Module IV

AR 17-42 SITE SURVEYING AND

ANALYSIS
SYLLABUS
Context of the site: Impact of proposed developments on the surroundings especially with
reference to large scale projects - Aspects such as increase in traffic, noise and pollution to
surroundings - Study through notable examples.
Organization of vehicular and pedestrian circulation: types of roads, hierarchy of roads,
networks, road widths and parking regulations.
Principles of positive drainage and grading for drainage – location of sewage treatment
plants - methods to control soil erosion - Location of utility lines to simplify maintenance
planning for rain water harvesting - Incorporation of services such as drinking water
pipelines, fire hydrants, communication and networking facilities at site.
Improving climatological conditions on site through landscaping.
Books to Refer
Text Books

Edward T. White, Site Analysis, Architectural Media Ltd., 1983.

Kevin Lynch - Site planning - MIT Press, Cambridge, MA - 1967.

Reference Books

Joseph De.Chiarra (J) and Lee Coppleman - Urban Planning and Design Criteria - Van Nostrand Reinhold Co., 1982.

Storm Steven, Site engineering for landscape Architects, John Wiley & Sons Inc, 2004.

John Ormsbee Simonds, “Landscape Architecture: A manual of Site Planning and Design”, McGraw Hill, 1961.

Thomas H. Russ, “Site Planning and Design Hand Book”, Pearson Education, 2002.

Diane Y. Carstens, “Site Planning and Design for the Elderly”, Van Nostrand Reinhold, New York, 1993.
Large Scale Development Projects
A large-scale development is a development on a large zoning lot or several zoning lots planned as a unit that are contiguous or only
separated by a street.

Examples
1. Large Scale industries
1. Iron and Steel Industry
2. Automobile Industry
3.Textile Industry
4.Telecommunication Industry
5. Information Technology Industry
6. Petroleum and Natural Gas Industry
7. Silk Industry
8. Fertiliser Industry
9. Jute Industry
10. Paper Industry
11. Cement Industry
2. Townships
3. Hydroelectric power plant
4. Airports
5. Expressways
6. Metros, long rail projects
Large Scale Infrastructure
What is large scale infrastructure?

Large scale infrastructure (LSI) are mega

projects, that require extensive budget,
planning, construction periods, and
expertise in numerous areas. Their
main purpose is to enable development,
achieved by integrating or accelerating the
economic growth in a specific area.
Impact of Large Scale Development Projects
Environment Issues/ Impact
Deforestation, pollution,
desertification
Global warming and climate change;
water pollution and ocean
acidification; and loss of biodiversity.
Social Impact Economic Impact
Large-scale development It provides employment
projects oftentimes end up opportunities for many people,
creating negative impacts that both directly and indirectly.
affect vulnerable populations
with particular intensity.
Projects likely to displace
families from their homes,
degrade the living conditions of
indigenous peoples or intensify
social conflicts at local levels
are not uncommon.
Large Scale Development Projects
In Kerala

● K-Rail Project, High Speed Rail Corridor from Thiruvananthapuram to Kasargod

● Indian Oil Corporation’s (IOC) LPG terminal project at Puthuvype, Kochi.
● Smart City, Kochi
● Vizhinjam International Seaport Ltd
● Kochi Metro Rail
● LNG terminal of Petronet LNG in Kochi & GAIL's pipeline project
In India
● Narendra Modi Stadium, Gujarat
● Diamond Research and Mercantile City, Gujarat
● Navi Mumbai International Airport
● Chenab Rail Bridge
● Bhakra Nangal Project
TYPES OF ROADS
Classification of Roads
Indian roads are classified based on their function, traffic volume, and connectivity. The classification system used in India is as
follows:

1. National Highways (NH): These are the primary highways that connect major cities and towns across the country. They are
maintained by the National Highways Authority of India (NHAI) and are designated with a number (e.g. NH1, NH2, NH3, etc.).
There are currently over 100,000 km of National Highways in India.
2. State Highways (SH): These are the highways that connect major cities and towns within a state. They are maintained by the
respective state governments and are designated with a number (e.g. SH1, SH2, SH3, etc.).
3. Major District Roads (MDR): These are the roads that connect district headquarters to each other and to the State Highways.
They are maintained by the respective district authorities and are designated with a number (e.g. MDR1, MDR2, MDR3, etc.).
4. Other District Roads (ODR): These are the roads that connect rural areas to the district headquarters and other nearby towns.
They are maintained by the respective district authorities and are designated with a number (e.g. ODR1, ODR2, ODR3, etc.).
5. Village Roads (VR): These are the roads that connect villages to the nearest district or other major roads. They are maintained
by the respective village authorities and are not designated with any number.

The classification of Indian roads is important for the planning, development, and maintenance of the road network. It helps in the
allocation of resources and the implementation of road safety measures.
Road Widths
In urban areas, roads may range from narrow lanes of around 3 metres to wider arterial roads of up to 30 metres or more. In
some major cities, there are also expressways with multiple lanes and controlled access, with road widths of up to 36 m or
more.

In rural areas, the width of roads can be as narrow as 2.5-3 metres for local roads, and up to 6-9 metres for state highways.
National highways in India generally have a minimum width of two lanes, with a carriageway width of around 7.5 meters
(24.6 feet) for single-lane roads and 10 meters (32.8 feet) for multi-lane roads.

It should be noted that road widths can vary depending on several factors, such as the amount of traffic, the topography,
and the availability of land. Moreover, there may be differences in road width standards between different Indian states and
jurisdictions.

It's also important to keep in mind that road width is just one factor in determining the safety and efficiency of a road
network. Other factors, such as traffic management, signage, and road surface quality, also play a critical role in ensuring
safe and effective transportation.
Type of Roads
1) National Highways (N.H)

The national highway is the main road running through the

length and breadth of the country. They connect capitals of
states, ports, large towns, industrial centres, and foreign
highways.
NH-544 Six lane Thrissur - Vadakkencherry

Such highways are the main arteries of road transport in the

country. These are of national importance for strategic,
administrative and other purposes. Example:

N.H-544 Walayar- Thrissur-Edappally

NH 66-
Thalappady-Kannur-Kozhikode-Kochi-Kollam-Thiruvananthapur
am-Parassala

NH-66 Kollam Bypass near Kadavoor

Type of Roads
2) State Highways (S.H)

These roads are the main arteries of traffic within a state. They connect important cities and district headquarters
within the state. They are also known as Provincial Highways. These highways are the main arteries of road
transport within a state.

Example:

SH 49- Guruvayoor – Choondal Road, Guruvayoor- Chowallurpady- Choondal

SH-69- Thrissur-Kuttippuram road

Type of Roads
3) Major District Roads (M.D.R)

The important roads within a district serving area of production and markets and connecting those with each
other or with main highways are known as Major District Roads.

Kannara - Moorkanikkara Road

Pattikkad - Peechi Road

Amala Nagar - Pavaratty Road

Type of Roads

4) Other District Roads (O.D.R)

The roads serving rural areas of production and connecting them with an outlet to market centres, taluk headquarters, block headquarters or other
main roads are called Other District Roads

5) Village Roads

The roads connecting villages or groups of villages with each other or with the nearest road of a higher category are known as village roads.
Type of Roads
Classification of Streets
Roads in urban areas should be
classified into following general types:

1. Expressways
2. Arterial streets
3. Sub- arterial streets
4. Collector streets
5. Local streets
Hierarchy of Roads in India
A road hierarchy is a means of defining each roadway in terms of its function
such that appropriate objectives for that roadway can be set and appropriate
design criteria can be implemented. These objectives and design criteria are
aimed at achieving an efficient road system whereby conflicts between the
roadway and the adjacent land use are minimised and the appropriate level of
interaction between the roadway and land use is permitted. The road
hierarchy can then form the basis of ongoing planning and system
management aimed at reducing the mixing of incompatible functions.
Hierarchy of Roads in India
The hierarchy of road is dependent upon the function that the street is required
to perform, and the kind of movement and the way users present. The outline
speeds , way widths and other geometric characteristics are adapted to suit the
way work. These guidelines are dependent upon the accompanying
characterization of urban way:

1. Arterial Roads: They are the primary roads & are on top in
hierarchy of roads for guaranteeing versatility capacity. They
convey the biggest volumes of movement and longest treks in a
city. These are characterized by through movement with confined
access from carriageway to the side. In such cases, unique
provisions ought to be acquainted with decrease clash with the
through movement. These roads have the most extreme right of
way around the four classes and cater speed of 50-60 km/h and a
ROW of 50-80 m.
Hierarchy of Roads in India
2. Sub Arterial Roads: This class of street takes after all the capacities of an Arterial Urban way and are portrayed by
portability, and indulge through movement with confined access from carriageway to the side. It conveys same movement
volumes as the arterial roads. Because of its overlapping nature, Sub arterial roads can function as arterials. This is setting
particular and is dependent upon the capacity and the area use advancement it passes through and caters to a velocity cutoff
of 50 km/h(same as arterial roads) .The ROW of this classification of streets changes from 30-50 m.

3. Distributor/collector Roads: As the name recommends, these are connector ways which circulate the activity from access
lanes to arterial and sub arterial roads. They are portrayed by portability and access just as. They are portrayed by a speed
limit of 30km/h and have a ROW halfway of access lanes and two sorts of arterials i.e. 12-30m. It conveys moderate movement
volumes contrasted with the arterial roads. Because of its covering nature, merchant streets can go about as a sub arterial
roads and as access lanes, contingent on the capacity and the area utilization of the surroundings

4. Access Streets: These are utilized for access capacities to bordering lands and regions. A greater part of excursions in urban
regions normally begin or end on these streets.They cater to velocity of 15-30km /h and have a ROW of 15m-30m. They convey
generally lower volumes of movement at low speeds. They are described by access prevalently; they could be utilized for
gatherer capacities.
Hierarchy of Roads in India
The hierarchy of road is dependent upon the function that the street is required to perform, and the
kind of movement and the way users present. The outline speeds , way widths and other geometric
characteristics are adapted to suit the way work. These guidelines are dependent upon the
accompanying characterization of urban way:

Arterial Roads: They are the primary roads & are on top in hierarchy of roads for guaranteeing
versatility capacity. They convey the biggest volumes of movement and longest treks in a city. These are
characterized by through movement with confined access from carriageway to the side. In such cases,
unique provisions ought to be acquainted with decrease clash with the through movement. These roads
have the most extreme right of way around the four classes and cater speed of 50-60 km/h and a ROW
of 50-80 m
Hierarchy of Roads in India
Sub Arterial Roads: This class of street takes after all the capacities of an Arterial Urban way and are portrayed by portability, and
indulge through movement with confined access from carriageway to the side. It conveys same movement volumes as the arterial
roads. Because of its overlapping nature, Sub arterial roads can function as arterials. This is setting particular and is dependent upon
the capacity and the area use advancement it passes through and caters to a velocity cutoff of 50 km/h(same as arterial roads) .The
ROW of this classification of streets changes from 30-50 m.

Distributor/collector Roads: As the name recommends, these are connector ways which circulate the activity from access lanes to
arterial and sub arterial roads. They are portrayed by portability and access just as. They are portrayed by a speed limit of 30km/h and
have a ROW halfway of access lanes and two sorts of arterials i.e. 12-30m. It conveys moderate movement volumes contrasted with the
arterial roads. Because of its covering nature, merchant streets can go about as a sub arterial roads and as access lanes, contingent on
the capacity and the area utilization of the surroundings

Access Streets: These are utilized for access capacities to bordering lands and regions. A greater part of excursions in urban regions
normally begin or end on these streets.They cater to velocity of 15-30km /h and have a ROW of 15m-30m. They convey generally lower
volumes of movement at low speeds. They are described by access prevalently; they could be utilized for gatherer capacities.
Road Widths
Right of Way

Two laning shall be accommodated within the existing ROW to the extent possible. However,
additional land, if required for accommodating the two laning cross sections, improvement of
geometrics, realignment, junctions, bypasses etc., shall be acquired by the Authority. For bypasses,
Right of Way shall be 60 m.

Lane Width of Carriageway

The standard lane width of the Project Highway shall be 3.5 m.

Median

In built-up areas with 4-lane divided carriageway the median shall be raised and the width of median
(distance between inside edges of carriage way) shall be 2.5 metres including kerb shyness of 0.50 m
on either side.
Parking regulations
From KMBR
Parking regulations
Parking, loading and unloading spaces. 2.75m

—(1) Area of each off-street parking space

provided for parking motor cars shall not
be less than 15 sq. metres, length of the 5.5m
parking bay shall not be less than 5.5 m.
Parking regulations
(2) For buildings of different occupancies, off-street parking spaces for motor
cars shall be provided within the plot as specified in Table 9 and 10 as the case
be.

(3) Parking requirement is calculated based on built-up area. The area

provided for parking inside the building shall not be taken into account while
calculating the built-up area for assessing the parking requirement of the
building
Parking regulations
Parking regulations
Parking regulations
(4) Every off-street parking space shall be provided with adequate vehicular access to a street, area of
drives, aisles and such other provisions required and adequate area for maneuvering of vehicles in
addition.

Such drives, ramps, aisles intended for vehicular movements shall satisfy the following:

(i) Drive way leading to off-street parking space shall have width not less than 3 metres and shall be
motorable. But in the case of A1 occupancy, if the number of units is not more than 8, then the width
of such motorable access to off-street car parking shall not be less than 2.4 metres.

(ii) Width of ramp for driveway for one-way direction shall not be less than 3.5metres, 5.5 metres for
two-way direction and at curves it shall not be less than 4 metres and 6 metres respectively, and
slope of such ramps shall not be steeper than 1: 7.

(iii) The width of vehicular passage for rows of parking for motor cars shall not be less than 4.5
metres
Parking regulations
Parking regulations
Parking regulations
(iv) The headroom for the drive way, ramps,
passage etc. for motor car movement shall
not be less than 2.2metres at any point.

(v) The headroom of floors exclusively used

for parking of cars and two wheelers shall not
be less than 2.2metres.

(vi) Minimum turning radius of 9 metres to be

provided for fire tenders.
Parking regulations
(5) Wherever any off-street parking space is required under these rules, 25% of that
area shall be provided additionally for parking two wheelers.
(6) In the case of apartments/flats, 15% of mandatory off-street parking space as in
Table 9 shall be provided additionally, earmarked and maintained exclusively to
accommodate visitors’ parking.
(7) In addition to the parking space as in Table 10, in the case of Group F Mercantile
or Commercial, Group G1-Industrial-I and GroupG2- Industrial-II and Group H -
storage occupancies, loading and unloading spaces each 30 sq. metres shall be
provided within the plot, at the rate of one such space for each 1000 sq. metres of
built-up area or fraction thereof, exceeding the first 700 sq. metres of built-up area.
Parking regulations
(8) Not exceeding fifty percent of each mandatory open yard shall be taken into account for
calculating the required parking space if such open yard has adequate vehicular access and area for
maneuvering.

(9) The minimum mandatory open spaces around any building(s) as well as mandatory parking
spaces as per these rules shall not be sold or let out for parking of vehicles other than that for the
building(s).

(10) Of the mandatory off-street car parking requirement as per these Rules, fifty per cent at the
maximum may be provided for by mechanised parking, on condition that the owner/occupant shall
ensure proper safety, structural stability and functioning of such mechanized parking system at all
times. Minimum headroom of parking lot in mechanized parking shall not be less than 2 metres.

(11) In case of exclusive mechanized parking facility the proposed facility may abut building and/or 1
m from the boundaries irrespective of height of the facility.
Principles of positive drainage and grading for drainage
What is grading?
Grading is a process for reshaping the topography of an existing site to accommodate
programmed uses (such as a sport field or parking lot) and built structures (such as a
residence, a school building, trails, or roads). •

Grading is an essential component for all project scales involving properties as large as
several hundred acres (in the case of a new residential subdivision) or as small as a half-acre
(for a children’s playground) or a 400 square-foot residential backyard.
Principles of positive drainage and grading for drainage
The basic principles and goals of grading may be summarized as follows.

1. The ground surface must be suitable for intended purpose or use.

2. The visual result should be pleasing indeed the purpose of grading may be purely aesthetic to screen views of
create symbolic landform.

3. The resulting ground surface must have positive drainage.

4. The grading plan should attempt to keep the new levels as close as possible to the original state of the land. In
non urban areas esp. existing landscape represents an ecological balance, a natural drainage system, and a
developed soil profile.

5. When ground is reshaped, it should be done positively and at the scale of machinery. Grading machinery is by
definition gross in nature and subtle details are difficult to achieve except by hand labor.

6. Topsoil should be considered wherever possible. It may be stripped, stockpiled, and reused after heavy grading.

7. In grading, the quantity of cut should approximately equal the amount of fill. This eliminates the need to import
soil or to find a place to dump unwanted material.
Principles of positive drainage and grading for drainage
● The storm water should be drained off away from the building. No water should
flow towards the building and create dampness.
● The Site around the building should be graded so as the water moves away
from the building.
● The grading should be done so as to carry the stormwater efficiently. The storm
water should be directed to storm water drains without causing flooding.
● Grading should be done to avoid water logging in the site.
● Bioswales can be used for stormwater drains for large scale projects.
● Water should be allowed to infiltrate the ground as much as possible to reduce
the water load to city drains.
● Rainwater harvesting pond or retention pond shall be designed in large scale
projects for better infiltration of storm water.
Grading for drainage
Grading for drainage
Grading for drainage
Sewage Treatment Plant
Considerations while locating Sewage Treatment Plant
When locating a sewage treatment plant (STP), there are several factors that should be considered to ensure effective and efficient treatment of
sewage while minimizing any negative impact on the environment and public health. Some of the key factors to consider are:

1. Accessibility: The STP should be easily accessible to the sewage collection system, as well as to transportation routes for the
transportation of sludge and other byproducts of the treatment process.
2. Distance from residential areas: The STP should be located away from densely populated residential areas to minimize odor and other
potential health hazards associated with sewage treatment.
3. Topography: The STP should be located on flat land to avoid the need for extensive excavation and to ensure ease of construction.
4. Water table and soil conditions: The STP should be located on high ground to avoid flooding and waterlogging, and the soil conditions
should be suitable for construction and operation of the STP.
5. Environmental impact: The STP should be located away from sensitive environmental areas such as wetlands, rivers, and streams, to
avoid contamination of these areas.
6. Land availability: Sufficient land should be available for the STP to accommodate the required treatment processes, as well as for future
expansion.
7. Local regulations: The location of the STP should comply with all relevant local regulations, including zoning laws, environmental
regulations, and health and safety standards.

Overall, the location of an STP should be carefully considered during the planning and design stages to ensure that it is effective in treating
sewage while minimizing any negative impacts on the environment and public health.
When should we plan for STP?
As per the Kerala Municipality Building Rules (KMBR) and Kerala Panchayat Building Rules (KPBR), it is mandatory to
provide a sewage treatment plant (STP) for all buildings with more than 20 dwelling units or generating more than 100 KLD
(kilolitres per day) of sewage. This includes residential apartment complexes, commercial buildings, and other buildings
with similar occupancy.

In addition, all buildings that are located within 200 meters of a water body or wetland, and those that have a built-up area of
more than 2000 square meters, are required to provide an STP irrespective of the number of dwelling units or sewage
generated.

The rules specify that the STP should be designed and constructed in compliance with the Kerala State Pollution Control
Board (KSPCB) guidelines for STPs. The guidelines provide details on the design, construction, and operation of the STP, as
well as the effluent standards that need to be met.

It is important to note that failure to comply with the STP requirements can result in penalties and legal action. Therefore, it
is advisable to plan for an STP during the initial stages of building design and construction to ensure compliance with the
rules and avoid any legal issues in the future.
Location of Sewage Treatment Plant
It is preferable that the sewage flow into the site by the natural slope of the drainage and thus the pumping station can be
dispensed with. - The location of sewage treatment plants should be relatively high for the rest of the land to protect
them from rain and floods.
Sewage Treatment Plants
Sewage treatment (or domestic wastewater treatment, municipal wastewater treatment) is a type of wastewater treatment which aims to
remove contaminants from sewage to produce an effluent that is suitable to discharge to the surrounding environment or an intended reuse
application, thereby preventing water pollution from raw sewage discharges.

Sewage contains wastewater from households and businesses and possibly pre-treated industrial wastewater. There are a high number of
sewage treatment processes to choose from. These can range from decentralized systems (including on-site treatment systems) to large
centralized systems involving a network of pipes and pump stations (called sewerage) which convey the sewage to a treatment plant. For
cities that have a combined sewer, the sewers will also carry urban runoff (stormwater) to the sewage treatment plant. Sewage treatment
often involves two main stages, called primary and secondary treatment, while advanced treatment also incorporates a tertiary treatment
stage with polishing processes and nutrient removal. Secondary treatment can reduce organic matter (measured as biological oxygen
demand) from sewage, using aerobic or anaerobic biological processes.
Sewage Treatment Plants
Essentially, a sewage treatment plant operates by circulating air to encourage the growth of bacteria to break down sewage.
The goal is to deliver much cleaner, more environmentally friendly effluent. It involves a similar process to a typical septic
tank but has some key differences. Sewage treatment plants, depending on their size, can treat the waste of commercial
properties or a number of domestic dwellings.
Sewage Treatment Plant Process
Sewage Treatment Process
How Municipal waste water treatment works
Sewage Treatment Plant
STP Underground
STP Underground
Soil erosion
Erosion is the uncontrolled transportation of soil either by wind or water. The
primary short-term concern at most construction sites is erosion due to an
unstabilized soil surface and the impact of precipitation and runoff. How
erosion works is generally understood; the focus of erosion control is on
mitigating these mechanisms. In general, erosion begins with the loosening of
soil particles through freeze/thaw or wet/dry cycles or through the impact of
falling rain. Erosion is separated into different types by the manner in which
soil is moved rather than by the cause.
Methods to control Soil erosion
Methods to control Soil
erosion
Sediment basins and traps are
used to capture sediment on the
disturbed site. In general a
sediment basin, or a silt basin as it
is sometimes called, is a larger
control device used for drainage
areas in excess of five acres.
Sediment basins are often large
enough that they require
substantial space on the
construction site. They are usually
constructed very early in the
construction process and remain
until nearly the end of the project.
The basin should be located so
that it will not capture clean runoff
as well as the runoff from the
disturbed area: if at all possible,
clean runoff should not be mixed
with the sediment-bearing runoff.
Methods to control Soil erosion
Conservation structures

• These comprise of modifying the topography suitable or adding small structural

elements or a combination of both that is designed to reduce/ control factors that
affect erosion.
• There are both passive and engineered methods of erosion control. Following are a
few of the sustainable options:
Methods to control Soil erosion
Methods to control Soil erosion
Methods to control Soil erosion
Location of utility lines to simplify maintenance planning
for rain water harvesting
The main purpose of the rainwater harvesting is to
use the locally available rainwater to meet
water requirements throughout the year
without the need of huge capital expenditure.
This would facilitate the availability of
uncontaminated water for domestic, industrial, and
irrigation needs.
Rainwater harvesting
Incorporating Drinking water pipelines in Design
● A water pipe is any pipe or tube designed to transport drinking water to consumers. If the
water is treated before distribution or at the point of use (POU) depends on the context.
● In well planned and designed water distribution networks, water is generally treated before
distribution and sometimes also chlorinated, in order to prevent recontamination on the
way to the end user.
● The varieties of water pipes include large diameter main pipes, which supply entire towns,
smaller branch lines that supply a street or group of buildings, or small diameter pipes
located within individual buildings.
● Water pipes can range in size from giant mains of up to 3.65 m in diameter to small 12.7
mm pipes used to feed individual outlets within a building.
● Materials commonly used to construct water pipes include polyvinyl chloride (PVC), cast
iron, copper, steel and in older systems concrete or fired clay.
Incorporating
Drinking
water
pipelines in
Design
Fire Hydrants
In case of industries of high hazard category (Gr G-3, H and J), the hydrants should
be installed at every 30 m apart along building line and the hydrant outlet should be
Group A Residential
single or double hydrant with provision of landing valves. For moderate hazard (Gr Group B Educational
G-2) where the single hydrant is use, it should be installed at every 45 m apart. In Group C Institutional
case of any portion which has multiple hazards, the relevant portion should be Group D Assembly
covered according to the provision given for higher hazard. Group E Business
Group F Mercantile
Further the pressure available at hydraulically most remote hydrant should not be
Group G Industrial
less than 3.5 kgf/cm3 for light (Group A to F) and moderate hazard. In case of high
hazard (Group G-3, H and J), the hydrant system (Group G-2) should be so designed
Group H Storage
that when half the aggregate pumping capacity is being discharged at the Group J Hazardous
hydraulically most remote point and other half in the most vulnerable area enroute a
minimum pressure of 5.25 kg/cm2 is available at the remote point. For group
classification IS 1641: 1988 should be referred to.
Fire Hydrants
Fire hydrants, namely, stand post type, conforming to IS 908: 1975 and underground
type conforming to IS 909: 1975 should be provided. For use in industrial
establishment, only stand post type hydrants should be provided.

Underground hydrants are submerged valves that are directly connected to the
water supply line. They are marked on the surface with fire hydrant indicator
plates, which indicate the exact location of each hydrant.
Fire Hydrants location in Plan
Fire Hydrants
Communication and networking facilities
Communications Facility means the set of equipment and network components, including wires, cables, antennas,
and associated facilities, used by a communications service provider to provide communications service.

Network Facilities means all material network facilities (including cables, wires, conduits, switches, and other equipment and
facilities) and related material operating support systems, network operations centers, and land and buildings associated
therewith.

Network Facilities means those facilities, other than connection facilities, that form part of a transmission system that are shared
by all users, comprised of network stations and the transmission lines connecting them,
Communication and networking facilities
Auxiliary Systems
● Telephone and telecommunication- Type, number of lines and stations, switchboard
(manual, PBX), basic and special features, facsimile, modem etc.
● Data distribution systems- Multiple conductor cables, twisted pairs, coaxial cables, fibre optic
cables, wire closets etc.
● Public address- Intercom, paging and music systems
● Audio/Video- Radio, TV and signal distribution systems
● Satellite dishes- Number, diameter and orientation
● Transmission- Transmitter and microwave towers
● Cable- CCTV distribution systems, locations, and interfacing with other auxiliary systems
● Time and signal- Clock and program systems
● Fire detection and alarm systems- Interface with fire protection consultants
● Automatic controls- Interface with HVAC and other building service consultants
● Security systems- CCTV monitoring, detecting, alarming, controlling, and interface with
security consultant
● Speciality systems- Numerous speciality systems for hospitals, research, computer centres
and industrial, military or defence facilities as applicable.
Improving Climatological conditions on site through
Landscaping
Improving Climatological conditions
on site through Landscaping
Climatic factors that affect outdoor
thermal comfort are

(1) surface and air temperature;

(2) relative humidity;

(3) solar radiation; and

(4) wind velocity.

Therefore, the interaction of these

climatic elements and its relation with
local climate should be fully understood
in order to define appropriate approach
in improving urban thermal environment
Source: Setaih K. et al. (2023), Assessment of outdoor thermal comfort in urban
microclimate in Hot arid areas
Improving Climatological conditions on site through Landscaping
In particular to hot-humid climatic zones, solar shading is the most crucial requirement to be incorporated in to design.

Hence, the aim to minimise heat gain and cover urban surface as much as possible through solar shading should be the first
priority in the urban landscape design of tropical climate

Another requirement is modification of urban ventilation by promoting wind velocity and to directing it to the necessary area.

As humid tropics experienced light winds, the landscape approach should consider proper designs that allow optimum
ventilation .

Whilst tropical trees and vegetation is significantly a greater shadow provider by minimizing solar infiltration when configured
in a large number, nevertheless, it is to be carefully designed in order to promote urban ventilation of humid tropics. This is
because, the density tends to obstruct wind velocity and intensify relative humidity where it should be avoided in hot humid
climate as it will disrupting user of appropriate plant materials and planting configuration based on plant morphological
characteristics should be taken into account in the design phase.
Improving Climatological conditions on site through Landscaping

Vegetation and planting design scheme

The role of vegetation in microclimatic design strategy varies and can be applied in building-scale,
street level or urban and semi-urban level.

By manipulating the benefits from its evapotranspiration process and morphological characteristics,
trees whether isolated or planted in group are always the best urban cooling mechanism.

As a great climatic moderator, the use of vegetation can contribute many thermal benefits like
providing shade effect, lowering ground and air temperature, reduced solar infiltration, ventilation
effect and minimise glare from reflection.

In designing urban spaces with vegetation, requirements that should be consider are selection of
appropriate plant materials, configuration of tree planting and nativity of urban space.
Improving Climatological conditions on site through Landscaping

Water elements

1. There are growing interest observed on the design mechanism of water

bodies as climatic regulator among urban designers due to its cooling and
thermal stabilizer effects in urban environment .
2. The significance of water bodies for urban climate modification includes
its influence of transformation by its evaporation and reduced surface
temperature of its surrounding.
Improving Climatological conditions on site through Landscaping

3. The design strategy as evaporation surface for cooling effects to the nearby
surrounding . To add, the cooling effect of wet surface area is more
pronounced whenever combined with shadow surface.
4. The cooling effects of water bodies depend to its physical environment; for
instance, in downtown areas with dense built-up characteristics, the ambient
temperature of water may increase as it absorb more sensible heat.
5. Hence, if water bodies can be positioned to take advantage of air
movement patterns at local scale and planting trees around water bodies, the
contiguous environment can naturally be conditioned to increase cooling
potential of air.
Energy- efficient landscape approach
Vertical landscaping:

Shading of exterior tall building surfaces and openings by facade planting gives thermal comfort
advantages for both indoor and outdoor spaces.

Landscape design elements like shade trees, green wall and vines on trellis and pergolas attached
close to building plays an important role as it dissipates heat from building skin and improve
microclimate adjacent to buildings .

A field tests on the use of pergola covered by vines by Sandifer (2009) determined that vines grown
directly on pergolas or walls with thickness of 12-14 inches can reduce the surface heating of built
forms and provide exterior comfort at nearby area of the buildings.

Furthermore, light structures like pergola or trellis could also be considered as shading devices to the
exterior space as it is demonstrated similar efficiency like shade afforded by trees . Besides, it also
helps in reducing glare from solar reflection and increase user’s visual comfort.
Energy- efficient landscape approach
Green roof (vegetated roof):Various studies observed that the conversion of dark-coloured roofs into green roofs
may contribute significant effects in improving climatic condition not only on micro-scale but also on urban scale.
In term of climate control, rooftop vegetation can be as effective as ground vegetation as it provides hospitable
environment for plant life.
Likewise, various types of vegetation (even hardy plants) can adapt to the rooftop environment and its role of
climate control is similar as at ground level.
In fact, their evaporative cooling potential could be more significant because it is exposed closer to the sun and wind
at these areas .
Indeed, green roofs can also function as passive cooling elements by its potential of energy saving.. Experiments on
vegetated roofs show a significant reduced temperature differences between green roof and concrete roof.
In addition, other than urban cooling, rooftop vegetation also benefited as storm water reduction , removal of air
pollution and promote urban biodiversity.