MIDC Marol Final Exec Report - 10072014 - SS - 0 PDF
MIDC Marol Final Exec Report - 10072014 - SS - 0 PDF
MIDC Marol Final Exec Report - 10072014 - SS - 0 PDF
The report acknowledges the time and support of the following members of the Working Committee, MMIA:
Apurva Patel (Honorary Secretary, MMIA), Kishore Gandhi, Amit Bhargava, Rahul Baffna, Sachin Shetty, Kunal Purohit
The Mumbai Transformation Support Unit (MTSU), Maharashtra Industrial Development Corporation (MIDC), Municipal
Corporation of Greater Mumbai (MCGM), Mumbai Traffic Police and BEST Undertaking have supported the project with
their time and critical feedback. The report would also like to thank
This study would not have been possible without support from the World Resources Institute and Bloomberg Philan-
thropies.
Lastly, we would like to acknowledge the commitment of the project team: Sonal Shah, Rejeet Mathews, Sanjay Srid-
har, Saurabh Jain, Husain Rangwala, Nikhil Chaudhary, Neha Mungekar, Sudeept Maiti; and the support team: Binoy
Mascarenhas, Pawan Mulukutla and Rishi Aggarwal.
TABLE OF CONTENTS
1. INTRODUCTION
1.1 Objective
1.2 Need for the Project
1.3 Methodology
3. PROPOSALS
3.1 Master List of Proposals
3.2 Street Design Strategies and Detailed Demonstrations
ABBREVIATIONS
AKR Andheri Kurla Road
JVLR Jogeshwari Vikhroli Link Road
MCGM Andheri Kurla Road The transition from an
MIDC Maharashtra Industries Development Corporation
MMIA MIDC Marol Industries Association industrial district to a business
RoW Right of Way district with public transport
SEEPZ Santacruz Electronic and Export Processing Zone connectivity and affordable real
VAG Corridor Versova Andheri Ghatkopar Corridor
estate prices when compared
with the central business
districts in Mumbai, positions
MIDC Marol as an attractive
place for businesses.
1. INTRODUCTION
CHAPTER 1: INTRODUCTION CHAPTER 1: INTRODUCTION
Provide a safe,
comfortable and
convenient environment
for pedestrians within
Marol MIDC
Improve pedestrian
1.1 Objective
Malad
access to Chakala Metro
MIDC Marol
station
(127 Ha)
Bandra Kurla
Guide development Complex
control regulations to
facilitate pedestrian Lower Parel
movement
Ballard Estate
(8Ha)
Nariman Point
1.2 Need for Project (28Ha) & Fort
MIDC Marol is an industrial area planned
in 1961. It has an area of 127.52 Ha. Fig 1: MIDC Marol in Mumbai
Maharashtra Industrial Development
Corporation (MIDC) is the Special Planning NTS
MIDC Marol is approximately 14 times
Authority (SPA). The streets were transferred Figure 3: Location of MIDC Marol
the area of Ballard Estate and 4 times
to the Municipal Corporation of Greater
the area of Nariman Point.
Mumbai (MCGM) in 1987. MIDC Marol has an 3607 60 (2031)
estimated floating population of 0.18 million
people/day (not including SEEPZ). (Source: 2703 45 (2021)
EMBARQ, 2013)
2077 35 P/MIN (2011) The transition from industrial to business
MIDC Marol is connected to the city by district, close proximity to the international
Jogeshwari-Vikhroli Link Road (JVLR) to the airport and upcoming VAG corridor,
north, Andheri-Kurla Road (AKR) to the south, positions MIDC Marol as a desirable
Mahakali Caves Road (MCR) to the west and location for employment and businesses.
Marol Maroshi Road to the east. 27960
4
shifted from here. Over the last decade IT, The VAG corridor is an east-west elevated “soft infrastructure projects” – such as
ITES and jewellery manufacturing industries corridor. The length of the corridor is 11km
12155 11860 comfortable and convenient pedestrian
20050
have also emerged. with 12 stations. An estimated 2000 and 26745 access have not received attention.
2400 persons were expected to board and 40 P/MIN
2415 This proposal aims to enhance the quality
It is well connected by rail, bus and air alight respectively at Chakala station during
transport. It is within 3km of Andheri Station peak hour in 2011. This amounts to 35 and of pedestrian environments by providing
3145 52 safe access to Chakala Metro station.
(along the Western Suburban Railways), 40 persons/ minute, which is expected to
Chhatrapati Shivaji International Airport; and increase to 45 and 52 persons/ minute by 4197 70
1 km of Chakala Metro station along Phase 2021. It can be safely estimated that MIDC
I, Line I of the Versova-Andheri-Ghatkopar Marol may be the destination for a majority of Source: DPR Mumbai MRTS Project: Versova-Andheri-
(VAG) Metro corridor. It has two bus depots, these passengers. Ghatkopar Corridor, February 2005
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CHAPTER 1: INTRODUCTION CHAPTER 1: INTRODUCTION
Passersby (30)
Figure Ground and Plot Sizes Road Hierarchy and Widths Counts (16 hour counts)
Mapping Surveys Counts
Vehicles
Pedestrians
Findings and Analysis
Natural Features Bus, Para-transport and
Pedestrian Network
1
Proposals
Block Size and Connectivity Pick up and Drop off Points
3
1. Central Road and Cross Road C
2. Central Road: MIDC Udyog Sarathi
Existing Status of Development Informal Activities: Type and Time 3. Cross Road B: Chakala Junction
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CHAPTER 1: INTRODUCTION CHAPTER 1: INTRODUCTION
Introducing Pedestrian
How COMFORTABLE are 4
Networks
existing networks? Phase-I (2015)
Central Road
For 24 Hr Improving Intersection Cross Road- B
To See 5
Recreation Activities Geometries
Parking Management
6
Strategy
S t re
EXISTING TRENDS
et
2015 ACCESS
n
g
t reet D
Proposed Scenario- S
Phase II & III
e s i gn
PEDESTRIAN
2020
ORIENTED
DEVELOPMENT
Phase-III (2020)
Bu
m
l t F or
Recomendations to the
i
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The analysis is a culmination
of spatial, social and
statistical information to
analyze the demographic,
walking and travel patterns.
2. FINDINGS AND
ANALYSIS
CHAPTER 2: FINDINGS AND CHAPTER 2: FINDINGS AND
ANALYSIS ANALYSIS
VIK
ROLI Road Network
ARI
E S HW OAD
R MIDC Marol is bound on the north and south
JOG LINK
by two east-west arterial roads, namely
JVLR and AKR. It has a network of collector,
neighbourhood and access streets. Central
Road, Cross Road C and Cross Road B are
two primary streets in MIDC Marol used by
people within and outside it. The road widths
in MIDC Marol vary from 12 to 29m.
Figure 5: Pedestrian path in ESIC Hospital plot
Public and Para-transport
MIDC Marol is served by BEST buses. Most
of the bus stops are located along Central
CENTRAL ROAD
MAROL PIPELINE
CROSS ROAD taxi and auto-rickshaw stands primarily along
-C
Central Road.
Pedestrian Connectivity
ROAD
NO
- 11 There is generally a fine grain of block sizes.
AD Figure 6: BEST buses: Main public transport mode
However the amenity plots tend to have
NO. 15
RO
large block sizes that are not conducive
for pedestrian movement. ESIC Hospital
MA
ROAD
KA
CR
A.
OS
AVE
SR
ROS
OA
Parking
A
D-
D
CR
OS
RK
SR
RO
AD
B
ROAD
URLA
ERI K
ANDH
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CHAPTER 2: FINDINGS AND CHAPTER 2: FINDINGS AND
ANALYSIS ANALYSIS
Signage
MIDC Marol does not have a co-ordinated
informational and directional signage system.
Further, it is not integrated with street design,
which results in obstruction in pedestrian
movement.
Land Use
MIDC Marol has a mix of land uses i.e.
iindustrial manufacturing (11.4%), mixed
uses (7.3%), commercial (23.5%), transport
(21.6%), residential (10.6%), institutions
(11.6%), utility (4.1%), natural drains and
unused (10%). Figure 9: Signage
Figure 11: Changing building use: from manufacturing industrial to IT and knowledge based industries
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CHAPTER 2: FINDINGS AND CHAPTER 2: FINDINGS AND
ANALYSIS ANALYSIS
2.2 Demography and Travel Patterns 2.3 Walking Patterns in MIDC Marol
>65 Salaried 1% 1%
51-65 Unemployed
1% Other 200- 500k 2-4 times/
7% 1%
13% week
Self
Not 8%
15-25 Employed 12%
20% 6% Sure 10%
16%
Y 15 -25
44% 26 - 50 35%
N 64%
Salaried
40% 90- 200k
26-50 Professional Daily
72% 82%
80% 87%
Figure 12: Age groups Figure 13: Employment type Figure 14: Willingness to travel Figure 17: Age Group Figure 18: Income Group Figure 19: Frequency of trips
by the Metro rail
62%
combined with walking, bicycling and private
28% 26%
buses, this number increases to 64%. Due to Public open Public toilets
poor last mile connectivity, currently people space
lighting
ficient shade and
Poor hygiene, insuf-
efficiency. By improving information and Figure 21: Lack of Amenities
13%
physical access to Chakala Metro station, last Source: Pedestrian Origin-Destination Surveys St
re
mile connectivity can be reduced by 2/3rd of ets
7% no
the time. Walking patterns Insu ts
af 39%
fficie
An estimated 61% (1.13 lakh) use non- nt s
pac
e Bad footpath
e infrastructure
Average distance travelled motorized transport as their main mode or 9%
Figure 15: Annual Household Income
Around 46% travel less than 5km, with 19% for last mile connectivity. Of these, 93%
Ob
of trips less than 2km. 23% travel between (1.05 lakh) are pedestrians. At least 2 lakh
st
ru
Demography 23%
ct
6-10km. pedestrians are estimated/day in MIDC Marol. 9%
ed
Heavy traffic
MIDC Marol has an estimated floating
fo
ot
pa
population of around 1.8 lakh people, not 62% of the surveyed sample step out atleast
th
s
including residential population and those once a day during business hours. 69%
working in SEEPZ. (Source: EMBARQ, 2012). of the trips are for recreational purposes.
The findings from the sample surveys These include leisure, food or smoke breaks. Figure 20: Issues faced by visitors while walking
69%
indicated that 72% of employees were in age These recreational activities are catered to
groups 26-50 years and around 30% were by informal vendors in and around the area.
women. At least 80% had an undergraduate With no specific space for such activities,
education and 79% had an annual household the streets of MIDC Marol serve as the only
income less than 5 lakhs. available space.
Vehicle Ownership Figure 16a: Mode of travel to and from MIDC Marol There is a demand for retail and commercial of walking trips are for recreational
56% of the people surveyed did not own outlets, mid-range restaurants and eating purposes
85%
vehicles. Around 5% own cycles, 24% own establishments and gardens and public open
two-wheelers and 15% own cars. There is a spaces. The amenities are prefered within a
growth in vehicle ownership with increasing 15 minutes walking distance from work place
incomes. However, the ownership of two- and preferably located on Central Road.
wheelers decline with annual household
incomes greater than 5 lakhs. (Figure 16b) The main issues faced while walking in and
around MIDC Marol are safety, heavy traffic, of trips are under 15 minutes
Mode of Travel poor footpath infrastructure and poor walking
Around 46% travel by public transport. When environment. Source: Visitor Surveys
Figure 16b: Annual Household Income and Vehicle
Ownership
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CHAPTER 2: FINDINGS AND CHAPTER 2: FINDINGS AND
ANALYSIS ANALYSIS
61%
2.3 Quality of Public Transport, Para-transport, SAFETY / SECURITY / PROTECTION FROM ENVIRONMENT
Bicycling and Pedestrian Environments
PUBLIC TRANSPORT think streets are not
safe due to “high speeds”
Figure 33: People exposed to traffic Figure 34: Poor intersection geometries Source: Pedestrian O-D surveys
Figure 22: Poor access to the Figure 23: No planned pedestrian access to Figure 24: Waiting queues for BEST
Metro station the Metro station buses in evening peak hour
51% Increase bus frequency
30% Better quality buses Figure 35: Mix of uses create street Figure 36: Street vendors create street Figure 37: Streets are inconsistently
eyes eyes shaded
Better traffic management (4.5%)
COMFORT AND ENJOYMENT
Buses on schedule (1%)
Others (4%)
No response (10%)
Figure 25: Poor waiting infrastructure at Figure 26: Requested improvements in Figure 27: Unsafe access to SEEPZ
bus stops bus service depot
PARA-TRANSPORT
More auto stands (25%)
Figure 38: Insufficient space for pedestrians Figure 39: Inconsistent, unmaintained footpaths Figure 40: Inaccessible footpaths
More taxi stands (3.5%)
Others (9%)
Fig 41: Unregulated vending Fig 42: Garbage accumulation Figure 43: No space provided for utilities, bus shelters etc
No opinion (12.5%)
Figure 28: Unorganized auto stands Figure 29: Requested improvements in para-trans-
port service
BICYCLING
Figure 44: There are no public open spaces in MIDC Marol. Informal seating: compound walls and around vendors
Figure 30: Crossings not wide for cyclists Figure 31: Cyclists ride on edge of carriage- Figure 32: Local streets Figure 45: There is no sense of entry, place markers, pedestrian wayfinding or a consistent image for MIDC Marol
way on the main roads more amenable to cyclists
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CHAPTER 2: FINDINGS AND CHAPTER 2: FINDINGS AND
ANALYSIS ANALYSIS
A
Figure 48: An appropriate distribution of public space (Source: cyclingpromotion.com.eu)
B
D
C
Central Road (23-28m RoW) generally A Do-nothing scenario has been simulated
exhibits a vehicular and pedestrian level for the year 2020, considering the natural
of service of F. The number of pedestrians growth and the growth due to the expected
are highest at Cross Road C junction with transformation while the existing pedestrian
3600 pedestrians in peak hour (A). There are infrastructure remains unchanged.
around 2100 pedestrians in peak hour on
Central Road at MIDC Udyog Sarathi junction Since MIDC Marol is already built-up, the
(B). option of widening the right of way seems Traffic calmed Regulated Comfortable
carriageway parking footpaths
unlikely. The Metro line will also attract and Figure 50: Proposed scenario (2015) - Street improvement
Cross Road B (13.20-14.80m RoW) also has generate large pedestrian volumes (3150 in Scenario 2015 has been simulated
a pedestrian and vehicular level of service of peak hour in 2021). considering the natural growth, expected
F. The existing pedestrians in peak hour are
transformation and the proposed levels of
around 1200 for each side of Cross Road B If the existing pedestrian infrastructure service.
(C and D). is not improved, there is a possibility of
shift to private modes thus increasing the The pedestrian levels of service can be
Autos and two-wheelers comprise 55-70% of
G+2
the traffic on Central Road and around 53% an overall degradation of the public realm. with the implementation of only street design
on Cross Road B. Heavy vehicles constitute
recommendations.
about 5-10% on Central Road and around This is also likely to affect the image of MIDC
1-2% on Cross Road B. Cars and other four- Marol as a hub for new businesses and With pedestrian oriented development,
wheelers constitute 15-20% on Central Road industries.
Pedestrian Continuous Traffic calmed Regulated Comfortable
the overall quality of public realm can be friendly use street wall carriageway parking footpaths
and around 30% on Cross Road B. Figure 51: Proposed scenario (2020) - Street improvement
improved.
and pedestrian oriented built form
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The proposals provide
safe access and enhance
pedestrian environments in
MIDC Marol
3. PROPOSALS
CHAPTER 3: PROPOSALS CHAPTER 3: PROPOSALS
ROAD
encouraging people to walk to their
CENTRAL
destinations.
CR
intersection, Cross Road A intersection, MIDC
OS
SR
Marol Canteen area and intersection of Road Figure 53:
OA
UDYOG
DB
No 5 and Andheri-Kurla Road (AKR). Phase I
SARATHI
JUNCTION
CHAKALA
Central Road
STATION
Cross Road-B
h. Parking Management Strategy
This includes introducing a parking b. Phase II projects include improvement of
management plan to discourage the use of all streets and intersections in MIDC Marol.
streets for private, unpaid parking. It includes
identifying parking and no parking zones, c. Phase III projects includes modifications to
ERI KU
RLA R
OAD creating lay-bys for organized on-street the Development Control Regulations and a
ANDH
parking and introducing a parking charge Street Design Manual.
Figure 52: Master List of Proposals for MIDC Marol
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CHAPTER 3: PROPOSALS CHAPTER 3: PROPOSALS
Fig 65: Aiming to achieve Level of Ser- Fig 66: Additional Fig 67: Propose Fig 68: Seating and
vice B for footpaths and providing 1m seating at bus seating along resting around activity
wide multi-utility zone in footpaths shelters compound walls nodes
Fig 54: Regulate speeds Fig 55: 3m wide cross- Fig 56: Cross Road B as Fig 57: Relocate bus
with raised intersections ings within 80-100m transit priority street with stops away from inter-
at 150-200m c/c no parking (7.45am-9pm) sections
& regulate on-street park-
ing through pricing for
other roads Existing public toilets
Medium scale
Areas in need of mix uses.
Plots to be identifed public toilets Small scale
for public open mix uses for
spaces other streets
Fig 69: Proposed public open Fig 70: Existing public Fig 71: Mixed Uses
spaces within 10 min walk toilets within 10 min walk
c. Enjoyment
An integrated signage and street furniture
system is proposed to improve pedestrian
Fig 58: Consistent carriageway and Fig 59: Continuously shaded footpaths Fig 60: Create bus stopping wayfinding.
continuous footpath area and provide pedestrian At arrival and At major At local streets At plots
crossing behind it departure nodes like
points like SEEPZ Depot,
bus stops etc entry to MIDC Existing signage Integrate signage with street
Marol furniture
Fig 61: Tighter turning Fig 62: Reduce intersec- Fig 63: Create pedestrian Fig 64: Introduce road
radii tion gaps and cyclist refuge areas markings Fig 72: System for Pedestrian Wayfinding Fig 73: Family of Street Furniture
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CHAPTER 3: PROPOSALS CHAPTER 3: PROPOSALS
Figure 77: Existing Condition of a Typical Bus Shelter (Eg. Marol Bus Shelter)
Pedestrian Space:
> 4.9 m2/ped
Pedestrian Space:
> 3.3- 4.9 m2/ ped
People wait on the People utilise paved No seating for Hard edge
Pedestrian Space: road area of carriageway waiting passengers of depot
> 1.9 - 3.3 m2/ped
Figure 74: Existing Level of Service Figure 78: Proposal for a Typical Bus Shelter (Eg. Marol Bus Shelter)
Pedestrian Space:
> 1.3 - 1.9 m2/ped
Pedestrian Space:
> 0.6 - 1.3 m2/ped
Stopping area for Sufficient footpaths Seating for passen- Soften edge
Pedestrian Space: buses for pedestrians gers of depot
< 0.6 m2/ped
Figure 75: Proposed Pedestrian Level of Service Figure 76: Pedestrian Levels of Service as per IRC 103-
2012: Guidelines for Pedestrian Facilities
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CHAPTER 3: PROPOSALS CHAPTER 3: PROPOSALS
CENTRAL ROAD
Figure 79: Existing situation at a typical intersection (Eg. Cross Road A)
CROSS
ROAD- A
LEGEND
ROAD
MEDIAN MANHOLES
CENTRAL ROAD
ADDITIONAL LAND REQUIRED BOLLARDS
SEATING INFORMATION
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CHAPTER 3: PROPOSALS CHAPTER 3: PROPOSALS
CROSS ROAD- B
Cross Road B
LEGEND
ROAD
MEDIAN MANHOLES
SEATING INFORMATION
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The engagement process has
sought to build consensus
with MIDC, MCGM and
Traffic Police through regular
meetings, discussions of
proposals and walks within
MIDC Marol
4. ENGAGEMENT
PROCESS
CHAPTER 4: ENGAGEMENT CHAPTER 4: ENGAGEMENT
PROCESS PROCESS
Fig 85: MMIA and EMBARQ India meeting (December 2011) Fig 86: Walk the Talk with MMIA, MIDC, MCGM (May 2012) Figure 89: MMIA presents to MIDC and MCGM (May 2012) Figure 90: EMBARQ presents at Annual General Meeting,
MMIA (September 2013)
Documentation complete Proposals developed with inputs from Proposals for Central Road and 7 copies of proposals submit-
MMIA creates a Working Commit- MMIA, MCGM, Traffic Police, MIDC. Broad Cross Road B formally submit- ted to obtain No Objection
tee to work with EMBARQ India consensus built on demonstration stretch ted Certificates from MCGM and
on a regular basis and meet with Traffic Police
other stakeholders
2012 February / 2013
August 2011 April August December
Fig 87: Walk the Talk with MMIA, MIDC, MCGM (May 2012) Fig 88: MMIA and EMBARQ present at a meeting convened by MIDC with Figure 91: Visioning workshop with Executive Committee, MMIA (May 2013)
MCGM, BEST, SEEPZ and Traffic Police (February 2013)
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Copyright © 2013 EMBARQ India
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