SYMBIOTIC VOLUMETRIC by Saloni Nathan

SYMBIOTIC VOLUMETRIC

Urban Planning and Regulations Guided by Tulika and Prasanth

SALONI NATHAN

UD2417

History of Mumbai 3

Chrono Matrix

4-5

City Profile

6-9 Problematization

HISTORY OF MUMBAI

10-32

Principles & Strategies

Understanding how the policies and regulations have changed and evolved the city of Mumbai 33-46

Structure Plan Free + Constraint

47-49

Urban Conditions I , II , III , IV , V

50-83 Approach

Throughout so many years, the city Mumbai has witnessed major changes in growth and development. Policies were issued, renewed and violated as well which hindered in the results on a very high scale. The approach towards policy making was very capital intensive and had negatively affected Urban development . The city’s infrastructure followed blindly a very rigid form of typology rather than focusing on the existing built form. Although Mumbai has witnessed an economic boom since the liberalization of 1991, the finance boom in the mid-nineties and the IT, export, services and outsourcing boom in the 2000s it makes it very important for us to look at the city’s cultural and spatial development from a different lens and adopt a more responsive approach that is politically inclusive.

MUMBAI

CHRONOMATRIX

1920

1950

1940

1960

19.0760° N, 72.8777° E

1980

1970 Bombay Buildings Repairs and Reconstruction Act passed.

Mumbai regional and town planning act

Bombay Rents and Hotels and Lodging House Rates India's First Rent Control Act control act

1914

1918

first DP started

Bombay Rent Control Act

Mumbai Town Planning Act

1947

Bedekar Committee formed DCR 58 - redevelopment of mill lands initiated (1991-2005)

Slum Clearance and Redevelopment

First DP Sanctioned

Slum Clearance Act

1940

1915

CRZ - 1 Issued, Coastal Regulation Zone Under Environmental (Protection) Act, 1986

Repair and Reconstruction Act Board formed

Bombay Land Requisition Act

Repair and Reconstruction Act

Urban Land Ceiling & Regulation Act

1960

1948

1954

1956

1966

1967

1969

1971

Maharashtra Rent Control Act (1999)

DP 2018-34 was scrapped

(Pagdi system legalized)

CRZ I, Amended ; Allowed construction on Non development zones.

Slum Rehabilitation Act

ULCRA abolished

Amendment in DCR 58 for mill land redevelopment

Modification in DCR 58

DCR 33(10)

ULCRA Repeal Act

JNNURM JNNURM Adopted launched

DP 2034

Bandra-Worli Sea link

1993

1991

1976

2010

2000

Slum Rehabilitation Authority

Mumbai Housing and Area Development Board was divided into three different boards: 1) Mumbai Housing and Area Development 2) Mumbai Slum Improvement Board 3) Mumbai Repairs and Reconstruction Board

1982

1964

1990

1980

1992

2014

1994

1995

1999

1997

2001

2002

2005

2007

2009

2015

First World War Started WW1 Ended

Slum Population, Total population (in million),

Urban Heat Island Effect (celsius) 15 13 11 9

24 21 18 15

7 5 3

12 9 6

Reclaimation of land of Nariman Point began

Years

EVOLUTION OF TYPOLOGIES

Formation of Shiv Sena

Total population reached 6 millions

Great strike of mill workers under trade union leader Dutta Samant BKC Introduced in 1977

Built Up Area (sq. km)

Housing in Fisher Villages Pre 1881

Bombay became capital of Maharashtra

Wadis Pre 1881

278 1960

250 1950

House of Mechant 1856-1920

These three typologies came into existence along with the Rent Control Act in 1948

332 1990

307 1970

Chawls 1856-1920

Government Chawls 1923

Low Rise Apartments 1967 onwards

Came into existence in the First DP which introduced the FSI of 1.3

Liberalisation

Bombay riots Trans Harbour Line became functional

Floods

364 2010

345 2000

Rehabilitaion of slums with Private 1980

Came under The Slum Clearance and Redevelopment Act. Developed and undertaken by both Private and Government sector.

Rehabilitaion of slums with Government 1990 onwards

Metro and Mono-rail inaugurated

Suburnban Housing 1995

Came into existence after DP II which introduced suburban development and TDR

New Apartments Post 1999

Density Profile

Overview

City Profile

MUMBAI 19.0760° N, 72.8777° E

Population: Greater Mumbai: 12442373 Island: 3085441 Suburb: 9356962 Slum: 5213300 Total: 30098076

Transit lines: Suburban: 459 km Metro: 62.68 km

Residential Industrial Open spaces

Area:

Slums Commercial

Island city area: 603.4 sqkm Greater Mumbai: 6355 sqkm

Land Use

Transportation

Employment + Slums + Transport

Transport + Population Density

Constantly increasing need for housing in the city is followed by its commercial developments. Large number of the population resides in slums in and around the residential developments of the city as it caters to both the commercial and residential class of the city.

Many of the institutions are integrated with the overall transit network of the city as they are an integral part of the everyday commute for many students and office employees to cover greater distances.

Workers contribute the maximum percentage of travel demand. Public Transport is the predominant mode for Work Trips due to its connectivity and affordability. A combination of the best buses serve as an efficient link for last mile connectivity.

As the city necessarily grew from the South to North, we see a denser pattern, not only in terms of population, but also employment as well as all the transportational nodes converging at the southern tip of the city .

Employment Density

Population Density

Population Growth

Land Prices

Mumbai's major public transport hubs are located at specific nodes where a high employment density is observed. However, current transportation investments focus on strengthening connections within Mumbai City, while these outlying nodes have received less attention.

54% of the city’s population relies on public transport for everyday commuting, the majority of it being work trips. The population density is very high in an around the transportation nodes which caters to the needs of easily accessible everyday commuting to and from work places.

Lower-income households are moving out of the island city and heading north. Lowincome dwellers in redeveloped south Mumbai buildings are given alternate accommodation, but joblessness and the rising standard of living forces them to move north.

Growth of slum population in the suburban areas reflect on the impositions of different laws and regulations and how they’ve contributed to the overall land distribution, ownerships and residential development in the city over time.

Environmental Profile

Floor Space Index

City Profile

MUMBAI 19.0760° N, 72.8777° E

Mumbai the capital city of the Indian state of Maharashtra is the second-most populous city in the country after Delhi and the seventh-most populous city in the world with a population of roughly 20 million as per 2018 data. Mumbai is situated on a narrow peninsula on the southwest of Salsette Island, which lies between the Arabian Sea to the west, Thane Creek to the east and Vasai Creek to the north. Mumbai's suburban district occupies most of the island. Navi Mumbai is east of Thane Creek and Thane is north of Vasai Creek. Mumbai consists of two distinct regions: Mumbai City district and Mumbai Suburban district, which form two separate revenue districts of Maharashtra.

FLOOR SPACE INDEX

0.50

0.75

1.00

1.33

1.50

4.00

Residential

Slum

FSI+Residential

FSI+Slum

Industrial + Water Bodies + Green Cover

Green Cover + Open Spaces

Scattered development of the residential is seen with the correlation of the transit nearby, but the dense area(zones) of the residential is seen at the areas with higher FSI values.

The price and area increases, the slums are pushed out of the city and when the city expands these slums are part of the cities. Due to this it is seen that the area of the slums is higher on the northern part of the city.

In the most heavily industrialised regions of the city the mangrove cover has systematically depleted. Studies have found that private mangrove forests in their industrial estate in Vikhroli absorbed 50,000 tonnes of CO2 annually.

Mumbai’s transport network is the main spinal cord connecting the north south corridor. We can see a direct correlation that some of the major transport hubs are located in the vicinity of the flood prone areas.

Mumbai’s climate is tropical with intense heat conditions from March to May and heavy rains from June to Sept. This due to the south-west monsoon and is characterized by humid weather, cloud cover and frequent rains, which occur almost every day and are sometimes torrential. Winter period too is hot and sunny with temperatures near 20 degrees whereas 35/36 degrees is the approx. summer temperature.

FLOOR SPACE INDEX PROPOSED 2034

0-1 2-4 4-6 6.5 8 DHARAVI

BANDRA

TRANSIT NETWORK >1crore

75lacs-1crore

FLOOR SPACE INDEX 2014 50lacs-75lacs

0.50 0.75

1bhk rate in diﬀerent wards; most to least aﬀordable

1.00 1.33 1.50 4.00

FSI+Evolution

FSI+Affordability

Water Bodies + Slums

Reclaimed Land + Flood Prone

From the map we can figure out how the FSI of Mumbai city doubles up its range from maximum 4 in 2014 to 8 by the year 2034 . It is interesting to see how previously the FSI divided the city into 6 parts without any much relation with the transit system but the 2034 map shows how the FSI is greater along the transit routes and nodes

The map shows zone wise most to least expensive 1bhk flat prices which suggests that the northern suburb is the least expensive whereas south of mumbai has the most expensive housing. As one can observe the price decreases as we move further away from the CBD in southern mumbai.

It is noted that biofuel burnt in Mumbai’s slums for household purposes was contributing 27.05% to the pollution. In the map it can be seen that maximum slum locations are nestled around small creeks which are opening up to the bigger water bodies.

Also due to the presence of large coastal stretches in the city, the problem of space crunch spurs out , reason being half of the city is being built on reclaimed land. Hence the effect of lack of buildable space is seen , adding to challenges in flooding by water runoff.

Problematization “ How the city of Mumbai has experienced the change in built form and plot use which is reflected in the current disparity present in the social and economic strata of the society. Referred as the “Maximum City”, Mumbai’s ability to offer great infrastructure and services with rapid urbanization and globalization is often misinterpreted in relation to the city’s economic condition

”

There is a visible disparity seen in the skyline and city scape of the city with over dominating skyscrapers and dwellings but moderately stable heritage of a mix culture, street food, Bollywood marine drive and the local metro

Image of

The city’s development has always witnessed a biased approach wherein the priority has always been on enhancing the infrastructure and big projects which benefit political parties to gain votes during elections while completely neglecting the experience and human notions of city life which diminishes the inclusivity in the city at large

Needs Vs

Aspiration

Mumbai

Introduction

With the rise in Mumbai’s urban growth, since the early 1990s along with the inception of LPG scheme, the private companies started misusing the policies by grabbing the extra FSI granted for open spaces This dominance of one plot use has lead to an unjust social development in terms of access to the city’s infrastructure by leaving no room for an idea of inclusivity.

Reality Average Land Price in Mumbai is

Rs. 26,115 per sqft.

When the floods hit every year, the

9,400

tonnes

of per day’s garbage clogs many drainage lines.

Only of the population WITH CARS can use the Bandra-Worli Sea Link.

7.5 MILLION Mumbaikars use the Suburban Railways everyday

Only

776

people use the

Rs 5.85 crore

The average traffic congestion in Mumbai is

65 %

02 Unfolding the

Exclusivity “The development of Mumbai, in terms of urban planning and design making , has always been framed for the interests of the private sector companies which can be traced back to the early 90s happening in many of the heavyset financial centres of the city, one of them being Kamala Mills.

Kanchenjunga skywalk every hour.

in some parts lik Worli , The Air Quality Index has exceeded over

200

This shows that the rules set out by the government authority is creating exclusive expansion policies in the minds of the private mill owners who are twisting the policies that was not working in their interests by making them less public. Therefore there is a need of inclusivity in the development of residential, commercial, entertainment and transport zones

”

Transport At city// The divide of different economic groups can be seen within the infrastructure systems,

Through the city

Commercial Within the compound

At Kamala Hills// similarly, the condition remains the same with the modes being different.

At city// Street crowding heavily varies at certain points to the point of scalar difference of commercial units,

Commercial

hubs

Commercial corners

At Kamala Hills// whereas the units here accessed the most are well overshadowed by the built in the backdrop.

Residential

Social At city// The places well within the reach of suburbs and high end areas are well maintained,

Spaces of recreation and

leisure

Places of recreation and leisure

At Kamala Hills// though accessible in similar ways yet not occupied by all user groups.

At city// It is well known with a dominating existence of Low income settlements

Dominating Livelihoods

Dominating

Infrastructure

At Kamala Hills// that a certain end of overall population dominates the existing fabric.

Ecology At city// The known ecological spots are constantly pushed to outskirts with rampaging development.

Kamala Mills Interaction of green

Kamala Mills

Exploitation of green

spaces

The presence of valuable real estate , the area’s financial muscle is strong in the sense that it can attract native as well as floating crowd to its high end commercial and entertainment installations and a high density residential complex means heavy influx of stationary population making it a destination for people to combine work, shopping with a leisurely evening out.

At Kamala Hills// letting the inner pockets of city be depleted of open spaces.

The site of Kamala Mills faced challenges of high rise private buildings that have, over the years exceeded the margin of FSI cap for the number of floors . Owing to rapid privatization, there is also a heavy influx of vehicles clustering around building edges leading to lesser pedestrian friendlily pathways in the complex

Since the early 1990s, there is a heavy rise in private sector which has led to a decline in public ownerships in the overall plot usage. Adding to that the typology of most of the buildings in one block lacks significant buffer spaces which are needed for ventilation and fire safety standards.

Analysis - I

Analysis - II In this map, existing plot uses are exploded upwards from the current built form in the complex which shows that most of the open spaces are falling under private ownerships.

About 22,658 sq m or 23 percent of the total built up inside Kamala Mills was fraudulently added, said a BMC report on FSI violations within the premises.

Public Plot Use

Buildings that may have exceeded the FSI Cap

Private Plot Use

Public Plot Area = 14.7%

Dense Concrete Development

Private Plot Area = 85.3%

Public/Private Imbalance

The compound’s gutted building alleyways and facades have led to seven fires. Of these seven fires, three were in very upscale buildings, where better safety standards are missing.

Within the complex the streets are heavily accessed by private vehicles leaving no room for pedestrian and cycle friendly infrastructure to seep in. Street Pattern

Buildings that had caught fire

Dense Park-lets 6.2%

Street width around 14m

Pedestrian Paths 4.1%

Parking-Pedestrian Relationship

Congestion in Typology

From the above comparison we can say that the policies that had been passed to maintain stability among all the sectors of the society were misused to reap private interests. Rising private plot use with streets packed with private vehicles leaves no room for pedestrian friendly infrastructure to seep in.

Reflection of

Analysis

03 Vision

Perspective “

To understand better the problems being faced

in Kamala mills , we studies similar case studies of different parts of the globe and attempted to infer from their approach to the challenges faced in enhancing key aspects of permeability, accessibility and efficient green connectivity

”

/b Case

Case

Study- I,II

Study- III,IV

Shophouse Transformation :A Case Study in Bangkok

Urban forests: Melbourne’s plan to green the city

The plans will see council increase the quality of green roofs and vertical greening across the municipality, where there are already 40 green roofs, according to council. Budget documents describe plans to “progress a planning scheme amendment to improve sustainability performance and deliver green infrastructure on buildings.”

In this project the ground level is completely open for parking and plants. The 4th and the 5th floors are occupied by office space. The project opens the facade thus converting it into a more public space. In this project the ground level is completely open for parking and plants.

Connex [city]

The conversion of the derelict Saint Louis hospital plot makes it possible to dominate the historic Centre of Charente. By matching the marketplace and the belvedere to the scale of the town’s major public spaces, the project opens up new lines of view from the site to the town and vice versa

Towards a ClimateResponsive Vertical Pedestrian System: in Shanghai Sustainability )

Elevated walkways can bring pedestrian-friendly urban space back to high-density urban centers that are planned largely for vehicle traffic for instance, the Lujiazui CBD in Shanghai.

/d Case

Case

Study- V, VI

Study- VII

Cleveland Public Square, Ohio

Pondy Bazaar, Chennai

The plaza has been transformed into a pedestrian promenade by prioritizing people over vehicles, and opening up new ways of experiencing the space. With wide and safe pedestrian walkways on both sides, ample shaded seating, the plaza was designed as a space accessible for all, including women, children, senior citizens and people with disabilities.

The public square acts as a central space the square was redeveloped in 2016 by the city into a more pedestrian-friendly environment by routing most traffic around the square.

Washington Square Park, New York

The idea was to bring people from different economic groups. The space could be a common ground for them where they could spend time and understand the relationship between diversity of public life within the city

To further understand the problem in the site we related every particular problem with a case study which had tried to come up with their solutions. Taking the salient aspects from each study , we formulated a principle from that which address the solution to the problematization at a larger scale.

Stitching the

Network //Case Study

//Problem

Shop house Transformation:A Case Study in Bangkok

Imbalance of Public/Private Open Spaces

Dense Concrete Development

Public/Private Imbalance

Lujiazui Pedestrian Bridge, Rooftop Farming

Cleveland Project, Ohio, Washington Square Park

Vision //Principle

-->

Focuses on the ease of permeability within street pattern, blocks and built form, facades and edges where inclusive zones can be created for it to be envisioned as an open public space.

Envisions a climate responsive approach in street and built zoning by which important ecological challenges can be meted out.

Bring diverse groups of people in a space imagined to be well integrated with pedestrian and NMT friendly infrastructure . Acting as a magnet which attracts people from different stratas of the society together.

“The walls and barriers in the site are the character of kamala mills today. It’s deprivation of connectivity and nature of inaccessibility Porosity

could be related to the heavy dominance of private ownership. The high end development has led to social segregation amongst people as it caters to a specific strata of society. The site lacks green open

Sustainability

spaces and public spaces. The vision for the site is therefore to break the notion of exclusivity

Diversification

which over the years has shaped the city of Mumbai. The aim is to make it amiable to the public such that it caters to every section of the society making it inclusive which would create a universal and

Pedestrian vs Parking Relationship

Challenges in Typology

Pondy Bazaar

Connex [city]

-->

The aspect of accessible neighborhood comes up when we imagine a high density compound which is serving multiple stakeholders as well as integrating varying densities of mixed use blocks.

The aspect of giving priority to function before form. Enhancing the experience and emphasizing the importance of an individual so that he/she can relate directly to his/her immediate surrounding in diverse scales.

Accessibility

comprehensive surrounding in response to the exclusiveness present in Kamala mills today.

Human Dimension

”

/g The graphic below tries to reflect the ideas of pedestrian friendly streets, safe, green open spaces and a unity among diverse groups of people with efficient micro climate management.

Principles “ Taking into account the salient points from each case study and reference documents that were analyzed we formulated precise key aspects as important principles which can guide us into synthesizing the problems and challenges present in the site

”

This detailed flowchart reflects how every single principle formulated from the previous analysis, bifurcates into multiple strategies . These strategies reflect in detail, how we intent to move forward taking into account certain tangible aspects.

Strategy

Accessibility

NSEW Connectivity

Guidelines for NMT

Blue+Green Infrastructure

Universal Accessibility

Grey Rainwater reuse

Accessibility

Human Dimension

Principles and Strategies

Height of building to street width ratio

Terrace farming

Sustainability Climate Responsive

Porosity

Typology oriented spacing of buffer zones

Diversification

Public Amenity

The first principle is Accessibility .The aspect of accessible neighborhood comes up when we imagine a high density compound which is serving multiple stakeholders as well as integrating varying densities of mixed use blocks.

Creating porous buildings

NSEW Connectivity

Guidelines for NMT

Blue+Green Infrastructure

Universal Accessibility

/III,IV

/I,II

Giving due emphasis on the safe mobility and comfortable experience for the non motorized transport means running along side pedestrians and vehicles.

The presence of an axis of mobility routes connecting in all the principle directions thereby making the site accessible from the existing context of city fabric and street network

NSEW Connectivity

Guidelines for NMT

Using the green ways and blue infrastructure to integrate as well as interconnect the site thereby giving preference to climate as well.

Catering for all people irrespective of any inherent differences, disabilities and economic strata for a more universal and unbiased approach in connecting the site.

Blue Green Infrastructure

Universal Accessibility

The principle of sustainability envisions a climate responsive approach in street and built zoning by which important ecological challenges can be meted out.

/I,II

Sustainability Terrace farming

Grey Rainwater reuse

Climate Responsive

How efficient collection and utilization of grey water as well as rainwater can be used in buildings to stop flooding and spill over of waste water

Grey and rainwater

Using the terraces of high rise buildings as green roofs can regulate the urban heat island effect , common in CBDs , to keep it in check.

Terrace Farming

/III

Principle of porosity focuses on the ease of permeability within street pattern, blocks and built form, facades and edges where inclusive zones can be created for it to be envisioned as an open public space.

Porosity Typology oriented spacing of buffer zones

How the facade and typology of the building is meeting the basic air and ventilation standards for proper circulation of wind, shade , sunlight and exposure to the sky.

Climate Resp

Creating porous buildings

/I,II

Human

Dimension Height of building to street width ratio

How the front facade of the building is meeting the edge and the street. How interactive and inviting is the edge condition when the ground floor will be opened in more inclusive manner.

Creating porous buildings

Giving vital buffer zones between buildings to avoid congestion and meeting fire safety standards as well as creating interactive open areas in between the built.

Typology oriented buffer zones

The principle aims to bring diverse groups of people in a space imagined to be well integrated with pedestrian and nmt friendly infrastructure . Acting as a magnet which attracts people from different stratas of the society together.

Diversification Public Amenity

The height of the building should be proportionate to the width of the street so that the pedestrian or the cyclist may not feel out of place and scale within the streetscape.

Height of building to street width ratio

Structure

Plan - I & I I “ Taking into account the key points from important The elements of recreation, sport as well as leisure spots can be envisioned culminating at one place in a balanced manner keeping in mind the necessary infrastructure needed for a universal user group

principles and formulated strategies we propose a structural plan which aims to connect the all the aspects in an unbiased manner. Considering the existing conditions at Kamala Mills and the learnings from the different case studies

Public Amenity

we synthesized a plan that respects the site context

”

and caters for a diverse user group.

FREE DESIGN

CONSTRAINT DESIGN

Structural Plan

FSI COMMERCIAL

5.5 - 5 RESIDENTIAL

3.5 - 3 MIXED

COMMERCIAL : RESIDENTIAL : MIXED

FSI

ARTERIAL ROAD : 35M SUB-ARTERIAL ROAD : 20M COLLECTOR STREET : 12M PEDESTRIAN STREET : 7M

COMMERCIAL

COMMERCIAL : RESIDENTIAL : MHADA HOUSING 1.33

RESIDENTIAL

1.33 HOUSING

4.5 - 4

In the structural plan , the commercial blocks grow towards the northeast side nearer to the railway station while the residential and housing blocks are towards the south west facing the sea and in the central region for more privacy .

HOUSING : 33% OPENS SPACE : 27% PRIVATE : 40% SUB-ARTERIAL ROAD : 36M COLLECTOR STREET : 17M INTERNAL STREET : 12M PEDESTRIAN STREET : 6M

Urban Conditions UC1

Understanding the relationship between a commercial block and its adjacent streets

UC2

BLOCK

Establishing a relationship between 2 land use blocks with an internal street.

UC3

Focusing strategies on an open space .

BLOCK

OPEN SPACE

UC4 JUNCTION

UC5 EDGE

Detailed structuring of a major junction of Kamala Mills. Analyzing the edge conditions for 2 different land use.

All the 5 urban conditions are versatile on the basis of their intention of study. All of them are analyzed on different scales like block level and street level or both .

FREE DESIGN

UC1 BLOCK

C A

E F

In the commercial block the built to line regulations allows all LOS towards the central pedestrian street connected to the open space having various activities .Although the vehicular street created by the marginal boundary seem too narrow .

FSI : 5.5 - 5 PODIUM : 6M FOR PLOTS > 1500SQM LOS : 15% - 40% MARGINAL BOUNDARY : 3.5 SETBACK : 2M GREEN BUFFER SETBACK FOOTPATH : 3M FOR MAJOR ROAD , 2M FOR MINOR ROAD BUILT TO LINE FOR : ARTERIAL AND SUBARTERIAL ROADS. INFORMAL OPEN MARKET SPACE ADJACENT TO COMMERCIAL BLOCK PEDESTRIAN STREET : 7M

CONSTRAINT DESIGN

UC1 BLOCK

B D E

Due to similar ground coverage and fsi throughout the block , all thebuilding envelopes have similar form which doesnt repond to the existing context of kamala mills . The pedestrian street exists but seems inactive

FSI : 1.33 UNDERGROUND PARKING LOS : 15% - 20% MARGINAL BOUNDARY : 6 SETBACK FOOTPATH : 4M FOR MAJOR ROAD , 3M FOR MINOR ROAD PEDESTRIAN STREET : 6M

FREE DESIGN

CONSTRAINT DESIGN

UC1 BLOCK

RELATIONSHIP NON-NEGOTIABLE A site in Mumbai requires less sunlight on ground and more circulation and thus we can takes inspiration from both design in that matter . The landscape regulations help in proving permeable boundaries on site .

PHYSICAL CHANGE

Here by the example of the plots with ground coverage more than 80 but have different form and heights , we can understand the crucial role of FSI and how this changes the whole fabric of the block .

NON-NEGOTIABLE

80 1.

85 5 5.

3 1.

70 5 5

E RE

S DA

80 33

85 80 3 3

1. 33

FREE DESIGN

UC2 BLOCK

I O

FSI : 4.5 - 4 > COMMERCIAL , 3.5 - 3 > RESIDENTIAL PODIUM : 6M FOR PLOTS > 1500SQM LOS : 15% - 45% MARGINAL BOUNDARY : 3.5 SOCIAL SETBACK : AFTER EVERY 2-3 FLOORS FOR MIXED USE. SETBACK : 2M GREEN BUFFER SETBACK FOOTPATH : 3M FOR MAJOR ROAD , 2M FOR MINOR ROAD BUILT TO LINE FOR : ARTERIAL AND SUBARTERIAL ROADS. DEDICATED VENDING AREAS ADJACENT TO RESIDENTIAL AND MIXED BLOCK PEDESTRIAN STREET : 7M

U The build to line for arterial and sub-arterial roads create a super block between 2 different land use thus helps in bringing communities together .The sustainable green social setbacks are well connected with the surrounded LOS.

CONSTRAINT DESIGN

UC2 BLOCK

M F

H K

I J P

L R

Inclusion of housing and similar urban design stretegies are extremely important for eliminating the various disparities that exisit in our Indian society . Although all the streets are connected to eachother but still the LOS donot create a relationship with one another .

FSI : 4 > MHADA HOUSING , 1.33 FOR ALL OTHERS UNDERGROUND PARKING LOS : 15% - 20% MARGINAL BOUNDARY : 6 SETBACK FOOTPATH : 4M FOR MAJOR ROAD , 3M FOR MINOR ROAD PEDESTRIAN STREET : 6M

FREE DESIGN

CONSTRAINT DESIGN

UC2 BLOCK

RELATIONSHIP NON-NEGOTIABLE

The built to line regulation in free design creates a super block between 2 different land use and allows off plot open spaces towards the center thus creating a community semi private space . Residents have a permeable boundary for privacy and safety . Inclusion of MHADA housing can remove existing disparities .

PHYSICAL CHANGE

4 4

805

NON-NEGOTIABLE In the free design we can observe how the use of different built open ratios , we can have flexibility in building heights and forms . And by creating social setbacks on building envelops we would be able to create interactive spaces on different levels .FSI of the housing in constraint design being comparatively high creates a lot of questions ,

5 4.

70 4

70 70 5 4.

3. 5

830

85 33

334

. 1 4

80 1.

85 3

85 1.

3 1.

4 4

FREE DESIGN

UC3 OPEN SPACE

Landscape design regulations can completely transform any opens pace or vacant plot . Addtion of urban play elements also are very well appriciated by residents .

FSI : 3.5 - 3 > RESIDENTIAL LOS : 15% - 40% MARGINAL BOUNDARY : 3.5 SETBACK : 2M GREEN BUFFER SETBACK FOOTPATH : 3M FOR MAJOR ROAD , 2M FOR MINOR ROAD BUILT TO LINE FOR : ARTERIAL AND SUBARTERIAL ROADS. COMMUNITY SPACES ADJACENT TO RESIDENTIAL AND HOUSING BLOCK. PEDESTRIAN STREET : 7M

CONSTRAINT DESIGN

UC3 OPEN SPACE

Pedastrian and community spaces around 2 different land use can increase the usability of these spaces and also bring them together .

FSI : 4 > MHADA HOUSING , 1.33 FOR ALL OTHERS UNDERGROUND PARKING LOS : 15% - 20% MARGINAL BOUNDARY : 6 SETBACK FOOTPATH : 4M FOR MAJOR ROAD , 3M FOR MINOR ROAD PEDESTRIAN STREET : 6M

FREE DESIGN

CONSTRAINT DESIGN

UC3 OPEN SPACE

RELATIONSHIP NON-NEGOTIABLE

Exercising landscape regulations might help in maintaining the large open spaces and thus elevating the way of life of the residents .community spaces where there seems a disparity of any kind , can evolve to be the bridge that brings 2 different social structures together .

NON-NEGOTIABLE Structured open space design would make more people want to use it everyday and adding elements will make the user experience more rich .

55 3

85 85 4

PHYSICAL CHANGE

3 1. 3

3 1.

FREE DESIGN

UC4 JUNCTION

It is important to have dedicated spaces for pause and for movement on the footpaths , which will also make the streets inclusive for the people and will also benefit the shops.

SETBACK : 2M GREEN BUFFER SETBACK FOOTPATH : 3M FOR MAJOR ROAD , 2M FOR MINOR ROAD MULTI-UTILITY ZONE : 2.5M ( INCLUDES PARALLEL PARKING ) CYCLE TRACK : 2M CENTRAL GREEN BUFFER : 2M CARRIAGE WAY : 6M + 3M SERVICE LANE ZEBRA CROSSING WITH RAMP : 8M

CONSTRAINT DESIGN

UC4 JUNCTION

Public transport should be more and more promoted and designed in more welcoming ways . In the section we can see how the designed build form completely contrasts from the existing context .

SETBACK FOOTPATH : 3M FOR MAJOR ROAD , 2M FOR MINOR ROAD CYCLE TRACK : 1M CENTRAL GREEN BUFFER : 2M CARRIAGE WAY : 9M + 3M SERVICE LANE ZEBRA CROSSING : 4M

FREE DESIGN

UC4 JUNCTION

RELATIONSHIP NON-NEGOTIABLE Here we can observe that although the footpath of constraint design is wider , still there is no space for pause or any multi-utility zone .Indian streets have a lot of informal activities going on in the ground floor thus proving parallel parking is a must . Ideally to design future cities we must focus on transit oriented design .

PHYSICAL CHANGE NON-NEGOTIABLE The carriage way in constraint design is more vehicle oriented neglecting the needs of the pedestrians . wider zebra crossing not only makes it safe for pedestrians but also creates a comfortable way for larger crowds .

CONSTRAINT DESIGN

FREE DESIGN

UC5 EDGE

I1 H1 G1

The indian streets are very vibrant due to the relationship of the shops on the ground floor and the passerbys , but it is important to design these streets for creating a safer and more welcoming environment .

FSI : 4.5 - 4 MIXED , 5.5 - 5 > COMMERCIAL LOS : 15% - 40% MARGINAL BOUNDARY : 3.5 SETBACK : 2M GREEN BUFFER SETBACK FOOTPATH : 3M FOR MAJOR ROAD , 2M FOR MINOR ROAD MULTI-UTILITY ZONE : 2.5M ( INCLUDES PARALLEL PARKING ) CYCLE TRACK : 2M CENTRAL GREEN BUFFER : 2M CARRIAGE WAY : 6M + 3M SERVICE LANE ZEBRA CROSSING WITH RAMP : 8M

CONSTRAINT DESIGN

UC5 EDGE

H1 G1

Thhe streets should have alot of elements like street furniture , cycle tracks , signals , vehicular ramps etc . to have an interactive and safespace for all .

FSI : 5.5 - 5 > COMMERCIAL LOS : 15% - 20% MARGINAL BOUNDARY : 6 SETBACK FOOTPATH : 3M FOR MAJOR ROAD , 2M FOR MINOR ROAD CYCLE TRACK : 1M CENTRAL GREEN BUFFER : 2M CARRIAGE WAY : 9M + 3M SERVICE LANE ZEBRA CROSSING : 4M

FREE DESIGN

CONSTRAINT DESIGN

UC5 EDGE

RELATIONSHIP NON-NEGOTIABLE

for having an interactive edge , it is important to have multiutility spaces and green spaces .plot setbacks and the footpath together make a large space on the edge which is semi public. having diverse ground coverages , FSI and land use can help is creating an engaging relationship between the built and the open .

PHYSICAL CHANGE

4.5

NON-NEGOTIABLE The larger marginal boundary allows an easy and safer vehicular movement into the block through a sub-arterial road .larger open spaces near commercial plots can attract people regularly and thus can benefit the shops nearby .

1.33

5.5

1.33

4.5 4.5

1.33

80 5.5

85 1.33

1.33

FREE DESIGN

PLOT DETAILS C

A PLOT AREA BUILT AREA RATIO FSI FLOORS -

1905 1619 85:15 5.5 8

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841 504 336 5 8

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G PLOT AREA BUILT AREA RATIO FSI FLOORS -

1201 960 80:20 4.5 5

H PLOT AREA BUILT AREA RATIO FSI FLOORS -

864 518 70:30 4.5 8

PLOT AREA BUILT AREA RATIO FSI FLOORS -

1294 1035 80:20 4.5 7

PLOT AREA BUILT AREA RATIO FSI FLOORS -

938 656 70:30 4.5 7

M PLOT AREA BUILT AREA RATIO FSI FLOORS -

1363 1090 80:20 4.5 7

N PLOT AREA BUILT AREA RATIO FSI FLOORS -

1434 1147 80:20 4 7

O PLOT AREA BUILT AREA RATIO FSI FLOORS -

772 463 60:40 4 7

1034 723 70:30 4.5 7

PLOT AREA BUILT AREA RATIO FSI FLOORS -

858 514 70:30 4.5 10

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772 463 60:40 4 8

Q PLOT AREA BUILT AREA RATIO FSI FLOORS -

1519 1291 85:15 4 5

PLOT AREA BUILT AREA RATIO FSI FLOORS -

1013 709 70:30 3.5 5

U PLOT AREA BUILT AREA RATIO FSI FLOORS -

831 498 60:40 3.5 5

PLOT AREA BUILT AREA RATIO FSI FLOORS -

967 676 70:30 3 4

W PLOT AREA BUILT AREA RATIO FSI FLOORS -

952 666 70:30 3 4

PLOT AREA BUILT AREA RATIO FSI FLOORS -

1585 1347 80:20 3 3

PLOT AREA BUILT AREA RATIO FSI FLOORS -

925 647 70:30 3.5 5

A1 PLOT AREA BUILT AREA RATIO FSI FLOORS -

1285 1028 80:20 5.5 6

B1 PLOT AREA BUILT AREA RATIO FSI FLOORS -

1121 896 80:20 5.5 6

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652 358 60:40 5.5 10

F1 PLOT AREA BUILT AREA RATIO FSI FLOORS -

1230 984 80:20 5.5 6

G1 PLOT AREA BUILT AREA RATIO FSI FLOORS -

1188 950 80:20 4.5 5

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J1 PLOT AREA BUILT AREA RATIO FSI FLOORS -

548 301 55:45 4.5 8

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565 310 55:45 4.5 8

L1 PLOT AREA BUILT AREA RATIO FSI FLOORS -

1001 700 70:30 4.5 7

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877 526 60:40 5 8

2026 1722 85:15 1.33 3

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1395 1185 85:15 1.33 2

G PLOT AREA BUILT AREA RATIO FSI FLOORS -

PLOT AREA BUILT AREA RATIO FSI FLOORS -

1276 1084 85:15 1.33 2

H PLOT AREA BUILT AREA RATIO FSI FLOORS -

950 418 85:15 1.33 2

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M PLOT AREA BUILT AREA RATIO FSI FLOORS -

1456 1092 75:25 4 5

N PLOT AREA BUILT AREA RATIO FSI FLOORS -

2227 1892 85:15 1.33 3

982 834 85:15 1.33 2

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982 834 85:15 1.33 2

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1281 1088 85:15 1.33 2

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1727 1304 80:20 1.33 3

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1210 1028 85:15 1.33 2

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666 366 55:45 3.5 5

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1739 1478 85:15 1.33 3

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858 729 85:15 1.33 2

W PLOT AREA BUILT AREA RATIO FSI FLOORS -

1062 902 85:15 1.33 2

1593 1328 85:15 5.5 6

D1 PLOT AREA BUILT AREA RATIO FSI FLOORS -

1673 1422 85:15 5.5 6

B1 PLOT AREA BUILT AREA RATIO FSI FLOORS -

1657 1242 80:20 1.33 3

C1 PLOT AREA BUILT AREA RATIO FSI FLOORS -

1771 1328 80:20 1.33 3

D1 PLOT AREA BUILT AREA RATIO FSI FLOORS -

1354 1150 85:15 1.33 2

646 355 60:40 4.5 5

I1 PLOT AREA BUILT AREA RATIO FSI FLOORS -

591 325 60:40 4.5 8

G1 PLOT AREA BUILT AREA RATIO FSI FLOORS -

1349 1011 80:20 1.33 3

H1 PLOT AREA BUILT AREA RATIO FSI FLOORS -

1193 1014 85:15 1.33 2

J1 PLOT AREA BUILT AREA RATIO FSI FLOORS -

608 516 85:15 1.33 2

PLOT AREA BUILT AREA RATIO FSI FLOORS -

1773 1507 85:15 1.33 2

2709 2167 80:20 1.33 3

PLOT AREA BUILT AREA RATIO FSI FLOORS -

1319 1121 85:15 1.33 2

1625 1381 75:25 4 5

O PLOT AREA BUILT AREA RATIO FSI FLOORS -

1690 1436 75:25 4 5

1505 1279 85:15 1.33 3 J

805 483 60:40 3.5 5

830 498 70:30 3.5 5

D PLOT AREA BUILT AREA RATIO FSI FLOORS -

1549 1316 85:15 1.33 2

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800 480 60:40 5 8

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D PLOT AREA BUILT AREA RATIO FSI FLOORS -

1481 1258 85:15 5.5 8

866 519 60:40 5.5 9

CONSTRAINT DESIGN

1121 952 85:15 1.33 2

PLOT AREA BUILT AREA RATIO FSI FLOORS -

983 835 85:15 1.33 2

PLOT AREA BUILT AREA RATIO FSI FLOORS -

1336 1135 85:15 1.33 2

A1 PLOT AREA BUILT AREA RATIO FSI FLOORS -

1227 1043 85:15 1.33 2

E1 PLOT AREA BUILT AREA RATIO FSI FLOORS -

1397 1187 85:15 1.33 2

F1 PLOT AREA BUILT AREA RATIO FSI FLOORS -

1490 1117 80:20 1.33 3

PLOT AREA BUILT AREA RATIO FSI FLOORS -

ILLUSTRATION 1 BUILT OPEN RATIO : It should be flexible in ranges based on different plot sizes . SETBACKS : All plots should have green setbacks to include blue green infrastructure . GREEN SPACES : The greens should be given back to the city and thus it should be prominant and versatile . LANDSCAPE : More regulations should be in place to promote larger open spaces which would also result in their maintenance . HOUSING : Inclusion of diverse kinds of land use which increases diverse community interactions and supports those communities

who are in need should always be taken into consideration while designing cities or larger blocks. PEDESTRIAN STREETS : Indian vehicular streets are always crowded with people , and having exclusive pedestrian spaces would be beneficial in Indian context and will also boost the economy of the small shops and informal activities . MARGINAL BOUNDARY : These boundaries should be wide enough to not allow narrow shady spaces to be created where families wont feel safe and for better wind circulation but it should also not be too wide that it keeps the street heated all day long . BOUNDARY WALL : To avoid using boundary walls , the regulations should be such that it creates a safe space for all.

ILLUSTRATION 2 BUILT TO LINE : This creates a typology of urban fabric which can be multiplied to create neighborhoods . One should explore

more on typology to connect the modern cities to its past and to create unique spaces . FSI : It should be completely based on the needs of the city and its population but there should be a fsi cap/limit as well to stop the cities to blindly make multiple highrises . SOCIAL SETBACK : Amalgamation of diverse ground coverages and social setbacks can create inclusive spaces on different levels , thus removing the image and type of concrete developments and being able to have interactive spaces on different levels . FOOTPATH : Footpath can be of any size based on requirement and space but its relationship with other setbacks , cycle tracks and multi-utility zones should be people oriented and should be designed carefully . BOLLARDS : As much as they are for safety for all alongside the heavy traffic , they should not be put on cycle tracks which wont be appreciated by the cyclists. STREET FURNITURE : These can generate activities and interactions on street edges and can create rich user experience but they should be designed to protect from the heat and other weather issues as well . PARKING : Parallel parking should be promoted on street and all the other parking should be used up under ground or in podiums . TRANSIT : Future of every city is public transport and thus we should evolve our design to be more people centric and transit oriented .