brick (1600 kg/cum) 115 0.115 0.740 ecbc user guide 0.16 cement plaster 12 0.012 0.750 ecbc user...

BIO F FLUORIDE REMOVAL SYSTEMS

Excessive Fluoride in Water is a menace. The permissible limit in drinking water is 1.5 ppm as

per World Health Organization Standards. Excess Fluoride in Water can cause several diseases

such as:

Dental Fluorosis

Skeletal Fluorosis - Arthritic pain, spine rigidity, malshaping of bones, etc. When you

ingest Fluoride, only about 50 comes out and the remainder is stored in the bones, which

accumulated over a period, causes severe physical problems.

Cancer

Genetic Damages

Fluoride is more toxic than lead and slightly less toxic than Arsenic.

Bio F Method:

Bio-F is a biological adsorbent using natural shell as raw material. It is used for the removal of

Fluoride in the raw water.

Bio-F is a biological adsorbent using

Natural shell as raw material

Porous in nature

Bio-F is insoluble in water

Bio-F has high temperature tolerance

Bio-F has the capability to remove Fluoride

Can remove Fluoride in excess of 90%

Bio-F is highly cost-effective

Can be used without electricity

Suitable for domestic and community purpose

Regeneration produces no hazardous material

No Fluoride in waste water

Low contact time (3-5 minutes)

Bio-F Regeneration Methods

Regeneration Method 1 -

Keep the media dissolved in alum solution for 2-3 hours. Then drain the alum solution out and

rinse with fresh water.

Regeneration Method 2 -

Insert hot water at > 70 degree C or pass steam through the media and then rinse with fresh

water.

Bio-F Compared to Activated Alumina

S.No Activity Activated Alumina Bio-F

1. Defluoridation Capacity 1 mg/g 3-4 mg/g

2. Regeneration

Process

Regeneration by exposing to 4% caustic

soda (hazardous chemical) difficult to

carry out regeneration onsite. Must be

carried to regeneration centre.

Regeneration using alum or

hot water/ steam >70oC.

Can be easily carried out at

site.

3. Wastewater Wastewater contaminated with Fluoride

thus going back to ground at the same

location.

No Fluoride in wastewater.

4. Neutralization Neutralization required with sulphuric

acid after regeneration again hazardous

chemical use.

No neutralization necessary.

5. Number of Regeneration

Possible

3-4, after which media needs replacement. 15-20 times

Advantages of Bio F Technology:-

Safe- No Chemical required!

High & steady adsorption

High fluoride removal efficiency

Stable regeneration capability

Cost effective

Tested & certified by various leading labs across the country

Safe, Simple regeneration.

*******

6/14/2018 NOCAP-Infrastructure Application-New

http://www.cgwa-noc.gov.in/ExternalUser/InfrastructureNew/Submit.aspx 1/1

Location Details

Communication Address

Land Use Details

Water Requirement Details

De-Watering Existing

Structure

De-Watering Proposed

Structure

Breakup of Water Requirment

Water Supply Detail

Groundwater Abstraction

Structure-Existing

Groundwater Abstraction

Structure-Proposed

Other Details

Self Declaration

Attachment

Final Submit

Government of India Central Ground Water Authority (CGWA)

Ministry of Water Resources, River Development and Ganga Rejuvenation

Application for Issue of NOC to Abstract Ground Water (NOCAP)Welcome : gaurangenviro

Previous Login Date Time: 14/06/2018 16:07:12 PM , IP Address: 122.161.12.248 Logout

INFRASTRUCTURE USE : SUCCESSFUL SUBMISSION

Print Application

Your Application Submitted Successfully.Your Application Detail here :

Application Number : 21-4/10103/RJ/INF/2018

Name of Infrastructure : SURYA RESIDENCY AFFORDABLE

HOUSING PROJECT

Submitted Date : 14/06/2018 17:32:50

Net Ground Water Requirement (m3/day): 470.00

Please note your application number for future reference.

This e-application will be Processed only After Receipt of Printed form Duly Signed by the

Applicant along with all Relevant Enclosures at the Regional Director within seven (7) days of

Uploading Completed Application Online. Please Send Your Applicaiton to Given Address

Below.

Regional Director

Central Ground Water Board Western Region

6-A

Jhalana Doongri

JAIPUR

RAJASTHAN

PinCode : 302004

Note:-

a) The Processing Fee is Non-Refundable. Applicant should ensure "Check Eligibility" and

"Documents Required" before Submitting Application Online.

b) Applicant has to Submit Processing Fee of Rs 1000.00 /- (Rupees One Thousand Only) through

NON TAX RECEIPT PORTAL (https://bharatkosh.gov.in). A receipt will be generated. Please fill in the

Transaction Ref No. and Date from the receipt, in print out of application and attach receipt along with

hard copy of application.

c) Submitted Application will not be Processed till the Print Out of the Signed Complete Application is

Submitted to Regional Office.

Applicant Home Apply Feedback Change Password Profile

http://www.cgwa-noc.gov.in/ExternalUser/ApplicantHome.aspx

http://www.cgwa-noc.gov.in/ExternalUser/Feedback/Feedback.aspx

Surya Residency, Jaipur

Air Quality Index –Report

Reference: National Air Quality Index, Central Pollution Control Board

Introduction

An air quality index is defined as an overall scheme that transforms the weighed values of individual air

pollution related parameters (for example, pollutant concentrations) into a single number or set of

numbers. The result is a set of rules (i.e. set of equations) that translate parameter values into a more

simple form by means of numerical manipulation (Figure ).

Source: CPCB

Structure of an Index

Primarily two steps are involved in formulating an AQI: (i) formation of sub-indices (for each pollutant)

and (ii) aggregation of sub-indices to get an overall AQI. Formation of sub-indices (I1, I2,...., In) for n

pollutant variables (X1, X2...., Xn) is carried out using subindex functions that are based on air quality

standards and health effects.

Sub-index function represents the relationship between pollutant concentration Xi and corresponding sub-

index Ii.

Once the sub-indices are formed, they are combined or aggregated in a simple additive form or weighted

additive form:

The sub-index (Ip) for a given pollutant concentration (Cp), as based on ‘linear segmented principle’ is

calculated as:




Source: CPCB

Breakpoints

The Breakpoints for AQI Scale 0-500 (units: µg/m3 unless mentioned otherwise)

Source: CPCB

AQI Calculation Using Excel

AQI for a particular day and at a desired location can be calculated using the MS Excel wherein a user

friendly evaluation of AQI has been developed by the Central Pollution Control Board. The user needs to

input at least three values of pollutant concentration (including at least one of PM10 or PM2.5) in the blue

cells and the sub-indices are calculated thus displaying the final AQI along with the colour signifying the

AQI category.




AQI at the Proposed Project Region

Baseline data at the project site

S. No. Parameter Units Project Site NAAQS

1 Particulate Matter (PM10) µg/m3 72.5 100

2 Particulate Matter (PM2.5) µg/m3 44.8 60

3 Sulphur Dioxide (SO2) µg/m3 10.6 80

4 Oxides of Nitrogen (NOx) µg/m3 15.0 80

5 Carbon Monoxide (CO) mg/m3 0.916 4 (1 Hourly)

Based on the MS Excel sheet provided by CPCB the AQI of the region is calculated and it is found to be

70 (Satisfactory)

Pollutants

concentration in

µg/m3

(except for CO)

Sub-Index Air Quality Index

PM10 24-hr avg 69.70 70

70

PM2.5 24-hr avg 41.50 69

SO2 24-hr avg 12.80 16

NOx 24-hr avg 17.0 21

*CO (mg/m3) max 8-hr 0.916 46

Good

(0–50)

Minimal Impact

Poor

(201–300)

Breathing discomfort to people on

prolonged exposure

Satisfactory

(51–100)

Minor breathing discomfort to

sensitive people

Very Poor

(301–400)

Respiratory illness to the people on

prolonged exposure

Moderate

(101–200)

Breathing discomfort to the

people with lung,

heart disease, children and older

adults

Severe

(>401)

Respiratory effects even on healthy

people

*******

Project : Affordable Housing Project “Surya Residency” ECBC Compliance

Promoter : Ravi Surya Affordable Homes

ECBC COMPLIANCE

Part 4: BUILDING ENVELOPE

Climate Zone: Hot & Dry

S. No. Parameters U-Value (W/m2 °K)

Prescribed* Proposed

a. Roof 0.33 0.233 (Max)

b. Wall 0.40 0.389

*As per ECBC, 2017 for ECBC compliant building.

Roof Assembly

Layers Thickness

(mm)

L/1000 Thermal

conductivity

(K)- W/mC

Reference resistance

(L/K)

U Value (1/R)

(W/sq.m.c)

Ro (external surface film) 0.038

White tile 12 0.012 0.236 Thermatek 0.051

Waterproofing - - - - 0

Cement screed 50 0.05 1.208 NBC 0.041

Insulation PUFF

spray

90 0.09 0.023 Lloyd data sheet 3.913

Mother slab (RCC) 100 0.1 1.411 NBC 0.071

Cement plaster 12 0.012 0.75 NBC 0.016

Internal Surface

Resistance

- - - - 0.167

Total Thickness 264 4.297 0.233



Wall Assembly

Layers Thickness

(mm)

L/1000 Thermal

conductivity

(K)- W/mC

Reference resistance

(L/K)

U Value

(1/R)

(W/sq.m.c)

External surface resistance ECBC user Guide 0.04

Cement plaster 12 0.012 0.750 ECBC user Guide 0.02

Brick (1600

kg/cum)

230 0.230 0.740 ECBC user Guide 0.31

Insulation (Puff

Slab)

40 0.040 0.021 Manufacturer data

sheet

1.90

Brick (1600

kg/cum)

115 0.115 0.740 ECBC user Guide 0.16

Cement plaster 12 0.012 0.750 ECBC user Guide 0.02

Ri (Internal surface film) ECBC user Guide 0.13

Total Thickness 409 - 2.57 0.389

AAC blocks, PPC cements will be used for construction of opaque walls having lesser u-values

Exposed roof area will be minimized by the use of solar panels for generation.

Fenestrations:

WWR will be less than 40%

Allowable VLT : 0.27

Max SHGC (North) : 0.25

Part 5: COMFORT SYSTEMS & CONTROL

Building Type: Naturally ventilated building

5.2.1 Ventilation

• All the ceiling fans will be minimum BEE 3 star rated

• Adequate openings in the living areas for better ventilation

• BEE 3 star rated exhausts will be used in kitchens & toilets



5.2.2 Minimum Space Conditioning Equipment Efficiencies

• Minimum BEE 3 star rated unitary, split air conditioners will be used.

5.2.3 Mandatory requirements: Controls

Exempted since the project envisages unitary air conditioners only (individual levels)

Part 6: LIGHTING & CONTROLS

Automatic lighting shut offs system will be installed in commercial spaces (common

areas), club house, stilt floor (residential), corridors on all floors

Automatic lighting controls will function on timer circuits based on independent program

schedule.

Lighting for exterior applications will be controlled by time switch that is capable of

automatically turning off the exterior lighting when daylight is available or the lighting is

not required.

Façade lighting will have separate time switches

Interior lighting power shall be as per the requirements of ECBC 2017 / or NBC 2016

Part 7: ELECTRICAL AND RENEWABLE ENERGY SYSTEMS

• Permissible transformer losses: 5% for voltage class upto 11 kV: Full load rating and

minimum acceptable efficiency at 50% will be selected.

• Energy efficient motors (IE > 2: high efficiency class) and pumps will be used.

• BEE star rated DG sets (minimum 3 star) will be used.

• Energy metering will be done during post construction phase.

• Services not exceeding 1000 kVA but over 65 kVA shall have permanently installed electric

metering to record demand (kW), energy (kWh), and total power factor.

• Power factor shall be maintained around unity. APFC panel with capacitor will be used for

Common Load & Fixed Capacitor for Transformer to minimize the losses.

• All capacitors will be provided with Harmonic Filters to avoid distortion in Voltage.



• Use of renewable energy: Roof top grid tied solar PV plant of capacity 100 KW (>1% of

connected load) will be installed to meet out the partial energy requirements for common

areas.

• Area under REGZ free from obstacles will be greater than 25% for all the other exposed

areas.

• 20% of the hot water requirement will be met through solar energy.

******

Project : Affordable Housing Project “Surya Residency” Traffic Study


TRAFFIC STUDY

A traffic study is an investigation to evaluate a transportation system. The study is a means of

identifying and documenting any deficiencies or improvements both - operational and physical -

necessary to accommodate current or projected traffic volumes. Traffic impact study can be used

to help evaluate whether the development is appropriate for a site and what type of transportation

improvements may be necessary. It will help:-

a) To establish the existing trips/ day without the project activity;

b) To understand the increment on the traffic load due to the project activity;

c) To know the existing road will sustain or not after the commission of the project.

INDIAN ROAD CONGRESS (IRC) GUIDELINES

Factors for conversion of different type of vehicle into equivalent passenger car unit (PCU)

based on their relative interference value as per Indian Road Congress Guidelines i.e. IRC 64:

1990 & IRC 106: 1990 is given below:-



Level of Service (LOS)

Capacity standards are fixed normally in relation to the Level of Service (LOS) adopted for

design. Six levels of service are recognized commonly designated from A to F. Considering the

need for smooth traffic flow; it is recommended that normally LOS-C be adopted for design of

urban roads. At this level volume of traffic will be around 0.70 times the maximum capacity.

Capacity or Design Service volume is the maximum hourly volume at which vehicle can

reasonably be expected to transfers a point or uniform section of a lane or road way during a

given time period. As per IRC 64: 1990 guidelines, ratio of existing volume of PCU on roads (V)

and its capacity (C) with corresponding level of services (LOS) and their performance is given

below:-

Referenced V/C Ratio for Level of Service and Performance of the Road

TRAFFIC ANALYSIS AS PER IRC GUIDELINES

Traffic analysis is carried out by understanding the existing carrying capacity of the roads near to

the project site and the connecting main roads in the area. Then depending on the capacity of the

project, the number of vehicles that will be added to the present scenario will be compared to the

carrying capacity.

METHODOLOGY

There are different methods of estimating the capacity values. Based on the data used and the

strategy adopted, the methods are classified as direct empirical and indirect empirical methods

(Minderhound, 1997). The basic data that are required for estimation of capacity are roadway

width, headway, volume, speed and density. In the direct empirical methods, the observed data

are used to estimate the capacity directly. However in the case of indirect methods, the observed

data are calibrated and computer programmes developed for estimation of capacity. In the

context of Indian urban roads, the understanding of the traffic flow is very limited due to the



following reasons; the influence of various types of vehicles sharing the carriageway, the

behaviour of drivers, lack of awareness and adherence of traffic rules, non standard lane widths,

bad road surface conditions etc. Unless a detailed study is carried out along the lengths and

breadths of our country to understand and model the various parameters of traffic flow and other

impedance of flow, the simulation model approach may not be accurate to predict the capacity.

Since the direct empirical methods are less cost intensive and can give capacity value to the

desired accuracy, it is felt that the direct empirical methods are the more appropriate way of

estimating the capacity of roads for Indian conditions.

Depending on the availability of time, manpower and cost, several methods are available to

estimate the capacity of roads. The different approach requires various data from just the

carriageway width to volume, speed and density of traffic at a particular location. In this attempt

the following three approaches were considered to estimate the capacity:

i) Headways

ii) Volume

iii) Volume and Speed

i) Headway

Headway is the time separation of vehicles in the traffic stream and is usually measured in

fraction of a second. Headways are measured between common points or successive vehicles;

time gap are measured from the rear of one vehicle to the front of the next. The distribution tried

for flow under homogeneous conditions include negative exponential, shifted exponential,

gamma, erlang, lognormal etc for varying traffic volume. For traffic under mixed conditions,

exponential, erlang, normal and log-normal distributions for various volume levels have been

attempted. In the context of the Indian urban traffic flow conditions, it would be appropriate to

consider the full road width, instead of individual lanes for the study since all vehicles are free to

use any part of the carriageway. The capacity at a cross section of the road can be estimated with

the reciprocal of the mean time headway of the vehicles as given below:

Q= 1 / h (vehicles per second) or Q = 3600 / h (vehicles per hour).



The advantage of this model is that only headways at one cross section of the road at intensity

below capacity are required. It is not necessary to wait for a traffic state at about capacity level.

ii) Volume

Capacity estimation by this method is made solely with the observed traffic volume. In the

observed extreme value method, the estimation of capacity is by using known maximum traffic

volumes observed over a period of time. The data to be used for this Selected Maxima method is

the hourly traffic volume of flow rates observed in an averaging interval of less than one hour

(either 15 mts. or 5 mts. intervals). The basic assumption of this method is that the capacity state

of the road is reached during the survey period. The capacity qc is assumed to be equal to the

maximum traffic flow observed during the observation period.

iii) Volume and Speed

This approach is based on the basic stream flow diagram or Fundamental diagram. The existence

of relationship between the two important variables namely traffic volume and harmonic mean

speed is used to estimate the capacity. The traffic characteristic, Flow (q) is defined as the

number of vehicles passing a specific point or short section in a given period of time, which is

expressed as hourly rate (vph). One unique flow parameter is maximum flow or capacity (qmax).

Speed (u) is defined as the average rate of motion and is expressed in km / hr. In this study, the

main focus is on the mid block sections with no obstructions for flow of traffic. Hence the speeds

are measured using spot speed technique where the time taken to cover the predetermined length

was recorded. The spot speeds are usually higher than the average stream speed, since there are

no delays in the short distance of the mid block. From the speed-flow diagram, the flow

corresponding to the maximum flow is taken as the Capacity (q max).

DATA COLLECTION

The video recording technique was used to collect the data because of its advantages over the

manual and conventional method of collection. A reconnaissance survey was done initially to

select the site. The mid block stretches selected were straight, level and free from any

obstructions /restrictions to traffic movement. There were raised foot path on either sides and the

divider was fixed. The road stretches were selected so that the carriageway widths varied from

6.5 m to 9.0 m. The road links were identified based on the traffic and their characteristics.



DATA SYNTHESIS

The data collected at the site on video tapes were converted into video files and copied on to a

CD. Using the “Timeint” computer programme, which records the arrival of the vehicle at the

section at the stroke of a key, the inter arrival time was recorded up to 2 decimal places of a

second and stored as file. The CD was run several times for creating volume/headway data files

for the entire survey period for each category of vehicle. Counts were classified as heavy

vehicles (lorry and tankers), buses (both private and metropolitan public transport buses), LCV

(Passenger van, goods carriages and cabs), cars, autorickshaws, powered two wheelers and

cycles (including other slow moving vehicles). Using a stop watch the time taken by each

category of vehicle to pass the road stretch marked at the survey location was recorded for the

entire survey period. The data for speed estimation was analysed for sample data, which was not

less than 25 percent of the total volume, to get the average speed of the traffic stream and for

individual category of vehicle in each five minute time interval. Capacity estimation by the three

different methods mentioned above was carried out to identify the most appropriate method and

Volume-Speed method was found to be most suitable for calculation of the Capacity of the Road.

Current Capacity of Road

Road Name Road Width (m) Capacity of Road

Sirsi Road 11 4200

Current Vehicle Distribution on Sirsi Road

Road Name Road Width

(m)

Capacity

of Road

Vehicle Types

Passenger Motor Scooter Three Bus or Trucks



Car, Pickup

Van

(Two Wheelers) Wheelers

Sirsi Road 11 4200 2966 6587 1560 245

Current Volume of Sirsi Road

Road

Name

Road

Width

(m)

Capacit

y of

Road

Vehicle Types Total

Passenger

Car,

Pickup

Van

Motor Scooter

(Two Wheelers)

Three

Wheelers

Bus or

Trucks

Sirsi Road 11 4200 2966 6587 1560 245 11,358

Current Volume in PCU/hr

S.No Type of Vehicle Current

Volume in

Vehicles/day

PCU

Factor

PCU/day PCU/hr

1. Passenger Car,

Pickup Van

2966 1 2966.00 123.58

2. Motor Scooter

(Two Wheelers)

6587 0.75 4940.25 205.84

3. Three Wheelers 1560 1.2 3120.00 130.00

4. Bus or Trucks 245 2.2 539.00 22.46

481.89

Current Traffic Scenario and LOS

Road V (Volume in

PCU/hr)

C (Capacity in

PCU/hr)

Existing V/C Ratio LOS

Sirsi Road 481.89 4200 0.11 A

Future Traffic Scenario during Operation Phase

S.No

Mode of

Transportation

Capacity

of

No. of

Trips/day

Total

PCU/day

PCU

PCU/Day PCU/hr



Parking Factor

1 Car 18 2 36 1 36 3.00

2 Two Wheelers 2500 2 5000 0.75 3750 312.50

315.50

Modified Traffic Scenario and LOS

Road Increased PCU Increased

Volume

Capacity of

Road

Modified

V/C Ratio

LOS

Sirsi Road 315.50 481.89 + 315.50 =

797.39

4200 0.18 A

*******