rishita Kothari|CTESCOA Figure 140Development of site over the years, Source- Google Earth

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SITE SELECTION CRITERIA

Figure 141- Flow chart of Site selection criteria, Source- Author

Design Parameters Parameters to be considered while preparing the Princess Docks Area Development Plan Public Transport integration  Facilities / Amenities for the people  Understanding people and their day to day needs  Integration of public spaces with commercial activities  Environmental sustainability/CRZ Considerations  Safety and Security  Barrier free access  Street furniture and signage

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Figure 142- Proposed land use zones, MbPT

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6.4 SITE SURROUNDING ANALYSIS The site is surrounded by various landmarks and zones, as specified in the previous chapter.

Figure 143-Mumbai and the various Landmarks on the Easternwaterfront

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6.5 CLIMATOLOGY STUDY

LOCATION- MUMBAI PORT, MUMBAI LATITUDE- 18.9483° N LONGITUDE- 72.8442° E ELEVATION- 6 Meters (19.68 Feet) Rainfall The region's climate is affected by two yearly monsoon seasons: the south–west monsoon (June to September) and the north–east monsoon (October to December) (November to March). From October through May, the weather is pleasant. The region receives the most of its rainfall during the south west monsoon, with an average monthly rainfall of 450 mm. Over the last 20 years, the average annual rainfall has been around 2000 mm. From November through March, there is very little rain.

Relative Humidity & Temperature The relative humidity is moderate to high throughout the year, ranging from 60 to 90 percent during the summer months to 60 to 70 percent from November to February.

The average daily temperature is 25 to 33°C in the summer and 20 to 25°C in the winter. March through June are the hottest months.

Wind The Seasonal variations of wind direction and speed within Mumbai harbour area are as given in the following table.

MONTH

PREDOMINANT DIRECTION

March to May June to September October to November December to February

From NW to N From SW to NW From NW to NE From ENW to NW

WIND SPEED (BEAUFORT SCALE) 4 to 6 (Max.10) 6 to 8 (Max.10) 2 to 6 (Max.8) 2 to 6 (Max.8)

Figure 144- Wind variation table

During the day, there are brief times when the wind speed surpasses the prevailing wind speed by a significant amount, resulting in gusts of wind from opposite directions.

The strongest wind comes from the northwest in September, at a speed of 54 km/hr.

Cyclones The west – coast of India is subjected to occasional severe cyclonic storms. In May/June, or the post-monsoon months of October and November, the area is hit by high winds and Figure 145- Wind Rose diagram widespread rain. June and September are the months when the storms are most common. The surge can be considerable in high winds, although wave heights are significantly decreased owing to channel water depth. The latest severe cyclonic storm with winds above 48 knots occurred in 1982.

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Special weather phenomena Thunderstorms are most common in May and June, as well as late September and early November. Rainstorms are most common during the monsoon season, which ranges from June to September. During these rainstorms, the wind speed may reach 6 on the Beaufort scale. Rainstorms can last for up to 15 days on average every year.

Dust storms and fog are very unusual phenomena.

Seabed Depth The Princess Dock was filled in 2015 to make way for a new container terminal in Mumbai Port. That meant reclaiming its interior basin, which had a depth of − 5,175 m C.D. at the time.

Tides The tide levels are shown in the table below. The water level in the Jawahar Dweep fluctuates between MLWS and MHWS throughout the majority of the year, with a 3.66m range of fluctuation.

High-High Water Level Mean High Water Spring Mean High Water Neap Mean Sea Level Mean Low Water Neap Mean Low Water Spring Low-Low Water Level

TIDE HHW MHWS MHWN MSL MLWN MLWS LLW

TIDE LEVEL (in meters) + 5.38 +4.42 +3.30 +2.50 +1.85 +0.76 -0.44

Figure 146- Table showing Tide levels

The above tide levels refer to Chart datum which is taken as 0.0. In many studies related to Mumbai Harbor reveal: i) All high tides exceed + 2.7m ii) About 95% of all higher high tides exceed + 3.2 m. iii) About 95% of all lower high tides would be greater than + 2.85 m.

Currents The tidal currents are primarily responsible for the currents in the harbour waters. Normally, currents in the Mumbai harbour region during ebb and flood flows are in the range of 2 to 3 knots, with a high of 4 knots predicted in the ebb during monsoon spring tide. The flood and ebb tidal currents typically flow parallel to the navigational channel, as indicated in the diagrams below.

Figure 147- Map showing sea currents affecting Mumbai

Waves

The Mumbai port is sheltered, thus there is no substantial wave climate in the region.

Under typical conditions, the wave height reaches a maximum of 1.5 m, with a wave period of 6 to 10 seconds. The National Institute of Oceanography (NIO) in Goa has compiled and released a "wave atlas" of wave data for India's entire coastline.

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6.6 ACCESSIBILITY Mumbai is India's main western port due to the amenities offered by the city's harbour. Although other large ports have sprouted up along India's west coast— Kandla in Gujarat to the north, Marmagao in Goa to the south, and Kochi (Cochin) in Kerala to the south—Mumbai continues to handle a considerable percentage of the country's marine commerce. The Western Railway Line, Central Railway Line, and Harbour Line connect it to the rest of the country. Eastern Freeway, Eastern Express Highway, Sion Panvel Express Highway, Western Expressway, and Santacruz – Chembur Link Road are the current highways in terms of road connectivity. The following are the important roads that are now in use: Bombay Port Trust Road, P D’Mello Road SVP Road.

Figure 148- Map showing City linkages

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Figure 149- Mapping of the Eastern waterfront area Rishita Kothari|CTESCOA

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6.7 ARCHITECTURAL VOCABULARY The constructed environment in the Planning Area differs greatly from one location to the next.

•

The Sassoon Dock neighbourhood features ancient and decrepit godowns, small streets, and dense construction, whereas the Ballard Estate area showcases beautiful Victorian architecture with towering buildings, squares, and water fountains, among other things.

•

Terminals, godowns, port offices, and cargo transit areas make up the port area.

•

The Elphinstone Estate features designed roadways thanks to Town Planning initiatives. However, the dense business activity and slums that line the roadways have caused overpopulation and traffic congestion in the region.

•

Cotton Green and Sewri, which were previously prospering owing to cargo transportation, now have ancient and decrepit godowns that have been empty for decades.

•

There are no tall constructions in the Planning Area. The majority of the buildings are single-story warehouses, followed by four-story walk-up flats for residential and commercial use.

•

According to the ELU survey, pucca structures account for roughly 25.31 percent of buildings, semi-kutcha structures for 64.75 percent, and kutcha structures for the remaining buildings.

Figure 151- Elphinstone Estate, Horniman Circle

Figure 152- JNPT, Navi Mumbai Rishita Kothari|CTESCOA

Figure 150- Sasson Docks, Wet Dock, Colaba

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Marina development will create interactions between tourists and locals which could be formed by a space that accommodates visually within the city.

PORT- The port is a very busy place. There are not just passengers arriving but there are also people waiting to board a ship. In addition to the footfall of people, there is also the hauling and offloading of cargo that needs to be done since cargo ships also form a major component in ports.

A port offers the following facilities:     

Loading and unloading equipment for large cargo ships.

Sufficient depth of water for the larger liners and sea going vessels.

Connection to rail and road networks to transport cargo.

Specialists in the field of container storage and customs facilities.

A convenient stop for commercial shipping with repairs and refueling available.

HARBOR- A harbor is a body of water where ships, boats and barges can seek shelter from stormy weather or stored for future use. Ports are usually located in harbors and it is a facility for loading and unloading of vessels.

A harbor offers the following:    

A place of safety for ships and other vessels.

Jetties and mooring places.

Recreational facilities for owners of yachts and moored boats.

A harbor may include a port if it is large enough to house both harbor and port.

MARINA- The word Marina is used for inland wharves on rivers and canals that are used exclusively by non-industrial pleasure crafts such as canal narrow boats. Marina terminal is used only for people not for goods. Currently, many countries use marina terminal as entertainment place and landmarks. It is a dock or basin with moorings and supplies for yachts and small boats. A marina differs from a port, as it does not handle large passenger ships or cargo from freighters.

DOCK- Docks are enclosed areas for berthing the ships to keep them afloat at a uniform level to facilitate loading and unloading cargo. A dock is a marine structure for berthing of vessels for loading and unloading cargo and passengers. Docks are necessary for discharging of the cargo as ships require a number of days for discharging cargo, during which period they need a uniform water level. If ship is subjected to a vertical movement by the tides, great inconvenience will be felt in lifting the cargo from the ship and special arrangement will be needed for lifting the cargo.

Classification of Docks: Docks can be classified into following two categories: Wet docks & Dry docks. 



Wet docks: Docks required for berthing of ships or vessels to facilitate the loading and unloading of passengers and cargo are called wet docks. These are also known as harbor docks.

Dry docks: The docks used for repairs of ships are known as dry docks.

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6.8 SITE PHOTOS

Figure 155- Site photographs taken by Author

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6.9 SWOT ANALYSIS S.W.O.T. analysis is a strategic planning approach for identifying project planning's Strengths, Weaknesses, Opportunities, and Threats. Its purpose is to define the project's goals and identify the internal and external elements that will help or hinder the achievement of those goals.

Strength

Weakness

Opportunities

Threats

a. The site has historical ports and maritime history of the locality b. In close proximity to the RO-PAX Terminal, Domestic Cruise Terminal (DCT) and ICT that guarantee the presence of people on the site c. Good connectivity by Rail, Road and Waterways d. The site is situated on eastern side which has lesser risk of flooding, being a low lying area

a. High tide range that can affect the basin use from boats b. Proximity to old industrial port areas c. Application of international and national regulations that limit the tourist development along the shore

a. Proximity to the tourist centre of the city, the Fort area b. Availability of numerous tourist resources along the shore and inside the city c. Lack of port structures for leisure boats along the shore d. Presence of leisure boats mooring in Mumbai e. Water commute for the people

a. Gradual abandon and decommissioning of the industrial port b. Slums and encroached settlements in the vicinity. c. Climate changeMumbai falls on the coastline and is intersected by Arabian Sea.

SITE JUSTIFICATION 





 

The piers at the water's edge are man-made and now unused. Converting it to a yacht harbour will allow for the most efficient use of water while preserving the natural coatline, resulting in less environmental harm.

In comparison to Mumbai's west coast, the east coast is protected from high winds and currents, and it is not accessible to the general public. It would be possible to develop this surplus MbPT land in a cost-effective manner.

The tree piers on the site are ideally suited for recreational uses since they absorb water between them, minimising the requirement for reclamation to build a marina harbour or quays.

The existing site is prime land that is only used for marginal activities like ship breaking and recycling.

The site would facilitate East-West connection between the water's edge and inland regions.

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SITE HURDLES 

• • •

The surrounding bunders have encroached into territories where a significant number of migrant labourers live in slums, posing a danger to the planned projects.

Illegal shipbreaking and storage of steel plates, as well as wood from chopped ships, persists.

Since the area is bordered by sea and land, security and defense remain top priorities.

Rising sea levels and oil leaks from ships would be dangerous to ships and would require special attention.

Approach for the redevelopment The highlights of the Planning for the redevelopment area are as follows: • Focus on development of this area into Sea Transport & Tourism Hub • Mixed Land use with a robust street network • Plans for efficient mobility • Makes accessible and active waterfront development • Introduces landscape elements • Reflects on cultural amenities and conserves heritage sites to retain their historic significance • Develops infrastructure and social amenities • Builds diverse districts • Introduces standards for planned, cohesive and harmonious development • Creates a memorable skyline and image of the city • Supports sustainable development

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Figure 156- Ferry boats at Mumbai Harbour, Source- Google Rishita Kothari|CTESCOA

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7. DESIGN PROGRAMME 7.1 Elements of the programme 7.2 Relationship between Research and Design programme 7.3 Area Statement 7.4 Conclusion

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7.1 ELEMENTS OF THE PROGRAMME The elements for the design programme shall be oriented towards the following spaces1. Public Spaces, Boardwalks and Promenades  To increase social interaction at the waterfront and provide viewing decks.  To create pedestrian and cyclist routes around the waterfront, for ease of walking.  To connect the different areas of waterfront and establish connectivity of the water edge and inland spaces.  To provide public spaces where people can unwind, contemplate, connect with local communities and find solace from the urban environment.  To increase the socio-cultural value of the waterfront.  To provide green spaces and vegetation as climatic barriers for the coastline.

2.    

Yacht Club To provide a platform for professional sailors to enjoy the sport.

To add to the recreational water activities in the city.

To allow people who do not own boats, to sail using yacht club’s boats.

To increase sea tourism and sports.

3. Retail Galleries  To draw larger number of locals as well as tourists to the waterfront.  To provide the necessities required by yachtsmen who may be staying on their boats.  To create source of revenue for the waterfront through commodity shops and services, tourist-oriented shopping, restaurants, cafes and eateries.

4.   

Exhibition Spaces and Pavilions To provide a space for temporary exhibitions, fairs and pavilions.

To serve as an open space or extensions of a park.

To provide a space for local and international artists and traders to enjoy the waterfront pavilion.

5. Maritime Museum  To gather, keep, protect, investigate, and convey knowledge about Bombay's maritime heritage.  To entertain as well as educate tourists about Bombay's maritime heritage (fishing, trade, shipping, defense, dockyards, transportation, and recreation) and current marine activities (fishing communities, navy, coast guard, port trust, recreational yachting and water transportation)  To provide an observation tower will provide tourists with a vantage point view over the Mumbai harbour, port, and hinterland. *Note- The design programme may be revised to include additional features during the design stage.

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7.2 RELATIONSHIP BETWEEN RESEARCH AND DESIGN PROGRAMME A waterfront is the zone where urban development meets the sea, and a waterfront region is regarded as a unique and precious resource.

Furthermore, the waterfront is defined as a location that integrates land and water and has a natural draw for visitors. In reality, the seaside and riverside are the most appealing water features for human habitation. In most nations, land adjacent to water is developed, before land adjacent to land. (Breen and Rigby, 1996) The relationship between water and edge, requires the design to have multi-faceted integrated planning. The research and design have tried to integrate the following principles (Moretti, 2010) 1. Protect water quality and the environment 2. Waterfronts are already a component of the urban fabric.

3. The historical identity is what gives the place its personality.

4. Mixed-use development is a focus.

5. Access to the general public is required.

6. Using a public-private collaboration to plan accelerates the process.

7. Revitalization is a constant process.

“Always design a thing by considering it in its next larger context – a chair in a room, a room in a house, a house in an environment, an environment in a city plan.”

Eliel Saarinen

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7.3 AREA STATEMENT

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Additional spaces may includeWater Sports Helipad Sky decks

*Note- The area statement is subjected to change as per design requirements.

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7.4 CONCLUSION Coastline is not only an external entity but an edge which suggests multiple existences within.

The thesis was prepared to begin a foundation of research and initiatory studies in improvement of form and space. Through the examination of this research it is clear that wateredges have always attracted human settlements. It is a combination of a manmade environment and the natural element, an interaction point between the city and water. The portlands of Mumbai, having historical significance offer the opportunity of renewal. The observations and interpretations of this thesis will revive the concepts of place-making, imageability and public spaces.

The contribution of the study to achieve on the eastern nautical territories, the portlands takes an architecture approach both locally and internationally. The study identified the special characteristics of architectural tactic in Mumbai.

The architecture proposed within this thesis aims to merge the seemingly gap between land and water interaction for the tourists and locals in the city. It also means to serve such an architecture to the tangible needs that form the tourism and lifestyle of the city.

This idea of a consistent environment (melded between heritage and modernism) is reinforced specifically within building form and functionality as seen in the case studies. For this point of view, as seen in data collection chapter, each module acts as its own space within the city system and allows people to progress forward according to their own needs. In this sense, the architecture is flexible and sitespecific which will allow for greater feasibility in a variety of climate and user-groups.

As a reflective thought, the author desires to pursue this project wholeheartedly into possible realization.

“If there is magic on this planet, it is contained in water” Loren Eiseley

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LIST OF FIGURES Figure 1- Poster, Source-Author ............................................................................................. 7 Figure 2- Portlands Infographic, Source-AuthorFigure 3- Poster, Source-Author ............ 7 Figure 4- View of Mumbai city, Source- Ujwal Puri photography ................................... 15 Figure 5- Open Spaces Ratio of major cities, Source- Open Mumbai by P.K. Das (Das, 2012) ........................................................................................................................................ 17 Figure 6- - Eastern Waterfront’s Land Use Graph, Source- MbPT .................................... 19 Figure 7- Map of Major Neighborhoods, ............................................................................ 19 Figure 8- Worli Sea Link with fishing boats, Source- Google ............................................ 21 Figure 9- The territories of waterside, waterfront and coastal development, Source (Jin, 1994) ................................................................................................................................ 23 Figure 10 - Three related concepts in Japan’s third national development plan, Source (Jin, 1994)................................................................................................................... 24 Figure 11- Marine drive at Nariman Point, Mumbai, Source - Holidify ........................... 25 Figure 12- Singapore Marina Panorama ............................................................................ 26 Figure 13- Singapore Marina, Source- The Arup Journal: Issue 2012 .............................. 27 Figure 14- - Singapore Marina Bay Sands Site Plans, Figure 15- Singapore Marina Site Plans,.............................................................................. 27 Figure 16- Dubai marina docking area .............................................................................. 28 Figure 17- Plan of Dubai Marina and development of the region ................................. 28 Figure 18- Dubai Marina located at the Arabian Gulf shoreline .................................... 29 Figure 19- Envisioned plan of Dubai Marina, Source- https://www.designbuildnetwork.com/projects/dubai-marina ................................................................................ 29 Figure 20- Kochi Marina and the docking areas .............................................................. 30 Figure 21- Location of Kochi Marina, Source- Google Maps .......................................... 30 Figure 22- Kochi Marina and the fishing nets Figure 23- Kochi Marina with traditional villas, Source- KITCO ........................................ 31 Figure 24- The five elements that define the city according to Lynch, Source: Author .................................................................................................................................................. 32 Figure 25- Three principles of Imageability , Source: Author ........................................... 33 Figure 26- The interaction between environment and observer leads to a cognitive map, Source: Author ............................................................................................................. 34 Figure 27- “To assemble or disperse”: Jan Gehl’s city planning principles. (Gehl, 2010) .................................................................................................................................................. 34 Figure 28- What makes a great public space, Source: Project for Public Place ......... 35 Figure 29- Figure- Open Mumbai Plan Elements by P.K. Das, Source: P.K. Das, Open Mumbai Map ......................................................................................................................... 36 Figure 30 Timeline of Marina Development throughout history, Source- Asma Al Adhamy, 2014 ........................................................................................................................ 37 Figure 31- Imports percentage chart of Yacht in India, Source-Trend Economy ........ 37 Figure 32- Inshore sail boats racing on Sydney Harbour Figure 33- Luxury yachts in Mumbai; Gateway Charters ................................................. 38 Figure 34- Major destinations for Yachting in India, Source- Ace Global ...................... 38 Figure 35- Royal Bombay Yacht Club in 1900’s Figure 36- Royal Bombay Yacht Club in 2000’s ................................................................. 39 Figure 37- Phases of waterfront interaction with the city, Source- Author .................... 40 Figure 38- Little Island, New York City, Source- Archdaily ................................................ 41

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Figure 40- The Canary Wharf in present times ................................................................... 43 Figure 39- West India Docks and the Isle of Dogs, 1899 ................................................... 43 Figure 41- Canary Wharf site plan Figure 42- Canary Wharf 3D site model .............................................................................. 44 Figure 43- A landscaped park at roof level is bounded on one side by the club’s restaurant terrace Source: Carlo Borlenghi ....................................................................... 45 Figure 44- Sketches of the Yacht Club by Norman Foster ............................................... 45 Figure 45- Location Map of Yacht Club De Monaco, Europe ........................................ 45 Figure 46- Site Plan of Yacht Club De Monaco ................................................................. 46 Figure 47- Site Section of Yacht Club De Monaco ........................................................... 46 Figure 48- Section1 of Yacht Club Figure 49- Section2 of Yacht Club, Source- Archdaily ..................................................... 47 Figure 50- Deck of the Yacht Club De Monaco ............................................................... 47 Figure 51- Images of Yacht Club De Monaco, Europe, ................................................... 47 Figure 52- Site plan of Yas Marina with the Ferrari World ................................................. 48 Figure 53- Yas Marina aerial view Figure 54- Yas Yacht Club and Marina ............................................................................... 48 Figure 55- Site plan of the Yas Marina ................................................................................ 48 Figure 56- Section of Yas Yacht Club .................................................................................. 49 Figure 57- Site section of Yas Yacht Club and Sailing club ............................................. 49 Figure 58- Floor Plans of Yas Yacht Club with Interior Spaces, Source- Archdaily........ 50 Figure 59- Site Showing Yacht Club Belo Horizonte in Pampulha ................................... 51 Figure 60- Sketch of Yacht Club Belo Horizonte ................................................................ 51 Figure 61- Club Bela Horizonte ............................................................................................. 51 Figure 62- Sketch of Yacht Club Bela Horizonte ................................................................ 52 Figure 63- Floor Plans of Yacht Club Belo Horizonte, Source- Designboom Figure 64- The structural columns ........................................................................................ 52 Figure 65- Club Bela Horizonte ............................................................................................. 52 Figure 66- The ramp ............................................................................................................... 52 Figure 67- Ramp leading to the structure .......................................................................... 53 Figure 68- The V-shaped roof and swimming pool area.................................................. 53 Figure 69-The floor plans, Source- Archdaily ...................................................................... 53 Figure 70- The cantilever functioning as a terrace ........................................................... 53 Figure 71- Saint Feliu Yacht Club View ............................................................................... 54 Figure 72- Site plan showing contours and docking areas,............................................. 54 Figure 73- The level differences in the structure ................................................................ 55 Figure 74- Site plan showing the Ground floor plan ......................................................... 55 Figure 75- The cantilever walkways..................................................................................... 55 Figure 76- Cantilevered walkway........................................................................................ 55 Figure 77- Site sections .......................................................................................................... 55 Figure 78- Site sections showing the contour levels and heights .................................... 55 Figure 79- The walkways bridges connecting the park Figure 80- Site Plan of Little Island ........................................................................................ 56 Figure 81- The different microclimatic regions on the Little Island, Source- Archdaily 56 Figure 82- Section1 showing the various levels .................................................................. 57 Figure 83- The piers and soil beds ........................................................................................ 57 Figure 84- Section2 showing the walkways ........................................................................ 57 Figure 85- The orientation of the site best suited to tackle winds and sea currents .... 57

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Figure 86- The unused port piers which were used for creating the public park ......... 57 Figure 87- The Blur building and the connecting walkways, highlighting the mist around the structure ............................................................................................................. 58 Figure 88- The plan of the Blur building, Source- Diller Scofidio+Ricardo ...................... 58 Figure 89- The regulation of wind and water in the structure Figure 90- The mechanism of mist production .................................................................. 59 Figure 91- The Louvre Museum, Abu Dhabi, Source- Archdaily ...................................... 60 Figure 92- Section of Museum spaces ................................................................................ 61 Figure 93- The scale of the Louvre Museum....................................................................... 61 Figure 94- The Louvre surrounded by water....................................................................... 61 Figure 95- Site plan of the Louvre Museum, Abu Dhabi ................................................... 61 Figure 96- The effect of sunlight and the reflection created inside ............................... 62 Figure 97- The effect of Sunlight inside the museum ........................................................ 62 Figure 98- Natural lighting from the dome ......................................................................... 62 Figure 99- The layers of steel roofing ................................................................................... 62 Figure 100-The yacht club viewed from across the harbor, Source: Carlo Borlenghi . 63 Figure 101- The Yas Marina Yacht Club and the docking area, Source- Archdaily .... 63 Figure 102- The Yacht Club at Belo Horizonte with distinctive roof ................................ 63 Figure 103- Aerial view of Mumbai Harbour, Source- Google ........................................ 67 Figure 104- Mumbai waves crashing during High tides, Source- India today............... 69 Figure 105- Map showing coastal cities of India and their demographics ................... 70 Figure 106- Sponge city diagram ........................................................................................ 71 Figure 107- Definition of coastal sub-zones, adapted from the Shore Protection Manual, Source-coastalwiki.org .......................................................................................... 72 Figure 108- Coastal Erosion protection methods .............................................................. 72 Figure 109- Map highlighting the existing and upcoming infrastructures on the coastline of Mumbai, Source-Author .................................................................................. 73 Figure 110- Coastal Regulation Zone Notification, 2018 .................................................. 76 Figure 111- Map showing the coastal regulation zones, Source-CZMP......................... 76 Figure 112- The proposed planning by APLI ...................................................................... 77 Figure 113- The proposed planning by HCP, Source- HCP .............................................. 77 Figure 114- The master plan for Hafeez Contractor’s proposal, Source-The guardian .................................................................................................................................................. 77 Figure 115- Mumbai Harbour nocturnal view, Source- Google ...................................... 79 Figure 116- ‘Island City’ Evolution. 1670, Original Seven Islands, Source- Noel Murphy .................................................................................................................................................. 81 Figure 117- ‘Island City’ Evolution. 1970-2019, Source- Noel Murphy ............................. 82 Figure 118- Demographic Data of Mumbai City: Census 2011, Source- (LSE, 2015).... 83 Figure 119- History of Mumbai, Source- Shourya Jain....................................................... 84 Figure 120- Infographic Urban Cross Section: Density to Open Space, SourceMumbai: Shift.......................................................................................................................... 86 Figure 121- Existing Bus and Train Network (left) / Proposed East/West RBT System (right) Source- Mumbai: Shift ............................................................................................... 86 Figure 122- TDR Transfer Strategy. Source- Mumbai: Shift ................................................ 87 Figure 123- Mumbai Dockyards, Source MbPT .................................................................. 88 Figure 124- The development of Mumbai; Source MbPT ................................................. 89 Figure 125- Mumbai Harbour Map, Source MbPT ............................................................. 89 Figure 126- Salient features of Portland development proposal .................................... 90

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Figure 127- Portlands Land use flow chart, Source- MbPT ............................................... 90 Figure 128- Environmental Framework Strategies, Source- Orange Li ........................... 91 Figure 129- Mumbai Port evolution, Source- the Port of Bombay (Kamath, 2000)....... 92 Figure 130- MbPT area development over the years, Source- Hindustan times .......... 93 Figure 131-Land use map of Eastern Waterfront area, Source- MbPT ........................... 95 Figure 132- Eastern Waterfront areas, Source- MbPT........................................................ 96 Figure 133- Maps of selected sites, Source- Author, Google maps ............................... 97 Figure 134- Map showing the selected Site, Source- MbPT, Graphic-Author ............... 98 Figure 135- Site selection matrix, Source- Author .............................................................. 99 Figure 136- DCPR Map according to 2034 ...................................................................... 100 Figure 137- Bhaucha Dhakka at sunset, Source- Kaval Patel ....................................... 101 Figure 138- Satellite view of the Site, Source- Google Earth.......................................... 103 Figure 139- Development Plan of Princess and Victoria Docks, Source- DP Remarks ................................................................................................................................................ 105 Figure 140- Development of site over the years, Source- Google Earth ..................... 105 Figure 141- Flow chart of Site selection criteria, Source- Author ................................... 106 Figure 142- Proposed land use zones, MbPT .................................................................... 106 Figure 143-Mumbai and the various Landmarks on the Easternwaterfront ................ 107 Figure 144- Wind variation table........................................................................................ 108 Figure 145- Wind Rose diagram ......................................................................................... 108 Figure 146- Table showing Tide levels ............................................................................... 109 Figure 147- Map showing sea currents affecting Mumbai ............................................ 109 Figure 148- Map showing City linkages ............................................................................ 110 Figure 149- Mapping of the Eastern waterfront area ..................................................... 111 Figure 150- Darukhana, Ship breaking yard .................................................................... 112 Figure 151- Sasson Docks, Wet Dock, Colaba ................................................................. 112 Figure 152- Elphinstone Estate, Horniman Circle ............................................................. 112 Figure 153- Mumbai Port Trust ............................................................................................ 112 Figure 154- JNPT, Navi Mumbai ......................................................................................... 112 Figure 155- Site photographs taken by Author ................................................................ 114 Figure 156- Ferry boats at Mumbai Harbour, Source- Google ...................................... 117

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BIBLIOGRAPHY Bruttomesso, R. (2001). Complexity on the urban waterfront. (R. Marshall, Ed.) Waterfronts in Post-Industrial Cities.

Committee, M. P. (2014, November). Mumbai Waterfront and Portland Development Report. Mumbai.

Darashaw, A. T. (2020). Detail Project Report for Marina at MbPT. Technical Feasibility, Mumbai Port Trust, Civil Engineering Department, Mumbai.

Das, M. W. (2012). Open Mumbai: Re-envisioning the city and its open spaces.

Mumbai.

David Dixon, L. J. (2009). Urban design for an urban Century: Placemaking for people. New Jersey: John Wiley & Sons, inc.

Dobariya, H. (2020, September). THE POTENTIAL OF UNBUILT GROUND:GREEN WAYS IN MUMBAI AS A DRIVE OF URBAN TRANSFORMATION. IJCRT, 8(9). Retrieved from www.ijcrt.org Ferrari, H. S. (2012). Waterfront Regeneration-Experiences in City-building. New York,USA and Canada: Routledge.

Gehl, J. (2010). Cities for People.

Glasser, E. L. (n.d.). The Triumphant City.

Jacobs, J. (1961). The Death and Life of Great American Cities. Harmondsworth: Random House.

Jenkins, C. H. (2005). Place Identity, Participation and Planning. (C. H. Jenkins, Ed.) New York: Routledge.

Jenkins, C. H. (2005). Space, place and territory: an analytical framework. New York: Routledge.

Jin, G. (1994). Review of Japanese waterfront planning and design. City Planning Review, 45-49. Retrieved from https://uwspace.uwaterloo.ca/bitstream/handle/10012/988/I2dong2004.pdf;j sessionid=9F2F7D5B0A049CBD9B31D94362E46731?sequence=1 Kamath, M. (2000). Tides of Time- History of Mumbai Port. Mumbai: Mumbai Port Trust.

Retrieved from http://www.mbptedi.gov.in/intranet/books/tidesoftime.pdf Liu, H. (2013, April). Establishing Local Identity Through Planning and Landscape Design in Urban Waterfront Development. p. 76.

Liu, H. (2013). Establishing Local Identity Through Planning and Landscape Design in Urban Waterfront Development. The University of Guelph, Guelph, Ontario, Canada.

LSE. (2015). Urban India: Understanding Maximum City. Urban Age India, 48.

Retrieved from www.urban-age.net

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Lynch, K. (1990). The image of the city. The United States of America: THE JOINT CENTER FOR URBAN STUDIES. Retrieved from https://www.miguelangelmartinez.net/IMG/pdf/1960_Kevin_Lynch_The_Imag e_of_The_City_book.pdf Mark Davidson. (n.d.). Urban Geography: Waterfront Development.

Moretti, G. a. (2010). Port cities and urban development.

Mumbai Port Trust, S. (2018). Draft Report on Planning Proposals. Special Planning Authority . Mumbai: Port House.

Mumbai, A. (2014). A citizens Vision Plan: Redeveloping the Portlands for a livable Mumbai. Mumbai: A Port Land Initiative. Retrieved from https://issuu.com/mansisahu/docs/apli_mumbai Smith, H. (1973). The Port of Bombay. (T. T. press, Ed.) Bombay: W.H. Neilson.

Retrieved from https://mumbaiport.gov.in/writereaddata/nmainlinkFile/File910.pdf Team, M. S. (2015). Mumbai Eastern Waterfront Plan. University of Pennsylvania School of Design, Planning Studio, Mumbai.

Tsukio, Y. (1984). Waterfront. Tokyo - Process Architecture pub. Co. Whyte, W. H. (1998). City: Rediscovering the center. Philadelphia: PA – University of Pennsylvania Press.

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REFERENCES Kochi Marinahttps://kitco.in/projectdetails/InternationalMarina Canary Wharfhttps://www.webpages.uidaho.edu/arch504uk greenarch/CaseStudies/Faley%20Canary%20W harf1.pdf https://moam.info/the-impact-of-urbanregeneration-on-land-use-in_59d852411723dd06264cc2a0.html https://www.thisisvertus.com/canary-wharf/ https://www.weiyangandpartners.co.uk/projec ts/canary-wharf-spatial-study

https://www.designboom.com/architecture/no rman-foster-partners-yacht-club-de-monaco06-24-2014/#&gid=1&pid=12 Coastal measures https://www.ijert.org/research/coastalprotection-measures-for-shoreline-of-mumbaireview-and-case-studiesIJERTCONV9IS03041.pdf Area Programme https://www.wsdot.wa.gov/publications/manu als/fulltext/M3082/TDM.pdf https://thenewphiladelphian.blogspot.com/ RBYC

Little Island-

https://www.rbyc.co.in/history.php

http://www.heatherwick.com/project/pier55/

https://en.calameo.com/read/002354426881a 2395dc2e

https://www.dezeen.com/2021/05/27/thomasheatherwick-little-island-interview/ https://littleisland.org/

History of Mumbai

Bela horizonte

http://www.noelmurphy.com/rotch/2013/08/19/evolutionarymumbai-making-of-the-island-city/

https://en.wikiarquitectura.com/building/yacht -club-in-belo-horizonte/

http://iseeindia.com/2011/09/04/mumbai-wasformed-by-uniting-seven-islands/

Blur building

https://shekhar.cc/2003/01/the-spaces-of-postindustrial-mumbai/

https://dsrny.com/project/blurbuilding#:~:text=The%20Blur%20Building%20is%2 0an,through%2035%2C000%20high%2Dpressure %20nozzles.&text=Water%20is%20not%20only%2 0the,is%20also%20a%20culinary%20pleasure.

https://worldpopulationreview.com/worldcities/mumbai-population Site Study

https://dac.dk/en/knowledgebase/architectur e/blur-building/

https://www.designactionstudio.com/mumbais hift

https://architectures.jidipi.com/a302664/santfeliu-yacht-club/

http://www.orangelimengyun.com/?page_id= 10658

The louvre https://www.louvreabudhabi.ae/en/aboutus/architecture

https://www.architectmagazine.com/awards/s tudio-prize/sloan-award-moving-mumbaiurban-frameworks-for-mumbais-easternwaterfront_o

https://www.archdaily.com/883157/louvreabu-dhabi-atelier-jean-nouvel

https://archello.com/story/60909/attachments/ photos-videos/3

Yachts in India

https://hcp.co.in/urbanism/mumbai-portcomplex-master-plan/

https://www.slideserve.com/paul2/indiaoverview-powerpoint-ppt-presentation

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APPENDIX-I The survey was conducted as a source of primary data collection. The following questions were asked and a response of 42 people was recorded.

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APPENDIX-II

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“There’s plenty of water in the universe without life, but nowhere is there life without water” – Sylvia Earle

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