Apoorva Shenvi Portfolio

APOORVA SHENVIURBAN PLANNING PORTFOLIO

Master in Urban Planning 2016 I Harvard University Graduate School of Design

CO

NT

EN

TS

01

02

03 URBAN RESEARCH AND ANALYSIS

MAPPING AND SPATIAL ANALYTICS

URBAN AND TERRITORIAL PLANNING

07

19

11

21

27

13

23

29

MOSCOW’S ECONOMIC FRONTIERCatalyzing polycentric growth along the MKAD

REGIONAL AMBITIONS, LOCAL ASPIRATIONSBuilding resilience and stimulating local economies

HOMEGROWN RESILIENCYPlanning for Resilience in Dorchester: A block-level approach

MAPPING SOCIAL INEQUALITYSafety of school kids in South Boston and Roxbury

TEMPORAL VISUALIZATIONMetamorphosis of South Boston

MAPPING ACCESSIBILITY TRENDSPopulations living in close proximity to highways in NYC

DESIGNING FOR DENSITYConserving the Fort Precinct, a historic CBD

HERITAGE AND URBAN CULTURESingle Screen Cinemas of Mumbai

APOORVA SHENVI

I am an urban planner with a background in architecture and historic preservation. Key interests include master planning, and transportation & infrastructure planning with a focus on energy efficiency and urban resilience.

This portfolio is a compilation of urban planning and research exercises undertaken during the course of the Master in Urban Planning Program at Harvard University and the Master of Architecture Program at University of Mumbai.

Structured into three sections, the first section of this portfolio comprises of urban planning studio projects undertaken at the GSD. The second section consists of work undertaken in urban mapping and spatial analytics courses at the GSD. The final section covers urban research, documentation, and policy analysis undertaken during my Masters program in Mumbai.

EDUCATION

Master in Urban Planning 2016Harvard University Graduate School of Design

Master of Architecture in Urban Conservation 2013Kamla Raheja Vidyanidhi Institute for Architecture, University of Mumbai

Bachelor of Architecture 2011Sir J.J. College of Architecture, University of Mumbai

UR

BA

N A

ND

TE

RR

ITO

RIA

L P

LA

NN

ING

1

REGIONAL AMBITIONS, LOCAL ASPIRATIONSBuilding resilience and stimulating local economies



07

SE

CT

ION

1 I U

RB

AN

AN

D T

ER

RIT

OR

IAL

PL

AN

NIN

G

REGIONAL AMBITIONS, LOCAL ASPIRATIONSBuilding resilience & stimulating local economies through organic growth

Merida, Mexico I Spring 2016 Urban Planning Option Studio Harvard University Graduate School of Design

The Port of Progreso was established in 1871 and has been expanded over the last few decades. In recent years, a cruise terminal has been inaugurated, opening up this region to tourist traffic, with tourists travelling to Merida and further on to Chichen Itza. Looking along the corridor, City of Progreso is the major urban center with smaller settlements dotting the corridor. There are numerous extractive-based industries scattered across a very idyllic and fragile natural landscape. This area has an eco reserve and an abandoned Hacienda. This coupled with the beaches of Progreso is a strong draw for tourists. The State of Yucatan has highlighted this corridor as a major industrial corridor in the years to come. With this context, I looked at the relative location of settlements in this area and proximity to wetlands. These areas are extremely vulnerable to events such as tropical storms and any future development in the region need s to be resilient to such occurrences.

My proposal seeks to consolidate the scattered industrial uses along the corridor and leverage future growth for creating settlements around them, so that inhabitants have access to work and transit. It also builds on the tourism potential of the area to introduce uses such as eco-resorts, handicraft workshops and food and beverage processing to stimulate local economies. This project seeks to reconcile regional economic ambitions of the Yucatan state with the fragile conditions along this corridor through an organic growth strategy.

5M SEA-LEVEL RISE

INFONAVIT CREDITS

WETLANDS

TOURISM

VILLAGES

MOBILITY

VEGETATION

ROAD NETWORK

EMPLOYMENT CENTERS

SETTLEMENTS

PROGRESO

37,369

FLAMBOYANES

EL PARAISO

SAN IGNACIO

3,022

172

767

VILLAGE

HACIENDA

INFONAVIT CREDITS

MUNICIPAL PALACE

FARM LAND

INDUSTRY

WORKPLACES

PEMEX DEPOSITS

EXTRACTION

TOURIST ATTRACTION

NATURE CONSERVATION

CARGO SHIP BERTH

CRUISE SHIP BERTH

BUS STATION

RAILWAY

REST OF YUCATAN

OTHER

MANUFACTURING

TRANSPORT &COMMUNICATION

COMMERCE, RESTAURANTS & HOTELS

SERVICES

FINANCIAL SERVICES

PROGRESO

97%

14%

13%

14%

22%

19%

18%

POPULATION (Source: www.yucatan.gob.mx)

CONTRIBUTION TO GDP(Source: www.yucatan.gob.mx)

ECONOMIC ACTIVITIES(Source: www.yucatan.gob.mx)

3%

OT

HE

RS

CO

MM

ER

CE

MA

NU

FA

CT

UR

ING

RE

AL

ES

TA

TE

CO

NS

TR

UC

TIO

N

SE

RV

ICE

S

IT A

ND

ME

DIA

TR

AN

SP

OR

T

GO

VE

RN

ME

NT

EL

EC

TR

IC U

TIL

ITIE

S

AG

RIC

UL

TU

RE

16%

3.1%

3.4%

3.8%

4.1%

4.3%

4.5%

11%

13%

15%

21%

100%

80%

60%

40%

20%

0%

09

SE

CT

ION

1 I U

RB

AN

AN

D T

ER

RIT

OR

IAL

PL

AN

NIN

G

BLOCK CONFIGURATIONS

BLOCK SIZE: 45M X 75M

PARCEL SIZE: 375 SQ.M

PARCEL FAR: 1.86/1

BLOCK FAR: 1.5



PARCEL FAR: 1

BLOCK FAR: 0.64



PARCEL FAR: 0.4 to 0.8

BLOCK FAR: 0.32 to 0.64

COMMERCIAL + WORK-LIVE SPACES WORK-LIVE SPACES + RECREATION RESIDENCES + COMMUNITY GARDENS

REGIONAL

LOCAL

METROPOLITAN

+

+

+

+

+

+

+

+

+

+

+

+

+

REGIONAL DEVELOPMENT PLAN

SETTLEMENT MASTER PLAN

METROPOLITAN ZONING

INDUSTRIAL/ECONOMIC ZONES

TRANSIT CORRIDORS

VULNERABLE AREAS

CIVIC INFRASTRUCTURE

INCENTIVE FOR DEVELOPERS

HOUSING

LOCATE INDUSTRY/COMMERCE

DESIGNATE HOUSING ZONE

PLAN TRANSIT

REGIONAL STRATEGY

BLOCK TYPE I BLOCK TYPE II BLOCK TYPE III

PHASE 1: Building retrofit and permeable surfaces PHASE 2: Building elevation and securing the edges PHASE 3: Creating buffers that facilitate placemaking

PHASE 1 PHASE 2 PHASE 3

RETROFIT PILES LEVEERAIN GARDEN MICRO GRIDS PROMENADECISTERNS BIOSWALE BUFFER

2015 to 2025 2015 to 2050 2015 to 2100

Ground: 0ft

BFL: 11 ft

Sea Level:2ftElevation:4ft

Securing roof to wall, floor to wall and wall to foundation with secure ties.

Elevating the building on piles to prevent structural damage during floods.

Putting a levee at the beach will prevent inundation due to flooding and sea level rise.

Rain garden at the centre of the block to drain run off from elevated surfaces.

Using solar arrays to power micro grids. Ensures supply during storms.

The top of the levee can be converted into a pedestrian walkway to access the beach.

Cisterns to harvest surface run off. Can be used for landscaping.

Absords and drains surface run off from non permeable surfaces.

Shrubs on the sea ward slope protect the levee from erosion.

2025 2050 2100


Boston, USA I Spring 2015Urban Planning Core Studio Harvard University Graduate School of Design

11

SE

CT

ION

1 I U

RB

AN

AN

D T

ER

RIT

OR

IAL

PL

AN

NIN

G

The project area, Dorchester, is a high density, multifamily residential neighborhood overlooking the Dorchester Bay. Although located on a somewhat uneven terrain, the seaward edges of this neighborhood is low lying. The areas overlooking the Bay are in the FEMA flood zone with a 100 year flood level of 11ft as also in the Category 1 hurricane zone. Most of these areas will be affected by the 2 feet sea level rise in 2050 and completely inundated in 2100 with the projected rise of 6 feet. A demographic study reveals that most of the residents here comprise of moderate to low income individuals either owning or renting single family homes. This population group is the most vulnerable to impacts of climate change. Residential block types in this area comprise of apartment blocks, elevated buildings (on stilts) and two to three storey homes closely placed on small parcels or more dispersed on large parcels. Dorchester presents a range of edge conditions, reclaimed land, mega infrastructure, bays, coves and beaches.Based on this analysis, an approach for block level planning was formulated. The block was classified as 1. Buildings 2. Surfaces and 3. Edges. Each of these elements were treated with various resilience strategies to strengthen them. The next step was putting in place an implementation mechanism. This was done in phases. The first phase (years 2015 to 2025) comprises of small scale, homeowner initiatives to be undertaken at the property level. The second phase (2025 to 2050) expands the scope by looking at the block as a whole and brings in legislative tools such as zoning amendments for building guidelines and the third phase (2050 to 2100) looks at the neighborhood with large scale interventions and place making strategies. Incorporating sustainable practices and renewable energy sources has also been a major component. If this approach is undertaken at the block level in the entire area, it has the potential to build resiliency in the most vulnerable communities in the city.

Buildings Surfaces Edges

1. Foundation2. Elevation3. Energy Efficiency

Amphibious FoundationsStiltsEnergy Saving Techniques

Rain GardensPermeable PavingCisterns

BioswalesDune ReconstructionMarsh Restoration

1. Permeability2. Spatial Configuration

1. Natural2. Man made

RESILIENT BLOCKS

(Time Span: 0 - 10 Years) (Time Span: 10 - 50 Years) (Time Span: 10 - 50 Years)

Retrofit Existing Structures

Guidelines in Zoning for new construction

Securing the edges


Boston, USA I Spring 2015Urban Planning Core Studio Harvard University Graduate School of Design

NATURAL SYSTEMLeveraging existing landscape to create a hierarcy of open spaces.

15

SE

CT

ION

1 I U

RB

AN

AN

D T

ER

RIT

OR

IAL

PL

AN

NIN

G

LAND USE

SEA-LEVEL RISE

The project area, Dorchester, is a high density, multifamily residential neighborhood overlooking the Dorchester Bay. Although located on a somewhat uneven terrain, the seaward edges of this neighborhood is low lying. The areas overlooking the Bay are in the FEMA flood zone with a 100 year flood level of 11ft as also in the Category 1 hurricane zone. Most of these areas will be affected by the 2 feet sea level rise in 2050 and completely inundated in 2100 with the projected rise of 6 feet. A demographic study reveals that most of the residents here comprise of moderate to low income individuals either owning or renting single family homes. This population group is the most vulnerable to impacts of climate change. Residential block types in this area comprise of apartment blocks, elevated buildings (on stilts) and two to three storey homes closely placed on small parcels or more dispersed on large parcels. Dorchester presents a range of edge conditions, reclaimed land, mega infrastructure, bays, coves and beaches.Based on this analysis, an approach for block level planning was formulated. The block was classified as 1. Buildings 2. Surfaces and 3. Edges. Each of these elements were treated with various resilience strategies to strengthen them. The next step was putting in place an implementation mechanism. This was done in phases. The first phase (years 2015 to 2025) comprises of small scale, homeowner initiatives to be undertaken at the property level. The second phase (2025 to 2050) expands the scope by looking at the block as a whole and brings in legislative tools such as zoning amendments for building guidelines and the third phase (2050 to 2100) looks at the neighborhood with large scale interventions and place making strategies. Incorporating sustainable practices and renewable energy sources has also been a major component. If this approach is undertaken at the block level in the entire area, it has the potential to build resiliency in the most vulnerable communities in the city.

Commercial-56 Feet

150 Feet

250 Feet

340 Feet

Industrial

Institutional

High Density/ Multi Family Residential

Recreational/ Open Space

Category 1

2050 (2 feet)

2100 (6 feet)

Category 2

Category 3

Category 4

HURRICANE SURGE

$10,000 to $29,000

$29,000 to $50,000

$50,000 to $72,000

$72,000 to $105,000

$105,000 to $160,000

Cate

go

ry 1

2 F

eet

2 F

eet

Cate

go

ry 2

2 F

eet

Cate

go

ry 4

TOPOGRAPHY

MOST VULNERABLE POPULATION:MIDDLE TO LOW-INCOME HOME OWNERS IN DORCHESTER

Buildings Surfaces Edges

1. Foundation2. Elevation3. Energy Efficiency

Amphibious FoundationsStiltsEnergy Saving Techniques

Rain GardensPermeable PavingCisterns

BioswalesDune ReconstructionMarsh Restoration

1. Permeability2. Spatial Configuration

1. Natural2. Man made

RESILIENT BLOCKS

(Time Span: 0 - 10 Years) (Time Span: 10 - 50 Years) (Time Span: 10 - 50 Years)

Retrofit Existing Structures

Guidelines in Zoning for new construction

Securing the edges


Moscow, Russia I Fall 2015Landscape Architecture Option Studio Harvard University Graduate School of Design

ROAD NETWORKReconfiguring the street gridto create walkable blocks.

NATURAL SYSTEMLeveraging existing landscape to create a hierarcy of open spaces.

URBAN GRAINDensification around transit corridors.

PUBLIC TRANSITIntroducing a robust public transit network.

Commercial

Forest Subway

Mixed Use

Public Park Light Rail

Residential

Urban Farms Commuter Rail Subway Station

Urban Farms

Water Body High Speed Rail Multi-modal Interchange

Water BodyIndustrial

Public Park Existing BuildingsForest Proposed Buildings

13

SE

CT

ION

1 I U

RB

AN

AN

D T

ER

RIT

OR

IAL

PL

AN

NIN

G

1

2

3

Commercial Core 1

Commercial Core 2

Military Base

1

2

3

1000 200 500

Meters

BUILT FORM

NATURAL SYSTEMS TRANSIT

LAND USE

The MKAD is viewed as a boundary of the city of Moscow. Recent years have seen development of residential areas and expansion of peripheral towns along the MKAD. The core premise of my proposal is to reconfigure this area into a habitable neighborhood with a distinct urban character for the people residing there. My vision for the MKAD is to dissolve its physical character as a high-speed automobile highway and instead, reconfigure it as a mixed use connector. The major transit intersections are developed as high-density commercial centers, whereas the MKAD is replaced by an underground subway. At ground level, a boulevard flanked by public parks and small grained, mixed-use areas replaces the MKAD. The open spaces are used as buffers and openings in key locations to create a distinct urban quality. The intersection of public spaces with the wooded area merges it with the public realm in the form of a multi-level park. The park has retail at the underground level, which connects to other parks along the MKAD corridor under the streets. Adjoining the parks are mixed-use blocks with inter-connecting pedestrian paths that open out into community gardens, inspired by the Russian ‘Dachas’. Thus, this proposal hopes to dissolve the MKAD, cut down on automobile usage and commute distance by bringing workplaces closer to the residential areas, and create avenues for local residents to experience quality urban life by promoting polycentric growth.

SECTION BB

SECTION AA

15

SE

CT

ION

1 I U

RB

AN

AN

D T

ER

RIT

OR

IAL

PL

AN

NIN

G

MA

PP

ING

AN

D S

PA

TIA

L A

NA

LY

TIC

S

2



MAPPING ACCESSIBILITY TRENDSPopulations living in close proximity to highways in NYC

19

MA

PP

ING

AN

D S

PA

TIA

L A

NA

LY

TIC

S


Boston, USA I Fall 2014Spatial Analysis and RepresentationHarvard University Graduate School of Design

South Boston and Roxbury are two of the oldest residential neighborhoods in Boston. While South Boston is predominantly a white, middle income neighborhood, Roxbury is an ethnically diverse, low income neighborhood with a high population density. The percentage of children in Roxbury is relatively high (0-17 Age Group is 26%). Schools in both neighborhoods and their proximity to nearest (100 m walking radius) major roads have been mapped. Also, sites of three or more car crashes obtained from the mapping tool of Massachusetts Department of Transport in both neighborhoods have been highlighted. High speed, wide throughfares cut through the Roxbury neighborhood whereas, the streets in South Boston are comparatively narrow with moderate traffic. Moreover, the schools in South Boston are located mostly along interior roads whereas numerous schools in Roxbury are along major roads. High speed vehicular traffic in the school vicinity is a major safety hazard for the school children in Roxbury.

PROXIMITY OF SCHOOLS & CAR CRASHES: SOUTH BOSTON (Source: MassDOT)

PROXIMITY OF SCHOOLS & CAR CRASHES: ROXBURY(Source: MassDOT)

ETHNIC DISTRIBUTION: SOUTH BOSTON AND ROXBURY

WhiteRoxbury

South Boston

African AmericanHispanicAsianTwo or more races

100m walking radius

Schools

Major Streets

Car Crashes

581520

20+

ROXBURYSOUTH BOSTON SCHOOL SCHOOL

AGE DISTRIBUTION(Source : American Community Survey 2010)

South Boston Roxbury

0-17 Years

18-35 Years

36-59 Years

60 and Above

45

40

35

30

25

20

15

10

5

0

21

MA

PP

ING

AN

D S

PA

TIA

L A

NA

LY

TIC

S


Boston, USA I Fall 2014Spatial Analysis and RepresentationHarvard University Graduate School of Design

South Boston has been a site of numerous transformations since the 1630s. Originally the Dorchester Neck, this area was gradually infilled to make space for industry. In the early 19th Century, this area developed as a prime site for manufacturing and heavy industry and attracted Irish immigrants. The heart of South Boston developed into an Irish American neighborhood with quaint row houses. In the early 1900s, the port activities of the Port of Boston were extended here which led to more infilling.

Post the Second World War, there was a sharp decline in the neighborhood and the Boston Redevelopment Authority stepped in and invested in Urban Renewal. With the opening up of the South Boston Waterfront in recent years, this neighborhood is witnessing large scale commercial development. The original Irish American population, which occupied a majority of housing stock in this area has now shrunk to the area around Dorchester Heights. The new development is attracting a new population to this neighborhood which occupies the north and northeast quarter. Earlier a site of physical transformations, this neighbrhood is undergoing a socio-economic transition in recent years.

White Population in South Boston in 1960(Source: American ACS 1960)



1640

1890

1910

1985

PHYSICAL EVOLUTION OF SOUTH BOSTON

23

MA

PP

ING

AN

D S

PA

TIA

L A

NA

LY

TIC

S

MAPPING ACCESSIBILITY TRENDSPopulations living in close proximity to highways in New York City

New York City, USA I Fall 2015 I Group of 5Spatial Analytics of the Built EnvironmentHarvard University Graduate School of Design

Living in close proximity to the highways is often associated with negative externalities such as air and noise pollution, harsh neighborhood conditions and low property values. On the other hand, access to major roads has numerous benefits such as increased accessibility to jobs. We hypothesized that marginalized population groups are often located in close proximity to urban highways. As a part of this exercise, we analyzed residential areas in close proximity to highways in New York City and compared them with our initial assumptions. This set of maps captures the changing demograhics at different buffer zones from the highways. Average income, college education and langauges spoken have been used as indicators to map the location of low and middle-income, multi-ethnic population groups relative to the highways.

ME

DIA

N H

OU

SE

HO

LD

IN

CO

ME

IN

RE

LA

TIO

N T

O P

RO

XIM

ITY

TO

HIG

HW

AY

S

PR

OP

OR

TIO

N O

F IN

DIV

IDU

AL

S S

PE

AK

ING

A L

AN

GU

AG

E O

TH

ER

TH

AN

EN

GL

ISH

PR

OP

OR

TIO

N O

F IN

DIV

IDU

AL

S W

ITH

OU

T A

CO

LL

EG

E D

EG

RE

E

WITHIN 200M FROM THE HIGHWAY WITHIN 200M FROM THE HIGHWAY WITHIN 200M FROM THE HIGHWAY



MEDIAN INCOME NO COLLEGE DEGREE

LANGUAGE(Other than English)

WITHIN 200M WITHIN 200M WITHIN 200M



Average$54,133

NYC Average$56,600

NYC Average

0.81

NYC Average

0.49

Average0.82

Average0.54

Average$56,782

Average0.8

Average0.53

Average$56,600

Average0.8

Average0.54

$0 to $450,000 0.0 to 1.0 0.0 to 1.0

UR

BA

N R

ES

EA

RC

H A

ND

AN

AL

YS

IS

3

DESIGNING FOR DENSITYConserving the Fort Precinct, a historic CBD


27

UR

BA

N R

ES

EA

RC

H A

ND

AN

AL

YS

IS

DESIGNING FOR DENSITYConserving the Fort Precinct, a historic Central Business District

Mumbai, India I Spring 2012Second Semester Urban Conservation StudioKamla Raheja Vidyanidhi Institute for Architecture

The Fort Precinct in Mumbai was the commercial core of the colonial town of Bombay, which has today become a major metropolis. The original fabric of this core, as built by the colonial and native settlers exists even today. However this area is threatened by the current redevelopment policies in the city which provide for optimum utilization of the F.A.R. with no special guidelines for historic areas. The studio comprised of three stages. In the first stage, the entire precinct was studied in terms of land use, open spaces, ownership patters and so on. In the second stage, one part of the Fort Precinct, the site bound by Pherozeshah Mehta Road on the North, Veer Nariman Road on the South and Horniman Circle to the South East was identified. The transformations occurring in the demarcated area were studied and analyzed. In the third stage, development projections under current policies were made and alternative policy approaches were formulated. A new building typology emerging from such policies was designed.

TYPOLOGY DERIVED FROM PROPOSED POLICY

EXISTING SCENARIO

PROJECTED IMPACT OF REDEVELOPMENT

ORIGINAL BUILDING TYPE

CURRENT BUILDING TYPE

AFTER REDEVELOPMENT

PROPOSED BUILDING TYPE

REDEVELOPMENT WITH CURRENT POLICIES DEVELOPMENT WITH PROPOSED POLICIES

CINEMA HALLS IN ORIGINAL CONDITION

REDEVELOPED CINEMA HALLS

RECONSTRUCTED/REFURBISHED

CINEMAS WITH HERITAGE STATUS

DEMOLISHED/NON-FUNCTIONAL

MULTIPLEXES IN THE ISLAND CITY

REDEVELOPED INTO A MULTIPLEX GRADE I CONVERTED SINGLE SCREEN HALLS

NON-FUNCTIONAL CINEMA HALLSREFURBISHED SINGLE SCREEN HALLS

RECONSTRUCTED (PRE 1990s)

COMMERCIAL PREMISES WITH A SCREEN GRADE II A (EXISTING) NEWLY CONSTRUCTED

DEMOLISHED CINEMA HALLSREFURBISHED INTO MULTIPLEXES

RECONSTRUCTED (POST 1990s)

COMMERCIAL PREMISES GRADE II B (EXISTING)

RESIDENTIAL PREMISES GRADE II A (PROPOSED)

RESIDENTIAL PREMISES WITH A SCREEN GRADE III (PROPOSED)

CONDITION MAPPING OF CINEMAS IN THE ISLAND CITY

29

UR

BA

N R

ES

EA

RC

H A

ND

AN

AL

YS

IS


Mumbai, India I Spring 2013Masters in Urban Conservation DissertationKamla Raheja Vidyanidhi Institute for Architecture

Since the advent of motion pictures in the early Twentieth century, cinema has been the most popular source of public entertainment in Mumbai. Cinema is interwoven with the city’s urban landscapes and is intrinsic to its psyche. The process of ‘watching a movie’ has manifested itself as an ‘Urban Ritual’ in this city. The single screen cinema halls of Mumbai held a pride of place in the city’s entertainment realm in the previous decades and were metaphors for human aspirations. Cinema was so alluring to the masses, that these halls were thronged by crowds on weekends and became vibrant cultural spaces in the city.

Today, as the city shifts to the multiplex culture many of these cinema halls are in a deplorable condition or on the verge of shutting down. The primary aim of this dissertation was to study the different kinds of associations single screen cinema halls have had with diverse viewers over the decades and to establish them as ‘Heritage Cultural Spaces’ of the city. It analyzed the paradigm shift that is observed in movie watching trends in recent years. This dissertation also aimed to reconfigure single screen cinemas to accommodate the present day entertainment needs and expectations of the people and at the same time, conserve buildings having cultural and architectural value.

BRITISH PLAYHOUSES (1776 to 1910): Gaiety Theatre/Capitol Cinema

EARLY CINEMAS (1911 to 1933): Bharatmata Cinema

OPULENT CINEMAS (1933 to 1950): New Empire Cinema

HYBRID CINEMAS (1950 onwards): Maratha Mandir

PHOTOGRAPHY

APOORVA [email protected]

Documents

Apoorva Shenvi Portfolio