date: 19.7 - welcome to environmentenvironmentclearance.nic.in/writereaddata/online/eds/21...strain...

Date: 19.7.2017 To, The Director, Infrastructure and Miscellaneous Projects & CRZ Indira Paryavaran Bhavan Jor Bagh Road, New Delhi - 110 003

Sub: Reply to Additional details sought in respect of Environmental Clearance Expansion of “RUMAH BALI” Amalgamated with GB ONE At S. No. 98 H. No.1A, 3, S. No. 100/11/1, 100/11/2 H. No. 12A, 12 B, 14A, 14B, 15 A, 15 B, 17,18,19,20,21,22,23,24 N.S.No.101 H.NO.5, S.No.109/30/3, at village Bhayanderpada, Ghodbunder Road, Thane (W) (IA/MH/NCP/60110/2016; F. No. 21-67/2016-IA-III)

Ref: Minutes of 12th EAC (Infra-II) meeting held on 28.12.2016 (Item no. 12.4.8) (IA/MH/NCP/60110/2016; F. No. 21-67/2016-IA-III) Respected Sir, We are very much thankful to Expert Appraisal Committee (Infra-2) for appraising our above referred project in its 12th Meeting held on 28.12.2016 (Item no. 12.4.8)

As per the minutes of the meeting, we were asked to comply with certain points raised by committee.

The point wise reply to the queries raised is enclosed herewith. We hope that reply is in line with your requirement.

Thanking you, Yours faithfully, FOR, PURANIK BUILDERS PVT. LTD. AUTHORIZED SIGNATORY Enclosures: 1. As above

Sr. No.

Point raised by 12th EAC Reply

1 Certified compliance report issued by the Regional Office, Nagpur for environmental conditions stipulated in the existing EC.

Certified report is attached as Enclosure 1. Submission of Post Monitoring Report has been done periodically.

2 Importance and benefits of the project

• The study reveals that the proposed location for the project does not involve any kind of replacement of communities. • The proposed project site is located in residential zone of TMC with a very good connectivity by road. The area comes under phase IV of TMC for the infrastructure development. • Phase IV of TMC has come with new commercial and IT park projects which is generating immense employment as on today and in coming years • Due to the proposed project activity, influx of population may increase during the construction phase. This may lead to strain on infrastructure facilities in the area as well as increase in population at local level. However, this impact is only for the short duration and temporary in nature. This will help in reducing the population density of Main City to some extent. • During the construction phase, labors shall be employed and in operation phase gardeners, mechanics ,security guards and home maid will be employed from nearby areas

3 Pl. clarify, whether project proposal attracts the provisions of CRZ, Notification, 2011

Not Applicable. DP has been submitted as supporting Document.

4 Present landuse of the proposed project site.

As per DP remark project site is under Residential zone. Zone Certificate received from Thane Municipal Corporation (TMC) is attached as Enclosure 2.

5 Copy of building sanction plan as well as approval of high rise building committee of Maharashtra.

Permission from Thane Municipal Corporation (TMC) dated 27.1.2017 is attached Enclosure 3. Approval of high rise building committee is not applicable for projects under jurisdiction of Thane Municipal Corporation (TMC)

6 Details of no. of floor along with built-up area to be constructed in each block to be furnished.

Details of no. of floor along with built-up area to be constructed in each block is given below:

Building

Configuration

FSI Area

(Sq. m)

Non FSI Area

(Sq. m)

Total BUA

(Sq. m)

No. of Teneme

nts A1 ST + 29 7774.9

15 3826.88

7 11601.

802 111

A2 ST + 29 7774.915

3826.887

11601.802

111

B1 LG +UG/P +ST/G/P +

7923.93

3595.33 11519.26

170

28 B2 LG +

UG1/1st P + UG2/2nd P +

G/P + 28

7716.04

3502.89 11218.93

170

B3 LG + 1st P + 2nd P + G/P

+ 28

9132.33

3840.33 12972.66

170

A3 LG + 1st P + 2nd P + G/P

+ 28

8782.86

4214.84 12997.7

136

A4 LG + 1st P + 2nd P + G/P

+ 28

8782.86

4214.84 12997.7

136

B1 to A4

0 37991.8 37991.8

0

Type C

B + G / Shop + 1

P/ Mezzanine

+ 2 P/Offices +

3 P / St + 25

25888.44

11326.57

37215.01

390

Type C

0 17372.2 17372.2

0

Bungalow

s

G + 1 770.55 0 770.55 6

Club Hous

e

0 258.08 258.08 0

Substation

0 130.75 130.75 0

Total 84546.84

94101.404

178648.244

1400

7 Layout plan indicating road, greenbelt, drainage, sewer line, STP, solid waste handling area, rain water harvesting structure, etc. in different color to be Furnished.

Co-ordinated drawing showing Layout plan indicating road, greenbelt, drainage, sewer line, STP, solid waste handling area, rain water harvesting structure etc. with different colour codes is attached as Enclosure 4.

8 Layout of parking plan indicating entry and exit points of vehicular movement as well as traffic management

The layout showing entry and exit points, driveways, parking slots, vehicular movement and fire tender movement is attached as Enclosure 5. We have provided parking as per the rules.

plan. Highlight the fire tender pathway

9 Details energy conservation measures to be taken. taken (all points mentioned in the proposal such as orientation to support reduced heat gain, use of ASHRAE 90.1, use of ECBC compliant envelope measures to be supported through drawings and details in the proposal

Complied and attached as Enclosure 6.

10 Details of source of water supply along with permission to be submitted.

Water Source will be available from Thane Municipal Corporation. Permission received from Thane Municipal Corporation on 13th Aug, 2016

11 Excess treated sewage disposal plan/scheme to be submitted

Excess treated water from our project will be disposed in Municipal sewer lines.

12 Prediction of ground level concentration from the stack of DG sets

Assessment of ground level concentration of pollutants due to DG set of total 1090 KVA is attached as Enclosure 7.

13 Efforts shall be made to reduce capacity of DG set and remaining standby power shall be met from solar energy.

We have reexamined the calculation of DG set requirements. DG set requirement is calculated considering Fire Emergency Loads, Pump load, one lift for each wing, Sump pump, Ventilation load and Environment management facility like STP hence it is not possible to reduce the capacity of the DG set. Requirement of DG set is given below: Sr No Building DG Capacity in KVA

1 Building as per old EC

A1 1 NO. 320KVA A2

B1

B2 1 NO. 200KVA B3

2

Proposed Buildings_

A3

1 NO. 250KVA A4

Clubhouse

Type D

Type C Commercial

1 NO. 320KVA Type C Wing-1

Type C Wing-2

14 Treatment scheme for sewage and its recycling mode


15 Details of rain water harvesting system to be furnished. Clarity on recharge pits, storage systems for rain water and use of appropriate filtration system for collected rain water to be detailed.


16 Calculation on sizing of solar water heating systems to be furnished

Calculation for solar hot water system considered for existing buildings (A1, A2, B1, B2, B3, A3) is given below :

Buildings

No. of flats Hot water requirement in litres

No. of panels

Area for solar

panels (2.8 Sq.

m/panel) Sq. m

A1 111 11100 89 249.20 A2 111 11100 89 249.20 B1 170 17000 136 380.80 B2 170 17000 136 380.80 B3 170 17000 136 380.80 A3 136 13600 109 304.64

Power requirement achieved by solar hot water system: 162.12 KW Two solar powered lights and one solar powered fan is proposed in new buildings (A4, C1, C2, Bungalows). Calculation is given below: Number of flats: 532 Power requirement of 2 lights and 1 fan Connection: 53 KW Number of panels: 217

17 A backup arrangement of at least 50% solar powered systems connected to the grid and at least two solar powered lights and one solar powered fan in each flat

18 Management plan for excavation and dewatering to ensure compliance to the CGWA

There is 1 basement for Type C (Area: 5277.09m2) of the project. There is no basement proposed for remaining buildings. Excavation will be done for basement and foundation purpose. During the excavation activity for the project a sedimentation

guidelines and regulation.

tank will be provided on site to ensure sedimentation of the dewatered groundwater. Following measures will be taken in accordance to the CGWA guidelines during excavation and dewatering if the water table intersects with the excavation:

1. The dewatered quantum will first be settled in the sedimentation tank

2. The dewatered quantum will be utilized for dust suppression and/or for artificial recharge to groundwater.

19 Solid waste

management plan along with area earmarked for solid waste Management scheme.

Solid Waste generation from the complex is estimated to be 3747 kg/day. • Segregation of dry and wet garbage will be done at source. • Dry/recyclable waste (garbage) will be segregated and given to recyclers. • Wet garbage will be treated in Organic waste converter. Composting Unit (Organic waste converter) No. of unit SWM 3 no. Capacity 2174 kg/day Total Space provided 200 m2 The Solid waste management area earmarked is shown in Co-ordinated layout.

20 Management of excavated soil. Pollution control measures to be taken to control fugitive emission during construction phase including marble /stone cutting.

Complied: Activity Quantity Units

Excavation quantity 45241 Cu mtr

Quantity of waste to be used for refilling/ road/top soil

14680 to be used in filling

Cu. Mtr

Quantity to disposed off 30561 Cu. Mtr

Cut and fill management layout is attached. Fugitive emission during construction phase will be control by barricading & plantation along the plot boundary, water sprinkling at regular interval to arrest Air Bourne-dust, Use of Ready Mix concrete to avoid excessive movement of vehicles on the site. Use of PPE such as ear plugs and masks for labours will be made mandatory wherever there are excess emissions. Precut vitrified tiles will be used for flooring. Tile cutting will be done within the building and will be done using water so there will not be any considerable fugitive emission.

21 Layout plan indicating Greenbelt along with area earmarked to be provided

Layout plan indicating Greenbelt is attached as Enclosure 10. Total RG area required 10462.67 m2

Total RG area provided 10762.45 m2

i

TRAFFIC IMPACT ASSESSMENT STUDY OF

EXISITING AND PROPOSED RESIDENTIAL

DEVELOPMENT

BY

M/S PURANIK BUILDERS PVT. LTD

Prepared by

SAGE (Sustainable Approach for Green Environment) LLP

205, Bhavani Industrial Estate,

Hare Krishna Road, Opp. Main Gate of IIT Bombay,

Powai, Mumbai - 400076

Rumah Bali G.B.

One

ii

Contents

Contents ..................................................................................................................................... ii

List of Figures .......................................................................................................................... iv

List of Tables ............................................................................................................................. v

Chapter 1 Introduction ............................................................................................................ 1

1.1 Study Background ............................................................................................................ 1

1.2 Scope of the Study ............................................................................................................ 1

1.3 Report Structure ................................................................................................................ 2

1.4 Design Parameters ............................................................................................................ 3

1.5 Entry/Exit Lane Capacity ................................................................................................. 4

Chapter 2 Project Background ............................................................................................... 5

2.1 Surrounding Road Network .............................................................................................. 6

Chapter 3 Site Appreciation, Existing Transport Network and Base Traffic .................... 8

3.1 Survey Locations .............................................................................................................. 8

3.2 Schedule of Surveys for Data Collection ......................................................................... 9

3.3 Road Inventory Survey ..................................................................................................... 9

3.3.1 Ghodbunder Road 9

Chapter 4 Traffic Data Analysis ........................................................................................... 11

4.1 Traffic Analysis .............................................................................................................. 11

4.2 Estimation of Capacity and LoS (for current scenario – 2016) ...................................... 13

Estimation of Capacity and LoS (after 10 years scenario-2021) .......................................... 14

4.3 Estimation of Capacity and LoS (after 20 years scenario-2031) .................................... 15

4.4 Estimation of Capacity and LoS (after 25 years scenario-2041) .................................... 16

4.5 Comparison for traffic impact due to proposed Development with current facility ...... 17

4.6 Mitigation Measures: ...................................................................................................... 18

Chapter 5 Parking Study Report .......................................................................................... 19

5.1 General Development Layout ......................................................................................... 19

5.1.1 Background 19

5.2 Development Layout ...................................................................................................... 19

iii

Chapter 6 Retrieval Analysis ................................................................................................. 26

6.1 Retrieval Time Calculation ............................................................................................. 27

Chapter 7 Swept Path Analysis ............................................................................................. 29

Chapter 8 Traffic Management Plan .................................................................................... 33

8.1 Introduction .................................................................................................................... 33

8.2 Purpose of Traffic Management Plans (TMP) ............................................................... 33

8.3 Basic Principles of Work Zones Traffic Management Plans WTMP ............................ 34

8.4 Planning of WTMP ......................................................................................................... 35

8.5 Traffic Calming .............................................................................................................. 36

8.6 Traffic Control Measures................................................................................................ 36

Chapter 9 Summary and Conclusion.................................................................................... 38

9.1 Summary ......................................................................................................................... 38

9.2 Concluding Remarks ...................................................................................................... 39

iv

List of Figures

Figure 2.1 Location of Proposed Plot (Rumah Bali) .................................................................. 5

Figure 2.2 Access Road Network ............................................................................................... 7

Figure 3.1 Locations for Data Collection (Survey Locations) ................................................... 8

Figure 3.2 Categories Wise Hourly Traffic Distribution for Ghodbunder Road........................ 9

Figure 3.3 Hourly Total PCU and Volume Distribution for Ghodbunder Road ...................... 10

Figure 3.4 Modal Split (vehicles) for Ghodbunder Road ......................................................... 10

Figure 4.1 Road access network ............................................................................................... 11

Figure 4.2 Effect by new development on Ghodbunder Road ................................................. 17

Figure 5.1 Parking Layout Plan for Upper Level 2 Floor ........................................................ 20

Figure 5.2 Parking Layout Plan for Upper Level 1 Floor Plan ................................................ 21

Figure 5.3 Parking Layout Plan for Lower Ground Level plan ................................................ 22

Figure 5.4 Parking Layout Plan for Basement Level for building Type C .............................. 23

Figure 5.5 Parking Layout Plan for Ground Level for building Type C .................................. 23

Figure 5.6 Parking Layout Plan for 2nd Podium Level for building Type C ........................... 24

Figure 5.7 Parking Layout Plan for 3rd Podium Level for building Type C ........................... 24

Figure 5.8 Parking Layout Plan for 4th Podium Level for building Type C ............................ 25

Figure 7.1 Detailed Design and Dimensions of Design Car Vehicle ....................................... 29

Figure 7.2 Detailed Design and Dimensions of Design Fire Engine Vehicle .......................... 30

Figure 7.3 Swept Path Analysis for Car ................................................................................... 31

Figure 7.4 Swept Path Analysis for Fire tender........................................................................ 32

Figure 8.1 Traffic Control Measures ........................................................................................ 37

v

List of Tables

Table 1.1 Description of LoS based on V/C Ratio ..................................................................... 3

Table 2.1 Building Configuration ............................................................................................... 6

Table 4.1 Estimation of LoS value for current scenario 2016 .................................................. 13

Table 4.2 Estimation of LoS value for morning peak hours for current year 2016 .................. 13

Table 4.3 Estimation of LoS value for evening peak hours for current year 2016 .................. 13

Table 4.4 Estimation of LoS value for year 2021 (Max Peak Hour)........................................ 14

Table 4.5 Estimation of LoS value for morning (8am – 11am) peak hour for year 2021 ........ 14

Table 4.6 Estimation of LoS value for Evening (5pm – 8pm) peak hour for year 2021 .......... 14

Table 4.7 Estimation of LoS value for year 2031 (Max. Peak Hour)....................................... 15

Table 4.8 Estimation of LoS value for morning (8am – 11am) peak hours for year 2031 ...... 15

Table 4.9 Estimation of LoS value for evening (5pm – 8pm) peak hours for year 2031 ......... 15

Table 4.10 Estimation of LoS value for year 2041 (Max. Peak Hour) ..................................... 16

Table 4.11 Estimation of LoS value for morning (8am – 11am) peak hours for year 2041 .... 16

Table 4.12 Estimation of LoS value for evening (5pm – 8pm) peak hours for year 2041 ....... 16

Table 6.1 Parking Statement – Retrieval Analysis ................................................................... 27

Table 6.2 Retrieval Analysis – Rumah Bali (Building types: A1, A2, A3, A4, B1, B2, B3) .. 27

Table 6.3 Retrieval Analysis – Rumah Bali (Building types: A1, A2, A3, A4, B1, B2, B3) .. 27

Table 6.4 Retrieval Analysis – Type C (Commercial Building) .............................................. 28

1

Chapter 1

Introduction

1.1 Study Background

S. NO. 100 H. No. 12A, 12B, 14A, 14B, 15A, 15B, 17, 18, 19, 20, 21, 22, 23, 24; N S.N.101

H.NO.5, 109/30/3, 98/1A, 98/3, 100/11/1, 100/11/2pt, at Village Bhyanderpada, Dist, Thane(W)

has been proposed to construct residential building by M/s. Puranik Builders Pvt. Ltd..

Conducting a TIA (Traffic Impact Assessment) is a part of the basic requirements to get any new

establishment approved by the Ministry of Environment and Forestry (MoEF). The Ministry

weighs the potential benefits of the establishment on the surrounding transportation and

environmental systems against the negative impact and decides to approve or reject the

construction of the proposed establishment.

SAGE (Sustainable Approach for Green Environment) LLP has been commissioned by the

project proponent M/s. Puranik Builders Pvt. Ltd., to provide a Traffic Impact Study for this

project.

1.2 Scope of the Study

The entire study can broadly be broken into the following tasks:

Visit the site and understand the existing traffic pattern, traffic facilities and field

constraints.

Collect relevant traffic survey data through primary and secondary surveys for traffic

impact assessment.

Quantify the traffic volume and density for road network around the project with and

without extra demand for the coming project

Project the traffic density for next 25 years for road network

2

Study the traffic impact of the development on the surrounding road network with the

consideration of future changes in the traffic and infrastructure.

Study the internal traffic within the site layout to demonstrate the vehicular speed and

space requirement.

Calculate the time requirement to exit the vehicles for disaster management plan during

peak hours.

Identify the adequacy of the transport infrastructure and the remedial measures to

improve the traffic plan.

Preparation of final report, submission and presentation to the committee.

1.3 Report Structure

The report has been organized in the following order:

Chapter 1: A brief introduction of the project

Chapter 2: Background of the project and the road network to be studied is provided

Chapter 3: The primary traffic surveys conducted to obtain the network traffic data

Chapter 4: The performance of the road network in terms of LOS for the current and the

projected future traffic and assess the impact of the proposed complex on the LOS.

Chapter 5: Study of Parking space.

Chapter 6: Retrieval Time calculation in case of emergency as well as peak hours.

Chapter 7: Traffic Management plan during the development as well as after completion

of proposed project for external and internal traffic.

Chapter 8: Summary and Conclusion.

3

1.4 Design Parameters

The basic design parameters considered for the study has been illustrated below:

1. The social status as well as economic well-being of the residents plays an important role

in determining the parking demand for any residential project.

2. The visitors will expect a safe and efficient circulation with good levels of service i.e.

minimum waiting time at security check, proper traffic control at entry/exits, minimum

congestion delays and pleasing aesthetics.

3. A design vehicle is a vehicle whose dimensions and operational characteristics are used

to establish layout geometry. Toyota Innova (Big Car) and Maruti Swift (Small Car) and

Volvo 400 (Fire Tender) were chosen as the design vehicles.

4. The maximum number of traffic a road can carry is referred to as its Capacity or design

service volume. The service volumes considered for the project is given below:

Type of Roadway Road Capacity* Category

10-Lane Divided (Two Way) 5400 Arterial

*Indian Road Congress 106:1990 Urban Road Capacity

5. Level of Service (LoS) can be defined as a letter designation that describes a range of

operating characteristics on a given facility. Six Levels of Services are defined for

capacity analysis. They are given letter designations from A to F, with LoS ‘A’

representing best level of operational standards and LoS ‘F’ the worst.

Table 1.1 Description of LoS based on V/C Ratio

Level of Service

(LoS)

Volume / Capacity

Ratio (V/C) Level of Comfort Nature of flow

A <0.30 Highest Free flow

B 0.30 – 0.50 Reasonably free flow

C 0.50 – 0.70 Stable flow

D 0.70 – 0.90 Threshold Approaching unstable flow

E 0.90 – 0.99 Unstable flow

F ≥1 Lowest Forced Flow

4

1.5 Entry/Exit Lane Capacity

Entry / Exit Lane Capacity for Car Parks

Sr.

No. Type of Entry

Capacity

(Veh/hour/lane)

1

Free flow access into internal distributor road/structure (no parking

spaces immediately after access i.e. ramp distributing to several levels

of car park)

800

2 Free flow access 580

3 Lifting-arm barrier without ticket issue 550

4 Lifting-arm barrier with automatic ticket issue (push button) 360

5 Lifting-arm barrier with access card (slot-based) 235

6 Lifting-arm barrier with transponder (no slot – RFID etc.) 380

Sr.

No. Type of Exit

Capacity

(Veh/hour/lane)

1 Ticket on entry and payment at a manned exit 240

2 Lifting-arm barrier without ticket issue 550

3 Ticket on entry and variable payment to a machine linked to the exit

barrier 270

4 Ticket on entry and operation of the exit barrier by a prepaid ticket or

token 400

5 Free flow exit

Analysis based

on specific road

layout (i.e. yield

etc) *Rates based on:Design recommendations for multistory and underground car parks, Institute of Structural Engineers, 3rd Edition, June 2002 and HBS 2001, FGSV Vertag, January 2002

As per international practices it is preferred to restrict the queue length to around 18m i.e. 3

vehicles. This is also linked with space availability at site for queuing.

5

Chapter 2

Project Background

Plot situated is surrounded by different commercial buildings and hotels. The location of the plot

is suitable for residential and commercial development.

The figure below shows the location of proposed site by M/s. Puranik Builders Pvt. Ltd.

Figure 2-1 Location of Proposed Plot

Rumah Bali G.B.

One

6

Table 2.1 Building Configuration

Sr.No. Description For Proposed Expansion

1. Building

Configuration

Building Type. Configuration

A1 & A2 ST + 29

B (1, 2, 3), A3 & A4 LG + 1st P + 2nd P + G/ 3 Podium + 28

Type C Basement + Gr. + Mezzanine + Office 1

+ Office 2 + 25

Bungalows G + 1

2. Parking 1450

Table 2.2 Parking Details

Building Parking provision

R.B.(A1,A2,A3,A4,B1,B2,B3) 829

G.B. (Type C) 621

Total 1450

2.1 Surrounding Road Network

The project is located at village Bhayander Pada, Ghodbunder Road, Thane. Thane Railway

Station 12 (km) by Road Distance and CST International Airport (km) by Road Distance.24 km

from site which provides local connectivity.

The site is well connected to major landmarks in and around Thane district by road as well as

rail. The project has direct access to Ghodbunder Road. The project provides easy access to other

amenities such as educational, medical and shopping facilities.

7

Figure 2-2 Access Road Network

Ghodbunder

Road

8

Chapter 3

Site Appreciation, Existing Transport Network and Base

Traffic

Extensive surveys were conducted on the road network around the proposed development for

getting the primary data related to the road network. The extensive surveys include Road

Inventory Surveys for network geometry

3.1 Survey Locations

Figure 3-1 Locations for Data Collection (Survey Locations)

Ghodbunder

Road

9

3.2 Schedule of Surveys for Data Collection

Traffic surveys are necessary to gather base data information about existing traffic and travel

pattern on surrounding roads. Traffic surveys were carried out which include the classified traffic

volume counts.

3.3 Road Inventory Survey

Traffic survey was conducted for 12 hours to understand the hourly traffic variation for the

roads. The hourly traffic distribution for different vehicles for all the mentioned locations has

been illustrated in the below figures.

3.3.1 Ghodbunder Road

Figure 3-2 Categories Wise Hourly Traffic Distribution for Ghodbunder Road

10

Figure 3-3 Hourly Total PCU and Volume Distribution for Ghodbunder Road

Figure 3-4 Modal Split (vehicles) for Ghodbunder Road

11

Chapter 4

Traffic Data Analysis

4.1 Traffic Analysis

The road network around the proposed project, Bhayander Pada, Ghodbunder Road, Thane was

analysed to determine its performance in order to observe the current traffic and the projected

traffic for the coming 25 years. To measure the network performance, volume by capacity ratio

(V/C) and Level of Services (LoS) were calculated as per IRC recommendations.

Urban network is also analysed in terms of V/C ratio and LoS. This analysis is done for the three

major and minor roads which will get affected by the traffic in the proposed project.

Figure 4-1 Road access network

Ghodbunder

Road

12

Following are the roads on which analysis has been done and described below are the

methodology adopted for the Traffic Analysis.

1. The first step was to calculate the traffic of this road network for coming twenty years

with the growth rate of 5% per year.

2. Volume of the traffic is converted to PCU (Passenger Car Unit) based on the number of

vehicles and by using the appropriate conversion factor for each type of vehicle.

3. The relevant Design Service Volume (DSV) of each road has been taken as the capacity

as per IRC 106 – 1990.

4. Level of Services (LoS) is identified for each road for each study year on the basis of

Volume by Capacity ratio for the particular road.

5. The LoS has been calculated with and without the new development to identify the

impact of proposed complex on present as well as future traffic on the road network.

13

4.2 Estimation of Capacity and LoS (for current scenario – 2016)

Following analysis is done by considering theoretical capacity of roads. In this analysis the

vehicles parked at the road side has not been considered.

Table 4.1 Estimation of LoS value for current scenario 2016

Road Type of

Carriageway

Road

Category

Total PCU

(Without

Project)

V/C

(Without

Project)

LoS

(Without

Project)

Ghodbunder

Road

10 Lane

(Two Way) Arterial 3676 0.31 B

Table 4.2 Estimation of LoS value for morning peak hours for current year 2016

Road Type of

Carriageway

Road

Category

Total PCU

(Without

Project)

V/C

(Without

Project)

LoS

(Without

Project)

Ghodbunder

Road

10 Lane

(Two Way) Arterial 3072 0.26 A

Table 4.3 Estimation of LoS value for evening peak hours for current year 2016

Road Type of

Carriageway

Road

Category

Total PCU

(Without

Project)

V/C

(Without

Project)

LoS

(Without

Project)

Ghodbunder

Road

10 Lane

(Two Way) Arterial 3609 0.30 A

14

4.3 Estimation of Capacity and LoS (after 5 years scenario-2021)

Table 4.4 Estimation of LoS value for year 2021 (Max Peak Hour)

Road

Type of

Carriagewa

y

Road

Categor

y

Total

PCU

(Withou

t

Project)

Total

PCU

(With

Project

)

V/C

(Withou

t

Project)

V/C

(With

Project

)

LoS

(Withou

t

Project)

LoS

(With

Project

)

Ghodbunde

r Road

10 Lane

(Two Way) Arterial 4691 5071 0.39 0.42 B B

Table 4.5 Estimation of LoS value for morning (8am – 11am) peak hour for year 2021

Road

Type of

Carriagew

ay

Road

Categor

y

Total

PCU

(Witho

ut

Project)

Total

PCU

(With

Projec

t)

V/C

(Witho

ut

Project)

V/C

(With

Projec

t)

LoS

(Witho

ut

Project)

LoS

(With

Projec

t)

G

hodbund

er Road

10 Lane


Table 4.6 Estimation of LoS value for Evening (5pm – 8pm) peak hour for year 2021

Road

Type of

Carriagew

ay

Road

Catego

ry

Total

PCU

(Witho

ut

Project

)

Total

PCU

(With

Projec

t)

V/C

(Witho

ut

Project

)

V/C

(With

Projec

t)

LoS

(Witho

ut

Project

)

LoS

(With

Projec

t)

Ghodbund

er Road

10 Lane


15


Table 4.7 Estimation of LoS value for year 2031 (Max. Peak Hour)

Road

Type of

Carriagew

ay

Road

Catego

ry

Total

PCU

(Witho

ut

Project

)

Total

PCU

(With

Projec

t)

V/C

(Witho

ut

Project

)

V/C

(With

Projec

t)

LoS

(Witho

ut

Project

)

LoS

(With

Projec

t)

Ghodbun

der Road

10 Lane

(Two

Way)

Arterial 7641 8021 0.64 0.67 C C

Table 4.8 Estimation of LoS value for morning (8am – 11am) peak hours for year 2031

Road

Type of

Carriagew

ay

Road

Catego

ry

Total

PCU

(Witho

ut

Project

)

Total

PCU

(With

Projec

t)

V/C

(Witho

ut

Project

)

V/C

(With

Projec

t)

LoS

(Witho

ut

Project

)

LoS

(With

Projec

t)

Ghodbun

der Road

10 Lane

(Two

Way)

Arterial 6387 6767 0.53 0.56 C C

Table 4.9 Estimation of LoS value for evening (5pm – 8pm) peak hours for year 2031

Road

Type of

Carriagew

ay

Road

Catego

ry

Total

PCU

(Witho

ut

Project

)

Total

PCU

(With

Projec

t)

V/C

(Witho

ut

Project

)

V/C

(With

Projec

t)

LoS

(Witho

ut

Project

)

LoS

(With

Projec

t)

G

hodbund

er Road

10 Lane

(Two Way) Arterial 7502 7882 0.63 0.66 C C

16


Table 4.10 Estimation of LoS value for year 2041 (Max. Peak Hour)

Road

Type of

Carriagew

ay

Road

Catego

ry

Total

PCU

(Witho

ut

Project

)

Total

PCU

(With

Projec

t)

V/C

(Witho

ut

Project

)

V/C

(With

Projec

t)

LoS

(Witho

ut

Project

)

LoS

(With

Projec

t)

Ghodbun

der Road

10 Lane

(Two

Way)

Arterial 12447 12827 1.04 1.07 F F

Table 4.11 Estimation of LoS value for morning (8am – 11am) peak hours for year 2041

Road

Type of

Carriagew

ay

Road

Catego

ry

Total

PCU

(Witho

ut

Project

)

Total

PCU

(With

Projec

t)

V/C

(Witho

ut

Project

)

V/C

(With

Projec

t)

LoS

(Witho

ut

Project

)

LoS

(With

Projec

t)

Ghodbun

der Road

10 Lane

(Two

Way)

Arterial 10404 10784 0.87 0.90 D D

Table 4.12 Estimation of LoS value for evening (5pm – 8pm) peak hours for year 2041

Road

Type of

Carriagew

ay

Road

Catego

ry

Total

PCU

(Witho

ut

Project

)

Total

PCU

(With

Projec

t)

V/C

(Witho

ut

Project

)

V/C

(With

Projec

t)

LoS

(Witho

ut

Project

)

LoS

(With

Projec

t)

Ghodbun

der Road

10 Lane

(Two

Way)

Arterial 12220 12600 1.02 1.05 F F

17

4.6 Comparison for traffic impact due to proposed Development

with current facility

Effect of new development on Ghodbunder Road

Figure 4-2 Effect by new development on Ghodbunder Road

18

4.7 Mitigation Measures:

The Mumbai Metropolitan Region Development Authority (MMRDA) has proposed three

major projects in the region where our site is located. These projects are the Thane-

Ghodbunder Freeway, Borivali-Thane Tunnel and the Mumbai Metro Line 4 (Wadala-

Ghatkopar-Teen Hath Naka (Thane)-Kasarwadavli Metro Project). Also, multimodal corridor

from Virar to Alibaug will reduce the heavy commercial vehicles going from Ghodbunder

road. These upcoming public transport alternatives are expected to reduce the PCU load by

15% and improve the LOS from F to D.

19

Chapter 5

Parking Study Report

5.1 General Development Layout

5.1.1 Background

M/s Puranik Developers Pvt. Ltd. have planned a proposed development at Thane. This site

is well accessed by Public Transport i.e. Railway station, Bus stand.

5.2 Development Layout

The details of the Proposed Residential Development are given below:

The total parking facility proposed for this development is some 1450 parking bays.

The parking statement of vehicles is presented in Table 2.2

The internal traffic circulation and the parking facility at Ground level are presented in

following figures.

Figure 5.1 represents the Parking Layout Plan for Upper Level 2 Floor

Figure 5.2 represents the Parking Layout Plan for Upper Level 1 plan for

Figure 5.3 represents Parking Layout Plan for Lower Ground Level plan

Figure 5.4 represents Parking Layout Plan for Basement Level for building Type C

Figure 5.5 represents Parking Layout Plan for Ground Level for building Type C

Figure 5.6 represents Parking Layout Plan for 2nd

Podium Level for building Type C

Figure 5.7 represents Parking Layout Plan for 3rd Podium Level for building Type C

Figure 5.8 represents Parking Layout Plan for 4th Podium Level for building Type C

20

Figure 5-1 Parking Layout Plan for Upper Level 2 of Type C

21

Figure 5-2 Parking Layout Plan for Upper Level 1 Floor Plan

22

Figure 5-3 Parking Layout Plan for Lower Ground Level plan

23

Figure 5-4 Parking Layout Plan for Basement Level for building Type C

Figure 5-5 Parking Layout Plan for Ground Level for building Type C

24

Figure 5-6 Parking Layout Plan for 2nd Podium Level for building Type C

Figure 5-7 Parking Layout Plan for 3rd Podium Level for building Type C

25

Figure 5-8 Parking Layout Plan for 4th Podium Level for building Type C

26

Chapter 6

Retrieval Analysis

It is important to ensure the safety of each of the occupant of the project during an emergency

via proper DMP. In addition to safety of residents, the vehicles from each parking floor

should be also be retrieved in a systemic manner. The planning of this retrieval is necessary in

case of multilevel parking’s to ensure smooth retrieval in quickest possible time.

The main objective of this analysis is to determine the total time required to vacate the entire

parking area.

Assumptions:

1. Speed for Cars = 10 kmph on straight 5 kmph at curves

2. Headway for Cars = 1 m

3. During an emergency, all ramps will be used for evacuation (exit)

4. During emergency, there will be simultaneous retrieval from multiple exits

5. During emergency, the adjoining area will be cordoned off with help of police and

Retrieval will be marshalled with help of security wardens

6. Cars will be retrieved one level after other

7. Retrieval Time for each car includes the backup maneuver and slow down at turns

8. The principle of LIFO (Last In First Out) will be applied

9. Initial Delay and Circulation Delay time is considered

Sr. No. Description Value

1 Average speed of vehicle within parking lot 10 kmph (5.6 m/sec)

2 Average speed of vehicles on Ramps/turns 5 kmph (2.8 m/sec)

3 Space headway considered 1 m

4 Time headway considered 0.4 second (@10 kmph)

27

Table 6.1 Parking Statement – Retrieval Analysis

Building Parking provision

R.B.(A1,A2,A3,A4,B1,B2,B3) 829

G.B. (Type C) 621

Total 1450

6.1 Retrieval Time Calculation

During peak morning hour, when office going traffic will be predominant, there will be a high

demand of vehicles, i.e. it would be required to retrieve 40% of total vehicles. The total time

taken for retrieval of cars from each floor was calculated. This has been illustrated in Table

No. 6.2.

Table 6.2 Retrieval Analysis (Building types: A1, A2, A3, A4, B1, B2, B3)

Emergency Scenario (100%)

Floor

No. of cars

in lane

width

Total

cars

Exit

lane Time

Total Retrieval Time

considering unforeseen

delays (additional 5 minutes)

Upper

level- 2 4 319 4 5.2 10.2

Upper

level- 1 4 260 4 6.88 11.88

Lower

ground 4 250 4 9.06 14.06

Table 6.3 Retrieval Analysis (Building types: A1, A2, A3, A4, B1, B2, B3)

Peak Scenario (40%)

Floor

No. of cars

in lane

width

Total

cars

Exit

lane Time


considering unforeseen

delays (additional 5 minutes)

Upper

level- 2 2 128 2 4.66 9.66

Upper

level- 1 2 104 2 6.48 11.48

Lower

ground 2 100 2 8.64 13.64

28

Table 6.4 Retrieval Analysis – Type C (Commercial Building)

Emergency Scenario (100%)

Floor

No. of

cars in

lane

width

Total

cars

Exit

lane Time


considering unforeseen delays

(additional 5 minutes)

Ground 4 136 4 1.52 6.52

Basement 4 264 4 6.78 11.78

2nd Podium

Floor

4 25

4 8.16 13.16

3rd Podium

Floor

4 50

4 10.04 15.04

4th Podium

Floor

4 146

4 13.14 18.14

Peak Scenario (40%)

Floor

No. of

cars in

lane

width

Total

cars

Exit

lane Time


considering unforeseen delays

(additional 5 minutes)

Ground 2 54 2 1.32 6.32

Basement 2 106 2 5.8 10.8

2nd Podium

Floor

2 10 2 7.12 12.12

3rd Podium

Floor

2 20 2 8.84 13.84

4th Podium

Floor

2 58 2 11.78 16.78

29

Chapter 7

Swept Path Analysis

It is the analysis of the path of the design vehicle undertaking a moment and/or a turning

manoeuvre. At a basic level this includes calculating the thread of each wheel during the turn

and also calculating the manoeuvring space needed by the vehicle body (front & rear

overhang). This is carried out using swept path analysis which demonstrates the following

analysis:

1. To study the internal traffic plan layout for movement of the designed vehicle and

space requirement.

2. To carry out the swept path analysis of vehicular movement for the proposed site

layout at turning point of plan layout.

3. To suggest the solutions for free flow movement of internal traffic and possible

geometric congestions at the site.

Figure 7-1 Detailed Design and Dimensions of Design Car Vehicle

30

Figure 7-2 Detailed Design and Dimensions of Design Fire Engine Vehicle

31

Figure 7-3 Swept Path Analysis for Car

32

Figure 7-4 Swept Path Analysis for Fire tender

33

Chapter 8

Traffic Management Plan

8.1 Introduction

The road construction and maintenance activities are the integral part of road network

development particularly for developing and transitional economies. The road work zones are

areas of conflict between normal operating traffic, construction workers, road building

machineries and construction traffic. Work zone accidents are caused by several factors such

as frequently changing environment that occurs during road work whereby the driver is often

surprised, insufficient warning signs foe normal and construction traffic, lack of audible

warning to workers and inadequate provisions of safety devices to protect workers. An ideal

way to reduce work zone accidents is to create a working area that does not influence the

normal traffic flow by segregating and shielding the site.

To ensure safety of all, there is a need to adopt an efficient and effective plan for management

of traffic. Work Zone Traffic Management Plans (WZTMP) are required to meet the safety

needs of regular traffic as well as work traffic, ensuring minimum disruption in access to

properties and movement of pedestrians.

8.2 Purpose of Traffic Management Plans (TMP)

The primary purpose of the Traffic Management Plans is to provide for the reasonably safe

and efficient movement of road users through or around the work zones while reasonably

protecting the workers and equipment. When the normal function of the roadway is affected

with the presence of workers and equipment, the TMP provides for continuity of the

movement for motor vehicle, bicycle and pedestrian traffic, transit operations and access to

properties and utilities.

34

Work zones present constantly changing conditions that are not expected by the road users,

which creates an even higher degree of vulnerability for the workers present near the

roadway. A concurrent objective of the TMP is the efficient construction and maintenance of

the highway, as well as efficient resolution of traffic incidents, if any, likely to occur in the

work zone. The TMP, therefore, should facilitate the smooth and efficient flow of traffic as

well as safe working environment.

8.3 Basic Principles of Work Zones Traffic Management Plans

WTMP

The basic safety principles governing the design of roadways should also govern the design of

Work Zones Traffic Management Plans (WTMP). While designing the WTMP, all care

needs to be taken so that anyone coming along the road or the footpath from any direction

understands exactly what is happening and what is expected of him/her.

The aim should be to facilitate the passage of road users through such work zones using

roadway geometrics, roadside features and Traffic Control (TC) devices comparable to those

for normal highway operations. Thus, road user movement should be free from any hazard

with the following aspects in view:

WTMP at work sites should be designed on the assumption that drivers will only

reduce their speeds if they clearly perceive a need to do so. Frequent and abrupt

changes in geometrics such as lane narrowing, dropped lanes, or main roadway

transitions, that require rapid manoeuvres, need to be avoided.

Provisions should be made for the safe operation of work, particularly on high-speed,

high-volume roads.

Bicyclists and pedestrians, including those with disabilities, should be provided with

access and safe passage through the work zones. Bicyclists and pedestrians should be

guided in a clear and positive manner while approaching and traversing the work

zones.

35

Roadway occupancy (i.e. using the roadway for construction activities) should be

scheduled during off-peak hours, and if necessary, night work should be considered

after carefully assessing its pros and cons.

Road users and worker safety and accessibility in work zones should be an integral

and high-priority element of every project, from planning through design and

construction.

Early co-ordination with officials having jurisdiction over the affected cross streets

and those providing emergency services, should take place before roadway or side

street closings.

Special plan preparation and co-ordination with transit, other highway agencies, law

enforcement and other emergency units, utilities, schools and railways are needed for

reducing unexpected and unusual road users resistance.

Special attention may be needed to regulate and control heavy commercial vehicle

traffic in the work zones.

8.4 Planning of WTMP

The planning and designing of WTMP should be based on some of the important

considerations:

1. Provide safety for road users and workers

2. Minimize hindrance or delay to road users

3. Provide clear and positive guidance to road users

4. Ensure roadside safety maintenance

5. Ensure that planners and decision makers have the necessary knowledge

6. Provide good public relations

36

8.5 Traffic Calming

A Traffic Management plan indicating traffic circulation, traffic calming and traffic control is

indicated. Traffic calming is intended to slow and control motor-vehicle traffic in order to

improve safety for pedestrians and bicyclists. Traffic calming measures are of various types

like speed tables, curb extension, chicane etc. These are mitigation measures to ensure safety.

8.6 Traffic Control Measures

The internal roads are undivided to maintain flexibility of traffic lanes. Minimum 6m wide

roadway width has been provided for the movement of vehicles. Recommended design speed

on the internal road is 15kmph and on the turns is 10kmph. Speed tables will be provided near

the entrance/exit point to control traffic and regulate speed of vehicles. An illustrative picture

is also shown in Figure 7.1. Additionally the following shall be required to maintain traffic

flow at required level of service.

Road Markings and Signage’s: Proper road markings (edge, median, arrows, turning,

Kerb) and signages (direction, turning, speed, and pedestrian crossings) will be

installed and maintained on all roads in the vicinity of project premises.

On-street parking will be prohibited on all external and internal streets.

Pick and drop at designated places only.

Preferably no U-Turn on roadway

Traffic calming measures – speed tables, signage Apart from internal signage – it will

be requested to provide necessary signage and traffic control measures, on

neighbouring roads, – such as Speed limit, Left hand curve, pedestrian crossing etc.

37

Figure 8-1 Traffic Control Measures

38

Chapter 9

Summary and Conclusion

9.1 Summary

The first chapter provided a brief introduction to the presented study and the study area. All

the steps needed to be done in the project were also listed, and the structure of the report was

provided.

The second chapter provided basic information regarding the proposed establishments. The

connectivity of the study area was discussed. Background of the study road network was also

provided.

The third chapter listed down the surveys conducted to generate the basic and primary traffic

data for the study network as well as the residential complex. The summaries of the surveys

were presented.

The fourth chapter dealt with the congestion and LoS analysis of the roads in the network.

The impact of the new development was quantified in terms of V/C ratio. Also, impact

analyses for long term period were carried out with project and without project. Here, it has

been analysed for the coming 20 years with the 10-year intervals. The years in which any road

was reaching its theoretical capacity was also identified.

The fifth chapter is all about parking space proposed for this project.

The sixth chapter gives the retrieval time in case of emergency as well as for peak hours for

proposed project.

The seventh chapter is the analysis of Swept Path movement of vehicles

39

The eight chapter is giving idea about traffic management plan during the project

development and after completion of proposed project.

9.2 Concluding Remarks

Traffic Impact (Current Scenario): Traffic impact analysis shows that, generated traffic

from the proposed new development will not have considerable impact because road width is

wider and traffic density is lower. Also, LoS of each road of the this road network is good as

presented in Table 4.1 on the surrounding road network in terms of change in V/C ratio and

Level of Service. It was also noted that, with all these changes, most of the roads are

providing acceptable level of service (LoS A-C). LOS A represents a condition of free flow

with average travel speed. Two wheelers motor cycles or scooters are more in numbers on

these urban roads than any other vehicle type. Peak hour traffic impact of the entire residential

development on the roads is between 8 am to11 pm (morning peak hours) and 5 pm to 8 pm

(evening peak hours).

All the analysed roads have Level of Service B for Ghodbunder Road. These roads represent

best operating conditions and the general level of comfort and convenience provided to the

road users is excellent.

Traffic Impact (Future Scenario): Traffic congestion level for future scenario at study area

was analysed and their results show minor changes in the V/C ratio and the Level of Service.

This effect would have negligible impact on the future traffic scenario and on the

environment. The proposed road plan for Ghodbunder Road is increased up to 60 meters

which may decrease the traffic congestion, keeping the traffic free flowing and stable. Also

there are several transportation developments coming up in the vicinity of our project site and

the Level of Service will be improved to a great extent due to diversion of PCU load.

BUILDING PERFORMANCE ANALYSIS REPORT

Rumah Bali

Thane

DESIGN ANALYSIS REPORT : 20th July 2017

P u r a n i k B u i l d e r s P v t . L t d .

K A I Z E N D E S I G N S O L U T I O N S


2 Rumah Bali, Thane Kaizen Design Solutions

EXECUTIVE SUMMARY

This report has been prepared for proposed residential

project Rumah Bali at Thane. This report is part of a

process towards obtaining Environmental Clearance from

MOEF. The specific objective of this report is to evaluate

annual energy usage and apply various energy efficiency

measures for ECBC Compliance for maximum Energy

Efficiency.The building was analyzed using hourly energy

simulation to evaluate the performance in terms of energy

consumption and thermal comfort of the occupants. The

purpose of this report is to present the performance of

the design building in comparison to a baseline budget

building based on ECBC 2007.

It is observed via various analysis tools that the

buildings are properly Shaded, Naturally ventilated

& has sufficient Daylight.

It is determined via simulation that the proposed

projects saves 3.30% in Energy over the ECBC 2007

mandated baseline and 2.69 % in Energy over the

ECBC 2017 mandated baseline Similarly EPI

calculated excluding parking area as per ECBC 2007

is 126.73 kWh / Sqm / annum, 127.51 kWh / Sqm /

annum as per ECBC 2007 and 123.30 kWh / Sqm /

annum as per proposed case. EPI Ratio calculated

is 0.97 over ECBC 2017 base case. In addition to

this, if we consider Solar PV generation, the final

saving will rise to 4.70% over the ECBC 2007

mandated baseline and 4.11 over ECBC 2017

mandated baseline

The report is structured as follows.

CLIMATIC ANALYSIS

SHADING ANALYSIS

DAYLIGHT ANALYSIS

VENTILATION CALCULATIONS

HEAT ISLAND EFFECT

SHADING & RADIATION

RENEWABLE ENERGY

ENERGY SIMULATION

HEAT GAIN CALCULATIO



CLIMATIC ANALYSIS :

The Psychrometric Chart above explains that, no other strategy is effective for passive comfort except Shading &

Ventilation. Around 20% of total comfort hours can be achieved by Sun Shading & Natural Ventilation. 10% can be

achieved by ceiling fan forced ventilation & for the rest 70% of the time air conditioning may be required. For this

analysis, the Comfort Criterion was set at 22 to 26 degree C for dry bulb temperature & relative humidity to 70%.

The graph plot on next page clearly shows the degree difference between the Dry Bulb Temperature & Relative

Humidity. That’s why strategies like Evaporative cooling, Thermal mass, Night purging etc. will not be effective at

all. The Pshychrometric Chart above confirms that the only two effective strategies are Shading & Ventilation. As

per the legend, at least 30% of the total hours are in comfort range with an effective wind speed of 3 to 5 m/s. Fan

forced ventilation is certainly an effective strategy & comparatively cheaper than AC.

Next is he annual wind pattern of Mumbai city. The purpose is to understand this Wind Pattern. If you observe

the legend carefully, you will understand that, 10% of the total annual wind is flowing from West direction, which

has a temperature C, with a humidity around 70% & maximum wind speed is 8 m/s at one point of time. The

predominant wind direction in Monsoon Period is West – South-West.



DRY BULB X RELATIVE HUMIDITY

ANNUAL WIND PATTERNS

MONTH WISE DETAILS

SEASONAL WIND PATTERNS

SUMMER WINTER

JUNE JULY AUGUST



SHADING ANALYSIS:

Mutual shading plays an important role in heat gain through envelope. Though envelope insulation has more

contribution towards heat gain reduction, at the same time Mutual & Window Shading is also effective. The

project team has consciously designed the shading devices reducing insolation on walls & windows. The analysis

confirms that proposed shading devices help to reduce incident radiation on envelope resulting in lesser heat load.

METHODOLOGY -

Virtual analysis tool – Ecotect has been used with the above information as a basis for the commentary provided

in this report. To determine impacts of the proposed project structures, the 3D virtual model of the proposed

building and surrounding structures were created in the software. Actual weather file of Mumbai were used for

the simulation.

OBJECTIVE -

The aim of the study is to assess the potential impact of proposed shades on the building envelope. The effects of

shading by one building upon another can be either positive or negative depending upon the site-specific

circumstances of the properties involved. A potential benefit of shading for adjacent structures may be a cooling

effect gained during warm weather. Negative consequences of shading include the loss of natural light for passive

or active solar energy applications or the loss of warming influences during cool weather. Factors influencing the

relative impact of shadow effects are site-specific and include differences in terrain elevation between involved

properties, the height and bulk of structures, the time of year, the duration of shading in a day, and the sensitivity

of adjacent land uses to loss of sunlight.



HOURLY SHADOW PATTERNS -

CONCLUSION -

Shading analysis confirms that more than 48% of the walls & windows are shaded due to mutual and shading

devices designed in the project.



DAYLIGHT ANALYSIS:

Simulation Method - The period of analysis was fixed for 8 hours between 8.00am to 5 pm IST resulting 2,920

hours in total at working plane, 800 mm.

Glass VLT – 50%, Reflectance – Ceiling 70%, Wall 50% & Flooring 20%, Furniture 50%.

Typical Flat 1 – 2BHK

Typical Flat 2 – 1 BHK Typical Flat 3 – 2 BHK



Objective and Methodology:The objective of this analysis is to study daylight levels and their compliance

according to section 4.2.3 in ECBC 2017. The project has choose Daylighting Simulation Method to show the

compliance using BEE approved software. The simulation process has followed / implemented all the assumptions

given below.

Climate data file: Mumbai ISHRAE

Simulation Duration: Annually

Simulation hours: 8 hrs – 09:00 to 17:00 hrs IST

Total 2,920 hrs

Work plane height: 800 mm from the finished floor

Reflectance values:

o Wall 50%

o Ceiling 70%

o Floor 20%

Compliance:As per the requirement, above grade floor areas shall meet or exceed the useful daylight illuminance

(UDI) area requirements listed in table below for 90% of the potential daylit time in a year. This means, buildings

should achieve illuminance level between 100 lux and 2,000 lux for the minimum percentage of floor area

prescribed in the table below for at least 90% of the potential daylit time. However, category for residential

building has not been listed in it. The project is considering optimistic approach to show compliance of the project

i.e. 45% for ECBC, 55% for ECBC+ and 65% for SuperECBC.

Building Category Percentage of above grade floor area meeting the UDI requirement

ECBC ECBC+ SuperECBC

Business, Educational 40% 50% 60%

No Star Hotel Star Hotel Healthcare

30% 40% 50%

Resort 45% 55% 65%

Shopping Complex 10% 15% 20%

Assembly* Exempted

*and other buildings where daylighting will interfere with the functions or processes of 50% (or) of the building floor area

Results and Conclusion:

The project comprises many dwelling units and it is practically infeasible to simulate and shows compliance with

each and every dwelling units. The project has selected worst case analysis approach, where all typical dwelling

units located with maximum surrounding obstruction have been selected to analyse. The results below shows

compliance with the minimum requirement and also achieve SuperECBC.

# Dwelling Unit Average Lux Area below 100 Lux

Area above 2000 Lux

Area under UDI for 90% of

time

Compliance Category

1 Typical 2-BHK Unit 1 550 7% 10% 83% Super ECBC





VENTILATION ANALYSIS:

Simulation Method – IES VE MacroFlo

Typical 1 BHK Flat

Space ACPH Required ACPH as per NBC 2016 Compliance

Living Room 4.15 3 - 6 Yes Kitchen 3.35 3 - 6 Yes Bedroom 1 3.30 2 - 4 Yes Bedroom 2 3.35 2 - 4 Yes

Ceiling fan efficiency – Minimum BEE 3 * rated

Exhaust fan efficiency – Not applicable

Geometry Inputs

Opening Properties

Operable Area 66%

Operating Time As per occupancy schedule

Degree of Opening 33°C

Climate Data

Weather File Mumbai ISHRAE

Wind Speed As per climate file Obstruction Analysis

Ventilation Analysis

10 km/ h

20 km/ h

30 km/ h

40 km/ h

50 km/ h hrs443+39835431026522117713288<44

Wind Frequency (Hrs)

10 km/ h

20 km/ h

30 km/ h

40 km/ h

50 km/ h °C45+403530252015105<0

Average Wind Temperatures

10 km/ h

20 km/ h

30 km/ h

40 km/ h

50 km/ h %95+8575655545352515<5

Average Relative Humidity

10 km/ h

20 km/ h

30 km/ h

40 km/ h

50 km/ h mm1.0+0.90.80.70.60.50.40.30.2<0.1

Average Rainfall (mm)

Prevailing WindsW ind Frequency (Hrs)

Location: Mumbai, IND (18.9°, 72.8°)

Date: 1st January - 31st December

Time: 00:00 - 24:00

© Weather Tool



HEAT ISLAND EFFECT:

Urban development has serious effects on the global environmental quality, including the quality of air, increase in

temperature and traffic congestion. Construction of building itself is related to global changes in terms of increase

of urban temperatures, the rate of energy consumption, the increased use of raw materials, pollution and the

production of waste, conversion of agricultural land to developed land, loss of biodiversity and water scarcity. An

urban heat island is a climatic phenomenon in which urban areas have higher air temperature than their rural

surroundings as a result of anthropogenic modifications of land surfaces, significant energy use and its consequent

generation of waste heat. Thus, this might prove to be an unsustainable factor that leads to excessive energy use

for cooling and putting the urban population at great risk for morbidity and mortality. According to the above

perspective and considering that rapid and huge population growth is expected in the near future, it becomes

increasingly important to apply heat island mitigation strategies in order to reduce energy consumption and

improve the quality of life.

Effects of Urban Heat Island

• Increased in cooling demand;

• Increased in energy usage;

• Increased air pollution;

• Increased CO2 emissions;

• Climate change;

• Increase health problems;

• Heat related illness & death;

• Impaired water quality

Absorption of solar radiation

During the day in rural areas, the solar energy absorbed near the ground evaporates water from the vegetation

and soil. Thus, while there is a net solar energy gain, this is compensated to some degree by evaporative cooling.

In urban development, where there is less vegetation, the buildings, streets and sidewalks absorb the majority of

solar energy input.

CONCLUSION -

From the results on the next page, it can be clearly seen that because of measures like Solar Panels on roof, Light

Coloured or Open Grid Pavers, Shaded Streets, Maximum Green Area etc. there is a considerable decrease of 72%

in the Surface Absorbed Radiation resulting is reduction of Cooling Loads.



Case 1: The case has been assumed with all the proposed buildings with convectional finish on top, asphalt road and dark colored paving on site without any green space.

Case 2: The case has been proposed with light coloured road surface and paver blocks with green space in open area areas which is help to reduce urban air temperature in surroundings.

High SRI Paints Light Colored Paver Block Light Coloured & Shaded Roads Green Open Area

Case 1: The case has been assumed with all the proposed buildings with convectional finish on top, asphalt road and dark colored paving on site without any green space.

Case 2: The case has been proposed with light coloured road surface and paver blocks with green space in open area areas which is help to reduce urban air temperature in surroundings.

High SRI Paints Light Colored Paver Block Light Coloured & Shaded Roads Green Open Area



SHADING & RADIATION:

Analysis of Window Shades on South Façade -

Human Sensitivity Effect Human Sensitivity Effect

Without Shades With Shades

False Colour Rendering False Colour Rendering


Lux Counter Diagram Lux Counter Diagram


All windows have been provided Shades of 750 mm depth. Above images explain the effectiveness of Shades. First

image shows that penetration of Direct Radiation is completely nullified. Second image confirms that Glare is

reduced & Visual Comfort is increased. Third image clarifies that daylight is Evenly Distributed in the space.



Analysis of Incident Radiation on South & North Façade -

Incident Radiation on SouthEast Facade Incident Radiation on South East Facade


Incident Radiation on North West Facade Incident Radiation on North West Facade


CONCLUSION -

The incident solar ingression has been analyzed for South East and North West façade, considering both the

surfaces are most critical during summer period. In case 1, analysis was carried out on both the facades without

shades. The same orientation is analyzed with overhangs of 750mm in Case 2. The North East façade and South

West façade are getting reduced incident radiation by 35% and 17% respectively.



Following images also show that the windows are completely shaded in summer season blocking summer heat &

welcoming winter sun when it is required.

21ST

DECEMBER 1PM

21ST

MARCH 1PM



RENEWABLE ENERGY:

Appliance Energy Consumption

Per Appliances (Watts) No. Of Appliances

Total Energy

Consumptio

n (Watts)

LED Tube light 20 2 40

Ceiling Fan 60 1 60

Total Energy Consumption / Apartment 100

Total Number of apartments in proposed Project 532 NO.

Required Renewable energy for proposed project 53.2 kW

Renewable energy proposed for the Project 55 kW

Total Connected Load 8358 kW

Maximum Demand Load 4179 kW

1% of Demand Load 41.79

Solar PV Capacity as per ECBC 2017 42 kW

RETScreen Calculation

Solar tracking mode

Fixed

Slope

20

Azimuth

0

Solar Data

Photovoltaic

Type

poly - Si

Power Capacity kW 55

Number of Units

240

Efficiency % 14.10%

Nominal operating cell temperature ° C 45

Temperature coefficient % / ° C 0.4

Solar collector area m ² 391

Miscellaneous losses % 5%

Inverter

Efficiency % 85%

Capacity kW 23

Miscellaneous losses % 5%

Summary

Capacity Factor % 16.90%

Electricity export rate Electricity explored to Grid - annual

Electricity exported to grid MWh 72



ENERGY ANALYSIS:

Proposed Rumah Bali Project at Thane lies in

western India. The total built-up area of residential

buildings is about 1,78,579 m2 distributed over a

large area along with club house facility & other

amenities. The overall Window to Wall Ratio is

approximately 25%.

A zoning plan was developed for each floor &

entered into the simulation model. Each zone was

assigned a set of properties including lighting power

density, equipment power density, occupancy rate,

outside air requirement etc. Each zone was also

assigned physical properties of floor-to-floor height,

material conductivity & fenestration area etc.

A baseline building as per the properties stated in

ECBC 2007 was modelled. The Building was

simulated with actual orientation and again after

rotating the entire Building by 90, 180 & 270

Degrees and then the annual energy consumption

results were averaged out to get the ECBC 2007

Baseline Building Energy consumption in kilowatt

hours. As per ECBC 2007, the average base case

energy consumption does not consider the effect of

building shades & overhangs.

A wide range of actual as-designed parameters such

as Envelope (roofs, walls), Windows (type of

window glass), Lighting (lighting power density),

reduced Exterior Lighting, efficient system design

were added to the Baseline case to simulate the

performance of the designed building.

The project has been modelled with the e-QUEST

energy analysis software that uses the DOE 2.2

Building energy simulation engine. The e-QUEST

energy modelling software allows for a graphical

display of all the 3-dimensional geometry entered in

the application to describe the building. As per the

view shown, the Building has been modelled in detail

to improve the accuracy of analysis work.



BASELINE MODEL as per ECBC 2007

The ECBC 2007 Minimally Compliant Baseline model

is used to benchmark the design case. This model

geometry is based upon the design case, but the

performance parameters listed below are defined to

reflect the minimum efficiency levels that ECBC 2007

defines for various building components.

These parameters are listed below.

Building Envelope

Exterior wall construction:

U-value –0.44 W/Sq.m.K

Roof Construction:

U-value – 0.409 W/Sq.m.K

Window wall ratio: 25%.

Fenestration type:

U-Value : 3.3 W/Sq.m.K

SHGC (All) : 0.25

Shading Devices: None.

Lighting Equipment

Lighting Power Density is considered according

to building area method,

LPD : 7.5 W/Sqm

Service Hot Water

20% on Solar hot water system

Air Side HVAC System

As per ANNEXURE-I all bedrooms and living

rooms are modelled as conditioned spaces with

unitary air conditioners assigned to each zone

with COP 3.0. Kitchen areas are modelled with

unit ventilators.

EPI of tenant building 1 excluding parking area is

102.32 kWh / Sqm / annum as per ECBC 2007.

Based on above parameters. The average base-case

consumption is 18, 273 MWh.



BASELINE MODEL as per ECBC 2017

The ECBC 2017 Minimally Compliant Baseline model

is used to benchmark the design case. This model

geometry is based upon the design case, but the

performance parameters listed below are defined to

reflect the minimum efficiency levels that ECBC 2017

defines for various building components.

These parameters are listed below.

Building Envelope

Exterior wall construction:


Roof Construction:


Window wall ratio: 25%.

Fenestration type:


SHGC (Non North) : 0.25

(North) : 0.50

Shading Devices: None.

Lighting Equipment



LPD : 7.70 W/Sqm As per ECBC 2017

Service Hot Water

40% on Solar hot water system


As per ANNEXURE-I all bedrooms and living

rooms are modelled as conditioned spaces with

unitary air conditioners assigned to each zone

with COP 3.0. Kitchen areas are modelled with

unit ventilators.


101.85 kWh / Sqm / annum as per ECBC 2017.

Based on above parameters. The average base-case

consumption is 18,189 MWh.



PROPOSED CASE

Proposed case assumptions are based on project

drawings and operating parameters assumptions

based on experience and standards.

Building Envelope

Exterior wall construction : 8” AAC Block wall

U- Value: 0.56 W/Sq.m.K

Roof Construction : 6”RCC + 2” XPS Insulation


Window to wall ratio: 25%

Fenestration type:

Saint Gobain ET 150 II Clear (SGU)


SHGC : 0.50

VLT : 50%

Shading Devices: As per Design.

Lighting Equipment



LPD : 5.0 W/Sq.m.

Service Hot Water

25% on solar


As per ECBC 2007, all bedrooms and living rooms

are modelled as conditioned spaces with unitary

air conditioners assigned to each zone with COP

3.0. Kitchen areas are modelled with unit

ventilators.

Utility Rates -

Energy charge : 5/kWh


99.17 kWh / Sqm / annum as per proposed case.

Based on above parameters, The average base-case

consumption is 17,710 MWh.



SUMMARY

The Proposed case model shows significant savings in

internal lighting as well as space cooling energy

consumption as compared with the ECBC 2007 and 2017

stipulated baseline model. These energy reductions can

primarily be attributed to improved lighting power

density and reduction in cooling loads due to improved

envelope and glazing specifications.

For the purposes of determining energy savings in

rupees, the energy costs for the proposed case model are

compared to the energy costs for the ECBC 2007 and

2017 minimally-compliant model.

Based on the final design considerations for building

envelope and equipment, it is noted from the results of

energy simulation that by using efficient envelope and

lighting, the total annual energy required for Proposed

Rumah Bali Projec is 17,710 MWh. The energy required

for the baseline model as per ECBC 2007 is simulated to

be 18,273 MWh, whereas the energy required for the

baseline model as per ECBC 2017 is simulated to be

18,189 MWh, The total energy cost saving is 3.08% over

ECBC 2007 base case and 2.63% over ECBC 2017 base

case.

With current proposed case, the building is saving upto

3.08% in energy over ECBC 2007 base case & will be able

to save 563 MWh annually. Similarly the building is saving

upto 2.63% in energy over ECBC 2017 base case & will be

able to save 479 MWh annually.

In addition to this, if we consider Solar PV generation

from 55 kW, which is 72 MWh, the final saving will rise to

3.47 % over ECBC 2007 and 3.02 over ECBC 2017.

EPI of proposed building excluding parking area is 102.32

kWh/Sqm/annum as per ECBC 2007, 101.85

kWh/Sqm/annum as per ECBC 2017 and 99.17

kWh/Sqm/annum for proposed case.

The EPI ratio observed as per ECBC 2017 is 0.97.



APPENDIX I WEATHER DATA:

Sun Path, Avg. Monthly Temperature & Solar Radiation -

Sun Path Diagram for Mumbai

Design Temperature for Mumbai



APPENDIX II Detailed comparison between Base case & Proposed case:

S.NO. Model Input Parameter

Baseline Case (As per ECBC 2007)

Baseline Case (As per ECBC 2017)

Proposed Case

1. Exterior Wall Construction

U-factor = 0.44 W/Sq.m.K

U-factor =0.63 W/Sq.m.K

8” External Wall with AAC Blocks U-factor = 0.56 W/Sq.m.K

2. Roof Construction U-factor = 0. 409 W/Sq.m.K Insulation entirely above deck.

U-factor = 0. 33 W/Sq.m.K Insulation entirely above deck.

6” RCC slab with 2”XPS Insulation U-factor = 0. 404 W/Sq.m.K

3. Glazing

U Value: 3.3

W/Sq.m.K

SHGC (All) : 0.25

U Value: 3.0 W/Sq.m.K

SHGC Non North) : 0.25

(North) : 0.50

U Value : 5.5 W/Sq.m.K

SHGC : 0.50, 0.66 (For Building 1)

VLT : 50%, 65% (For Building 1)

4. WWR 25% 25% 25%

5. Shading No shades No shades Shading effect of solar panel on roof and

shading devices on all façade is considered.

6. EPD 1.5 W/ft2

1.5 W/ft2

1.5 W/ft2

7. Pumps & Motors IE 2 IE 2 IE 3

8. LPD 7.5 W/sq.m. 7.70 W/sq.m. 5.0 W/sq.m.

9. External Lighting Load

300 kW 300 kW 210 kW

10. Domestic Hot Water

20% on Solar

(20 ltr/person/day)

40% on Solar

(20 ltr/person/day)

25% on Solar

(20 ltr/person/day)

11. HVAC System Type

Packaged Single Zone

(Split Unit) with COP

3.0.

Packaged Single Zone

(Split Unit) with COP 3.0

Packaged Single Zone (Split Unit) with COP 3.0

12. Process Loads 3162 kW 3162 kW 3162 kW

13. DG Set Not Applicable BEE 3 Star Rated BEE 3 Star Rated

14. PF Correction 0.95 0.97 0.97

15. Power Distribution

Losses >1% > 3% > 3%



APPENDIX III Schedules Used for calculations –

Schedules Used for calculations –

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OCCUPANCY DAY SCHEDULE

Typical Occupancy Schedule for Living room, Dining room & Kitchen

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Typical Occupancy Schedule for Bedrooms



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Typical Lighting Schedule for Living room, Dining room & Kitchen

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LIGHTING NIGHT SCHEDULE

Typical Lighting Schedule for Bedrooms



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EQUIPMENT DAY SCHEDULE

Typical Equipment Schedule for Living room, Dining room & Kitchen

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Typical Cooling Schedule for Living room & Dining room

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Typical Cooling Schedule for Bedroom

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Typical Exterior Lighting Schedule

ON

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Peak Condition - 25 October 3 pm

Sr.

No.Description

Heat Gain in kW

Base Case

Sensible + Latent

Heat Gain in kW

Proposed Case

Sensible + Latent

1 Wall Conduction (S) 34 44

2 Roof Conduction (S) 2 2

3 Glass Conduction (S) 57 63

4 Glass Solar (S) 74 81

5 Lights to Space (S) 32 19

6 Equipments to Space (S) 47 47

7 Occupants to Space (S+L) 43 43

8 Infiltration (S+L) 62 62

9 Total Load 351 362

10 % Increase 3.01

Heat Gain Calculation – Building Peak Load Components - LS-C Report, has been analysed here. The building heat gain

comparison between base case & proposed case is as follows. It is clearly observed from the

table below that, for a naturally ventilated residential building, Envelope Shading is also an

effective strategy along with insulation. Though the Base case (With Insulation – Without

Shading) still has a lesser heat gain as compared to Proposed case (Without Insulation – With

Shading), but the difference is marginal & can be easily compensated by reducing lighting &

Equipment consumptions. This is possible mainly because Reduced Sol Air Temp & Shaded

Walls, Windows & Roof.

Impact Due To Construction 2

CONSTRUCTION PHASE AIR EMISSION

Sr.No Activity Formula for emission factor Unit Emission rate

1 Loading of debris into trucks E=[0.0081{(100-m/ m)/m}1.4 {s/(100 / s)}0.4(uh* l)0.1]

m=moisture content of material(%) s=silt content of loading material(%) u=wind speed(m/s) h=drop height (m) l=size of loader (m3) E=emission (g/s)

g/s 0.0048

2 Unloading of debris E=[1.76h1/2{(100-m)/m}0.2{(s/100-s)}2u0.8(cy0.1)]

m=moisture content of material(%) s=silt content of unloading material(%) u=wind speed(m/s) c= capacity of dumper (ton) y=frequency of unloading (nos./hr)

h=drop height (m) E=emission (g/s)

g/s 0.454226

3 Truck transport of debris and construction material and waste

E=[{(100 - m)/m}0.35 {us/(100 - s)}0.7 {0.5 + 0.1f + 0.42v)}10-3]

m=moisture content of road dust(%) s=silt content of road dust(%) u=wind speed (m/s) v=avg vehicle speed (m/s) f=frequency of vehicle movement (no/hr) Emission rate=g/s/m

g/s/m 0.0061

4 Exposed Excavated Dump E= {(100-m)/m}0.2{(s/(100-s))}0.1{u/(2.6+120u)}{a/(0.2+276.5a)}

m=moisture content of material(%) s=silt content of material(%) u=wind speed(m/s) a= area (km2)

E=emission (g/s)

g/s 4.57015E-06

Continued… 3

GLC DUE TO CONSTRUCTION (PM10 Concn)

Sr. No Monitoring location GLC without mitigation

1. Project site 15.8222

1. Lodha Casa 5.1499

1. Dhanvantari Hospital, Owale 1.2377

1. Krishna Green Land park society 0.2671

1. Hypercity Mall 0.6328

1. Bhayandarpada 0.9510

1. Hawaiian Village 1.8582 NAAQS LIMITS 100

Continued… 4

Construction phase dust emission after mitigation

Construction phase dust emission without mitigation

Continued… 5

EMISSION DUE TO OPERATION OF DG SET AND PROJECT TRAFFIC

Description Details DG capacity (KVA) 320x2 nos 250x 1 nos 200x1 nos. Diesel consumption (kg/hr) 55 43 34 Sulfur content (%) 0.25 Nitrogen content (%) 0.08 PM10 0.0020 0.0016 0.0012 PM2.5 0.0012 0.0009 0.0007 SO2 0.00008 0.00006 0.00005 NOx 0.00004 0.000031 0.00003

Emission Due To Operation Of DG Set

Continued… 6

INCREMENTAL CONCENTRATION DUE TO PROPOSED PROJECT Ground level concentration at monitoring location after operation of proposed project due to operation of DG set and project traffic is as shown below.

Location code Location Parameter Baseline concentration Incremental Resultant NAAQ

S

A1 Project site

PM10 63 0.0327 63.0327 100 PM2.5 43 0.0228 43.0228 60 NOx 30.4 0.3632 30.7632 80 SO2 21.5 2.00E-05 21.5000 80 CO 1.28 0.00150045 1.2815 4

A2 Lodha Casa

PM10 70 0.0371 70.0371 100 PM2.5 49 0.0258 49.0258 60 NOx 29.1 0.4106 29.5106 80 SO2 23.9 5.00E-05 23.9001 80 CO 1.1 0.00121115 1.1012 4

A3 Dhanvantari Hospital, Owale

PM10 66 0.1428 66.1428 100 PM2.5 45 0.0979 45.0979 60 NOx 31.6 1.5607 33.1607 80 SO2 22.4 6.00E-05 22.4001 80 CO 1.22 0.00443275 1.2244 4

A4 Krishna Green Land Park society

PM10 68 0.0250 68.0250 100 PM2.5 47 0.0176 47.0176 60 NOx 39.2 0.2802 39.4802 80 SO2 29 3.00E-05 29.0000 80 CO 1.18 0.00071908 1.1807 4

A5 Hypercity Mall

PM10 62 0.0187 62.0187 100 PM2.5 45 0.0133 45.0133 60 NOx 36.8 0.2109 37.0109 80 SO2 27.3 5.00E-05 27.3001 80 CO 1.15 0.00078487 1.1508 4

A6 Bhayandarpada

PM10 78 0.0125 78.0125 100 PM2.5 55 0.0088 55.0088 60 NOx 40.5 0.1389 40.6389 80 SO2 25.1 1.00E-05 25.1000 80 CO 1.29 0.00054834 1.2905 4

A7 Hawaiian Village

PM10 48 0.0079 48.0079 100 PM2.5 31 0.0057 31.0057 60 NOx 40 0.0902 40.0902 80 SO2 26.6 4.00E-05 26.6000 80 CO 1.09 0.00038163 1.0904 4

Continued… 7

Operation phase PM 2.5 Operation phase PM 10

Continued… 8

Operation phase So2 Operation phase NOx

Continued… 9

Operation phase CO Conclusion: No major change in baseline concentration due to propose project

Water Balance chart 1

TOTAL -1042 KLD WATER REQ.

From Local Corporation:648KLD

TOTAL RECYCLED WATER REQ. 394 KLD

TOTAL FRESH WATER REQ. 648 KLD

SEWAGE GENERATED 858 KLD

STP CAPACITY – 860 cu.m

TREATED WATER 771 KLD

Landscape 55 KLD

377 KLD Excess treated

Flushing 339 KLD

IS 1172 90LPCD-DOMESTIC (Residential) 45 LPCD-FLUSHING (Residential)

Non Monsoon Season

Provision shall be, made to use this treated water in traffic islands, divider at GB road, side wall planters at service road, parks nearby.

Water Balance chart 2

TOTAL WATER REQ. 1042 KLD

From TMC:500KLD

TOTAL RECYCLED WATER REQ. 339 KLD

TOTAL FRESH WATER REQ. 648 KLD

SEWAGE GENERATED 858 KLD

STP CAPACITY 860 cu.m

TREATED WATER 771 KLD

432 KLD Excess treated water

Flushing 339 KLD

IS 1172 90LPCD-DOMESTIC (Residential) 45 LPCD-FLUSHING (Residential)

Monsoon Season RWH 148 cum

Sewerage layout 3

STP of C1, C2 230 KLD

A1, A2, B1 STP - 360 KLD

B2, B3, A3, A4 , Bungalows STP - 270 KLD

Inlet & Outlet Parameters 4

Raw Sewage Characteristics PH 6- 8.5

BOD 250 - 350 mg/l COD 500 - 600 mg/l O & G ~ 60 mg/l TSS 300 mg/l

Treated Sewage Characteristics (For Re-Use)

PH 6- 8

BOD < 5 mg/l

COD < 30 mg/l

O & G < 1 mg/l

TSS < 5 mg/l

Sewage Treatment Scheme - MBBR Effluent Characteristics •The effluent generated during activities contains mainly: •Suspended / colloidal organic components like food waste, toilet flushing, basins and hand wash, etc. •Dissolved organic components •Dissolved inorganic solids of cleaning chemicals Assumptions 1. No other parameter which exceeds the treated sewage limits or which is hazardous in nature,

will affect the biological process is present in the raw sewage. 2. The oil present is in free-floating form.

5 STP FLOW DIAGRAM

6 Vendor based STP section

STP Ventilation 7

Landscape plan

1

Existing Tree Plan 2

--Tree NOC application

Existing trees on site 94

Trees to be retained 21

Trees which have already cut as per tree NoC

73

Trees planted on site for compensation of cutting (5:1)

365

Total trees as per TMC (tree Dep) 606

Total No. of trees after development 992

Green Belt Development 3

Required RG (Green belt) area = 11235.47 Sq.mts. (25%)

Section A- A (reference to Next slide)

2 1

4

5

3

6

Section explaining tree plantation 4

Proposed trees 5

Botanical name Common Name PURPOSE

Centre to centre distance

Plumeria rubra Chafa scented flowers

3 m

Spathodea Nandi Flame Ornamental tree 3 m

Lagerstroemia speciosa Tamhan Ornamental tree

3 m

Bahunia Butterfly tree Ornamental tree

3 m

Casia Fistula Golden Rain tree Shade givers/ornamental tree

3 m

Neolamarckia cadamba Kadamb Noise Reduction /Shade giver

3 m

Albizia saman

Rain tree Noise Reduction /Shade giver

3 m

Manilkara zapota

Chickoo Fruit Bearing tree/shade giver

3 m

Pisonia Alba Evergreen shrub Ornamental tree 2 m

Plumeria alba Evergreen shrub Ornamental tree 2 m

Casuarina equisetifolia Austrelian pine tree Coastal tree 2 m

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