ROTI, KAPDA, MAKAAN AUR PARKING

Mumbai has delivered roti, kapda aur makaan — but when it comes to parking, the city looks the other way.

Redevelopment has solved many housing issues but created one persistent headache: where to park?

Under DCPR 2034, parking provision depends on unit size:

•⁠ ⁠1 space per 8 units (up to 45 sq.m.)

•⁠ ⁠1 space per 4 units (up to 60 sq.m.)

•⁠ ⁠1 space per 2 units (up to 90 sq.m.)

•⁠ ⁠2 spaces per unit (over 90 sq.m.)

•⁠ ⁠These norms may appear fair, but in most redevelopment plots — space is limited, road width is restricted, and building height is capped.

•⁠ ⁠⁠So, even if members dream of “one parking per flat,” the reality rarely matches that expectation.

Developers often promise “parking for all,” but few understand the hidden cost behind every slot:

•⁠ ⁠Podium or basement parking requires about 500–600 sq.ft. per car, including ramps and driveways.

•⁠ ⁠Construction cost per slot ranges from ₹12–15 lakh, excluding finance and rent costs.

•⁠ ⁠For mechanical parking, add another ₹5–10 lakh per slot, plus maintenance and electricity.

The truth: free parking is never really free — it’s paid for through increased sale prices or reduced society benefits.

•⁠ ⁠Mechanical systems like stack, puzzle, and tower parking sound modern but bring daily maintenance and operational problems:

•⁠ ⁠Annual maintenance costs (AMC) range between ₹25,000–₹50,000 per machine.

•⁠ ⁠Frequent breakdowns create member disputes.

•⁠ ⁠Power bills increase due to round-the-clock electrical use.

•⁠ ⁠Societies struggle to manage these systems after possession.

•⁠ ⁠⁠While it saves space on paper, mechanical parking often becomes a long-term burden for both developers and residents.

•⁠ ⁠⁠Parking limitations are not always due to poor planning.

Developers face real constraints:

•⁠ ⁠Small plots cannot accommodate podium ramps.

•⁠ ⁠Airport height restrictions limit basement or podium levels.

•⁠ ⁠Open space and RG requirements further reduce buildable area.

•⁠ ⁠Every additional podium increases rent, construction cost, and interest burden.

•⁠ ⁠⁠Members should recognise that developers operate within these structural and regulatory limits.

A realistic and fair approach may be to make parking chargeable:

•⁠ ⁠Members who genuinely need parking can buy it.

•⁠ ⁠Those who don’t, save money.

•⁠ ⁠Developers recover construction costs transparently.

•⁠ ⁠Societies maintain long-term financial balance.

•⁠ ⁠⁠This model prevents disputes and ensures responsible allocation of resources.

Before finalizing the Development Agreement, societies must ensure all parking terms are clearly documented:

•⁠ ⁠Type of parking: open, basement, podium, or mechanical

•⁠ ⁠Dimensions: 2.5m x 4.5m / 5m / 5.5m

•⁠ ⁠Allocation policy: fixed, rotational, or lottery-based

•⁠ ⁠Maintenance and AMC responsibility: developer vs society

•⁠ ⁠Electricity cost-sharing: especially for mechanical systems

•⁠ ⁠Total sanctioned car parks: as per DCPR rules

•⁠ ⁠Clear documentation today avoids confusion tomorrow.

•⁠ ⁠Members often demand “one free parking per flat,” but such expectations can derail the project’s feasibility.

Understanding the economics, planning restrictions, and regulatory norms helps in better decision-making and smoother project execution.

In Summary

•⁠ ⁠Redevelopment is not just about bigger flats — it’s about smarter planning.

•⁠ ⁠Parking must be treated as a design and cost component, not an entitlement.

•⁠ ⁠Mumbai’s next redevelopment revolution must aim for transparency and practicality, where societies and developers work together — not against each other — to find space not just for people, but for their cars too.

•⁠ ⁠Because in today’s Mumbai, “Roti, Kapda, Makaan” may be complete — but peace truly arrives only when you find your parking spot.

By Nayan Dedhia

Managing Director & Redevelopment Coach

Toughcons Nirman Pvt Ltd