Providing Safe Access and Improving

Pedestrian Environments in MIDC Marol, Mumbai

EXECUTIVE REPORT: OCTOBER 2013

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ACKNOWLEDGEMENTS
The project report would like to acknowledge the support of Marol MIDC Industries Association (MMIA). The MIDC
Marol project commenced on 18th August 2011, when EMBARQ India presented a proposal to MMIA, to improve ac-
cess and pedestrian environments in MIDC Marol. A MMIA Working Committee was constituted on 8th December
2011. Since then, both organizations have worked together to improve the public realm of MIDC Marol. The report has
been prepared by EMBARQ India.
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
BC Khatua, Director, Mumbai Transformation Support Unit
Bhushan Gagrani, CEO, MIDC
Aseem Gupta, Additional Municipal Commissioner, Eastern Suburbs
Vivek Phansalkar, Joint Commissioner of Police, Traffic
Victor Nagaonkar, Officer on Special Duty, BEST Undertaking
Avinash Mali, Deputy Engineer, MIDC
R S Godke, Chief Engineer, Roads, Bridges and Traffic Department, MCGM
GM Aggarwal, Deputy Chief Engineer (Roads), Western Suburbs, MCGM
Anil Satav, Assistant Engineer, Roads, Bridges and Traffic Department, MCGM
Mrudula Lad, Police Inspector, Traffic, Airport Division
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

2. FINDINGS AND ANALYSIS

2.1 Overall Findings
2.2 Demography and Travel Patterns
2.3 Quality of Public Transport, Para-transport, Bicycling,
and Pedestrian Environments
2.4 Scenario Building

3. PROPOSALS
3.1 Master List of Proposals
3.2 Street Design Strategies and Detailed Demonstrations

4. ENGAGEMENT WITH PARTNERS

4.1 Engagement Process

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

21755 However MIDC Marol lacks quality

MIDC Marol has industries ranging from
Figure 2: Proposed VAG Corridor; Source: NTS
15240 14610 transport infrastructure and public realm
MumbaiMetro1
textile, paper packing, pharmaceutical, for its employees. While large “hard
plastic to engineering. The manufacturing or namely MIDC Marol and SEEPZ Depots. infrastructure projects” like the Metro
CHAKALA
are being built to improve mobility;
WEH AIPORT
packaging components in many units have ROAD

shifted from here. Over the last decade IT,
ITES and jewellery manufacturing industries
have also emerged.
It is well connected by rail, bus and air
transport. It is within 3km of Andheri Station
(along the Western Suburban Railways),
Chhatrapati Shivaji International Airport; and
1 km of Chakala Metro station along Phase
I, Line I of the Versova-Andheri-Ghatkopar
(VAG) Metro corridor. It has two bus depots,
The VAG corridor is an east-west elevated “soft infrastructure projects” – such as
corridor. The length of the corridor is 11km
12155 11860 comfortable and convenient pedestrian
20050
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
alight respectively at Chakala station during
peak hour in 2011. This amounts to 35 and of pedestrian environments by providing
3145 52 safe access to Chakala Metro station.
40 persons/ minute, which is expected to
increase to 45 and 52 persons/ minute by 4197 70
2021. It can be safely estimated that MIDC
Marol may be the destination for a majority of Source: DPR Mumbai MRTS Project: Versova-Andheri-
these passengers. Ghatkopar Corridor, February 2005

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CHAPTER 1: INTRODUCTION CHAPTER 1: INTRODUCTION

1.3 Methodology Documentation

The study methodology includes three parts: public transport, paratransport, pedestrian
Documentation, Analysis and Proposals. Mapping Surveys
and bicycling networks were then analyzed
through a framework created by Gehl Pedestrian Origin-
A detailed documentation of MIDC Marol was Architects. Destination (600)
undertaken by EMBARQ India in 2011, along
with a broad study of the land and building A master list of proposals was identified to
uses around it. The physical, economic, improve overall mobility and experience in the Visitors (170)
Land Use, FSI Distribution and
institutional and socio-cultural networks were area. These were phased over three years: Urban Form (Building Use-
documented through mapping, surveys, 2015, 2018 and 2020; and two demonstration Ground and First Floors, Building Residents
interviews, counts and field visits. projects were identified as part of Phase I. Typologies, Building Heights, (50 households)
The quality of the public realm including Building Edges)

Passersby (30)

Businesses and Street

Documentation Vendors (50)

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

Overall Findings Scenario Building Quality of Public Transport,

Para-transport, Bicycling
and Pedestrian Networks

1
Proposals
Block Size and Connectivity Pick up and Drop off Points

Master List of Proposals Phasing of Projects Detailed Demonstrations

2

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

Findings and Analysis Proposals

Quality of public transport, para-transport, bicycling and pedestrian Detailed

Master List of Proposals Project Phasing
networks Demonstrations

Protection Improving A Conceptual Plans

Safety from from Environ- 1
How SAFE are existing networks? Security Primary Roads
Traffic ment
Improving All Other B Typical Details
2
Roads

3 Identifying Potential Plots C Material Selection

To Walk To Stay To Sit for Multi or Public Use

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

7 Creating Place Markers

How PLEASANT are existing Human Scale Enjoyment of
Aesthetics
networks? Climate

8 Street Vending Strategy

Source: Gehl Architects

9 Street Furniture and

Signage Guidelines Phase-II (2018)
All Streets and Intersections
Scenario Building Business As Usual DEGRADATION OF
2020 PUBLIC REALM

S t re

EXISTING TRENDS
et

Proposed Scenario-Phase I IMPROVED

De s i

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

Development Control Regulations

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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

2.1 Overall Findings A comprehensive documentation of MIDC

Marol was undertaken. A concise overview of
the area is presented here.

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

Road at a distance of approximately 200m.

There are two bus depots within – Marol
Bus Depot and SEEPZ Bus Depot. The area
is also served by private buses hired by
individual businesses. There are designated

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

NO. 7 currently has an informal pedestrian pathway

HA

ROAD
KA

which connects Central Road to Cross Road

LI C

CR

A.
OS
AVE

SR
ROS

OA

Parking
A

D-
D

CR

MIDC Marol is characterized by different

A

OS

RK
SR

types of parking – for buses, goods vehicles,

M
OA

RO

cars, motorcycles and bicycles. One plot on

D-

AD
B

Road No 13 is used for parking. However

most of the vehicles are parked on the street Figure 7: On-street car parking

ROAD
URLA
ERI K
ANDH

Figure 8: People waiting for a bus on Jogeshwari-Vikhroli Link Road (JVLR)

Figure 4: MIDC Marol area

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CHAPTER 2: FINDINGS AND CHAPTER 2: FINDINGS AND
ANALYSIS ANALYSIS

and no parking fee is levied. Even though

Central Road is designated as a no parking
zone, on-street parking and even double
parking can be observed. Discarded vehicles
are observed along Cross Road B and Road
No 4. Sample surveys indicated that there is a
perceived shortage of parking in MIDC Marol.
Approximately 61% of the respondents are
willing to pay for parking.

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

Plot sizes is 36%.

Around two-thirds of the plots (61%) in MIDC
Marol are under 1250 sqm. However 8% have
a plot area over 5000 sqm and account for
approximately 45% of the total land area.
Building Use
The major ground floor building uses are as
follows: 18% industrial, 35% offices, 11%
residential. 4.5% are commercial retail uses.
Building Heights
MIDC Marol reflects a low rise industrial scale
under transition. Approximately 52% of the
buildings are G+2 storeys or less, 26% are
G+3 to G+4 storeys, 14% are G+5 and above
and 7% are under construction.
Ground Cover
A significant portion of a plot (64%) in MIDC
Marol is lost in setbacks. The gross ground
Figure 10: Residential and commercial development as a result of slum redevelopment projects cover is 29% whereas the net ground cover
Natural Features
The streets in MIDC Marol are inconsistently
shaded. There are a few natural drains
running through the district.
Building Edges
Generally three types of building edges are
observed. These are porous, semi-porous
and opaque. Porous edges allow physical
and visual access; semi-porous edges only
allow visual access whereas opaque edges
do not permit either.
Street Vending
Street vending is observed around large scale
land uses such as SEEPZ, areas with high
pedestrian footfalls and at intersections. They
provide affordable goods and services. A
majority of them (81%) sell perishable goods.

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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

walk approximately 4.5km to Andheri Station.

0.33% 18% 28%

There is an even divide in the willingness

Vegetable
markets
Retail shops
step out atleast once a day
to travel by the Metro rail. Around 16% are
unsure about the safety, alignment, fare and

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%)

Shared services (37%)

Compliance from auto / taxi drivers (8%)

Others (9%)

Fig 41: Unregulated vending Fig 42: Garbage accumulation Figure 43: No space provided for utilities, bus shelters etc
No opinion (12.5%)

Did not answer (9%)

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

2.4 Scenario Building

A
Figure 48: An appropriate distribution of public space (Source: cyclingpromotion.com.eu)

Proposed Scenario (2015) Proposed Scenario (2020)

B
D
C

Single use Buildings Unregulated Wide unused Uncomfortable

setback parking carriageway footpaths
Figure 46: Existing levels of service for pedestrians and Figure 47: Levels of service in a Business-As-Usual Sce- Figure 49: Existing scenario (2011)
vehicles nario (2020)

Existing scenario (2011) The ‘Do-nothing’ scenario (2020)

Central Road (23-28m RoW) generally
exhibits a vehicular and pedestrian level
of service of F. The number of pedestrians
are highest at Cross Road C junction with
3600 pedestrians in peak hour (A). There are
around 2100 pedestrians in peak hour on
Central Road at MIDC Udyog Sarathi junction
(B).
Cross Road B (13.20-14.80m RoW) also has
a pedestrian and vehicular level of service of
F. The existing pedestrians in peak hour are
around 1200 for each side of Cross Road B
(C and D).
Autos and two-wheelers comprise 55-70% of
A Do-nothing scenario has been simulated
for the year 2020, considering the natural
growth and the growth due to the expected
transformation while the existing pedestrian
infrastructure remains unchanged.
Since MIDC Marol is already built-up, the
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
generate large pedestrian volumes (3150 in Scenario 2015 has been simulated
peak hour in 2021). considering the natural growth, expected
transformation and the proposed levels of
If the existing pedestrian infrastructure service.
is not improved, there is a possibility of
shift to private modes thus increasing the The pedestrian levels of service can be
G+2

congestion, pollution levels, and resulting in improved to A, B, C and D in some instances

street wall

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

3.1 Master List of Proposals Based on the different types of analyses,

a Master List of Proposals was created to
improve access and enhance pedestrian
Improving Primary Roads
environments in MIDC Marol. The proposals
include:
Improving All Other Roads
a. Improving Primary Roads
Plots for Multi-use JVLR
This includes improving pedestrian access
New Pedestrian Networks along the primary corridors in MIDC Marol –
Central Road and Cross Road B.
Improving Intersection
Geometries
b. Improving Secondary and Tertiary Roads
PP Parking Management Strategy This includes improving pedestrian access
along all the remaining streets in MIDC Marol.
Creating Place Markers
c. Improving Intersection Geometries
SV Street Vending Strategy This includes improving the geometries of all
intersections to reduce walking distances,
SS Street Furniture and Signage
Guidelines facilitate safer crossings and reduce speed of
vehicles.
d. Identifying Potential Plots for Multi-use or
Public use
This includes identifying key large plots in
MIDC Marol, which could serve as traffic
and transit management centres (Marol and
SEEPZ Bus Depots) or potential public open
spaces in the future.
e. Introducing Pedestrian Networks
This includes creating new pedestrian
networks to reduce block sizes, walking
which can be used towards maintenance of
the proposed pedestrian infrastructure.
i. Street Vending Strategy
A street vending strategy for MIDC Marol, is
framed which includes institutional structure
and spatial design guidelines. These were
based on the National Street Vending Policy
(2009) and national / international good
practices.
j. Street Design Manual
This includes identifying the hierarchy and
character of the street network, setting
limits on vehicle speeds, allocating space
for walking, bicycling, driving and parking
and proposing street furniture and signage
guidelines. The manual can direct future
investments in street improvements to ensure
a consistent infrastructure provisions and
image for the area.
Phasing of Projects
The proposals are planned in 3 phases.
a. Phase I projects are planned for
implementation before / by the time the Metro
becomes operational. These projects will
serve as pilots for improving all streets and
intersections in MIDC Marol.
JVLR

distances and travel times thereby

ROAD
encouraging people to walk to their

CENTRAL
destinations.

f. Creating Place Markers

D
ROA

This includes defining certain nodes in MIDC

S

Marol as markers of the district to create a

AVE
LI C

sense of place or identity for MIDC Marol.

AKA

These are Udyog Sarathi intersection, JVLR

MAH

node, Cross Road C intersection, JB Nagar

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

3.2 Street Design Strategies and Detailed Demonstrations

a. Safety b. Comfort
A number of strategies have been introduced Pedestrian comfort is improved through utility zones in footpaths, seating and resting
to improve pedestrian safety sufficient pedestrian levels of service, multi- areas at activity nodes, public open spaces,
public toilets and mixed uses within 10 minutes
walk.

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

30 | Providing Safe Access and Enhancing Pedestrian Environments in MIDC Marol Providing Safe Access and Enhancing Pedestrian Environments in MIDC Marol | 31
CHAPTER 3: PROPOSALS CHAPTER 3: PROPOSALS

Figure 77: Existing Condition of a Typical Bus Shelter (Eg. Marol Bus Shelter)

Existing Level of Service

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)

Proposed Level of Service

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)

2.50m 20.10m 2.70m

Cross Road A intersection

Large gaps in Unregulated Vehicles tend to No safe
the divider vending speed down the slope crossings

Figure 80: Proposal for a typical intersection (Eg. Cross Road A)

CROSS
ROAD- A

LEGEND
ROAD

EXISTING PAVEMENT POST BOX

PROPOSED PAVEMENT DUSTBINS

CARRIAGE WAY VENDING AREA

MEDIAN MANHOLES

ZEBRA CROSSINGS EXISTING TREES

BUS STOPPING AREA PROPOSED TREES

CENTRAL ROAD
ADDITIONAL LAND REQUIRED BOLLARDS

STREET ELEMENTS SIGNAGE

SEATING INFORMATION

BUS SHELTERS / BUS STOPS PEDESTRIAN CROSSING

TELEPHONE BOX RICHSHAW PARKING

UTILITY BOX TAXI PARKING

SHIFTED UTILITIES (ALL) S TRAFFIC SIGNAL

EXISTING STREETLIGHT (12M HT)

Pedestrian Safe Raised intersection Bollards to discourage PROPOSED STREETLIGHT (12M HT)
refuge area pedestrian two-wheelers STREETLIGHT PROPOSED (6M HT)
crossing FIRE HYDRANT

Figure 81: Proposal for Cross Road A intersection

34 | Providing Safe Access and Enhancing Pedestrian Environments in MIDC Marol Providing Safe Access and Enhancing Pedestrian Environments in MIDC Marol | 35
CHAPTER 3: PROPOSALS CHAPTER 3: PROPOSALS

Figure 83: Existing Condition of Cross Road B

CROSS ROAD- B

Cross Road B

People exposed to No safe pedestrian Obstructed footpaths

vehicles crossing at junctions

Figure 84: Proposal for Cross Road B

3.25m 7.50m 3.25m

LEGEND
ROAD

EXISTING PAVEMENT POST BOX

PROPOSED PAVEMENT DUSTBINS

CARRIAGE WAY VENDING AREA

MEDIAN MANHOLES

ZEBRA CROSSINGS EXISTING TREES

BUS STOPPING AREA PROPOSED TREES

ADDITIONAL LAND REQUIRED BOLLARDS

CROSS ROAD- B

STREET ELEMENTS SIGNAGE

SEATING INFORMATION

BUS SHELTERS / BUS STOPS PEDESTRIAN CROSSING

TELEPHONE BOX RICHSHAW PARKING

UTILITY BOX TAXI PARKING

SHIFTED UTILITIES (ALL) S TRAFFIC SIGNAL

EXISTING STREETLIGHT (12M HT)

PROPOSED STREETLIGHT (12M HT)

STREETLIGHT PROPOSED (6M HT)

Provide sufficient Pedestrian signages Road markings for Bollards to protect
FIRE HYDRANT
space to walk pedestrians and pedestrians
vehicles
Figure 82: Proposal for Cross Road- B

36 | Providing Safe Access and Enhancing Pedestrian Environments in MIDC Marol Providing Safe Access and Enhancing Pedestrian Environments in MIDC Marol | 37
 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

4.1 Engagement Process

The timeline below explains the inception of the project and the engagement with different stake-
holders

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)

MMIA and EMBARQ India agree to com-

mence a project on improving access and
pedestrian environments in MIDC Marol

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

December 2012 May December May May 2014

A multi-stakeholder meeting with MMIA, MIDC, Joint meeting of MCGM, Traffic Police and Construction
MCGM is organized. Proposals for demonstra- MMIA convened in MTSU. MIDC Marol to be expected to
tion stretch of Central Road. “Walk the Talk” is taken up as a “Special Project” by MCGM commence by 2014
organized with the stakeholders.

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)

40 | Providing Safe Access and Enhancing Pedestrian Environments in MIDC Marol Providing Safe Access and Enhancing Pedestrian Environments in MIDC Marol | 41
Copyright © 2013 EMBARQ India

All rights reserved. No part of this

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EMBARQ India
 EMBARQ’s mission is
to catalyse and help
implement sustainable
transport solutions to
improve quality of life in
cities

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