Local Area Plan for Dadar, Mumbai | Transforming a Gateway to a Destination

Local area plan for

दादर

Transforming Mumbai’s Gateway to a Destination

Rithika Ravishankar | PG190766 | M. Urban Planning Urban Expansion and Rejuvenation Studio | Semester 3

preface The following report is a compilation of the study, analysis and proposals for a Local Area Plan in Dadar, a significant hub in Mumbai - as part of the Urban Expansion and Rejuvenation Studio. For their valuable guidance and insights, I sincerely thank Prof. Jignesh Mehta, Prof. Hersh Vardhan Bhasin and TA Shyamantika Sarkar. I would also like to thank my teammates Abhishek Shah, Gunjan Jangid and Saurabh Mehta for their indomitable team spirit and co-ordination despite the limitations of the online semester.

I am also grateful to Prof. Utkarsh Patel, Prof. Amit Gotecha, jurors Prof.

Mriganka Saxena and Prof. Dr. Rutul Joshi for their constructive feedback and encouragement.

about the studio

Mumbai - one of India’s largest cities and its financial centre - is facing grave urban issues such as grossly overloaded public transport systems, failing infrastructure and rising unaffordability. Through the Local Area Plan mechanism, the studio aimed to address these issues for Dadar, the heart of Mumbai. The studio was phased into 3 iterations for i. existing situation analysis, ii. developing the vision, concept and objectives and iii. detailed proposals and implementation mechanism.

individual contribution The entire studio process from site study and documentation, analysis and proposals was conducted in a group of 4. The studio also entailed two individual exercises. The legend for individual and group contribution, indicated at the bottom of each page, is as given alongside.

Individual Led the topic Group work

1

INTRODUCTION TO AREA DEVELOPMENT MODELS

2

ABOUT THE SITE: DADAR | MUMBAI

3

4

Town Planning Scheme in Mandal-Becharaji S.I.R.

01

02

Why does Mumbai need Local Area Planning?

02

Evolution | Images | Demographics

03

Existing Situation Analysis

05

Station Area Analysis: 3D

07

Potentials and Challenges

08

VISION: FROM MUMBAI’S NODE TO A HUB

09

Vision and Objectives

09

Final Masterplan of Dadar Local Area Plan

10

Proposals | Street Network

11

Proposals | Zoning

15

Project Proposals and Infrastructure Development

19

Implementation Mechanism

22

Costing and Revenue

25

LEARNINGS: ABCD

27

1

INTRODUCTION TO

AREA DEVELOPMENT MODELS Town Planning Scheme in Mandal-Becharaji S.I.R.

Location of the TP scheme:

Becharaji, Gujarat Area of the TP Scheme:

20.21 sq.km.

(S.I.R.: Special Investment Region)

Mandal-Becharaji

SIR is an upcoming industrial hub in Gujarat, planned in the influence zone of the proposed Delhi-Mumbai Industrial Corridor Project, through Town Planning Schemes.

The exercise introduced key aspects of the project such as the levels of planning, institutional and statutory framework, implementation timeline, socio-environmental and costing-revenue model.

1

Regional/ Corridor Plan

2

Development Plan

merits No land acquisition entailed Area for public and social amenities reserved Existing natural features (canal) preserved & enhanced

de-merits Local farmers were only compensated for land, not for loss of livelihood Scope for public consultation limited in the process 3

Cluster plan

4

Town Planning Schemes

Institutional Framework

MBSIRDA GIDB

Revenue

prepares the scheme layout, implements and maintains the scheme with private companies sanctions the scheme layout

Betterment Fees

Project Development

Sale of Government-

Fund from GoI

owned Plots

Viability Gap Funding

Chargeable FAR

Funding

from Japan for DMIC

01 / INTRODUCTION TO AREA DEVELOPMENT MODELS

Fig.1: (Bottom-to-top) Aerial image, Zoning and Detailed Scheme Layout of DTPS-01

local area plan for dadar

Fig.2: Urban character of each transit hub of Mumbai

ABOUT THE SITE: DADAR |

MUMBAI

2

Why does Mumbai need Local Area Planning?

Mumbai, one of the densest cities in the world, houses multiple cities within, due to the evolving nature of planning over the years.

The job and administrative hubs of Mumbai under British rule were developed in a conscious, planned, context-responsive manner.

GM

MMR

Since 1964 (1st Development Plan for Mumbai), however, planning

and

regulations

were enforced in a one-sizefits-all manner, resulting in: Waning quality of life No distinct urban character

local area plan for dadar

Mumbai Metropolitan Region Development Authority (MMRDA)

Development Plan

Heavily strained infrastructure systems

Mumbai, due to its vast public transit network, is highly and almost uniformly urbanized. However, some of the hubs have achieved more prominence due to the level of multi-modality, as shown in the map above. Dadar, in South Mumbai, is one such urban centre of prominence.

Regional Plan for MMR

for Greater Mumbai

Mumbai needs Local Area planning to address areaspecific issues in an inclusive and sustainable manner.

Municipal Corporation of Greater Mumbai (MCGM)

Local Area Plan No existing framework!

Local Area Plans create a framework for optimal land resource utilization and enhancement of public realm by enabling redevelopment of the existing built environment with upgraded infrastructure.

ABOUT THE SITE: DADAR | MUMBAI / 02

EVOLUTION | DEMOGRAPHICS | IMAGES

1600s

1900s

1930s

1970s

2000s

Fig.3 (above): Northward expansion of Mumbai, with Dadar attaining core city status

G-North

28000

F-North

Number of Households

F-South

Historically Important Precincts

Area

255 Ha

Dadar Metro Station

2.3

6k

88%

Dadar Railway Station

literacy rate

m

km

people/sq.km.

Walking radius from stations

1.6 1

51500

1 2 Z-2

population

The delineated boundary lies in the confluence of 3 wards:

CR

1.31 lakh

37%

Dadar Monorail Station

main workers

54% Non-working population

Key Map

0

100

200

m 400

Fig.4 (above): Delineated Local Area Plan boundary in Dadar

03 / ABOUT THE SITE: DADAR | MUMBAI

local area plan for dadar

Criteria for Boundary Delineation

From Suburb to a Core

link Bandra-Worli Sea Kohinoor Square

Veer Savarkar Marg

Dadar Metro Stn. Gokhale Road

Chawl

Wadis

Wadis N.C. Kelkar Road

Fig.5: Developments in Dadar West (Source: MumbaiLive) Wadala Railway Stn. Dadar Monorail Stn.

Parsi Colony

Towards the east (Fig. 6), however, the strong community presence (Parsis and Tamilians) and a preexisting order in street layout and buildings has led to a lower rate of redevelopment. Mass Transit projects such as the Metro and Monorail are expected to catalyze better land potential use in Dadar. local area plan for dadar

Kohinoor Mills

Dadar TT circle

Hindu Colony

Ambedkar Road

Tilak Bridge

Dadar - the heart of Mumbai has two distinct built characters to the east and west of the railway land that divides the site. As observed in Fig. 5, newer, more liberal Floor Space Index (FSI) regulations and an organic pattern of development has led to a wide mix of new and old typologies emerging in the west.

Ruby Towers

Shivaji Park

Tilak Road

Mumbai was erstwhile a set of 7 islands, merged through reclamation. Dadar was the first planned suburb of Mumbai under colonial rule, as a measure to decongest the southern tip of the city. Railway and tram lines were laid to enable the working class to travel to the job centres.

Eventually, with northward expansion of both the transport network and the city, Dadar gained centrality in Mumbai with a high real estate demand.

Dadar Railway Stn.

Fig.6: Developments in Dadar East (Source: MumbaiLive)

Dadar Monorail Stn.

Dadar Railway Stn.

Shivaji Park

Dadar Metro Stn.

Fig.7: Aerial view of the site (Source: MumbaiLive)

ABOUT THE SITE: DADAR | MUMBAI / 04

EXISTING SITUATION ANALYSIS ₹ 2.95L /m2

Avg. Market Rate ₹ 5.48L /m2

Jantri Rates Jantri/Ready Reckoner Rate for

₹ 3.75L /m2

₹ 3.35L /m

2

Residential Open plot

₹ 1.2L /m2

Commercial Open plot

₹ 2.4L /m2

Land Use Residential Commercial Industrial Low average plot size

53% 09% 07% 1350

sq.m.

Topography Slope towards Dadar railway station land due to erstwhile seven islands reclamation Present Storm Water Drainage System in the area > 150 years old, causing water-logging in primary streets during monsoon

Street Network

But

05 / ABOUT THE SITE: DADAR | MUMBAI

Street length having footpaths

90%

Street length having parking encroachment

54%

Street length having vending encroachment

12%

Largest Block Perimeter (Industrial Plots)

400 x 450m

local area plan for dadar

FSI Utilization

0.12 7.4 45%

Maximum permissible FSI in Mumbai island city is 1.33. (prior to DP 2034)

Minimum consumed FSI Maximum consumed FSI Buildings with FSI < 1.33

High Redevelopment Potential

Building Age

47%

Buildings of age 50-100 years

44%

Buildings of age 100-120 years

126 Cessed Buildings: Urgent need for redevelopment

Built Use

54%

55%

30%

Residential, of which Old, low-rise typologies Mixed Use

Mixed use as response to demand for commercial spaces

Built v/s Open

28% 36%

30% 06%

12%

Built Open Space, of which Private Open Public Open Railway Land

local area plan for dadar

ABOUT THE SITE: DADAR | MUMBAI / 06

STATION-AREA ANALYSIS : 3-D APPROACH To assess the impact of the built environment on Public Transit choice and behaviour and arrive at a list of station-specific issues to be addressed through the LAP, a 3-D study and analysis was conducted.

Per Capita Residential Space Per Capita Public Open Space

DENSITY

FSI Consumption Employment Density Street and Node Density Land Use

DIVERSITY

Built Use Residential Typology Footpaths and Tree Cover Activity in Public Realm

DESIGN

Block Sizes Buildings built-to-line Barrier-free Access

Scale of Intervention Low priority

Moderate priority

High priority

Required Proposals

Dadar Metro Stn.

Dadar Monorail Stn. Increase job density around stations

Increase public open and amenities

Increase public realm activity

07 / ABOUT THE SITE: DADAR | MUMBAI

Universal accessibility Increase built use diversity

Dadar Railway Stn.

Key Map

local area plan for dadar

POTENTIALS AND CHALLENGES

Strong pedestrian culture

!

7 !

!

Poor tree cover, unwalkable streets !

Wanton redevelopment increasing unaffordability, rising out-migration

Strong community character

6

Many new infrastructure proposals

5

Existing infra upgradation ignored, systems strained by overcrowding

High land prices, demand for space

4

Slow or unguided redevelopment, disputed industrial land ownership

High density of people and floorspace

3

Homogenous (residential) and old !

Active local, informal economies

2

Unorganized, deterring walkability

Multiple modes of transport

1

No multi-modal integration

Dadar Metro Stn.

local area plan for dadar

Dadar Railway Stn.

Dadar Monorail Stn.

Fig. 8: Existing 3D view of the Scheme area

ABOUT THE SITE: DADAR | MUMBAI / 08

3

VISION

FROM MUMBAI'S NODE TO A HUB Vision and Objectives Envisioning Dadar as a

Commercial Transit Centre A Destination to Live, Work, Shop and Play in South Mumbai

Dadar, despite its centrality and distinct character, still has great untapped potential to transform into an destination for jobs and commerce. The intent of this LAP is to enable this transformation through the following objectives:

Fig. 9: Live-Work-Shop-Play in the heart of Mumbai

Facilitate multi modal integration

Pedestrian-centric street network

Retain and organize local economies

Green Network Integration

Promote mixed uses around transit hubs

Manage residential density and diversity

Upgrade infrastructure

Preserve socio-cultural fabric

09 / VISION: FROM MUMBAIâ&#x20AC;&#x2122;S NODE TO A HUB

local area plan for dadar

DADAR LAP | MASTERPLAN Fig. 10: Dadar Local Area Plan (LAP) Masterplan

Arabian Sea

4

Organized Local Economies

5 Sh iv Pa aji rk

Dadar Station Redevelopment

3

Green Network + Open Spaces

1 M Gy atu m ng kh a an a

Revised Street Network

Metro

F Ga ive rd en s

Railway Monorail HMUZ-1 HMUZ-2 RMUZ Protected Open Space

Public Housing Projects

2

Transit-Oriented Zoning

local area plan for dadar

6 0

100

200

m 400

VISION: FROM MUMBAIâ&#x20AC;&#x2122;S NODE TO A HUB / 10

PROPOSAL 1: REVISED STREET NETWORK Legend: Feeder Network Primary Roads

4.3km 14.1km

Secondary Roads 7.5km Tertiary Roads 19km Local Roads Right of Way

Pedestriancentric streets

Added-WidenedDiscontinued streets

0

100

200

m 400

Fig. 11: Proposed Revised Street Network Hierarchy

The proposed street network aims to achieve the following: a. Organize street hierarchy b. Complete missing links, add 2 east-west linking bridges to further decongest Tilak Bridge c. Reduce block sizes and improve street design to enhance walkability Walkability is boosted through a significantly lower average block perimeter of 400m as compared to the earlier 550m. The difference in sizes is illustrated alongside.

Existing

Proposed

Highly walkable Moderately walkable Large blocks Perimeter: 0-400m 400-600m >600m Fig. 12: Block sizes under existing street network (left) and proposed street network (right) showing a increase in the number of walkable blocks

11 / VISION: FROM MUMBAIâ&#x20AC;&#x2122;S NODE TO A HUB

local area plan for dadar

4km

PROPOSAL 1: REVISED

STREET NETWORK | STREET DESIGN

Fig. 13: Proposed section through Pedestrian Green Spine

Sub-proposal:

Green Network and Spine Proposed length: Proposed area :

8.3 km 4.23 ha

Water detention tank

4m

Footpath

3m

Green corridor

1.5m

Cycling track

3m

Vehicular carriageway

1m

Median

3m

Vehicular carriageway

1.5m

Cycling track

3m

Green corridor

4m

Footpath

Fig. 14: Proposed Green network

As part of street network enhancement, a green network is proposed along primary roads and in areas prone to waterlogging. This will help mitigate waterlogging issues and also increase available per capita green space in Dadar from 0.78 to 1.15 sq.m.. With the addition of two vehicular E-W bridges, Tilak bridge shall be transformed as a pedestrian green spine with section as indicated above. This bridge acts as the fastest on-foot connection between all three public transit stations in the LAP. Fig. 15: Proposed section through Level-1 Cultural Pathway along Shivaji Park

Sub-proposal:

Cultural pathway Level 1 length : Level 2 length :

2.4 km 5.2 km

Ground water table regeneration

Water detention tank

Shivaji Park

4.5m

Pedestrian pathway

3m

Cycling Track

6m

Vehicular carriageway

1.5m

Footpath

Fig. 16: Proposed Cultural Pathway

MCGM has proposed a cultural walkway along Veer Savarkar Road (Cadell Road) connecting four religious places along the stretch. Acknowledging Dadar's cultural significance during festivities, a continuation of the cultural pathway is proposed as shown in the map. On festive/political occassions, Level 1 route would be reserved for pedestrian rallies and Level 2 would have increased pedestrian safety measures. local area plan for dadar

VISION: FROM MUMBAIâ&#x20AC;&#x2122;S NODE TO A HUB / 12

PROPOSAL 1: REVISED

STREET NETWORK | PARKING STRATEGIES

A FEEDER NETWORK is proposed to run throughout all the zones in the site, connecting the residents to all the public transit hubs.

The objective of multi-modal integration as well as managing density is achieved, as the entire site is now in the desirable proximity to an affordable means of transit. Increased public transit ridership makes the LAP sustainable.

The envisioned section is as shown alongside.

Fig. 17: Proposed section through Feeder Network (Location indicated in map above)

Water detention tank

RWH tank

4m

Footpath

3m

Green corridor

1.5m

Cycling track

3m

Feeder route

6m 6m 1m Vehicular Vehicular Median carriageway carriageway

3m

1.5m

3m

Feeder Cycling Green route track corridor

4m

Footpath

Parking along Feeder Network Active building edges (retail use on ground floor) are proposed along all plots abutting streets, which could aggravate the existing parking encroachment.

Thus, 150 spots of chargeable onstreet parking (5 on either side of the street at every 400 metres) are proposed along the feeder network.

Active edges

25m

Fig. 18: View of the feeder network with on-street parallel parking spots in the inset of the feeder bus stop

Apart from chargeable on-street parking along the feeder network and in the historic precincts, basement level parking would be mandated to keep the streets free of vehicular encroachment and safer for pedestrians. This would be incentived through FSI.

13 / VISION: FROM MUMBAIâ&#x20AC;&#x2122;S NODE TO A HUB

On-street Parking

Basement Parking

local area plan for dadar

PROPOSAL 1: REVISED

STREET NETWORK | JUNCTION DESIGN

Near Dadar Metro Station Fig. 19: Proposed street design at Sena Bhavan Junction

There are multiple city-level road junctions in Dadar where 4 or more roads intersect and cause high traffic congestion. This impedes movement towards transit hubs.

Thus, some of these key junctions have been redesigned as shown, to allow for safer pedestrian and cyclist movement, tree cover and organized vehicular movement near the transit stations. Station-specific issues near Plaza and monorail have been addressed by revitalizing the public realm.

Near Dadar Railway Station Fig. 20: Proposed street design at Kabutarkhana Junction

Near Dadar Railway Station Fig. 22: Proposed street design at Plaza Junction

19 22 20 21 Near Dadar Monorail Station Fig. 21: Proposed street design at Katrak Road Junction

local area plan for dadar

Key Map

VISION: FROM MUMBAIâ&#x20AC;&#x2122;S NODE TO A HUB / 14

PROPOSAL 2: TRANSIT-ORIENTED ZONING Due to its multimodality, Dadar has great potential as a Transit Oriented Development model of the highest order. But in the current unguided manner, it could lead to tremendous strain on infrastructure and civic amenities, wastage of land potential and sporadic growth which alleviates unaffordability.

Organized, spontaneous growth To transform this

into this!

Dadar needs TOD Management, based on the principles of National TOD policy.

The zones in the Local area plan as shown alongside, are: High Intensity Mixed Use Zone - 1

75.6 ha (40% of the area under plots) High Intensity Mixed Use Zone - 2

31.3 ha (17% of the area under plots) Residential Mixed Use Zone

71.0 ha (38% of the area under plots) Protected Precincts

11.1 ha

0

100

200

m 400

15 / VISION: FROM MUMBAIâ&#x20AC;&#x2122;S NODE TO A HUB

(06% of the area under plots)

Open Space 18 ha

Roads 48 ha

Fig. 23: Zoning plan

local area plan for dadar

The railway land in Dadar has spliced the site into two disconnected parts.

Through transit-oriented zones HMUZ-1 and HMUZ-2, it is proposed to unify Dadar East and West, creating high-density, quality mixed-use spaces â&#x20AC;&#x201D; workspaces and residences in the influence radius of transit hubs, as indicated alongside.

400m

200m

100m

The character for these mixed-use zones is derived from following principles in the National TOD policy:

400m

200m Multi-modal integration

Inclusive Housing

Increased green cover

Enhanced walkability

Active building edges

Residential MUZ complements the high-intensity transit-oriented zones by providing moderate-intensity residential spaces. The focus in this zone is on affordable real estate, by provision of housing units of varying sizes. This would help increase income group diversity.

To preserve the rich socio-cultural character of the historic precincts within the site: Parsi Colony and Shivaji Park, characteristics such as great setbacks, deco facades and tree-lined streets will be retained.

A special preservation committee would oversee all redevelopments.

Fig. 24: Envisioned character for the zones

local area plan for dadar

VISION: FROM MUMBAIâ&#x20AC;&#x2122;S NODE TO A HUB / 16

PROPOSAL 2: TRANSIT-ORIENTED

High Intensity MUZ - 1 Plot Amalgamation To enable better FSI utilization

Open Space To increase pervious surfaces Setback and step-back To prevent skewed, overwhelming built forms

Active Edges To increase activity on the streets, convenience shopping for locals

ZONING | ZONE REGULATIONS High Intensity MUZ - 2

Residential MUZ

Protected Precincts

Full FSI utilization permitted only on plots with area >500 sq.m. and least plot dimension >11m, Else Maximum FSI : 1.33

N/A

N/A

500 - 2500 m2 : 10% of plot area 2500-5000 m2 : 15% of plot area >5000 m2 : 20% of plot area

15% of plot area 20% of plot area 25% of plot area

N/A

500 - 2500 m2 : 3m from rear and sides 2500-5000 m2 : 6m from rear and sides >5000 m2 : 9m from rear and sides

3m from rear and sides 6m from rear and sides 9m from rear and sides

N/A

A road-side step-back of min. 3m must be given after building height = ½ x width of the least abutting ROW Ground floor to be built-to-line, no compound wall on the road-abutting edge.

Retail use mandatory on Ground level

N/A

Non-permissible uses in the zones Agriculture Red and Orange Industries Large scale institutions like university campus

17 / VISION: FROM MUMBAIâ&#x20AC;&#x2122;S NODE TO A HUB

local area plan for dadar

PROPOSAL 2: TRANSIT-ORIENTED

Base FSI

INCENTIVES

On predominant use On affordable housing On provision of Public Parking

ZONING | FSI REGULATIONS

High Intensity MUZ - 1

High Intensity MUZ - 2

Residential MUZ

Protected Precincts

4.0

4.0

3.0

1.33

Additional 20% BUA for 50% BUA Commercial use

0.8

Additional 10% BUA for 60% BUA Residential use

0.4

70% BUA Residential use

0.4

N/A

Additional 10% Built Up Area for providing 20% BUA having DUs < 45 m2 30% BUA having DUs < 45 m2

0.4

0.4

0.4

N/A

N/A

N/A

Additional 20% BUA for

On Plot Amalgamation Premium (Saleable) FSI Transferable Development Rights (TDR)

Maximum Permissible FSI

0.4

N/A

Encouraging amalgamation of plots upto 10,000 sq.m. by giving 20% discount on Ready-Reckoner Rate for purchasing Premium FSI Charged at 40% - 60% of ready reckoner rate (RRR)

2.0

1.6

0.5

N/A

Maximum permissible TDR in recieving zones @ 40% of RRR

3.0

2.0

Sending TDR

1.0

1.67

HMUZ-1

9.0

HMUZ-2

7.2

RMUZ

5.0

local area plan for dadar

N/A

1.33

VISION: FROM MUMBAIâ&#x20AC;&#x2122;S NODE TO A HUB / 18

PROPOSAL 2: TRANSIT-ORIENTED

ZONING | PROTECTED PRECINCTS Development Regulations for Protected Precinct

c.

b.

Fig. 28: 3D view of Shivaji Park precinct, indicating the preserved plots and the surrounding context

a.

a. Redevelopments only to the extent of renovating/ retrofitting/reconstructing dilapidated structures, for the next 40 years b. Façade treatment and material should not be changed/ modified. No building projections/temporary structures/ car lifts permitted in existing setbacks

Fig. 27(a): Protected plots, (b) TDR sending zones, (c) TDR recieving zones

c. No removal of trees/plantations without approval of a Preservation committee.

TDR Exchange (Base FSI of zone) minus FSI consumed

Sale-Purchase through Lottery Mechanism

Maximum permissible TDR for each zone

Fig. 29: TDR transfer within adjacent zones in Parsi Colony

Since redevelopment is effectively frozen in the protected precincts, the land owners in the zone will be compensated through TDR (Transferable Development Rights).

19 / VISION: FROM MUMBAIâ&#x20AC;&#x2122;S NODE TO A HUB

TDR Generated

2.4 lakh m2

TDR Received

22.8 lakh m2 local area plan for dadar

PROPOSAL 2: TRANSIT-ORIENTED

ZONING | PROPOSED URBAN FORM

The proposed 3D vision of the site in fig. 26 reflects the intent of transit-oriented zoning, which is to augment and manage the density and diversity in the influence radii of the 3 transit stations.

The zoning, regulations, FSI incentives and street network will catalyze development in the site in a simultaneous, organized manner.

Existing urban form

Fig. 25: Aerial 3D view of the LAP area with existing built forms as per prevalent zoning and regulations HMUZ-2

Proposed urban form with zones indicated

Protected

Arabian Sea

Shi

vaji

Par k

HMUZ-1

RMUZ

Metro

Fiv e

Railway

Ga

rde n

s

Monorail

Fig. 26: Aerial 3D view of the LAP area with proposed built forms as per prevalent zoning and regulations

local area plan for dadar

VISION: FROM MUMBAIâ&#x20AC;&#x2122;S NODE TO A HUB / 20

PROPOSAL 3: DADAR RAILWAY STATION REDEVELOPMENT Station Plan

Dadar recieves the highest peak hour passenger loading along the Western and Central Railway lines, which leads to tremendous congestion at the entry-exit points. Thus, to equip the station area for the anticipated increase in footfall after the implementation of the LAP, a station area redevelopment project has been proposed.

east entry

East Entrance to Dadar Railway Station

Separate drop-off points for Dadar Terminus and Suburban Railways Plaza for organised pedestrian movement and street vending 18m x 170m

West Entrance to Dadar Railway Station

24m x 230m

west entry Replacing Senapati Bapat Road Flyover with a Vehicular Subway Identifying a Public plot within 50m of Station and providing a dedicated drop off and basement parking for IPT

Station Entrance from the E-W feeder network bridge

Subway The station concourse will have access from all four sides, and commercial floors above for bringing jobs close to the station.

21 / VISION: FROM MUMBAIâ&#x20AC;&#x2122;S NODE TO A HUB

local area plan for dadar

PROPOSAL 4: PUBLIC HOUSING PROJECTS

The essence of TOD is in bringing a diverse group of people closer to the public transit hubs, including income diversity. To counter the extremely unaffordable real estate in Dadar, it is proposed to construct public housing projects on 3 government plots.

The mechanism for this project will be based on Pradhan Mantri Awas Yojana paramters

924 DU

329

1

DU

1340 DU

1

1

Fig. 30: Site plan indicating location of public housing projects

parameters of affordability Cost of Land

Demand for Upfront Payment

Incremental construction

No cost of land incurred, making project feasible and affordable

Lower downpayment and instalments on housing, making it affordable for many

Project to be developed in phases, to respond to the demand

Since the project is proposed to be completely managed by the ULB i.e. MCGM, it is required to include a sale component in the proposals. Thus, 30% of the DUs constructed will be free sale units for revenue generation.

Project No.

Plot Area

FSI

Total BUA

Construction Cost

Fig. 31: Envisioned view of one of the public housing projects

S.P. of 1 LIG unit

₹ 21 lakh

Rent (not exceeding

₹ 15,000

1

13.4 ha

8.2

1.42 lakh m

471 cr

30% of monthly income)

2

9.0 ha

8.2

0.96 lakh m2

318 cr

S.P. of 1 MIG unit

₹ 70 lakh

3

5.8 ha

4.7

0.36 lakh m2

121 cr

Rent (not exceeding

₹ 60,000

local area plan for dadar

2

40% of monthly income)

VISION: FROM MUMBAI’S NODE TO A HUB / 22

INFRASTRUCTURE DEVELOPMENT: PROVIDING FOR 2060 Projected Resident Population

2.61 lakhs

Projected HH Size

Existing: 1.33 lakhs

4.24 Existing: 4.66

Projected Floating Population

5.43 lakhs Existing: 3.83 lakhs

For the year 2060,

Upgrading the existing failing infrastructure is essential if the future density in Dadar is to be managed efficiently.

The estimates are based on population projections for a horizon of 40 years.

Presently, the site recieves water through the Tulsi Pipe originating from Bhandup.

Tansa lake

Bhandup WTP

Water Supply

62 MLD Existing: 33.5 MLD Assuming demand: 150 LPCD

Connection to individual plot

Pipeline from service reservoir

Additional water supply network pipeline required: 25.68 km Fig. 32: Schematic water supply network

For the year 2060,

Sewerage

44 MLD Existing: 26.4 MLD Assuming 80% of water consumed

Connection from individual plot

Arabian Sea

Sewerage Pipeline network

Worli STP

It is recommended to separate the storm-water drain and sewerage lines, as green infrastructure for ground water recharge.

Additional sewerage network pipeline required: 31.74 km Fig. 33: Schematic sewerage network

23 / VISION: FROM MUMBAIâ&#x20AC;&#x2122;S NODE TO A HUB

local area plan for dadar

UNDERSTANDING LAND DEVELOPMENT FEASIBILITY Planning and Market Feasibility in Parsi Colony, Dadar The objective of this exercise was to understand land development, financial and market feasibility through a real-life example. A plot in Parsi Colony, Dadar was selected.

The buildings on the plot are classified as cessed buildings

by Municipal Corporation of Greater Mumbai (MCGM), and are therefore in need of immediate redevelopment.

Plot number : 608 to 610/10 Plot area

: 5866 m2

Proposed Use : Residential Existing

: Low-rise apartments

Building Ht

: G+2

Ground Cover : 30% Built Up Area : 5440 m2 Consumed FSI : 0.92 Parking : On-street

Fig. 34: Aerial Image with streets

Through the existing market trends and development regulations, two possible scenarios were derived: A. Purely Residential B. Residential + Retail Development Cost Land Cost Development Scenario

Land Rate

Land Area

Construction Cost

Development Costs

Total Land Cost Built Floor Space

Constructio Total Cost of Developmen Cost of n Cost Rate Constructio Chargeable t Fees (Built up Impact fees n cost FSI (chargeable area x dev fees) + Cost of FSI x Land area x purchasing %of Jantri TDR + other Rate/Circle Rate/Index rate) Charges as applicable

c=axb

e

In crores

Total Cost

(Super built up = (e.g. 25000 Permissible Floor Rs/Sqm) Space + additional 30%40% for lobbies, common areas etc)

a

b

d

f=dxe

g

h

i

j (=c+f+g+h+i)

Scenario A : Residential

262080

5866

1537361280

25394.2

51000 1295104200 209017312

711037600 436414174

4188934566

418.9 cr

Scenario B : Residential + Retail

262080

5866

1537361280

25394.2

54000 1306812000 209017312

711037600 473914174

4238142366

423.8 cr

Revenue Development Estimate Scenario Cost Estimate

Fig. 35: Land Use plan

recommendations In crores

Profit % r = (q/j) x 100

q (p - j) Scenario A

3683267434

87.93

47%

Scenario B

3430895634

80.95

45%

From the financial feasibility study, it emerged that Scenario A would be more profitable for the developer. local area plan for dadar

MCGM should introduce dedicated mixed-use zones in varying degrees, instead of having complex conditional permissibility.

To avoid standardized built forms, contextual regulations should be formulated.

Fig. 36: Envisioned Development on selected plot

VISION: FROM MUMBAIâ&#x20AC;&#x2122;S NODE TO A HUB / 24

IMPLEMENTATION MECHANISM The existing land acquisition mechanism during implementation of an LAP proves cost-ineffective.

To avoid this cost, the proposed mechanism to compensate the plot owners whose land will be contributed in development of public infrastructure is based on two major principles -

If land is re-developable, Depending on the area of plot lost under public domain, compensation will be granted by 100% FSI of the lost plot If land is NOT re-developable, Land to land compensation of plot with similar area within the LAP boundary based on a lottery system.

If not compensated via land, the plot owner will be compensated through existing TDR mechanism.

There are multiple scenarios in the LAP site, the compensation mechanism for which is proposed as:

Scenario 1

Plot becoming Non-Redevelopable after Deduction

Land-to-land transfer on government plots within the LAP + Sale TDR

Scenario 2

Scenario 3

Plot Divided by Proposed Plot Divided by Proposed Roads remaining Roads becoming redevelopable non-redevelopable

Sale TDR + Additional FSI on deducted plot area

25 / VISION: FROM MUMBAIâ&#x20AC;&#x2122;S NODE TO A HUB

Sale TDR on deducted plot area + FSI on full lost plot area

Scenario 4

Plot abutting discontinued and proposed roads

Area under road widening is adjusted within area under discontinued road

local area plan for dadar

COSTING AND REVENUE The LAP proposal has been phased over 40 years as 8 phases of 5 years each, for cost and revenue computation.

Zones declared upon sanctioning of LAP

Increasing potential value capture through public investment in initial phases

COST COMPONENTS

REVENUE SOURCES

Street enhancement

430CR

46 CR

Infrastructure Systems

122 CR Proposals Implementation

Estimates in Crores

Estimates in Crores

800 700

600 500

400

300 200

100

72 CR

Project 900

Dadar Station Redevelopment

800

15 CR

700

500 400 300 200 100 0

8 CR

Public Housing Projects

1494 CR

Sale of Premium FSI

Sale of public housing units

2250CR

2080CR

Sale TDR charges

Property Value Tax

515 CR

1261 CR

Development Fees

Vending Charges

32.8 CR

9.13 CR

Parking charges

Rent from billboards

63.1 CR

3.42 CR

Primary Sources of Revenue

Supplementary Sources

900

600

800

funding for initial phases

900

Estimates in Crores Estimates in Crores

900

Infrastructure systems to be enhanced incrementally

800 700 700

600

Funds can be mobilized from:

600

500 500

MMRDA for Station Area Traffic Improvement (SATIS) Scheme

400 400 300

300 200

200 2 3 4 5 6 7 8 1001 BRIMSTOWAD Project funds 0 2 3 4 5 6 7 8 0 Cost Estimate 1 132.59 508.56 430.04 420.16 369.46 152.97 147.75 25.25 100 1 2 3 4 5 6 7 8 Funds from: t Estimate 132.59 508.56 430.04 420.16 369.46 152.97 147.75 25.25 Revenue Estimate 836 780 331 25.25 331 80 Cost Estimate0.62 132.59 828 508.56 430.04 420.16775 369.46 152.97 147.75 0 enue Estimate Revenue 0.62 Estimate 828 836 2 836 775 7753 780 80 7 a. Centre : 8% 0.62 1 828 780 4 331331 5331 331 80 6 8 Phases Cost Estimate

132.59

508.56

Phases

Phases 430.04

420.16

369.46

Cost Estimate Revenue Estimate Estimate Estimate 780 Revenue Estimate 0.62 Cost 828 836Revenue 775 Cost Estimate cost and Revenue Estimate Fig. 37: Phase-wise revenue estimate for the LAP Phases

local area plan for dadar

Cost Estimate

Revenue Estimate

152.97 331

Maharashtra State : 20% 25.25 : 62% 331 c. MCGM 80 Budget

b.

147.75

LEARNINGS: ABCD / 26

4

LEARNINGS

USING L.A.P. AS A TOOL FOR Managing DADAR T.O.D. Summary of the Proposals

The proposals could bring about the following improvements:

Existing

Proposed Area Under Roads 0.61 km2

0.78 km2

Avg. Block Size 550 m

405 m

Mixed Land Use 33%

65%

Residential Floorspace

1.8L m2

3.12L m2

Per Capita Green 0.76

1.15

Average FSI 1.73

27 / LEARNINGS

5.60

local area plan for dadar

STUDIO REFLECTION Studio Reflection:

Mumbai's public transit network has propelled the urbanization of the entire city, which has already made it a TOD model.

However, through area development schemes, this growth needs to be guided. The Local Area Plan Proposal for Dadar aims to systematize the Transit-Oriented Development in a manner that not only increases density and diversity but, more significantly, manages it.

HMUZ-2

As a resident of Mumbai and a student of urban planning, studying about and creating a Local Area Plan proposal has been most insightful, since I was not just a planner but also a stakeholder. The issues of the site were well-known to me, which helped me formulate a more coherent, practical proposal.

Dadar LAP: Aerial View of FInal Proposal

Protected

Arabian Sea

Shi

vaji

Par k

HMUZ-1

RMUZ

Metro

Feeder Network Tilak Bridge Green Spine

Railway Fiv e

Dadar Station Redevpt.

Ga

rde n

s

Adding 2 E-W Bridges

Monorail

Public Housing projects

local area plan for dadar

STUDIO REFLECTIONS / 28

LIVE WORK SHOP PLAY Rithika Ravishankar | PG190766 | M. Urban Planning