ALLIED – REPORT ON TOWN PLANNING

o ENTRANCE TO THE PLOT

1. MAIN ENTRANCE

• The main entrance to a plot accommodating a high rise or a special building shall be at least 4.5m wide and shall be so designed as not to obstruct
easy movement of a fire-engine or truck. The entrance gate to it shall open inside and fold back against the compound wall.
• Provided further that ornamental entrance gate with the height not less than 4.5m or as required for movement of fire Engine shall be permissible.

2. THE ENTRY TO THE BUILDING FOR DISABLED PEOPLE SHALL BE FACILITATED BY THE FOLLOWING

• Space should be provided for passenger drop-off points for taxis, public transport and also for large vehicles such as vans, etc, as near as possible to
the main accessible entrance. Vehicle drop-off areas should be a minimum of 9 000 mm in length, have a minimum width of 3 600 mm and be served
by a kerb ramp.
• At least one accessible route leading to an accessible entrance of the building shall be provided from the alighting and boarding point of taxi stands
and car park lots (see B-3) for people with disabilities.
• If there is a difference in level between the carriageway and the footpath, a kerb ramp conforming to B-2.3 shall be provided to facilitate the setting-
down of people close to the main entrance of a building. This benefits people who need to transfer to and from a wheelchair and others.
• An appropriate tactile ground surface indicator (TGSI) should be provided to lead vision impaired persons to the main entrance where no other clues
indicate the path to the building.
• Building shall have all accessible entrance doors complying with B-5.3.
• The accessible entrance, if different from the main entrance, shall be located adjacent to the main entrance and not at the rear of the building. The
accessible entrance shall be clearly signed and easy to locate.
• Symbol shall be displayed at all other non-accessible entrances to direct persons with disabilities to the accessible entrance.
B-5 access at entrance and within.

3. BOUNDRY WALL

• Except with the permission of the Commissioner, the maximum height of a boundary wall shall be 2.4 m above the surrounding ground level of plot.
A boundary wall more than 2.4 m height may be permitted if the top 0.9m is of open type construction, to facilitate through vision.
• In case of transformer stations, institutional buildings like sanatoria, hospitals, educational buildings like schools, colleges, including hostels, industrial
buildings and other uses of public utility undertakings, a height up to 2.4m may be permitted However, in case of electric sub-stations height up to
3.6 m may be permitted.
• In case a boundary wall around a POS such as Play Ground, is contemplated, the height of Boundary shall not be preferably higher than 0.45 m &
shall have width of 0.45 m or wider (in any case the height of boundary wall shall not exceed 1.50 m or as per the requirements of Commissioner)
with smooth top finish which can be comfortable for sitting purpose. However, for Gardens & Parks boundary wall up to 1.5 m height may be
permitted if the top 0.9 m is of open type construction, to facilitate through vision.

4. OPEN SPACES WITHIN BUILDING PLOTS/ LAYOUT

I. Open spaces separate for each building or wing.

• The open spaces required under these Regulations shall be separate or distinct for each building and where a building has two or more wings, each
wing shall have separate or distinct open spaces as required under these Regulations.
• Open spaces to be provided for the full consumption of FSI-The open spaces to be left at the sides and rear shall relate to the height necessary to
consume the full FSI permissible, for the occupancy in the zone.
II. Manner of computing front open space/setback where the street is to be widened
• If the building plot abuts any road which is proposed to be widened under the
• Development Plan or because of the prescription of regular lines of streets under the
• Mumbai Municipal Corporation Act, 1888, the front open space/road-side set back shall be measured from the resulting road widening line.
• The front open space shall be measured perpendicular to the road line.
• The open spaces for light and ventilation shall be measured perpendicular to the building line.
• The open spaces for dead wall shall be measured perpendicular to compound wall.

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III. Side and rear open space in relation to the height of the building for light and ventilation
a. Residential and Commercial Zones
• The open space for separation between any building and a single storeyed accessory
building need not exceed 1.5 m.
• The marginal open space(distance)between building and LOS in the same lay- out shall not
be less than 3 m.
• Step-back at upper level:
i. The Commissioner may permit smaller step-backs at upper levels and also permit
additional floor area upto a limit of 10sq. m over the permissible FSI to avoid structural
difficulties or hardship but so as not to affect adversely the light and ventilation of an
adjoining building or part thereof.
• Permitted in the side or rear marginal open spaces:
i. Where the facilities in an existing building are inadequate, a sanitary block (i) not
exceeding 3 m in height and 4 sq. m in carpet area.
ii. At least 7.5 m from the road line or the front boundary and 1.5 m from other boundaries
and (iii) at least 1.5 m away from the main building.
SET-BACK FROM STREET LINE/PLOT BOUNDARY (IN iii. Covered parking spaces at least 7.5 m away from any access road
METERS) iv. Suction tank, pump room, electric meter room or sub-station, garbage shaft/refuse
chute, facility for treatment of wet waste in situ, space required for fire hydrants,
electrical and water fittings, water tank, dust-bin, etc.
• Other features permitted in open space:
i. A rockery, well and well structures, plant nursery, water pool, or fountain swimming pool
platform around a tree, tank, bench, gate, slide, swing, ramp, compound wall without
affecting manoeuvrability of vehicles
ii. A cantilevered and unenclosed canopy over each entrance and staircase not more than
5.5 m long may be permitted.
iii. In case of larger layouts having plot area more than 4000 sq. m. an accessible from more
than one public road, than watchman’s booth of 3sq.m on each access road may be
allowed, provided it is not highway.
iv. Watchman booth should be located in such way that it should not affect manoeuvring of
Fire Tender.

MARGINAL OPEN SPACE

5. ROAD WIDTHS

I. Road widths w.r.t height of building

• The height of a building shall not exceed three times the total of the existing or prescribed width of the street on which it abuts and the required
front open space.
• The restrictions of height of the building spelt out in this regulation shall however, cease to apply in case where the plot fronts on road having width
as specified and where front marginal open space of minimum 9m in case of abutting road having width up to 9m &12 m in case of abutting road
having width more than 12 m or more is available, provided that open spaces as on other sides are made available as required from the fire safety
point of view.
• Buildings intended for hazardous godowns, storage of inflammable materials or storage of explosives shall be single-storeyed structures only.
• The height and character of an industrial chimney in the area for which clearance of the Civil Aviation Authorities is required under these Regulations
shall be prescribed by the Civil Aviation Authorities.

o PLACEMENT OF SPEED BREAKERS

• Speed breakers on approaches to level crossing had been constructed from safety consideration. However, these may be unsafe apart from causing
in convenience to road users when not constructed properly. Railway safety review committee also considered the provision of rumble strips as an
unnecessary encumbrance since it impedes the flow of road traffic when level crossing gate is opened to road traffic. They recommended that
rumble strips constructed at the approaches of manned gates should be removed.
• A speed breaker is a hump surface across the roadway having a rounded shape with width greater than the wheel base of most of the vehicles using
the road. When there is decrease variation in sensory stimuli and at locations where speed controls are desired, a speed breaker acts as a strong
stimuli to arouse reaction in the brain. Since the driver reaction times are faster in response to audible and tactile stimuli than to visual stimuli, a
driver subconsciously reduces the speed. An ideally designed hump should satisfy the following requirements:
1. There should be no damage to vehicles nor excessive discomfort to the drivers and passengers when passing at the preferred crossing speed.
2. The hump should not give rise to excessive noise or cause harmful vibrations to the adjoining buildings or affect the other residents of the
area.
3. Above the design speed, a driver should suffer increasing level of discomfort (but without losing directional control and without any vehicle
damage) depending on the extent through which design speed is exceeded.
• As per Indian National Road congress, speed breakers must be placed on minor roads, only as follows:
• Use of speed breakers is justified only in the following 3 circumstance:

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 1. T-intersections of minor roads with rural trunk highways, characterized by relatively low traffic volumes on the minor road but very high
average speeds and poor sight distances. Such locations have a high record of fata accidents and as such a speed breaker on a minor road is
recommended.
2. Intersections of minor roads with major roads and mid-block sections in urban areas where it is desirable to bring down the speeds
3. Selected local streets in residential areas, schools, colleges or university campuses, hospitals. Also in areas where traffic is observed to travel
faster than the regulated or safe speed in the area.
• Other places where these may be used include:
1. Any situation where there is a consistent record of accidents primarily attributed to the speed of the vehicles e.g. when hazardous sections
follow a long tangent approach.
2. Approaches to temporary diversions
3. Approaches to weak or narrow bridges and culverts requiring speed restriction for safety
4. On the minor arms of uncontrolled junctions and at railway level crossings
5. Sharp curves with poor sight distances.
6. Places of ribbon development, where road passes through builtup areas and vehicle travelling at high speed are a source of imminent danger
to pedestrians.

o DESIGN OF SPEED BREAKERS

• Speed breakers are formed basically by providing a rounded (of 17 metre radius) hump of 3.7 metre width and 0.10 metre height for the preferred
advisory crossing speed of 25 km/h for general traffic (Fig.1). Trucks and buses having larger wheel bases may feel greater inconvenience on
passage at such humps. To facilitate appreciable and comfortable passage for larger and heavier vehicles (where their proportion is quite high)
humps may be modified with 1.5 meter long ramps (1:20) at each edge. This design will also enable larger vehicles to pass the hump at about
25km/h, (Fig.2).
• In certain locations, speed breakers may have to be repeated over a section to keep speeds low throughout. More humps may be constructed at
regular intervals depending on desired speed and acceleration/deceleration characteristics of vehicles. The distance between one hump to another
can vary from 100 to 120 meter centre to centre shown in Figs. 3, 4 and 5.
• Minimum distance of speed breakers from the level crossing:
➢ Minimum distance of speed breakers from the level crossing shall depend upon speed of vehicle, reaction time, acceleration due to gravity
and coefficient of friction (pavement surface and tyres).
➢ Calculation: Stopping distance= vt + v2 /2gf
➢ v =speed, t = Reaction time, g= acceleration due to gravity, f = Coeff. of friction
• Placement of speed breakers
➢ The pattern of placement of speed beakers depends upon the location and the type of treatment used. At ‘T’ intersections, speed breakers
should be installed on minor roads; or perpendicular arms about 10 meters away from the inner edges of major roads. Proper sign boards and
markings are required to be provided at such locations, Figs. 4 and 6. On sharp curves, available sight distances guide the placement and
number of speed breakers, Fig.5. For other situations, the Engineer-in–Charge should use his ingenuity and judgment.
➢ In order to check the tendencies of drivers to avoid speed breakers and using shoulders, it is recommended that the speed breakers should be
extended through the entire width of shoulder supported on a proper base.
➢ For undivided carriageways, speed breakers should invariably be extended over the entire carriageway width including shoulders.
➢ On bridges, speed breakers should not be provided. However, where frequent accidents have been reported or the bridges are on curves or
they are narrow, either approach must have two speed breakers each.
• Specification for speed breakers
➢ Speed breakers are laid by first marking the location of hump on the pavement and marking indents in this area for proper bonding. Surface is
then cleared of all dust and loose particles and a tack coat applied. Forms of requisite heights, shape and width are then placed, and hot
premixed bituminous material is poured to the required depth and shaped. Forms are then lifted and the surface finished to required shape,
and edges rounded by trowel. The premixed material should be well compacted before opening to traffic. Allowance should be made for
compaction, and irregularities should be corrected using bituminous materials having fine aggregate or by scrapping, as necessary. The
material is then allowed to cure before opening to traffic
• Sign posting and marking
➢ Drivers should be warned of the presence of speed breakers by posting suitable advance warning signs. A typical warning sign is detailed in
Fig. 6. The sign should have a definition plate with the words ‘SPEED BREAKER’ inscribed there on and should be located 40m in advance of
the first speed breaker. Location of this sign is indicated in the illustrations of typical cases contained in Figs. 3, 4 and 5.
➢ Speed breakers should be painted with alternate black and white bands as shown in Fig. 3 to give additional visual warning. For better night
visibility, it is desirable that the markings are in Luminous paint /luminous strips. Embedded cat-eyes can also be used to enhance night
visibility.
• Maintenance
➢ Care should be exercised to repair the hump at regular intervals and also to remove the dust or mud collected on either side of the hump.
Repainting of markings on the hump is the most important maintenance activity, as this provides an essential visual warning to the drivers.

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 o STREET LIGHTING
• Street lighting provides a number of important benefits. It can be used to promote security in urban areas and to increase the quality of life by
artificially extending the hours in which it is light so that activity can take place. Street lighting also improves safety for drivers, riders, and
pedestrians.
• The distance between two street lamps should be 29m. This is defined by pole heights and other factors.
• The intention of keeping a standard distance is to maintain good illumination on street.
• Importance of street lighting
a. Reducing risks of night time accidents
b. Discouraging crime
c. Assistance in the protection of buildings/property
d. Making secure environment for habitation
e. Discouraging vandalism
f. Enhancing the appearance and urban design of the area especially in dark
g. Arrangement of lights in a commercial street describing the character of the street
• Important points to remember before Implementation
a. Lighting arrangements may be used to identify the functions of different roads and create an urban design effect. For example, two light poles at
the entrance to a road can be used to create a gateway effect to any area.
b. Sizing of trees and shrubs when mature and their location in any layout plan must be considered in relation to location of street light poles.
c. Adequate lighting should be provided in all parts of the area/layout to enhance safety and security for drivers, cyclists and pedestrians as well.
d. Lighting is also necessary to illuminate bottle necks, bends and traffic calming features, to enable road users to see the potential obstacles and
each other in the night to reduce the fear of crime.
e. Street lighting must be planned as an integral part of the initial layout of access and shared surface roads, driveways, walkways and in
conjunction with the location and anticipated growth of trees/shrubs.

• Lighting poles, wall mount brackets, solar batteries and other

fittings need to be resistant to vandalism and be placed in positions
which minimize the risk of damage by vehicles. These poles should be
aligned with the other street furniture to enhance the urban-ism and
located to ensure the clear walkways and other circulation areas.

o TRAFFIC CO-ORDINATION DENSITY

• No other device has such a daily impact on virtually every citizen as does the common, ever-present traffic signal.
• The trip to work is punctuated by stops at traffic signals, even on uncongested routes.
• Drivers place their physical safety and that of their passengers confidently in the signal’s ability to give them the right-of way.
• Inefficient signal operation, even though such operation is silently stealing dollars from the user’s pocket in increased fuel costs, longer trip time,
etc. is rarely reported or noticed by the user. In the user’s view, the signals are working and if they are sub-optimal, it becomes a concern but not a
crisis.
• The overall objective of signal control is to provide for the safe and efficient traffic flow at intersections, along routes and in street networks. A well-
timed signal system can reduce fuel consumption, eliminate unnecessary stops and delays, improve safety and enhance the environment.
• Some of the advantages (necessity) of signal installations include:
a. Provide for the orderly movement of traffic;
b. Reduce the frequency of certain types of crashes (i.e., right-angle and pedestrian);
c. Increase the traffic handling capacity of the intersection;
d. Provide a means of interrupting heavy traffic to allow other traffic, both vehicular and pedestrian, to enter or cross;
e. Provide for nearly continuous movement of traffic at a desired speed along a given route by coordination;
f. Afford considerable economy over manual control at intersections where alternate assignment of right-of-way is required; and,
g. Promote driver confidence by assigning right-of-way.
• Some disadvantages to signal installations include:
a. Most installations increase total intersection delay and fuel consumption, especially during off peak periods.
b. Probably increase certain types of crashes (i.e., rear end collisions).
c. When improperly located, cause unnecessary delay and promote disrespect for this type of control.
d. When improperly timed cause excessive delay, increasing driver irritation.
• Intersection Delay Studies

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 a. Delay at intersections is a major problem in the analysis of congestion. Delay studies at individual intersections are valuable in evaluating the
efficiency or effectiveness of a traffic control method. Other factors include crashes, cost of operation, and motorists’ desires.
b. Factors which affect delay at intersections include:
I. Physical factors such as number of lanes, grades, widths, access control, turning provisions, transit stops, etc.
II. Traffic factors such as volume on each approach, driver characteristics, turning movements, pedestrians, parking, approach speeds, etc.

o AUTOMATED TRAFFIC SIGNAL PERFORMANCE MEASURES

• Automated Traffic Signal Performance Measures (ATSPMs) provide high-resolution data to support
objectives and performance-based maintenance and operations strategies that improve safety and
efficiency while cutting congestion and cost.
• High-resolution data consist of a log of discrete events such as changes in detector and signal phase states.
This information is used to develop a portfolio of performance measures.
• A major focus is on signal operations, considered from the perspectives of vehicle capacity allocation and
vehicle progression. Performance measures are also presented for nonvehicle modes, including pedestrians,
and modes that require signal pre - emption and priority features.
• MnDOT Traffic Signal Timing and Coordination Manual

o URBAN DESIGN (CITY LEVEL AMENITIES) of Eastern Waterfront

• Urban design is the process of designing the physical setting for life in urban areas. It involves the design of buildings, groups of buildings, spaces
and landscapes to improve both the aesthetics and functionality of these areas. It incorporates the more nuanced elements to public spaces that
improve its usability and acceptance. Some of the urban design principles that have been proposed to be used for development of the Planning
Area are given below.

• Built to line
➢ Means a line on the boundary of a plot up to which the building shall be built for
the specified percentage of the length of the boundary. Built-to-line regulates
the development of building on a given plot in alignment with the side which
abuts important streets while leaving the other sides flexible. Ballard estate and
Fort area are best example of the built to line developments in Mumbai. To
derive the desired urban form and street character, the sector/ unit plans shall
identify the main streets along which developments will be built to line.

• Memorable Skyline
➢ Of the several redevelopment features of Eastern
Waterfront, considering Mumbai’s commercial
cum financial position in India as well as the
World around, city’s image-making through a
distinctive skyline is highly significant. As skylines
change with time, Mumbai’s water edge can be
regulated such that it not only enables activities
that incite public engagement but also evolves to
become a memorable skyline of the City. This will
be achieved through planning and design in the
form of architectural control drawings.
• Sustainable Development
➢ Mumbai ranked 47 out of 50 in 2016 Global
Sustainability Index. Mumbai needs to improve
its track record of sustainable development and
Mumbai Port Trust must contribute its fair share towards it. While planning for redevelopment of more than 900 Ha of land in heart of Mumbai,
the Draft Planning Proposal incorporates sustainable strategies for its different components.
• Infrastructure
➢ Proposed development will be served by multiple Sewage Treatment Plants at specific locations according to topography and other important
factors, which will use the latest technology and recycle the water that can be reused for purposes like horticulture, cooling, etc.

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 • Transit Oriented Development
➢ TOD shall be incorporated while detailing the sector/ unit plans after the approval of Planning Proposals. Transit Oriented Development (TOD)
helps reduce vehicular travel, congestion, pollution and greenhouse gas emissions. The Planning Proposal has been so planned as to run Metro
Line 11 through the central areas of MbPT Planning Area and proposes TODs around the stations. TOD will place highest amount of development
within walkable distance from metro stations encouraging higher density, mixed use development with walkable streets and block sizes. This will
encourage use of public transport, walking and bicycles while reducing dependence on private automobiles.

o RESEARCH ON FUTURE CITY ELEMENTS

• Development of Green Projects

1. Eco-Park
• The mangroves near the Sewri Fort along with the adjoining mud flats provides a platform for ecotourism. The area also attracts large flocks of
flamingos during winter. A project is under formulation to open up the area to the public for nature learning. The project includes a nature trail and
an interpretation centre.
2. Recreational and Tourism Park
• Mumbai city needs an International Level Garden and Park such as ‘Garden Bay Singapore, Hyde Park London, etc...’ A park with an area about 93 ha.
is proposed to be developed by partially reclaiming the land near Haji Bunder. It is also abutting a proposed central garden on the landward side, thus
making a total area of nearly 145 Ha. CWPRS has conducted the study and submitted its report that the proposed park will not affect the navigation
activities. The park will not only provide major lung space for the city but it will also act as ‘Recreational and Tourism hub’. Necessary care shall be
taken that the development shall be eco-friendly with minimum effect on the nature. The Park would be the largest publicly accessible green space
that shall cater to almost all age groups and shall provide wide range of activities for the visitors.
3. Tourism Garden
• Mumbai City’s need for public parks has been unanimously accepted for long. MbPT Planning Proposal reinstates the same by proposing a large
tourism garden in the heart of the new development. This garden shall be integrated with the above Recreational Park. The garden shall relieve the
stresses of urban life and create a common public space where rich and poor would mix on equal
terms.

4. Waterfront Development
• Although Mumbai City is enriched with 67 kilometers of sea front only 14 km of it is active and
publicly accessible. MbPT Planning Proposal takes the opportunity and advantage of its eastern
waterfront so as to propose a publicly accessible water edge. Green spaces along waterfront edge
are strategically located along water’s edge. It will add to the attractiveness of Eastern Waterfront
and make it active. These greens would be the main public spaces offering spectacular views and
rejuvenating environment for the tourists and the residents. It will incorporate various activities like
fountains, laser shows and walkways along the water body to enjoy the space. The waterfront green
areas will contain a number of public parks, plazas, promenades, walking trails, theme streets, alleys, marinas and piers. There will be continuous
pedestrian access along the waterfront by means of a waterfront promenade which will be developed along the entire length based on the
availability of land. It will be developed with park-lands and public spaces. Designated cycle routes and thorough connectivity to the waterfront
greens from the near and distant neighborhoods would be conceptualized.

5. Theme Piers
• In the Planning Area stands a unique configuration of three piers namely Coal Bunder, Lakadi Bunder and Tank Bunder. The plan envisages to make
this area publicly accessible and take the chance to transform it into a recreational place
where related commercial activities like restaurants, cafes can also flourish. These piers shall
be developed as theme streets such as Bollywood streets, Yoga & Meditation, Arts & Culture
Street, Multi-cuisine Street, Maritime Street and Maharashtra Street. The planning of the
Theme piers shall be detailed out while preparing the sector/ unit plans.

6. Recreation and Open Spaces

• Public Open Spaces play a critical role in a city. They serve the purpose of lungs for the
city and impose a much-needed balance between the built and the open environment.
Open space improves the quality of life of the citizens by the means of providing places for
many recreation, physical & social activities for different age group of the people living in
the city. However, as per the Mumbai DP 2034 report, one of the most critical deficits in
Mumbai city is in regard to Public open spaces. As per Mumbai DP 2034 report, the total
provision of Public Open Space is 4 sqm per person in the city area.

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 7. Proposals for Public open space
• Looking at the scarcity of open spaces in Mumbai
city, MbPT Planning Proposal provides nearly 25% of land
as a public open space (including the promenade). This
shall not only serve the foreseen development within
MbPT but shall also provide with the much needed
greens and parks for the people of Mumbai city. Broadly
these are categorized into Regional/city level parks and
Community or neighbourhood level gardens/park. With
the proposal of multiple small gardens and two large city
level gardens/ parks, the Planning Proposal has achieved
6 sqm of average open space per person.

8. Other open spaces

• Community Greens Along with other community
infrastructure and services, community parks are
significant public assets that contribute to the
development of liveable and sustainable communities. At
community level, these can be immediately accessed by
local residents, providing a sense of place for a
community as well as catering to their everyday needs of
recreation, physical activity, social interaction and
gathering.
9. Green Streets
• The design approach encourages large area be brought under streets and publicly owned land which offers an opportunity to incorporate green
streets. To enhance the dense street network, the plan proposes a network of green streets which connects green and open spaces, waterfronts,
public transit stations, amenity areas, and heritage sites. These streets are envisioned as boulevards with major emphasis on trees in the street
section. Although, each streets design and appearance shall vary, however their functional goal will remain same.

10.Physical infrastructure
• Power supply
➢ Power demand in the Planning Area is estimated to be around 1569 MW. However, for priority phase the power demand is estimated to be only
55.5 MW.
➢ The proposed strategy in plan is to tap power from existing supply individually in each ‘part’ of the Plan. The power supply is to be provided by
Tata / Reliance / MSEDCL.
➢ As a part of the sustainable approach, the plan also proposes to reduce per-capita power consumption through incentives to adopt measures
such as District Cooling Plant.
• Water supply strategy
➢ In Planning Area, there are around 7 numbers of existing water supply system by MCGM. Existing Water Supply is estimated to be around 18
MLD while the proposed development shall require approximately 100 MLD of water supply. To meet this demand, the present pipe inlets shall
be insufficient and hence, it is proposed to be increased up to 1000 mm in total. Apart from this, in the proposed development, a main trunk line
is planned to run along the Grand Avenue which shall further distribute water supply in all four parts. inadequate for proposed development.
Also, it is planned to use Hydro-pneumatic system with pressurized distribution.
➢ As a part of sustainable development, it is proposed to establish appropriate treatment plant for segregated domestic black and grey water. The
treated water coming out of STP shall be used for flushing and horticulture use.
➢ It is also mandatory to have rain water harvesting to collect the water from roof top terraces and balconies. The collected water can be used for
non-potable purposes.

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 ➢ The Draft Planning Proposal also proposes to promote sustainable measures through the use of indigenous plant species to minimize irrigation.
• Sewerage strategy
➢ Planning Proposal not only provides for a strong sewerage network but also establishment of sewage treatment plant and pumping stations at
critical locations to achieve maximum efficiency.
➢ There are two STPs proposed; one near Wadala and another near Mazgaon Dock or Cotton Green area. The following points summarize the
sewerage treatment strategy:
a. Foul water discharges to be reduced through efficient building design and water recycling measures.
b. Foul water to discharge to on site STP(s).
c. Latest technology to be assessed for local suitability (potential benefits are: reduced land requirement, reduced odour, modular etc.)
d. Total Treated sewage effluent (TSE) to be used for irrigation of the landscape, WC flushing in some buildings and cooling water. TSE can also
be supplied to nearby Industries and Port activities for washing and cooling
▪ Storm water management strategy
➢ A detailed Master Plan for Storm Water drainage system shall be prepared considering the rain fall, contour of the land and the proposed
development. The system will include storm water collection system, its disposal system. The system shall be integrated with the overall storm
water disposal system of Mumbai City. The aspects of the storm water drainage system should be
a. Discharging storm water to sea, checking outfall levels versus tidal range & model proposed network.
b. Development levels to be set to manage overland flows and prevent localised storm water flooding and ponding. (Note: It shall not impact on
existing connectivity to the site)
c. Minimizing number of outfalls to maximize pollution controls.
d. Using attenuation, most likely on plot by plot basis to reduce main drainage depths/cost and assist phasing. Each plot Developer to provide
attenuation.
e. Incorporating sustainable urban drainage solutions into the streetscape and park-lands
• Solid waste management strategy
➢ The total Solid Waste expected to be generated is about 180 MT per day from various land uses. A detailed Solid Waste disposal system shall be
designed for segregation, collection, transportation and disposal.
➢ The main emphasis of the Solid Waste Management Strategy shall be disposal of main organic waste at the source and only non-disposable
waste shall be carried out for further treatment. Emphasis will be given on segregation of waste at source through education to the people,
regulations and proper infrastructure.
➢ The main features shall be
a. Recycling the waste,
b. Creation of biogas fuel,
c. Creation of compost and
d. Stock pile construction waste for reuse,
• MbPT has already planning a Solid Waste Treatment Plant for the waste generated in operational areas & residential colonies.
➢ Separating waste collection using wheeled bins
➢ Short term: Work with municipal authority to minimize waste to landfill
➢ Long term: Consider private waste collection and disposal, potentially linked to energy from waste system (Note: New Indian regulations
required organic waste to be treated on site for developments >5000m2.)
➢ Consider anaerobic digestion to create biogas fuel
➢ Stockpile construction waste for re-use
11. Transportation
• Transit oriented development
➢ TOD shall be incorporated while detailing the sector/ unit plans after the approval of Planning Proposals.
➢ Transit Oriented Development (TOD) helps reduce vehicular travel, congestion, pollution and greenhouse gas emissions.
➢ The Planning Proposal has been so planned as to run Metro Line 11 through the central areas of MbPT Planning Area and proposes TODs around
the stations.
➢ TOD will place highest amount of development within walkable distance from metro stations encouraging higher density, mixed use
development with walkable streets and block sizes. This will encourage use of public transport, walking and bicycles while reducing dependence
on private automobiles.
➢ For any city, the transportation network plays a vital role.
➢ The public transportation network of suburban railway (Mumbai local trains) has been the back-bone of the city of Mumbai since decades. To
meet the increasing demand and to keep pace with the upcoming development, there are a number of transportation projects which are either
in process of construction or are proposed. New Road links, Metro, Suburban Fast Trains, Trans-Harbour Sea Link and also the Water Transport
projects are some of the major proposals which aims to address the present and future needs of the city.
12. Street network
• For the Planning Proposals, one of the prime objectives is to create a robust street network. This is based on the premise that a well-designed street
network would allow, accommodate and support a broad spectrum of development typologies over a long period of time. To achieve this, the
network designed for the Planning Area has been based on the following parameters:
➢ Equitable use of road space
➢ Walkable block sizes
➢ Street section design
➢ Pedestrian only streets
➢ Grid based street network
➢ Street network customized to the site conditions
➢ Improving connections with the city
➢ Street hierarchy

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 13. Walkable block sizes
• Walkability is an aspect which is often neglected while planning of cities as most of the focus is on vehicular movement.
• Smaller block sizes have a major impact on the walkability in any urban area.
• Based on various studies, blocks with average perimeter of 400m are considered walkable blocks. The study of various areas of Mumbai such as
Lower Parel and BKC reveals block areas as large as 1140 meters.
14. Street section design
• Street sections in India have been designed using the now highly dated IRC codes.
• In the Planning Proposal, arterial and sub-arterial roads have been provided with adequate ROW to incorporate dedicated cycle lanes and
pedestrian footpaths that are over and above the minimum as per IRC codes.
• These provisions are based on the abutting land use and potential walk trails from public transport nodes to traffic attraction zones.
15. Street hierarchy
• Too often our streets are congested because they are unorganized. Street hierarchy plays a vital role in effective and efficient mobility.
• The hierarchy is not based on the ROW width, but is prepared based on the function, connectivity and character of the streets.
• In Planning Area, the street hierarchy is categorized as follows:
➢ Major Arterial
➢ Minor Arterial
➢ Major Street
➢ Local Street
• An integrated network with these hierarchies shall aid in seamless movement of traffic as well as planning of bus networks, bicycle routes etc.
16. Major arterial
• These are some of the most important roads within a city’s network. Typically, they run for longer distances, connecting different parts of the city,
and connecting the city’s network with intercity network of highways or expressways.
• Roads with ROW widths ranging from 30m to 70m are identified as major arterials.
17. Minor arterial
• These streets generally run for shorter length than major arterials and connect different locales within the same area. They typically connect with
major arterial at one or both ends.
• Minor Arterials are generally flanked by medium scale commercial complexes or higher density mixed use buildings with commercial uses at street
level. Bus routes are also present on these sections to provide greater accessibility.
18. Major streets
• These streets are generally shorter and smaller than minor arterials.
• However, these streets may be some of the most important streets with local retail shops, commercial frontages and vendor activities. Typically,
they connect local areas with arterial streets at one or both ends.
• ROW width for major streets generally range from 12m to 30m.
19. Local streets
• These are streets carrying local, slow moving traffic, serving local neighbourhoods. Typically, they have many entrances, or small shop fronts
opening directly on it. These streets are much more than conduits for vehicles. They have many daily human activities people walking, meeting,
roadside sitting talking, children playing, local parking etc. They may range from 9m to 18m in ROW width, generally incorporating maximum two
vehicular lanes.
20. Comparative study and potential
• Battery Park City Similar to Mumbai Port, Battery Park City, near the New York City, was once the home of the container shipping and sea port
traffic, but due to the advancement in the technology, the port became unused.
• It was felt pertinent to transform the Battery Park City into residential, commercial and recreational city.
• The city followed the grid pattern for the roads similar to lower Manhattan city.
• It has 36 acres of world class parks and open spaces.
• Some takeaways from the study of Battery Park City have been incorporated in the Planning Proposals such as recreational park, development of
marina and proper connectivity to the other part of the city.

o STORM WATER DRAINAGE- MUMBAI CITY LEVEL

• Mumbai city receives seasonal rainfall for four months i.e. from June to September. Average rainfall is 2,000 mm, of which 70 per cent is during July
& August.
• Mumbai is lined on the west by Arabian Sea and is intercepted by number of creeks (Mahim, Mahul and Thane creeks), rivers (Mithi, Dahisa, Poisar
and Oshiwara rivers, and their tributaries) and a complex nallah system.
• The SWD system of Mumbai comprises a hierarchical network of roadside surface drains (about 2,000 km mainly in the suburbs), underground drains
and laterals (about 440 km in the island city area), major and minor nallahs (200 km and 87 km respectively) and 186 outfalls, which discharge all the
surface runoff into rivers and the Arabian Sea.
• Of the 186 outfalls, there are 107 major outfalls in city, which drain to Arabian Sea directly, 4 at Mahim creek and 4 at Mahul creek.
• There are 29 out-falls in western suburbs draining directly into sea while 14 drain into Mithi river which ultimately joins Mahim creek.
• In eastern suburbs 14 out-fall discharge in Thane creek while 6 discharge in Mahul creek.

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 • THE CONCERN
➢ The core of the present SWD system in city is about 70 year old, comprising of about 400 km of underground drains and laterals built on the basis of
population and weather conditions.
➢ The old SWD system is capable of handling rain intensity of 25 mm per hour at low tide. If the rain intensity is more than 25 mm per hour and high
tide occurs, there is always a possibility of water logging.
➢ Since the discharge of all the storm water and treated sewage is into the Arabian Sea, tidal variation has a major bearing in the system of storm
water drainage (SWD) resulting in flooding and water logging during heavy rains and recession of water during low tide.
➢ Most of the key reasons for flooding apart from tidal variations, flat gradients, mud flats (in the eastern catchments, which cause excessive
siltation), are manmade inappropriate levels of outfalls, poor placement of gullies, loss of holding ponds due to land development over the years
and increase in runoff coefficient, dilapidated drains (especially in the island city area), encroachments on drains, enhanced silting and choking of
drains due to sullage/sewage inflows and garbage dumping in drains, obstruction due to crossing utility lines, poor structural conditions, etc.
➢ The aspects of the storm water drainage system should be
a. Discharging storm water to sea, checking outfall levels versus tidal range & model proposed network
b. Development levels to be set to manage overland flows and prevent localised storm water flooding and ponding. (Note: It shall not impact on
existing connectivity to the site)
c. Minimizing number of outfalls to maximize pollution controls.
d. Using attenuation, most likely on plot by plot basis to reduce main drainage depths/cost and assist phasing. Each plot Developer to provide
attenuation.
e. Incorporating sustainable urban drainage solutions into the streetscape and park-lands
• Green storm water management
➢ Rainwater collection
➢ Planted swales on roadsides to infiltrate rainwater
➢ Tree planters to infiltrate and treat rain water
➢ Constructed wetlands
➢ Permeable pavings
• Disaster management (mumbai vs world)
➢ Actions by MCGM
a. Operates a control room - the Main Centre of Communication
b. Discharge pumps – 196 nos. deployed to discharge water ◦ 6 Nos. search and rescue teams kept ready under the fire brigade
c. 600 personnel from Civil Defence and 10 persons per ward from NGO
d. 500 buses kept ready by the transport service provider
e. De-siliting of Mithi river - 5.68 lakh M 3 silt removed pre-2007 and 3.70 lakhs M3
• Actions by State Government
➢ Active traffic management / diversion when roads are waterlogged
➢ State government hospitals/ supplement municipal hospitals.
➢ Home Guards & Civil Defence for disaster management
➢ 288 retaining walls in 74 places have been undertaken by the Slum Improvement Board
• MAESLANTKERING, SOUTH HOLLAND, NETHERLANDS.
➢ The main objective of this Europoortkering-project was improving the safety against flooding of the Rotterdam harbour, of which the Europoort
is an important part, and the surrounding towns and agricultural areas. This had to be carried out by the reinforcement of existing dikes as far as
50 kilometres inland
• THE STORM SURGE BARRIER
➢ This storm surge barrier had to be located in the waterway (Nieuwe Maas – the Scheur – Nieuwe Waterweg) that connects Rotterdam with the
North Sea. This played an important role in the planning stage of the construction, as this waterway is the main route to the port of Rotterdam,
at that time the world's largest port. Therefore, a barrier like the Dutch Oosterscheldekering and the Thames Barrier could not be constructed, as
such a barrier would block the shipping route.
• MAESLANTKERING IN OPERATION
➢ On 10 May 1997, after six years of construction, Queen Beatrix opened the Maeslantkering. The
barrier is connected to a computer system which is linked to weather and sea level data.
a. Under normal weather conditions, the two doors themselves are well protected in their dry
docks and a 360-metre wide gap in the waterway gives ships enough space to pass without any
inconvenience.
b. But when a storm surge of 3 metres above normal sea level is anticipated in Rotterdam, the
barrier will be closed automatically. Four hours before the actual closing procedure begins,
incoming and outgoing ships are warned.
c. Two hours before closing, the traffic at the Nieuwe Waterweg comes to a standstill.
d. Thirty minutes before closing, the dry docks that contain the gates are flooded. After this, the
gates start to float and two so-called "locomobiles" move the gates towards each other. When the gap between the gates is about 1.5 metres
wide, water is let inside the hollows of the gates, so that they submerge to the bottom of the waterway.
e. The bottom has been elaborately dug and then laid with layers of broken stone, so that the gates are able to form a relatively watertight fit
when submerged.

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 f. The Maeslantkering is expected to be closed once every ten years due to a storm surge.
With the rise in sea levels, the storm surge barrier will need to close more frequently in 50
years time, namely once every five years. In its first 10 years of operation, the barrier was
never closed due to a storm.
• There was one incident when a storm surge of 3 metres was predicted and the protective
sequence was commenced. However, during the course of the storm, predictions were
revised to a 2.99 m surge and the computer cancelled closure. Eventually, the surge passed
harmlessly and the waterway remained open.

• JAPANS COASTAL DEFENCE

➢ At least 43 percent of Japan's 29,751 km (18,486 mi)[33] coastline is lined with concrete seawalls or other structures designed to protect the
country against high waves, typhoons or even tsunamis.
➢ During the 2011 Tōhoku earthquake and tsunami, the seawalls in most areas were overwhelmed.
➢ In Kamaishi, 4-metre (13 ft) waves surmounted the seawall — the world's largest, erected a few years ago in the city's harbor at a depth of 63 m
(207 ft), a length of 2 km (1.2 mi) and a cost of $1.5 billion — and eventually submerged the city center.
➢ The risks of dependence on seawalls was most evident in the crisis at the Fukushima Dai-ichi and Fukushima Dai-ni nuclear power plants, both
located along the coast close to the earthquake zone, as the tsunami washed over walls that were supposed to protect the plants.
➢ Arguably, the additional defense provided by the seawalls presented an extra margin of time for citizens to evacuate and also stopped some of
the full force of energy which would have caused the wave to climb higher in the backs of coastal valleys. In contrast, the seawalls also acted in a
negative way to trap water and delay its retreat.
➢ The failure of the world's largest seawall, which cost $1.5 billion to construct, shows that building stronger sea walls to protect larger areas would
have been even less cost-effective. In the case of the ongoing crisis at the nuclear power plants, higher and stronger sea walls should have been
built if power plants were to be built at that site. Fundamentally, the devastation in coastal areas and a final death toll predicted to exceed
10,000 could push Japan to redesign its seawalls or consider more effective alternative methods of coastal protection for extreme events.
➢ Such hardened coastlines can also provide a false sense of security to property owners and local residents as evident in this situation.

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 o SERVICES

• Bore well/Tube well/Open well:

➢ May be constructed with the locational approval from the Hydraulic Engineering Department of MCGM.
➢ The construction shall be as per the provision of State Ground Water Survey Department.
• Overhead Tanks
➢ Every overhead water storage tank shall be maintained in proper hygienic condition.
➢ The distance between terrace & soffit of the overhead water tank shall not exceed 1.5 m.
➢ The construction of the water storage tanks shall be as per the guidelines issued by Hydraulic Engineering Department of MCGM.
• Septic Tanks
➢ Location and sub-soil dispersion: A sub-soil dispersion system shall not be closer than 12m to any source of drinking water such as a well, to
mitigate the possibility of bacterial pollution of water supply.
➢ It shall not be closer than 3 m from Tube well/Bore well. It shall also be as far removed from the nearest habitable building as economically
feasible but not closer than 2 m to avoid damage to the structure

o GAS LINES

• DOMESTIC PNG (pipe natural gas)

➢ Over 1 million domestic users are connected through the wide network of over 5032 kms. which comprises of carbon steel (CS) and polyethylene
(PE) pipeline. Domestic PNG is used for various purposes like cooking and water heating. It is also widely used by Hospitals, Nursing Homes,
Hotels, Flight kitchens, Restaurants, places of Worship etc. PNG satisfies most of the requirements for fuel across all segments, being efficient,
non-polluting and relatively economical.
• COMMERCIAL PNG
➢ CNG is a fossil fuel substitute for other auto fuels such as petrol, diesel, Auto LPG etc. For use in Automobiles as fuel, Natural Gas is compressed
& dispensed to vehicles at high pressure of 200 bar to enhance the vehicle on board storage capacity.
➢ Today, almost all the auto-rickshaws and taxies are plying on CNG. CNG is also being supplied to transport undertakings such as BEST, TMT,
MSRTC & NMMT and passenger cars, postal vans, school buses, courier vans, Light and Heavy commercial vehicles are also enjoying the benefits
of CNG.
➢ CNG is substantially economical and Eco-friendly than the conventional liquid auto fuel. Moreover, it is easily available in and around the
Mumbai city, making it the preferred auto fuel of Mumbai.

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