Urban Planning Portfolio 2018-2023 by Tushar Kokitkar

TUSHAR KOKITKAR PORTFOLIO SELECTED WORKS 2018-2023

URBAN PLANNING

TRANSPORT | LAND USE | MASTER PLAN

Contents 01.

INFOGRAPHICS

02.

VISION ZERO DESIGN

03.

MAP MAKING

Posters for community outreach

Road redesign as per vision zero concept

Storytelling through maps

04. SUITABILITY ANALYSIS Transportation planning

CAMPUS MASTERPLAN 05. MEDICAL University master plan design USE PLANNING 06. LAND Analyzing the change of land use over years

Won’t this cause increase in congestion?

R O F T E I D D

ROA

WEBB T X E L E P CHA X T , S A L DAL

Won’t the new design increase travel time?

PROMOTE ACTIVE MODES OF TRANSPORTATION

PEDESTRIAN SAFETY Medians

Walking

Signage Paint lines

Cycling

NEW STREET DESIGN Signage for safety

Bike lanes with planter partition

pedestrian oriented median

Wider sidewalks encourage walking

WHY? NO

Group 7

more collisions

Slower

travel speeds

Increase in bus ridership

Healthier street

Stronger Community

Posters for community outreach and awareness Adobe Illustrator | Adobe Photoshop UP 430: Urban Trasportation planning | Master of Urban Planning

INFOGRAPHICS

A Road Redesign for Webb Chapel Ext in Dallas, TX Alexa Nallen, Alex Phan, Srirang Sohoni, Samson Montes de Oca, Tushar Kokitkar, Yudi Wang Overview The following technical report discusses a Vision Zero strategy for a street in Dallas, TX facing high fatality rates. Our objective is to provide guidance on redesigning Webb Chapel Ext as a pilot project to foster multimodal safety. Recommendations encompass a holistic approach that is considerate of safety enhancements, stakeholder engagement, contextual analysis, accessibility and inclusivity. Background Urban street design and policy in the United States has significantly evolved over the years due to changing societal needs, technological advancements, and an awareness of sustainable and people-centric urban environments. One of the key trends includes the rise of the automobile in the 1900s-1940s. This period of time is characterized by policies accommodating automobiles and having minimal consideration for pedestrian safety. Later, suburbanization led to zoning regulations that separated residential areas from commercial, contributing to car reliance, and an emphasis on highway development. Pedestrian advocacy began in the 1970s alongside environmental sustainability concerns. With time, New Urbanism and Smart Growth principles evolved, thus leading to the Vision Zero initiative and its popularity in the 2010s (Burghardt et al 2022). Eliminating fatalities on the roads and redesigning streets for traffic calming measures is a 180 from efforts in the 1900s. Today, there is a growing recognition of the role of streets fostering safe, sustainable, and lively communities and has come together in the NACTO Urban Street Design Guide. Like many US cities, Dallas experienced significant highway expansion in the mid-20th century. The rise of suburbs and automobiles have contributed to the ongoing sprawl that characterizes the city today. Expansive highways, such as I-35 and I-635 have contributed to traffic congestion and poor air quality. Since 2019, the metro area of Dallas-Fort Worth has grown by 1.33-1.61% each year and was the largest growing metropolitan area in 2021 (United Nations 2022). In recent years, Dallas has worked towards improving bike lanes and pedestrian trails throughout the city. Initiatives include Dallas Bike Plane, Katy Trail, and an upcoming project: Five Mile Creek. While advancements have been made, Dallas’s sprawling layout complicates developing bike and pedestrian infrastructure. Infrastructure gaps, safety concerns, and a car-centric culture have hindered the amount of people choosing to cycle and walk. For workers in Dallas, 76% of people are driving to work alone as their means of transportation, with 11% of the total accounting for those working from home and 9% for those that carpool (ACS 2021 5-year data). This leaves 4% for public transit, biking, and walking. Showing just how many cars are on the roads, this typically signals poor infrastructure for biking, walking, and other transit. In the nation, traffic fatalities per 100,000 population is 12.94 as of 2021. In Dallas county, this number is higher than the national average at 13.3 (NHTSA 2021). The road redesign and implementation of safety measures for Webb Chapel Ext will help to improve these numbers and act as a key model for future Vision Zero initiatives. Proposed Design The first redesign choice this report recommends is a reconstruction of medians and redevelopment of the road diet in terms of dividing lanes further and providing additional crossing points for pedestrians. Pedestrian safety measures like larger medians and maintained signage and clearly visible paint lines at crossings and curbs. As the road has been constructed and established for a long period of time, design controls require planners to consider cross sectional and other post-development adjustments to regulate the process to shortterm redesign proponents, with the goal of achieving long-term road diet practices. Cross sectional elements include intersections, crosswalks, lane widths, and medians; this section will focus on the value of medians and how it is a viable solution for addressing “...the safety and mobility needs of higher-volume, multilane

thoroughfares” like Webb Chapel road (Dumbaugh & King, 2018). Pedestrian oriented medians provide a physical island and barrier that divides lanes, not only slowing traffic in a reasonable and unobstructed way. Design strategies that not only slow drivers, but provide pedestrians and cyclists with refuge while crossing busy intersections and streets like Webb Chapel Extension. In other municipalities, the NHWA and NACTO survey data provides meaningful information on the value of these design proponents.“With respect to safety, center medians allow pedestrians to cross the street in phases, dealing with one direction of traffic at a time” (Dumbaugh & King, 2018). If regular use of a crosswalk is intended and the street provides little protection to alternative forms of transportation along this route, a median allows the dividing of possible collision zones across lanes; pedestrians can safely cross at least half the street, and with accommodating signage, the improvement can slow traffic in this zone to a safe and alert manner. Medians provide further refuge for pedestrians with “...a raised nose that extends beyond the crosswalk to protect pedestrians from drivers” (City of Chicago DOT 2013; LA County DOT 2011; NACTO 2013). This acts as a final barrier in case a vehicle comes too close to the curbs or is on a direct path towards the sidewalk or median. This report recommends the installation and continued maintenance of medians across Webb Chapel Extension along Denton Drive, Formosa Circle, and Bachman Drive; the three cross sectional roads that pedestrians should be able to cross at. The standard recommendations dictate a preferred width of 8’-10’ (NHWA, 2013; NACTO, 2013). These medians can comfortably accommodate pedestrians, as well as cyclists that may be walking a bike across the street. This report recommends that a 10 foot wide, 1 foot tall median be constructed at these intersections, respectively, accommodated with yellow pedestrian crossing signs that face both directions, at least 6 feet tall; as well as proper 8 foot white, reflective crosswalks painted on the ground leading to and from the medians across both lanes of travel on Webb Chapel. Alternative redesign possibilities include the development of public transit oriented medians that divide lanes and provide further inclusivity to alternative transportation on the street (Dumbaugh and King, 2018). When looking at the street section, it is clear that it is lacking many key components that support pedestrian safety. The second design choice recommends the installation of pedestrian safety measures, such as highly visible crosswalks, the introduction of signage, the implementation of tactile paving, and the widening of sidewalks to accommodate more pedestrians. For instance, some of these elements are clear and visible crosswalks and street signage that allow for the safe movement of pedestrians. According to Zegeer et al. (2014), he highlights the significance of well-marked crosswalks in reducing pedestrian-vehicle conflicts, thereby establishing a safer environment. The inclusion of marked crosswalks not only assists pedestrians in navigating the street more safely but also provides a visual cue for drivers to anticipate and yield to pedestrian traffic. In addition to crosswalks, clear and visible signage would work in conjunction with the installation of visible crosswalks to influence driver behavior positively. As supported by Gehl (2010), well-designed signage not only guides but also contributes to the character of a place, fostering a sense of identity and community. This aligns seamlessly with the proposed redesign’s mission of not only enhancing safety but also improving the overall pedestrian experience within the urban environment. Furthermore, tactical paving emerges as another key design element in enhancing pedestrian safety measures. By integrating varied materials, textures, and colors on the ground, tactical paving serves both functional and aesthetic purposes. Functionally, it indicates pedestrian zones, crosswalks, and shared spaces, providing clear cues to both pedestrians and drivers. Aesthetic considerations come into play as well, as tactical paving contributes to the visual appeal of the street, creating a dynamic and vibrant urban space. Wider sidewalks, as a fundamental aspect of the proposed redesign, address the spatial constraints often faced by pedestrians in urban areas. Expanding the sidewalk width not only accommodates increased foot traffic but also encourages walking as a primary mode of transportation. This design choice aligns with the broader urban planning goals of promoting active and sustainable transportation methods. In accordance with the World Health Organization’s (WHO, 2015) findings, wider sidewalks contribute significantly to pedestrian safety by

providing more space for walking without encroaching on the roadway. This directly addresses concerns related to pedestrian-vehicle conflicts and enhances the overall safety of the street section. Together, these measures aim to create predictability in pedestrian movement and minimize the risk of accidents. After the redesign, bicycle lanes were added in both directions. Before the redesign, there is no good and friendly biking environment. The driveway is unsafe while the sideway is narrow. A poor biking environment would discourage people from choosing bicycles as a mode of transportation. This decrease in cycling rates can have detrimental effects on public health and the environment, as cycling promotes physical activity and reduces carbon emissions from motor vehicles. By incorporating bike lanes into the design, cyclist safety can be improved, transportation options are enriched, economic development is enhanced, and environmental issues associated with increased motorized transportation are improved, benefiting the overall well-being of the community. Community Outreach Medians provide a safety measure that acts as a physical barrier as well as a traffic slowing measure and pedestrian refuge, making it a valuable design proponent in improving the general safety of travelers crossing a multi-lane road in a municipality, as well as improving the speeds and number of collisions of drivers. Issues that arise with this design change may include pedestrians crossing Webb Chapel Ext. illegally at places without zebra crossings or pedestrian signage, an increase in congestion due to traffic speed slowing and new lane widths in the short-term, and an increase in general travel time of local drivers (Fattah et al., 2021). These issues come with scenario based design changes, and with simple adjustments to the relative changes made, there is a way to address all these issues while still implementing the medians and crossing measures. According to a study on medians and pedestrian traffic changes due to their implementation, there is a statistical relationship between pedestrians and crossing that the median will not change; the majority of pedestrians will illegally cross the street regardless of safety measures, the location of these measures, or the speeds of drivers on the road (Fattah et al., 2021). Pedestrian crossings will be used by those who value safety, or are not concerned with travel time. If crossings and signage is provided, pedestrians will, over the long-term, (especially local pedestrians) use the crosswalks and medians provided if they are located at these regularly used pedestrian crossings (Intersections at Bachman/Webb Chapel and Denton/Webb Chapel). Increases to congestion on Webb Chapel road are inevitable, but in the long-term these issues will not continue to affect the economic prosperity of the region or particular employment rates due to the time it takes to reach local job centers. “Recent research has looked into the relationship between traffic congestion and the economy, and the results have been mixed in terms of the former’s impact on regional economic growth. Moreover, it also decreases employment, income growth, and also household income” (Fattah et al., 2021). Although traffic congestion as a result of pedestrian safety measures does not outweigh the benefit that pedestrians, drivers, and alternative transportation routes will enjoy due to local road development. As mentioned above, random pedestrian crossings, lack of community engagement, and general congestion will cause higher travel times across the municipality and especially on these affected roads. Travel times, congestion, and traffic volumes may increase in the short-term due to an increase in pedestrian crossings and traffic slowing signage “Failure of pedestrian road crossing behavior in the Flexible Road median prevents smooth traffic flow which results in traffic congestion and the reduction of traffic volume in the roads” (Fattah et al., 2021). This issue can be addressed simply by notifying drivers of the developmental changes occurring in the near future, providing alternative routes, as well as regulating the demands of drivers in the long term. While the economy may suffer slightly at the beginning of the design changes, the LOS and travel times will eventually return to average levels for the region (Fattah et al., 2021), and the economic effects of commuters moving slower does not outweigh the reduction of collisions, eventual reduction of congestion due to lower volumes of traffic on Webb Chapel Ext. Additional concerns and considerations are listed below in the ‘Road Safety Toolkit’ that describe problems within design decisions that planners have to look out for in the implementation of the actual medians themselves. These issues can be fully addressed by the continued observation and management of the actual construction and design of the medians themselves, and in the situation of Webb Chapel Ext., the medians are not going to be designed tall enough, nor shoddily enough to lack visible signs and obstruct drivers’ vision.

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In some regions the materials used in median barriers may be at risk of being stolen.

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The ends of median barriers must be well designed or they can be a safety hazard.

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Clearly visible signs and effective enforcement are needed to ensure that drivers do not drive on the wrong side of the median.

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Tall median barriers can adversely affect visibility when combined with curves and/or crest profiles.

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Continuous tall median barriers can contribute to tunnel vision of drivers and adversely affect the visibility and conspicuity of pedestrians crossing along the road. (iRAP, 2022) Appendix

Spatial Modeling

(Google Street View, 2023)

Before and After Cross Sections

(The designs of “before” and “after” illustrate the eastside of the intersection of Webb Chapel Extension and Denton Drive. The median designed in “after” can be used for standing signages.) https://txdot.maps.arcgis.com/apps/webappviewer/index.html?id=06fea0307dda42c1976194bf5a98b3a1 https://txdot.public.ms2soft.com/tcds/tsearch.asp?loc=Txdot&mod=TCDS 2536 Webb Chapel Ext - Google Maps Works Cited ACS. (2021). American Community survey 5-year data (2009-2021). Census.gov. https://www.census.gov/data/ developers/data-sets/acs-5year.html Burghardt, Keith, et al. “Road Network Evolution in the Urban and Rural United States since 1900.” Elseveir, July 2022, www.sciencedirect.com/science/article/pii/S0198971522000473. Fattah, Md. A., Morshed, S. R., Morshed, S. Y., Hoque, Md. M., & Haque, Md. N. (2021). The impact of urban street median in pedestrian behavior and traffic flow: Experience from a growing city Khulna, Bangladesh. Transportation Engineering, 6, 100090. https://doi.org/10.1016/j.treng.2021.100090 Dumbaugh, E., & King, M. (2018). Engineering livable streets: A thematic review of advancements in urban street design. Journal of Planning Literature, 33(4), 451–465. https://doi.org/10.1177/0885412218783471

Federal Highway Administration. 2013a. Guide for Maintaining Pedestrian Facilities for Enhanced Safety. Washington DC: US Department of Transportation. National Association of City Transportation Officials. 2013. Urban Street Design Guide. Washington, DC: Island Press. National Association of City Transportation Officials. 2014. Urban Bikeway Design Guide, 2nd ed. Washington, DC: National Association of City Transportation Officials. International Road Assessment Program. (2022). Medians. Road Safety Toolkit. https://toolkit.irap.org/safer-roadtreatments/median/ UN. (2023). World population prospects - population division. United Nations. https://population.un.org/wpp/ Gehl, J. (2010). Cities for People. Retrieved December 3, 2023, from https://umranica.wikido.xyz/repo/7/75/Cities_ For_People_-_Jan_Gehl.pdf Jacob, J. (1961). THE DEATH AND LIFE OF GREAT AMERICAN CITIES. Retrieved December 3, 2023, from https://www. buurtwijs.nl/sites/default/files/buurtwijs/bestanden/jane_jacobs_the_death_and_life_of_great_american.pdf Zegeer, C., Lyon, C., Srinivasan, R., Persaud, B., Lan, B., Smith, S., Carter, D., Thirsk, N. J., Zegeer, J., Ferguson, E., Van Houten, R., & Sundstrom, C. (2017). Development of Crash Modification Factors for Uncontrolled Pedestrian Crossing Treatments. Transportation Research Record, 2636(1), 1-8. https://doi.org/10.3141/2636-01 World Health Organization (WHO). (2015). WORLD HEALTH STATISTICS 2015. World Health Organization (WHO). Retrieved December 3, 2023, from https://www.who.int/docs/default-source/gho-documents/world-health-statisticreports/world-health-statistics-2015.pdf

MAP MAKING

I-57

Portraying the current scenario of the place Google maps | Adobe Illustrator UP 501: Physical Planning | Master of Urban Planning

Wind

New developments

I-57

Curti

New developments

Interchange at I-57 and Curtis Road increases accessibility

Expansion of areas

Area in need to accomodate higher and intense uses due to expansion

Inaccessibility to new areas due to railroad

University and Research Park St. Mary’s Road Research Park Expansion

dsor Road

University Expansion

is Road

w d

Roads Railroad tracks

Main forces driving change in southwest Champaign and Savoy Source: Google maps Date: 09/05/2023 by Tushar Tanaji Kokitkar

SUITABILITY ANALYSIS

Composite suitability analysis and site selection of Champaign County for commercial development Memo writing | ArcGIS Pro | Adobe Illustrator | MS Word UP 501: Physical Planning | Master of Urban Planning

MEMORANDUM: COMPOSITE SUITABILITY ANALYSIS FOR COMMERCIAL DEVELOPMENT TO: Professor Dustin Allred, University of Illinois at Urbana-Champaign FROM: Tushar Tanaji Kokitkar DATE: October 10, 2023 SUBJECT: Assignment 4c: Composite Suitability Analysis of Champaign County for commercial development. Introduction The memorandum analyses the composite suitability map based on the slope, soil and water maps created in the previous memos to identify the best suited areas for commercial development within Champaign County. Additionally, it details out more criteria’s to be considered for commercial development and further narrows down the area’s best suited. Composite suitability Map based on slope, soil, and water. The maps created in the previous memos are superimposed to find the areas suitable for commercial development in Champaign County. Map 1 represents the composite suitability for a commercial development. The areas shaded darker represent the most suitable areas for development. Within the county, four areas have been identified (highlighted in map 1) to be most suitable for development based on their proximity to the municipal boundaries and highways and the suitability analysis maps superimposed. •

•

Area 1, 2 and 3: located in the western region of the county, the area lies in the highly suitable criteria for slope, soil, and water. The slope is suitable and in the range of 1% - 3% and the soil is highly suitable. The areas lie near 2 streams of water and hence can help in drainage and groundwater recharge. Area 4: located in the central region of the county, south of Champaign, the area lies in the highly suitable criteria for slope, soil, and water. The slope is suitable and in the range of 1% - 3% and the soil is highly suitable. The area lies east to a watershed area which can facilitate easy drainage and indicates high groundwater table.

To identify the best sites for a commercial development, few criteria such as green infrastructure, major routes and built environment are mapped and analysed. Analysing these maps provide an insight into the growth of various municipalities within the county. Green Infrastructure Green infrastructure within the Champaign County includes parks and nature reserves, Open water (lakes, ponds), deciduous forest, evergreen forest, and wetlands. Map 2 represents these green infrastructures within the county. For commercial development, these green infrastructures, especially parks and nature reserves can be beneficial. These act as public places and places of leisure. Proposing commercial developments such as superstores closer to them can attract people to visit them often. Similarly, it would encourage people to visit parks after their commercial needs are fulfilled to rejuvenate. Locating commercial developments near wetlands would not be suitable as they can deteriorate the sub-structure and harm the development leading to expenses.

Transportation routes Champaign County encompasses several municipalities including Champaign and Urbana, also referred to as ‘Chambana’, which forms the primary metropolitan area within the county. Map 3 denotes the municipalities and their location with respect to the primary transportation systems in the area, roadways, and railroads. Three interstate highways, I-74 and I-72 running east-west and I-57 running north-south traverse the county. Additionally, there are multiple railroads that traverse the county. Notably, it becomes evident that the more substantial municipalities, characterized by larger areas, tend to emerge in areas where both highways and railroads intersect. It is also noted through map 3 that municipalities along the highways have larger populations as compared to the ones abutting only a railroad. Proposing commercial development along major highways and railroads provides connectivity and makes the development profitable. These major routes connect different municipalities. Establishing superstores or offices along these routes near larger municipalities offers easy access to people living in smaller municipalities. Built Environment Map 4 represents the type of built environment present within the municipalities of Champaign County. Major municipalities have a mix of residential and commercial/ industrial development within their boundary. An airport is located to the south of Champaign. Notably, the high intensity residential and commercial developments are located at the center of the municipalities and the low intensity residential development can be found around them. This indicated the densification of the core centers. The remaining area is farmlands, grasslands and hay. Commercial developments proposed at the outskirts of the municipality can provide easy access to amenities for residents of the low intensity residential development. Additionally, these developments can reduce the reliance on the core centers as the sole commercial centers. Proposing them on the outskirts will also help in expanding the municipalities as it creates employment opportunities, which will attract more population and facilitate more outward development, away from the centers. Composite map of Green Infrastructure, Transportation routes and Built Environment Map 5 illustrates the composite map that combines information from maps 2, 3, and 4. This map helps us see how these factors affect each other and understand how the municipalities are growing. Knowing this helps us choose a site for commercial development because one of the big results of these patterns is the growth of the municipality. Most of the municipalities have a railroad or highway cutting through which connects the area to the rest of the county and the country. It is also noted that municipalities along the highways have more development as compared to the ones abutting only a railroad. This could explain the expansion of municipalities along the transportation systems. •

Mahomet: The presence of I-74 and the railroad have spurred the developments along the eastwest axis. Enhancing its connectivity to the metropolitan areas of Champaign and Urbana.

•

Champaign: The Transit station for both Urbana and Champaign, is situated toward the eastern

boundary. The railroad and the interstate form the western and eastern boundaries respectively, promoting growth towards these directions. The I-74, located towards the north, provides east-west connectivity which explains the northward expansion. These transportation systems form the east, west and north boundary facilitating a southward and westward expansion of the city. •

Urbana: The railroad forms the west boundary for Urbana. The transit station being in Champaign (to the west), and the I-74 to the north, facilitates the expansion of Urbana to east.

The green infrastructure is spread throughout the municipalities. The presence along the boundary can facilitate commercial developments which act as public spaces such as superstores, malls. Map 5 illustrates the growth of these major municipalities. Proposing a commercial development within these areas will promote expansion of these municipalities without burdening the core to accommodate the growing need for commercial developments. Composite map of map 1 and map 5 Map 6 illustrates the composite map that combines information from maps 1 and 5. The suitable areas identified based on slope, soil, and water in map 1 are analyzed through the growth areas identified in map 5. •

Area 1, 2 and 3: Areas 1 and 2 lie to the east of Mahomet, whereas area 3 lies to the south. These areas would be suitable for commercial development as they would promote the growth of Mahomet and relieve the metropolitan areas of Champaign and Urbana. Their proximity to highways and railroad provides easy accessibility for other municipalities. Being located on unbuilt areas, larger commercial developments such as superstores can be proposed.

•

Area 4: This area lies to the south of Champaign closer to the airport. Its proximity to champaign and highway I-57 makes it suitable for small and large commercial developments. Due to its proximity to the airport and a watershed to the west, this area will have to be discarded as the presence of the airport could impose developmental constraints and not facilitate the expansion of the municipality to the south.

Conclusion The composite suitability analysis based on natural systems helps to identify the most suitable areas for commercial development within the county. Additionally, analyzing the impact of green infrastructure, transportation routes and built environment on commercial development assists in narrowing done the perfect locations for commercial development within the county, which are areas 1, 2 and 3.

MEDICAL CAMPUS MASTERPLAN

SITE ANALYSIS GRAPHIC

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LAND USE PLANNING Mapping and analysing the existing zoning and proposed zoning map for a precinct in Mumbai, India Studying how the history has affected the development of the precinct. Mapping | Research | Community engagement | History | AutoCAD | Adobe Photoshop Urban planning elective | Architecture Undergraduate work

Marine Lines to The precinct consists of Charni Girgaon de Girgaon Road neighborhood as well. When the Sanskrit The name Marine Lines is derived from the marine battalion lines, a military establishment built by the British in the 19th century. The battalion was later converted to an air force residential quarters and now lies just south of the famous cinema, Metro Adlabs. The neighborhood consists of the famous promenade, art deco residential buildings and crematoriums.

the British government raised a grazing tax on people bringing their cattle to graze on the grass at the camp maidan (now called Azad Maidan), Jamshedjee Jeejeebhoy purchased the grasslands around and opened these grounds to the locals to graze their cattle for free. As the Marathi (local language of the place) word for grazing is “Charne”, the neighborhood came to be known as Charni Road.

grama (villa village at th hill. Girgao in the mid-n it became a moving into parts of the for the Gi at the end promenade of housing 1960s which

erived its name from t work giri (hill) and age) referring to the he foothill of Malabar on started to populate nineteenth century till a hub for immigrants o Mumbai from other country. It is famous irgaon beach located of the Marine Drive and the chawl system constructed in the h still prevail.

EXISTING LAND USE PLAN

DEVELOPMENT PLAN 2034

Comparison between the Building Use and Existing Land Use Pla

The current land use is fairly like the Existing land use. As mixed-use buildings are not classified under existing lan residential and commercial as marked in the existing land use plan serve the purpose of muti-use. Some of the residential buildings along the south-western side in the existing land use plan are currently mixed-use floors having shops and the upper floors having residences. The buildings along Tata Road are commercial accordin land use plan whereas they are observed to be of mixed use (residential and commercial). The social amenity and open spaces remain unchanged. The building at the north-western tip of the site is residential according to the existing land use plan but its found to Few areas which have been classified as residential in existing land use plan are demolished and are under construc to be developed, catering to the future demand and the new zoning ordinances implemented. Public Open Spaces: 17.3%

Private Open Spaces: 82.7%

BUILDING USE PLAN

nd use plan, many

e with the lower ng to the existing

o be educational. ction for a highrise

FAR PLAN

BUILDING HEIGHT PLAN

Tushar Kokitkar Selected Works 2018-2023 Master of Urban Planning University of Illinois Urbana-Champaign tushark3@illinois.edu +1 (217) 841-8849