MASTER PLAN

RHSEZ STARTUP
PHASE

RHSEZ INFRASTRUCTURE DIVISION

MASTER PLAN
RHSEZ STARTUP
PHASE
(Jan 2009)

RHSEZ INFRASTRUCTURE DIVISION


Reliance Haryana Special Economic Zone (RHSEZ) is a pioneering endeavour in city development
after the likes of Chandigarh, Bhubaneswar and Gandhi Nagar. It has been conceived not only as a
center for business in the country, but as a Global City, built with care, a model of efficacy, offering
the best and the latest in built environments and infrastructure.
The changing economic scenario in the world has offered new directions and means of inducing
development across the globe, particularly in the developing countries. The mantra is ‘think global,
act local’. The tools for development are Foreign Direct Investment (FDI), Multi-national
Companies (MNCs) and benefit accrual from the BPO boom. Special Economic Zones, initiated in a
big way in China, have been taken up seriously in India. They are a means to offer sops to foreign
investors to encourage them to set up their business in the country.
RHSEZ is a giant step in this direction offering a multi-services special economic zone in the fastest
growing industrial town of India i.e. Gurgaon. Located near the national capital of India, New Delhi,
the SEZ offers numerous opportunities to the global community to benefit from the location, the
setting, and the business acumen of Reliance, who is committed to providing a facility second to
none in the world based on state-of-the-art systems.
RHSEZ strives to provide an environment which is conducive for business in various disciplines as
well as for living. RHSEZ is also committed to develop a sustainable, environment friendly
development as a responsibility towards the future generations. The setting of the SEZ offers a
unique opportunity for natural and man-made environments to co-exist in harmony. At the same
time, RHSEZ will have facilities catering to the international business community; such as business
parks, convention centers, hotels, recreational centers, golf course and multi-modal connectivity.
This region has experienced isolated and unplanned development through industry and information
technology sectors, but has not translated into socio-economic development of the region as a
whole. RHSEZ targets to generate employment for over 400,000 people apart from benefits linked
with developments of this nature. It also strives to raise the bar in terms of the level & quality of
infrastructure in the region. It was imperative that such high ideals be converted into a
comprehensive structured approach to achieve the desired results. This Master Plan is the first step
of such an approach.
PREFACE
The first Master Plan prepared for the same site was approved by Government of Haryana in April
2008. Subsequently, a need was felt for revising the proposed plan, primarily due to change in land
use in the Business Plan. The current Master Plan is a concerted effort of the Infrastructure Division
of RHSEZ starting from May 2008, with detailed studies of various sectors & concepts relevant for
the Master Plan. These included detailed studies on Residential typologies, Commercial standards &
typologies, High-rise buildings, Green Buildings including LEED rating system, Sustainable
Development, Transit Oriented Development, and Disaster Management among others that
provided vital inputs for this Master Plan.
A need was also felt for inputs from international peers regarding the international standing of the
plan. After extensive research and a rigorous bidding process, EDAW|AECOM was engaged for
Review & Audit of the Master Plan in the month of July 2008. The plan underwent much iteration
with in-depth involvement of the consultants through on-site workshops and weekly
teleconferences. The first workshop was organized from July 23rd to 25th in RHSEZ offices with
participation of a ten member team of EDAW|AECOM. The workshop was a great success with
exchange of ideas between both teams apart from clarifications regarding many aspects of the
project. The second workshop was organized from August 26th to 28th. Between the two
workshops, the two teams interacted over weekly teleconferences developing the Master Plan
independently and then sharing the schemes electronically. By the third workshop, organized in
Hong Kong from October 8th to 10th, the Master Plan and Urban Design scheme had matured into
the current form presented in this report. Final changes made during the workshop were
incorporated into the scheme and drawings were issued for preparation of an Animated
Walkthrough by Screampoint (HK) Ltd. Although, works on the walkthrough were suspended
midway, the virtual model prepared by the consultants authenticated and corroborated the ideas &
concepts integrated into the scheme.
This report is a synthesis of efforts of the entire RHSEZ team since its inception in June 2006. Not
confining to the realm of Planning & Design, the efforts of all divisions of RHSEZ have resulted in
the plan put forth. From land acquisition to connectivity, each aspect of the site and every possible
dimension of Urban Development have been well thought of and integrated into the plan. This plan
is a challenge met and an expectation fulfilled, with hope of launching into a new era of City
Building.
i RHSEZ Master Plan- Start-up Phase

PREFACE ....................................................................................................................... I
CONTENTS..................................................................................................................II
LIST OF FIGURES AND DRAWINGS .................................................................... III
LIST OF TABLES ....................................................................................................... IV
CHAPTER 1: BACKGROUND
1.1 INTRODUCTION ............................................................................................................................. 1
1.2 CONTEXT ......................................................................................................................................... 1
1.2.1 SEZ SCENARIO IN INDIA ................................................................................................................................................1
1.2.2 RHSEZ IN REGIONAL CONTEXT ..................................................................................................................................2
1.3 PROJECT OBJECTIVES ................................................................................................................... 3
CHAPTER 2: STUDY AREA
2.1 REGIONAL ANALYSIS.................................................................................................................... 4
2.1.1 LOCATION .......................................................................................................................................................................4
2.1.2 PROJECT INFLUENCE AREA .............................................................................................................................................6
2.2 REGIONAL LINKAGES.................................................................................................................... 7
2.2.1 EXISTING REGIONAL LINKAGES- ROAD/ RAIL ..............................................................................................................7
2.2.2 PROPOSED REGIONAL LINKAGES- ROAD/ RAIL ...........................................................................................................8
2.2.3 ACCESS POINTS TO RHSEZ ...........................................................................................................................................9
2.3 LEGAL FRAMEWORK ..................................................................................................................... 9
2.3.1 SPECIAL ECONOMIC ZONE ACT, 2005...................................................................................................................... 10
2.3.2 SPECIAL ECONOMIC ZONE RULES, 2006................................................................................................................... 10
2.3.3 HARYANA SEZ ACT, 2005 ......................................................................................................................................... 10
2.3.4 HARYANA SEZ RULES, DECEMBER 03, 2007............................................................................................................. 10
2.3.5 THE PUNJAB SCHEDULED ROADS AND CONTROLLED AREAS ACT, 1963 AND RULES, 1965 ............................. 11
2.4 PROPOSED STRUCTURE PLAN FOR RHSEZ .......................................................................... 11
2.4.1 PROJECT COMPONENTS .............................................................................................................................................. 11
2.4.2 STRUCTURE PLAN......................................................................................................................................................... 11
2.4.3 PHASING PLAN ............................................................................................................................................................. 13
2.4.4 PROPOSED MEGA INFRASTRUCTURE PROJECTS ......................................................................................................... 14
2.5 SITE ANALYSIS (STARTUP PHASE).......................................................................................... 15
2.5.1 AREA IDENTIFIED FOR STARTUP PHASE ...................................................................................................................... 15
2.5.2 LINKAGES (STARTUP PHASE) ....................................................................................................................................... 16
2.5.3 PHYSICAL CHARACTERISTICS ...................................................................................................................................... 17
2.5.4 EXISTING SITE CHARACTERISTICS ............................................................................................................................... 19
2.5.5 SITE CONSTRAINTS ...................................................................................................................................................... 19
CHAPTER 3: PLANNING BRIEF
3.1 ZONING – PROCESSING AND NON PROCESSING AREA ................................................... 22
3.1.1 ZONING (PROCESSING AREA) .................................................................................................................................... 22
3.1.2 ZONING (NON-PROCESSING AREA) ......................................................................................................................... 23
3.2 WORKFORCE ESTIMATION ....................................................................................................... 23
3.3 LANDUSE ALLOCATION- PROCESSING AND NON PROCESSING AREA ...................... 23
3.3.1 LANDUSE (PROCESSING AREA) ................................................................................................................................... 23
3.3.2 LANDUSE (NON- PROCESSING AREA) ....................................................................................................................... 24
3.4 TOTAL LANDUSE AND POPULATION.................................................................................... 25
3.5 PROGRAM ANALYSIS................................................................................................................... 25
3.5.1 LANDUSE DISTRIBUTION ANALYSIS ............................................................................................................................ 25
ii
CONTENTS
3.5.2 SCALE COMPARISONS .................................................................................................................................................. 26
CHAPTER 4: MASER PLAN
4.1 MASTER PLAN DESIGN THEMES & CONCEPTS .................................................................... 28
4.1.1 GREEN INFRASTRUCTURE ............................................................................................................................................ 28
4.1.2 BLUE INFRASTRUCTURE ............................................................................................................................................... 28
4.1.3 RED INFRASTRUCTURE ................................................................................................................................................. 29
4.1.4 TRANSIT ORIENTED DEVELOPMENT ........................................................................................................................... 30
4.1.5 SITE SUSTAINABILITY .................................................................................................................................................... 30
4.1.6 CITY CENTER & DESIGN PRECINCTS .......................................................................................................................... 31
4.2 LAND USE CONCEPT & ZONING.............................................................................................. 31
4.3 CIRCULATION STRATEGY.......................................................................................................... 31
4.3.1 SITE INGRESS\ EGRESS POINTS ..................................................................................................................................... 31
4.3.2 MAIN CIRCULATION NETWORK ................................................................................................................................ 32
4.3.3 PEDESTRIAN MOVEMENT NETWORK.......................................................................................................................... 32
4.3.4 PARKING STRATEGY ..................................................................................................................................................... 33
4.4 OPEN SPACE FRAMEWORK........................................................................................................ 33
4.5 LAND USE PLAN & DISPOSITION ............................................................................................. 33
4.6 BUILT MASS DISTRIBUTION ...................................................................................................... 34
4.6.1 FSI DISTRIBUTION ........................................................................................................................................................ 34
4.6.2 GROUND COVERAGE (GC)......................................................................................................................................... 35
4.7 PLAN TO DESIGN.......................................................................................................................... 35
CHAPTER 5: URBAN DESIGN AND LANDSCAPE STRUCTURE
5.1 INTRODUCTION............................................................................................................................ 36
5.2 EMERGING URBAN DEVELOPMENT AND LANDSCAPE...................................................... 36
5.3 INTENT ............................................................................................................................................ 36
5.4 URBAN DESIGN PRINCIPLES...................................................................................................... 37
5.4.1 DESIGN RATIONALE..................................................................................................................................................... 37
5.4.2 URBAN DESIGN PRINCIPLES......................................................................................................................................... 37
5.5 URBAN DESIGN FRAMEWORK .................................................................................................. 37
5.5.1 KEY ASPECTS OF THE URBAN DESIGN FRAMEWORK ................................................................................................ 37
5.6 SPATIAL STRUCTURING ............................................................................................................. 39
5.6.1 OVERALL COMPOSITION OF ACTIVITY ZONES ......................................................................................................... 39
5.6.2 CHARACTER ZONES .................................................................................................................................................... 39
5.6.3 BUILT FORM DISPOSITION ........................................................................................................................................... 42
5.6.4 EDGE TREATMENT AND ROAD SECTIONS ................................................................................................................. 46
5.7 LANDSCAPE STRUCTURE........................................................................................................... 51
5.8 LANDSCAPE DESIGN APPROACH ............................................................................................ 51
5.8.1 MASTER PLAN LEVEL GREENS ...................................................................................................................................... 52
5.8.2 NEIGHBORHOOD LEVEL GREENS ................................................................................................................................ 55
5.8.3 PRECINCT/ BUILDING LEVEL GREENS ......................................................................................................................... 56
5.8.4 UTILITY GREENS ........................................................................................................................................................... 57
5.9 SIGNIFICANT URBAN PRECINCTS ........................................................................................... 60
5.9.1 PRECINCT 1: RELIANCE CENTER, CRESCENT PARK AND CENTRAL SQUARE ......................................................... 60
5.9.2 PRECINCT 2: CENTRAL PARK ...................................................................................................................................... 64
5.9.3 PRECINCT 3: BUSINESS AND FINANCIAL CENTER ...................................................................................................... 67
5.9.4 NPR PROCESSING CORE ............................................................................................................................................. 70
5.9.5 NPR COMMERCIAL ...................................................................................................................................................... 73
RHSEZ Master Plan- Start-up Phase
 CONTENTS

CHAPTER 6: TRAFFIC AND TRANSPORTATION 7.6.4 MAINTENANCE AND SAFETY ....................................................................................................................................... 90

6.1 EXTERNAL CONNECTIVITY ...................................................................................................... 76 7.7 TELECOMMUNICATION SYSTEM ............................................................................................. 91
6.2 INTERNAL CONNECTIVITY ....................................................................................................... 76 7.7.1 TELECOMMUNICATIONS REQUIREMENTS ................................................................................................................... 91
6.3 INTERNAL ROAD HIERARCHY .................................................................................................. 77 7.7.2 SERVICES TYPES ............................................................................................................................................................. 91
7.7.3 FIBER NETWORK PLANNING ....................................................................................................................................... 91
6.4 ESTIMATION OF TRAFFIC FLOW............................................................................................. 79
6.4.1 EMPLOYMENT DISTRIBUTION & ZONING .................................................................................................................. 79 CHAPTER 8: MODEL VILLAGE DEVELOPMENT
6.4.2 TRANSPORT SYSTEM .................................................................................................................................................... 80 8.1 BACKGROUND............................................................................................................................... 92
6.5 PARAMETERS FOR TRAFFIC ESTIMATION ............................................................................ 80 8.1.1 OBJECTIVES ................................................................................................................................................................... 92
6.5.1 SHARE OF BPO IN IT ................................................................................................................................................... 80 8.2 NEED IDENTIFICATION............................................................................................................... 93
6.5.2 DISTRIBUTION OF EMPLOYEE RESIDENCES ................................................................................................................. 81
6.5.3 SEZ RESIDENT EMPLOYEE CATEGORIES ..................................................................................................................... 81
6.5.4 PUBLIC TRANSPORT SYSTEM ....................................................................................................................................... 81
CHAPTER 9: ENVIRONMENT AND DISASTER MANAGEMENT
6.5.5 MODAL SPLIT ................................................................................................................................................................ 81 9.1 ENVIRONMENTAL IMPACT ASSESSMENT.............................................................................. 94
6.5.6 TRAFFIC GENERATION ................................................................................................................................................. 82 9.1.1 MAJOR ENVIRONMENTAL ISSUES ................................................................................................................................. 94
6.5.7 TRAFFIC DISTRIBUTION ............................................................................................................................................... 82 9.2 SOLID WASTE ................................................................................................................................ 94
6.6 TRAFFIC ASSIGNMENT ............................................................................................................... 83 9.3 BIOLOGICAL ENVIRONMENT: ................................................................................................... 95
6.6.1 MATRIX DEVELOPMENT ............................................................................................................................................... 83 9.4 ENVIRONMENTAL MANAGEMENT PLAN (EMP) ................................................................... 95
6.6.2 TRAFFIC ASSIGNMENT.................................................................................................................................................. 83 9.5 CONCLUSION ................................................................................................................................ 95
6.6.3 CRITICAL INTERSECTIONS ........................................................................................................................................... 84
9.6 DISASTER MANAGEMENT PLAN............................................................................................... 99
6.7 EVALUATION OF ROAD NETWORKS ..................................................................................... 85
9.6.1 OBJECTIVE ..................................................................................................................................................................... 99
6.7.1 INTERNAL NETWORK .................................................................................................................................................. 85
9.7 ON SITE EMERGENCY MANAGEMENT PLAN ........................................................................ 99
6.7.2 PEDESTRIAN FACILITIES ................................................................................................................................................ 85
6.7.3 DEDICATED PARKING LOTS: .............................................................................................................................. 85 9.7.1 PLAN FORMULATION ................................................................................................................................................... 99
6.7.4 PARKING DEMAND AND SUPPLY ................................................................................................................................ 85 9.7.2 PRE-EMERGENCY ACTIVITIES ....................................................................................................................................... 99
9.7.3 PROCEDURE DURING EMERGENCY ............................................................................................................................. 99
6.8 CONCLUSIONS.............................................................................................................................. 85
9.7.4 POST EMERGENCY ACTIVITIES ................................................................................................................................... 100
9.7.5 KEY PERSONS & RESPONSIBILITIES............................................................................................................................. 100
CHAPTER 7: INFRASTRUCTURE 9.8 OFF-SITE EMERGENCY PLAN...................................................................................................100
7.1 CONCEPT AND PLANNING ....................................................................................................... 86 9.8.1 KEY PERSONS & RESPONSIBILITIES............................................................................................................................. 101
7.1.1 GIS INTEGRATED INFRASTRUCTURE MANAGEMENT SYSTEM FOR MAPPING OF ALL SERVICES ................................ 86
7.2 WATER SUPPLY ............................................................................................................................ 87
7.2.1 ESTIMATED WATER DEMAND ..................................................................................................................................... 87
7.2.2 FIRE PROTECTION DEMAND ....................................................................................................................................... 87
7.2.3 DESIGN CONSIDERATIONS .......................................................................................................................................... 87
7.2.4 WATER BALANCE ........................................................................................................................................................ 88
7.3 SEWERAGE SYSTEM..................................................................................................................... 88
7.3.1 INTRODUCTION ........................................................................................................................................................... 88
7.3.2 PLANNING OBJECTIVES ................................................................................................................................................ 88
7.3.3 PLANNING CRITERIA .................................................................................................................................................... 88
7.3.4 DISCHARGE CAPACITY ................................................................................................................................................ 88
7.3.5 INFLUENT AND EFFLUENT QUALITY ........................................................................................................................... 88
7.3.6 DESIGN CRITERIA OF PIPES AND NETWORK ............................................................................................................. 89
7.3.7 PROPOSED SEWERAGE SYSTEM ................................................................................................................................... 89
7.4 DRAINAGE SYSTEM...................................................................................................................... 89
7.4.1 PEAK RUNOFF ............................................................................................................................................................... 89
7.4.2 RUNOFF CO-EFFICIENT ............................................................................................................................................... 89
7.4.3 RAINFALL INTENSITY .................................................................................................................................................... 89
7.4.4 DISCHARGE CAPACITY ................................................................................................................................................ 89
7.5 RAIN WATER HARVESTING....................................................................................................... 90
7.6 POWER DISTRIBUTION SYSTEM .............................................................................................. 90
7.6.1 POWER REQUIREMENT:................................................................................................................................................ 90
7.6.2 POWER DISTRIBUTION ................................................................................................................................................ 90
7.6.3 POWER DISTRIBUTION TYPE ....................................................................................................................................... 90

iii RHSEZ Master Plan- Start-up Phase

 LIST OF FIGURES AND DRAWINGS

FIGURE 1.1 IDENTIFIED SITE OF 10,000 HA FOR MULTI-PRODUCT SEZ ............................................................... 1 FIGURE 4.12 OPEN SPACE STRUCTURE ............................................................................................................................. 33
FIGURE 1.2 CONTEMPORARY DEVELOPMENT IN GURGAON................................................................................. 2 FIGURE 4.13 LANDUSE PLAN ................................................................................................................................................. 34
FIGURE 1.3 PROJECT OBJECTIVES........................................................................................................................................ 3 FIGURE 4.14 FSI DISTRIBUTON.............................................................................................................................................. 35
FIGURE 2.1 EXISTING GROWTH CENTERS- NCR.......................................................................................................... 4 FIGURE 4.15 GROUND COVERAGE..................................................................................................................................... 35
FIGURE 2.2 PROPOSED GROWTH CENTERS (2021)- NCR ......................................................................................... 4 FIGURE 5.1 EMERGING URBAN DEVELOPMENT AND LANDSCAPE ..................................................................... 36
FIGURE 2.3 LOCATION OF RHSEZ IN NCR ..................................................................................................................... 5 FIGURE 5.2 URBAN DESIGN APPROACH ........................................................................................................................ 37
FIGURE 2.4 LOCATION OF CBD, DC AND NEW TOWNSHIPS IN DELHI AS PER MPD-2021......................... 5 FIGURE 5.3 OPEN SPACE SYSTEM ...................................................................................................................................... 38
FIGURE 2.5 LOCATION OF RHSEZ SITE AS PER KMP GLOBAL CORRIDOR PROJECTS.................................... 6 FIGURE 5.4 STREET SYSTEM.................................................................................................................................................. 38
FIGURE 2.6 LOCATION OF RHSEZ SITE AS PER GMUCDP-2021 ............................................................................... 6 FIGURE 5.5 FIGURE – GROUND RELATION ................................................................................................................... 39
FIGURE 2.7 PROJECT INFLUENCE AREA............................................................................................................................ 7 FIGURE 5.6 CHARACTER ZONES – KEY PLAN .............................................................................................................. 40
FIGURE 2.8 EXISTING CONNECTIVITY- RAIL AND ROAD......................................................................................... 8 FIGURE 5.7 CHARACTER ZONES AND VISUAL STRUCTURING............................................................................. 41
FIGURE 2.9 PROPOSED CONNECTIVITY- RAIL AND ROAD...................................................................................... 9 FIGURE 5.8 CHARACTER ZONES – KEY PLAN .............................................................................................................. 42
FIGURE 2.10 PROPOSED CONNECTIVITY- RAIL AND ROAD...................................................................................... 9 FIGURE 5.9 BUILDING HEIGHT PLAN............................................................................................................................... 43
FIGURE 2.11 DELINEATION OF PLANNING AREA IN RHSEZ SITE ........................................................................... 12 FIGURE 5.10 ICONIC, LANDMARK AND SYMBOLIC BUILDINGS ............................................................................. 44
FIGURE 2.12 STRUCTURE PLAN FOR RHSEZ ................................................................................................................... 12 FIGURE 5.11 SITE SECTIONS DISPLAYING THE PROPOSED SKYLINE...................................................................... 45
FIGURE 2.13 PHASING PLAN.................................................................................................................................................. 13 FIGURE 5.12 EDGE TREATMENT ........................................................................................................................................... 46
FIGURE 2.14 SITE FOR CARGO AIRPORT .......................................................................................................................... 14 FIGURE 5.13 PEDESTRIAN NETWORK................................................................................................................................ 46
FIGURE 2.15 SITE FOR POWER PLANT............................................................................................................................... 14 FIGURE 5.14 ACTIVE PUBLIC EDGES.................................................................................................................................... 46
FIGURE 2.16 SITE FOR INLAND CONTAINER DEPOT .................................................................................................. 15 FIGURE 5.15 EDGE SECTIONS AT THE CENTRAL CORE ............................................................................................. 47
FIGURE 2.17 RHSEZ STARTUP PHASE ................................................................................................................................. 15 FIGURE 5.16 COMMERCIALCORE –CRESCENT PARK EDGE ...................................................................................... 47
FIGURE 2.18 EXISTING LINKAGES- STARTUP PHASE .................................................................................................... 16 FIGURE 5.17 INTERNAL COMMERCIAL STREET EDGE.................................................................................................. 47
FIGURE 2.19 PROPSOED LINKAGES- STARTUP PHASE –.............................................................................................. 16 FIGURE 5.18 RELIANCE CENTER – COMMERCIAL CORE ............................................................................................ 47
FIGURE 2.20 PROPSOED MRTS LINK- STARTUP PHASE –............................................................................................ 17 FIGURE 5.19 COMMERCIAL CORE – CENTRAL SQUARE EDGE ................................................................................ 48
FIGURE 2.21 OVERALL TOPOGRAPHY............................................................................................................................... 17 FIGURE 5.20 EDGE SECTIONS IN PROCESSING AREA .................................................................................................. 49
FIGURE 2.22 TOPOGRAPHY- START-UP PHASE.............................................................................................................. 18 FIGURE 5.21 75M ROAD EDGE- PERIPHERY & PROCESSING CORE ......................................................................... 49
FIGURE 2.23 SITE CONSTRAINTS ......................................................................................................................................... 20 FIGURE 5.22 PROCESSING CORE - CENTRAL PARK EDGE ......................................................................................... 49
FIGURE 3.1 PROCESSING AND NON PROCESSING AREA PERCENTAGE........................................................... 22 FIGURE 5.23 CONNECTION BETWEEN LRT AND PERIPHERY PROCESSING ...................................................... 50
FIGURE 3.2 ZONING OF PROCESSING AREA................................................................................................................ 23 FIGURE 5.24 CONNECTION BETWEEN LRT AND PERIPHERY PROCESSING ...................................................... 50
FIGURE 3.3 ZONING OF PROCESSING AREA................................................................................................................ 24 FIGURE 5.25 EDGE AT PERIPHERY PROCESSING PARCEL ........................................................................................... 50
FIGURE 3.4 ZONING OF PROCESSING AREA................................................................................................................ 24 FIGURE 5.26 INTERNAL STREET AT PERIPHERY PROCESSING .................................................................................. 50
FIGURE 3.5 LANDUSE ZONING.......................................................................................................................................... 25 FIGURE 5.27 EDGE SECTIONS AT NPR PROCESSING ................................................................................................... 51
FIGURE 3.6 LANDUSE DISTRIBUTION.............................................................................................................................. 25 FIGURE 5.28 INTERNAL COURT AT NPR PROCESSING CORE.................................................................................. 51
FIGURE 3.7 BUILT-UP AREA DISTRIBUTION................................................................................................................... 26 FIGURE 5.29 OPEN SPACE HIERARCHY.............................................................................................................................. 51
FIGURE 3.8 SCALE COMPARISON – RAJPATH AND INDIA GATE, NEW DELHI................................................ 26 FIGURE 5.30 GATEWAY BLUE................................................................................................................................................ 52
FIGURE 3.9 SCALE COMPARISON – CONNAUGHT PLACE, NEW DELHI ........................................................... 26 FIGURE 5.31 GREEN CIVIC PLAZA........................................................................................................................................ 52
FIGURE 3.10 SCALE COMPARISON – SECTOR 17, CHANDIGARH........................................................................... 27 FIGURE 5.32 CHARACTER OF GATEWAY GREEN ......................................................................................................... 53
FIGURE 3.11 SCALE COMPARISON – CENTRAL PAKR, NEW YORK ....................................................................... 27 FIGURE 5.33 CHARACTER OF CRESCENT PARK ............................................................................................................ 53
FIGURE 4.1 ILLUSTRATIONS – GREEN INFRASTRUCTURE ....................................................................................... 28 FIGURE 5.34 CHARACTER OF CENTRAL PARK............................................................................................................... 54
FIGURE 4.2 ILLUSTRATIONS – BLUE INFRASTRUCTURE ........................................................................................... 28 FIGURE 5.35 CHARACTER OF GOLF COURSE................................................................................................................. 55
FIGURE 4.3 PROPOSED GREEN, BLUE & RED NETWORKS ....................................................................................... 29 FIGURE 5.36 CHARACTER OF NEIGHBORHOOD GREENS......................................................................................... 55
FIGURE 4.4 ILLUSTRATIONS – RED INFRASTRUCTURE............................................................................................. 29 FIGURE 5.37 CHARACTER OF PRECINCT / BUILDING LEVEL GREENS ................................................................... 56
FIGURE 4.5 LOCATION AND CATCHMENT AREA OF MRT/LRT STATIONS ..................................................... 30 FIGURE 5.38 CHARACTER OF BOUNDARY- EDGE TREATMENT ............................................................................. 57
FIGURE 4.6 CONCEPT- CITY CENTER.............................................................................................................................. 31 FIGURE 5.39 NPR NODE- UTILITY GREEN ........................................................................................................................ 58
FIGURE 4.7 ZONING – PROCESSING AND NON PROCESSING AREA................................................................. 31 FIGURE 5.40 AERIAL VIEW OF PROPOSED MASTER PLAN & URBAN SCHEME.................................................... 59
FIGURE 4.8 SITE INGRESS/ EGRESS POINTS .................................................................................................................... 32 FIGURE 5.41 SIGNIFICANT URBAN PRECINCTS.............................................................................................................. 60
FIGURE 4.9 CIRCULATION NETWORK ........................................................................................................................... 32 FIGURE 5.42 RELIANCE CENTER, CRESCENT PARK AND CENTRAL SQUARE .................................................... 60
FIGURE 4.10 PEDESTRIAN MOVEMENT NETWORK ...................................................................................................... 32 FIGURE 5.43 PRECINCT 1: VEHICULAR ACCESS AND PARKING .............................................................................. 61
FIGURE 4.11 PARKING STRATEGY ....................................................................................................................................... 33 FIGURE 5.44 PRECINCT 1: PEDESTRIAN CONNECTIVITY ........................................................................................... 61

iv RHSEZ Master Plan- Start-up Phase

 LIST OF FIGURES AND DRAWINGS

FIGURE 5.45 PRECINCT 1: OPEN SPACE AND VISUAL CONNECTIVITY................................................................ 61 FIGURE 6.14 ASSIGNMENT RESULTS ALL TRAFFIC (PCU)............................................................................................ 83
FIGURE 5.46 PRECINCT 1: ACTIVE PUBLIC EDGES......................................................................................................... 61 FIGURE 6.15 PERSON TRIPS – ROAD BASED PUBLIC TRANSPORT.......................................................................... 83
FIGURE 5.47 3D ILLUSTRATION OF RELIANCE CENTER, CRESCENT PARK AND CENTRAL SQUARE....... 62 FIGURE 6.16 PERSON TRIPS – RAIL BASED PUBLIC TRANSPOR ................................................................................ 84
FIGURE 5.48 3D ILLUSTRATION OF RELIANCE CENTER, CRESCENT PARK AND CENTRAL SQUARE....... 63 FIGURE 6.17 CRITICAL INTERSECTIONS ........................................................................................................................... 84
FIGURE 5.49 CENTRAL PARK................................................................................................................................................. 64 FIGURE 7.1 SCADA SYSTEM.................................................................................................................................................. 86
FIGURE 5.50 CENTRAL PARK................................................................................................................................................. 64 FIGURE 7.2 WATER BALANCE............................................................................................................................................. 88
FIGURE 5.51 PRECINCT 2: VEHICULAR ACCESS AND PARKING.............................................................................. 65 FIGURE 7.3 POWER DISTRIBUTION FLOW CHART.................................................................................................... 90
FIGURE 5.52 PRECINCT 2: PEDESTRIAN CONNECTIVITY........................................................................................... 65 FIGURE 8.1 LOCATION OF VILLAGES WITH IN THE SITE......................................................................................... 92
FIGURE 5.53 RECINCT 2: OPEN SPACE AND VISUAL CONNECTIVITY .................................................................. 65 FIGURE 8.2 METHODOLOGY .............................................................................................................................................. 92
FIGURE 5.54 PRECINCT 2: ACTIVE PUBLIC EDGES......................................................................................................... 65 FIGURE 8.3 DEVELOPMENTAL WORKS UNDER MODEL VILLAGE DEVELOPMENT PROGRAME................ 93
FIGURE 5.55 3D ILLUSTRATION OF CENTRAL PARK WEAVING THROUGH THE PROCESSING CORE.... 66 FIGURE 9.1 SUSTAINABLE ENVIRONMENTAL DEVELOPMENT ............................................................................... 95
FIGURE 5.56 AERIAL VIEW OF CENTRAL PARK .............................................................................................................. 66 FIGURE 9.2 OPERATIONAL MATRIX OF ON-SITE EMERGENCY...........................................................................100
FIGURE 5.57 BUSINESS AND FINANCIAL CENTER......................................................................................................... 67
FIGURE 5.58 RECINCT 3: VEHICULAR ACCESS AND PARKING ................................................................................ 67 LIST OF DRAWINGS
FIGURE 5.59 PRECINCT 3: PEDESTRIAN CONNECTIVITY........................................................................................... 67
FIGURE 5.60 PRECINCT 3: OPEN SPACE AND VISUAL CONNECTIVITY................................................................ 68 DRG. NO 01 LOCATION PLAN RHSEZ- GURGAON (5000 HA.)
FIGURE 5.61 PRECINCT 3: ACTIVE PUBLIC EDGES......................................................................................................... 68 DRG. NO 02 TOPOGRAPHIC PLAN RHSEZ- GURGAON (5000 HA)
FIGURE 5.62 PRECINCT 3 – VIEW OF CONVENTION CENTER................................................................................. 68 DRG. NO 03 EXISTING LANDUSE PLAN, RHSEZ- GURGAON (5000 HA)
FIGURE 5.63 PRECINCT 3 – SOUTH-SIDE VIEW .............................................................................................................. 68 DRG. NO 04 CONCEPTUAL ZONING PLAN (5000 HA) PROCESSING AND NON PROCESSING AREAS.
FIGURE 5.64 AERIAL VIEW OF BUSINESS AND FINANCIAL CENTER ...................................................................... 69 DRG. NO 50 LOCATION MAP RHSEZ- GURGAON (START-UP PHASE- 455.612 HA.)
FIGURE 5.65 NPR PROCESSING CORE................................................................................................................................ 70 DRG. NO 06 TOPOGRAPHIC MAP.
FIGURE 5.66 RECINCT 4: VEHICULAR ACCESS AND PARKING ................................................................................ 70 DRG. NO 07 EXISTING LANDUSE PLAN.
FIGURE 5.67 PRECINCT 4: PEDESTRIAN CONNECTIVITY........................................................................................... 70 DRG. NO 08 ZONING PLAN (PROCESSING AREA & NON PROCESSING AREA) (455.612 HA.).
FIGURE 5.68 PRECINCT 4: OPEN SPACE AND VISUAL CONNECTIVITY................................................................ 71 DRG. NO 09 PROPOSED LANDUSE PLAN (455.612 HA.).
FIGURE 5.69 PRECINCT 4: ACTIVE PUBLIC EDGES......................................................................................................... 71 DRG. NO 10 TRANSPORTATION NETWORK AND TRAFFIC ASSIGNMENT
FIGURE 5.70 AERIAL VIEW OF NPR PROCESSING CORE............................................................................................. 71 DRG. NO 11 PROPOSED OPEN AND GREEN AREAS.
FIGURE 5.71 AERIAL VIEW OF NPR PROCESSING CORE............................................................................................. 72 DRG. NO 12 WATER SUPPLY DISTRIBUTION NETWORK AND WATER WORKS.
FIGURE 5.72 NPR COMMERCIAL........................................................................................................................................... 73 DRG. NO 13 SEWERAGE NETWORK AND SEWAGE TREATMENT PLANT WITH TERTIARY TREATMENT.
FIGURE 5.73 PRECINCT 5: VEHICULAR ACCESS AND PARKING.............................................................................. 73 DRG. NO 14 PROPOSED DRAINAGE NETWORK.
FIGURE 5.74 PRECINCT 5: PEDESTRIAN CONNECTIVITY........................................................................................... 73 DRG. NO 15 DISTRIBUTION NETWORK FOR REUSE OF TREATED WASTE WATER.
FIGURE 5.75 PRECINCT 5: OPEN SPACE AND VISUAL CONNECTIVITY................................................................ 74 DRG. NO 16 ELECTRICAL LAYOUT NETWORK.
FIGURE 5.76 PRECINCT 5: ACTIVE PUBLIC EDGES......................................................................................................... 74
FIGURE 5.77 AERIAL VIEW OF NPR PROCESSING CORE AND RESIDENTIAL (COMMUNITY-LIVING AND
GOLF COMMUNITY) ......................................................................................................................................................... 74
FIGURE 5.78 AERIAL VIEW OF NPR COMMERCIAL........................................................................................................ 75
FIGURE 6.1 REGIONAL CONNECTIVITY TO RHSEZ STARTUP PHASE................................................................. 76
FIGURE 6.2 INTERNAL ROAD HIERARCHY RHSEZ STARTUP PHASE ................................................................... 77
FIGURE 6.3 ARTERIAL ROAD CROSS-SECTION (75 M WIDE).................................................................................. 78
FIGURE 6.4 ARTERIAL ROAD CROSS-SECTION (60 M WIDE AT NPR INTERSECTION)................................ 78
FIGURE 6.5 SUB-ARTERIAL ROAD CROSS-SECTION (45 M WIDE, NPA) ............................................................ 78
FIGURE 6.6 SUB-ARTERIAL ROAD CROSS-SECTION (45 M WIDE, CENTRAL ONE WAY LOOP, NPA)... 78
FIGURE 6.7 SUB-ARTERIAL ROAD CROSS-SECTION (45 M WIDE, ONE WAY, PROCESSING AREA) ....... 78
FIGURE 6.8 SUB-ARTERIAL ROAD CROSS-SECTION (45 M WIDE, WEST PROCESSING AREA)................... 79
FIGURE 6.9 SUB-ARTERIAL ROAD CROSS-SECTION (30 M WIDE, COMMERCIAL ZONE, NON-
PROCESSING AREA) .......................................................................................................................................................... 79
FIGURE 6.10 SUB-ARTERIAL ROAD CROSS-SECTION (30 M WIDE, EAST PROCESSING AREA)..................... 79
FIGURE 6.11 SUB-ARTERIAL ROAD CROSS-SECTION (30 M WIDE, WEST PROCESSING AREA)................... 79
FIGURE 6.12 TRAFFIC ZONING - SEZ ................................................................................................................................. 80
FIGURE 6.13 PUBLIC TRANSPORT NETWORK................................................................................................................ 80

v RHSEZ Master Plan- Start-up Phase

 LIST OF TABLES

TABLE 1.1 SEZ SCENARIO IN INDIA ................................................................................................................................. 2

TABLE 2.1 INDICATIVE “ABADI” AREAS ABUTTING STARTUP PHASE SITE ..................................................... 19
TABLE 3.1 PROCESSING AND NON-PROCESSING AREA ....................................................................................... 22
TABLE 3.2 ZONING OF STARTUP PHASE ..................................................................................................................... 22
TABLE 3.3 ZONING OF PROCESSING AREA................................................................................................................ 22
TABLE 3.4 ZONING OF NON- PROCESSING AREA .................................................................................................. 23
TABLE 3.5 WORKFORCE DISTRIBUTION PROCESSING AREA.............................................................................. 23
TABLE 3.6 LANDUSE DISTRIBUTION OF PROCESSING AREA ............................................................................... 24
TABLE 3.7 LANDUSE DISTRIBUTION OF NON- PROCESSING AREA.................................................................. 24
TABLE 6.1 INTERNAL ROAD HIERARCHY .................................................................................................................... 78
TABLE 6.2 DISTRIBUTION OF EMPLOYMENT AND POPULATION...................................................................... 79
TABLE 6.3 DISTRIBUTION OF FLOATING EMPLOYMENT IN NCR ...................................................................... 81
TABLE 6.4 TYPICAL MODAL SPLITS IN THE REGION ............................................................................................... 81
TABLE 6.5 MODAL SPLIT INTRA SEZ TRAFFIC ............................................................................................................ 81
TABLE 6.6 MODAL SPLIT FLOATING POPULATION ................................................................................................. 82
TABLE 6.7 AVERAGE OCCUPANCY ................................................................................................................................ 82
TABLE 6.8 INTERSECTION PERFORMANCE – NETWORK ALTERNATIVE 1 ..................................................... 84
TABLE 6.9 INTERSECTION PERFORMANCE – NETWORK ALTERNATIVE 2 ..................................................... 84
TABLE 6.10 PARKING DEMAND.......................................................................................................................................... 85
TABLE 7.1 WATER DEMAND FOR STARTUP PHASE ................................................................................................. 87
TABLE 7.2 PROPOSED INFLUENT AND EFFLUENT WASTEWATER QUALITY ................................................ 88
TABLE 9.1 SUMMARY MATRIX OF PREDICTED IMPACTS AND MITIGATION MEASURES ........................... 96

vi RHSEZ Master Plan- Start-up Phase

 CHAPTER

01

BACKGROUND
 BACKGROUND 1
1.1 INTRODUCTION

The post-independence scenario of urban development in India has been primarily a The vast geographical area of development that the SEZ concept envisages makes it different
Government domain, with most prominent being the development of city of Chandigarh by Le from the older schemes. The large size ensures some elements of economies of scale in
Corbusier. Subsequently, a number of state capitals were planned and designed on similar lines, infrastructure provision, which would attract developers, as well as investing units to the
such as Gandhinagar and Bhubneshwar. Today, India has stepped into a new era, wherein scheme. Another differentiator is that Unlimited Domestic Tariff Area (DTA) sales are
economic and urban development are going hand in hand. Special Economic Zones (SEZ) are
the primary tool for achieving growth of the economy and achieving globally comparable urban FIGURE 1.1 IDENTIFIED SITE OF 10,000 HA FOR MULTI-PRODUCT SEZ
development of areas that have been traditionally in the backyard of development. Reliance
Haryana Special Economic Zone (RHSEZ) strives to be the pioneer in this new wave of urban
and regional development in India. It strives to be the face of 21st century India.

Reliance Haryana Special Economic Zone (RHSEZ) is envisaged as a global destination for
corporate entities providing all requisite infrastructure and facilities. It is being developed under
a joint venture company – Reliance Haryana SEZ Limited (RHSL) - between Reliance Ventures
Limited (RVL – a wholly owned subsidiary of Reliance Industries Limited) and Haryana State
Industrial and Infrastructure Development Corporation Limited (HSIIDC).

The Government of India (GoI) has granted an in-principle approval for development of multi-
product SEZs in the districts of Gurgaon and Jhajjar in Haryana on over 10,000 hectares as
separate SEZs.

RHSEZ, Gurgaon, with an area of 5,000 hectares, has been conceptualized such that it generates
a self-contained living and working environment with a host of community facilities to match the
best of Global standards. The spatial planning will address the requirements of the industries,
besides having value drivers in the Non-processing area, this to be achieved in line with the
benchmark projects across the globe. The integrated development would encompass facilities
relating to industry, business, learning, and recreation within a single enclave.

As Startup Phase development, HSIIDC transferred an area of 560.36 hectares to RHSEZ near
National Highway 8 (NH-8), of which, contiguous area of 455.61 hectares has been taken up for
developing a multi-service SEZ.

1.2 CONTEXT
permitted (Subject to Positive NFE) with payment of full duty. Besides, the range of activities
1.2.1 SEZ SCENARIO IN INDIA permitted in a SEZ is unprecedented. This would ensure that the economic fortunes of the SEZ
do not depend on the growth of one or two industries. For SEZs, further, there is no minimum
The Special Economic Zone framework, which was developed as a policy in the year 2000, export performance (EP) or net foreign exchange as a percentage of exports (NFE) restrictions
became a full act called ‘The Special Economic Zones Act 2005’, and a Government of India as there are for EPZ Units. The Government allows generation, transmission and distribution of
instrument, designed to liberalize the country’s trade and investment environment in a series of electrical power within the SEZ, as well as develop critical infrastructure required for the
predefined geographical areas. development thus providing for choice in infrastructure planning.

1 RHSEZ Master Plan- Start-up Phase

 BACKGROUND 1
The following table gives a scenario of SEZs in India, their numbers, current and projected The site sits in the larger urban environment of Gurgaon and Manesar. Gurgaon particularly, has
employment, investments and exports (updated till 18th November 2008). grown in the past two decades riding on the IT wave and due to its proximity to the Indira
Gandhi International Airport. Government of Haryana (GoH) policies and the Development
TABLE 1.1 SEZ SCENARIO IN INDIA
Plans of Gurgaon have regulated development in urban Gurgaon.
Total
Total Direct Investment (Rs. Total Exports (Rs.
Numbers Area (sq.
Employment Crore) Crore)
km)
FIGURE 1.2 CONTEMPORARY DEVELOPMENT IN GURGAON
2007 - Projection
2007 - 08 Proposed Proposed 2007-08
08 2008-09
Notified 270 677 3,62,650 21,00,000 93,507 2,85,279 66,638 125,950
Formally
531 - 40,00,000 - 3,00,000
Approved
In-
principle 143 1210
Approval

1.2.2 RHSEZ IN REGIONAL CONTEXT

Despite the common notion about southern dominance in IT, the National Capital Region
(NCR) has emerged next only to Bangalore as the IT hub of the nation. NCR alone accounts for
over 35% of the total FDI inflows into India (source -CII monthly newsletter).

• NCR share is estimated to be around 20 Million sq ft (of new built up area), given the
projection estimate of 2 million jobs moving to India (10% within the NCR) in the next five
years.

• A large number of Fortune 100 companies are now exploring ITeS/ BPO from India. Within
the ITeS market, opportunity areas that emerged during 2002 were engineering design,
biotech research, research outsourcing, customer analytics, market research, equity
research. At least nine cities witnessed high ITeS/ BPO business penetration, with NCR
drawing the largest number of players.

Areas around Delhi are the fore-runners in this success story. Noida has come a long way, from
being a satellite township of Delhi to being the hub for IT, Design companies, and MNCs dealing
in software and IT services. Gurgaon is fast emerging as a call center hub, with several large
companies-GE, Daksh operating on a large scale. Currently, sixty seven SEZs have been
accorded in-principle and formal approvals in the NCR, the largest being RHSEZ. Other firms
include DLF, Unitech, Uppal, Ansals and Omaxe.

2 RHSEZ Master Plan- Start-up Phase


1.3 PROJECT OBJECTIVES
The guiding principles for the spatial development of RHSEZ are:
FIGURE 1.3 PROJECT OBJECTIVES
AN IDEAL BUSINESS HUB OFFERING
WORLD CLASS TECHNOLOGIES WITHIN
IT’S EXTENT
AN OASIS, WHERE NATURE AND
TECHNOLOGY COEXIST IN HARMONY
AND THE SYNERGY PAVING WAY FOR A
BETTER FUTURE
A DESTINATION, THAT IS THE MOST
SORT AFTER, NOT ONLY FOR BUSINESS
BUT ALSO FOR ITS HIGH STANDARD OF
LIVABILITY
AN URBAN DEVELOPMENT, THAT
WOULD NOT ONLY BE ONE OF ITS
KIND IN THE COUNTRY BUT ALSO ONE
OF THE BEST IN THE WORLD IN THE
21ST CENTURY
3 RHSEZ Master Plan- Start-up Phase
BACKGROUND 1
VISION
PROVIDE AN INTEGRATED STATE-OF-THE-ART BUSINESS
CITY AT THE GLOBAL SCALE WITH HIGHEST IMAGINABLE
STANDARD OF LIVING WHERE ALL THE STAKEHOLDERS
HAVE LIMITLESS OPPORTUNITIES TO FLOURISH IN EVERY
SPHERE OF LIFE.
MISSION
TO DEVELOP AN ECONOMIC HUB OF THE FUTURE BY
ADOPTING AND EVOLVING THE BEST INTERNATIONAL
PRACTICES IN AREAS OF URBAN PLANNING AND DESIGN,
PROJECT EXECUTION AND ESTATE MANAGEMENT WHERE
THE BEST OF THE WORLD WISH TO PARTICIPATE AND
ENJOY THE OUTSTANDING WORKING AND LIVING
ENVIRONMENT. THE BUSINESS HUB EMERGING AT A
RECORD SPEED WILL GENERATE HIGHEST ECONOMIC
ACTIVITY AMONGST ITS PEERS PROVIDING UNMATCHED
VALUE FOR ALL ITS CUSTOMERS AND INVESTORS.
 CHAPTER

02

STUDY AREA
 STUDY AREA 2
2.1 REGIONAL ANALYSIS FIGURE 2.2 PROPOSED GROWTH CENTERS (2021)- NCR

2.1.1 LOCATION

2.1.1.1 National Capital Region (NCR) Plan - 2021

The NCR comprises of Delhi (4%) and sub regions from three states- Haryana (41%), Uttar Baghpat-Baraut
Sonipat-Kundli
Complex
Pradesh (32%) and Rajasthan (23%) covering a total area of 33578 sq. km. accommodating a Complex
Meerut
population of 37 million.
100 KMS.
Ghaziabad-Loni
The NCR Plan-2021, identifies 3 Metro cities, 5 DMA (Delhi Metropolitan Area) Towns and 5 Complex
Delhi
Priority Towns within 100 km radius as the existing growth centres (refer fig. no. 2). The Plan
also projects that by 2021, NCR would have a population of 64.1 million. It proposes that by Gurgaon
Noida
2021, the NCR would boast of 11 Metro Cities, 13 Regional Centres and 6 Urban complexes. Greater
50 KMS. Noida Bulandshahar-Khurja
Complex
RHSEZ
FIGURE 2.1 EXISTING GROWTH CENTERS- NCR Faridabad-Ballabgarh
Complex

Metro Cities NCR: 3 Rewari-Daruhera-

Palwal
Bawal Complex

Delhi Metropolitan Area Behror- Shahjahanpur-

Neemrana Complex
SONIPAT Towns: 6
KUNDLI LEGEND
100 KMS.
MEERUT Priority Towns: 6 METRO CITY-I
ROTAK
LONIBEHTA
(10+ LAKHS)
HAJIPUR MODINAGAR
Class 1 Towns (1,00,000 +): 3
REGIONAL CENTER
PILKHUA
MURADNAGAR
HAPUR
BAHADURGARH GAZIABAD (3-10 LAKHS)
DELHI DADRI Class II Towns (50,000-
50 KMS. NOIDA SIKANDRABAD
URBAN COMPLEX
JAHANGIRABAD 99,999): 7
RHSEZ GURGAON FARIDABAD BULANDSHAR
Within 50 Kms Within 50-100 kms:
KHURJA
Metro Cities :5 Metro Cities :6
REWARI

PALWAL
Regional Centres :5 Regional Centres :8
Urban Complexes :2 Urban Complexes :4
The site has been strategically located in the NCR in the state of Haryana. Haryana Sub-region
METRO CITIES comprising of Faridabad, Gurgaon, Rohtak, Sonepat, Rewari, Jhajjar and Panipat districts.
DMA TOWNS
Haryana already boasts of industrial hubs of Faridabad and Gurgaon. In the recent past Manesar
ALWAR PRIORITY TOWNS has been developed as an industrial hub and plans are on way to establish an Industrial model
CLASS I CITIES township (IMT) in Manesar. The proposed Reliance SEZ envisages strengthening this
CLASS II CITIES infrastructure by building strong forward and backward regional linkages with the existing as
Source: Draft NCR Master Plan-2021
well as proposed industrial centers in the vicinity.

4 RHSEZ Master Plan- Start-up Phase

 STUDY AREA 2
FIGURE 2.3 LOCATION OF RHSEZ IN NCR FIGURE 2.4 LOCATION OF CBD, DC AND NEW TOWNSHIPS IN DELHI AS PER
MPD-2021

13
Narela
3

Rohini
1 9
5 8 9 5 12 10 11
2
1 7
2 4 48
10
Connaught Place

Dwarka 6
7
3
AirPort

RHSEZ
6

EXISTING DISTRICT CENTRES PROPOSED DISTRICT CENTRES

1. Connaught place 1. Rohini - Twin District Centre
2. Rajendra place 2. Paschim vihar
3. Bhikaji cama place 3. Shalimar bagh
4. Janakpuri 4. Mayur vihar
2.1.1.2 Master Plan Delhi (MPD)-2021 5. Netaji subhash place 5. Rohini Ph-iii /iv /v
6. Saket 6. Dwarka
The location of RHSEZ is also strategically defined in context with the national capital- Delhi. 7. Nehru place 7. Shahdara
The Master Plan Delhi-2021 has projected a population of 23.0 million by the year 2021. The 8. Laxmi nagar 8. Peeragarhi
Plan identifies 11 existing Central Business Districts and District Centres and also proposes 13 9. Mangalam place (rohini) 9. Dheerpur extn. (jahangirpuri)
such centres in Delhi, by the year 2021 (refer fig.no.6). Rohini, Dwarka- Najafgarh, Narela are 10. Jhandewalan 10. Majnu ka tila
the few new townships in Delhi which also substantiate the location of RHSEZ right next to the 11. Raja garden 11. Dilshad garden
IT city of Gurgaon. 12. Shalimar bagh
13. Narela

5 RHSEZ Master Plan- Start-up Phase


2.1.1.3 Kundli-Manesar-Palwal (KMP) Global Corridor
Once the location of RHSEZ has been identified w.r.t the NCR Plan- 2021, MPD-2021 and
GMUCDP-2021 another important corridor is the KMP Global Corridor. As the name specifies,
the corridor (ROW 100m.) runs on the western side of the NCT- Delhi and connects Kundli,
Manesar and Palwal via a couple of more towns. Due to the high potential of the corridor a
number of upcoming projects have been proposed adjoining the corridor, of which, RHSEZ is
the largest one. The corridor acts as an important external connectivity for RHSEZ as it
proposes to connect the site to NH-1, NH-10 and NH-2 which further augments the
accessibility to other parts of the country.
FIGURE 2.5 LOCATION OF RHSEZ SITE AS PER KMP GLOBAL CORRIDOR PROJECTS
RHSEZ
2.1.1.4 Gurgaon- Manesar Urban Complex Development Plan (GMUCDP)- 2021
The Gurgaon- Manesar Urban Complex has developed into an Industrial and IT hub mainly due
to its close proximity with the National Capital of Delhi and the availability of high level of
6 RHSEZ Master Plan- Start-up Phase
STUDY AREA 2
infrastructure facilities like Airport, Railways, and Highways etc. These have been the major
factors of attraction for many international companies which have set up their establishments in
Gurgaon. The Urban Complex spreads over a total area of 370 sq.km and is expected to
accommodate 3.7 million population by the year 2021.
GMUCDP-2021 has proposed the identified area of RHSEZ as SEZ land use, covering an area of
4570 hectares within the controlled area. Other proposals in the master plan suggest increase
of the residential area in Gurgaon from 8000 hectares to 14930 hectares to accommodate an
additional population of 1.5 million. This would partially satisfy the residential demand generated
by RHSEZ.
FIGURE 2.6 LOCATION OF RHSEZ SITE AS PER GMUCDP-2021
8
NH
8
NH
2.1.2 PROJECT INFLUENCE AREA
The RHSEZ site is located right next to the IT city of Gurgaon and also the industrial estate of
Haryana, IMT Manesar. This gives the project an important locational advantage. The project’s
immediate influence area is Gurgaon, Jhajjar and southern part of Delhi. It is important to
understand that both the projects as well as the surroundings will have an impact on either.
RHSEZ is expected to generate huge employment and the neighboring areas of Gurgaon and
Delhi would provide skilled labor force. The residential areas of Gurgaon and surrounding

towns would accommodate the spill over of residential population from RHSEZ.
FIGURE 2.7 PROJECT INFLUENCE AREA
2.2 REGIONAL LINKAGES
2.2.1 EXISTING REGIONAL LINKAGES- ROAD/ RAIL
Transport network in the form of connectivity to RHSEZ is a major component in order to
have an uninterrupted linkage. RHSEZ is located in such a way that it is well connected to
various parts of the region and the country through roads as well as rail corridors..
• Delhi is a confluence of five national highways being part of the golden quadrilateral and rail
network connecting it to the rest of country.
7 RHSEZ Master Plan- Start-up Phase
STUDY AREA 2
• Regional connectivity is through the NH8, KMP expressway and the Eastern Peripheral
Expressway.
• The Indira Gandhi International Airport is 26 km from the site via 6-lane NH8 and 19 kms
via proposed 6-lane Northern Peripheral Road.
• The Delhi Mumbai main railway line passes through east of the site with the nearest station
of Garhi Harsaru being approximately 2 km away.
2.2.1.1 Existing Road Connectivity
1) National Highway 8: The RHSEZ site has direct connectivity from Delhi and Gurgaon via the
8 lane controlled NH8, which runs from Delhi to Mumbai via Ahmedabad.
2) State Highway 26 (Gurgaon-Pataudi Road): SH26 (ROW 24.4 m) passes through the
identified site and connects RHSEZ to Gurgaon and Pataudi.
3) SH15A (Gurgaon-Jhajjar Road): SH15A (ROW 24.4 m) connects Gurgaon & Farukhnagar
through the RHSEZ site and further follows the site’s south-west boundary to Jhajjar.
4) MDR 126 and 136: The roads (ROW 18.26m) provide local connectivity to the site within
the region.
5) NH-71: Rewari- Rothak road also forms a linkage to RHSEZ for the traffic coming from
various parts of Haryana, Punjab, and Rajasthan.
2.2.1.2 Existing Rail Connectivity
1) Delhi- Jaipur Main line: Delhi- Jaipur main line that crosses the RHSEZ site connects Delhi
with Gujarat, Rajasthan, and Maharashtra. This also connects to major ports like Kanadla,
Mundra, JNPT and proposed Rewas port.
2) Garhi Harsaru- Farukhnagar line: A branch line from Garhi-Harsaru Railway station on Delhi
–Jaipur main line runs along the boundary of RHSEZ site and extends up to Mubarakpur
village. It is presently under gauge conversion and is proposed to be extended to Jhajjar
(Jhajjar Development Plan).
3) Rewari- Rohtak Railway line: Broad Gauge rail line connecting Rewari to Rohatak via Jhajjar
shall supplement connectivity of RHSEZ jahjjar region with Rewari and north India.
4) Delhi Metro (MRTS) alignments: Delhi Metro (MRTS) corridor upto Sushant Lok, Gurgaon
is under construction. This shall ease the Delhi- Gurgaon commuter traffic.
 STUDY AREA 2
FIGURE 2.8 EXISTING CONNECTIVITY- RAIL AND ROAD Faridabad Road across the NH8. The project is already under execution stage.

BAHADURGARH
5) Central peripheral road (CPR)/ Development of approach road: 150m wide access road
(90m ROW with 30m green belt on either side) is proposed in GMUCDP 2021 for the
SH
access to RHSEZ from NH8.
20
CONNAUGHT PLACE
6) Connectivity from NH8: The development of Access road and SPR across NH8 needs to
JHAJJAR
SH
22
DELHI have facilities for free traffic movement from NH8. RHSEZ proposes grade separated
SH
interchange at intersection of SPR, CPR and NH-8.
20 MDR
NAJAFGARH
BADLI
7) Upgradation of State highways and District roads: SH 26 (Gurgaon-Pataudi road), SH 15 A
126

IGI AIRPORT
SH
DHANSA (Gurgaon-Jhajjar), and MDR 136 (Chandu-Badli-Jhajjar road) are presently 2 lane undivided
15A
SH
NH
71 RHSEZ roads. These roads maintain the intra-SEZ and local connectivity of RHSEZ within districts
22 GURGAON RS
NH
and hence proposed to be widened to 4 lane divided carriageway.
8
DHANKOT
GARHI 2.2.2.2 Proposed Rail Connectivity
HARSARU R.S.
RHSEZ CARGO AIRPORT FARUKHNAGAR STARTUP PHASE
1) Orbital rail corridor: A ring rail system is proposed along KMP expressway in NCR plan-
GURGAON 2021. The development of this project shall add to the connectivity of SEZ with NCR towns
SH
and West Delhi.
26 SH
13
PATAUDI IMT MANESAR 2) Multi Modal Hub: A multi modal hub is proposed near Basai station lying within RHSEZ
MANESAR
identified area. This shall integrate road, rail and MRTS system.

SOHNA
2.2.2 PROPOSED REGIONAL LINKAGES- ROAD/ RAIL
2.2.2.1 Proposed Road Connectivity
1) Widening of NH 8: Width of the stretch of NH8 abutting the site is only 45m at present. As
it is the only major access from Delhi, it has already crossed its threshold capacity and is
proposed for widening.
2) Kundli Manesar Palwal Expressway (KMP): As mentioned earlier, the KMP (ROW 100m)
Expressway, which links RHSEZ to NH1, NH10, NH8 and NH2 that further connect the
site to other parts of the country, is under construction.
3) Northern Peripheral Road (NPR): This peripheral road (ROW 210 m) is proposed to
establish connectivity between RHSEZ and Dwarka. It has been approved by the State
Government.
4) Southern Peripheral Road (SPR): SPR (ROW 150 m) is proposed to connect RHSEZ and
3) Extension of Delhi Metro to Manesar along SPR: MRTS corridor up to Sushant Lok is
proposed to extend along SPR the MRTS link. This shall ease the commuter traffic from
Delhi to Gurgaon.
4) Provision of MRTS from RHSEZ to Dwarka (20km): GMUCDP 2021 proposes an MRTS line
from Dwarka on NPR. The completion of this project shall reduce the commuting time
between South-West Delhi and RHSEZ.
5) Extension of HCBS corridor (11km): DIMTS has already identified HCBS corridors for
Delhi. It is proposed to extend the corridor from Kapashera border to SEZ hub for ease of
commuter traffic coming in SEZ.
6) Interchange facility for KMP Expressway: KMP expressway is fully access controlled highway
passing from the identified site area. A dedicated interchange is proposed at KMP, to
maintain the connectivity within SEZ and also to have an access from KMP. This shall
connect RHSEZ with other NCR towns in terms of goods and passenger traffic.
7) Extension of Farukhnagar line to Jhajjar: As proposed in Jhajjar Master Plan, it shall provide
connectivity to RHSEZ with DFC via Rewai - Rohtak line passing from Jhajjar. Hence, it shall
transfer goods traffic to NCR as well as to ports.

8 RHSEZ Master Plan- Start-up Phase

 STUDY AREA 2

FIGURE 2.9 PROPOSED CONNECTIVITY- RAIL AND ROAD FIGURE 2.10 PROPOSED CONNECTIVITY- RAIL AND ROAD

1. From NH8; 5. From Dhansa Road

1A. From NH8; 6/ 7/ 8 From KMP Expressway;
2&33. From SH26 (Patuadi Road) 9/ 10 From Jhajjar Gurgaon road
4. From Multimodal Transport hub
2.2.3 ACCESS POINTS TO RHSEZ
2.3 LEGAL FRAMEWORK
From the above analysis of the existing and proposed connections to the RHSEZ site, various
access points to the entire site have been identified. These access points are crucial as they India’s Special Economic Zone policy was introduced in April 2000 to augment the
infrastructure facilities for export promotion by providing an internationally competitive and
establish good external connectivity for the project, enhancing the accessibility to the site from hassle free environment. SEZs are specifically delineated duty free enclaves and are deemed to
the surroundings. be foreign territories for the purposes of trade operations, duties and tariffs.

9 RHSEZ Master Plan- Start-up Phase


The policy relating to SEZ’s was earlier contained in Foreign Trade Policy. However to give a
long term and stable policy framework with minimal regulation, the SEZ Act was enacted and
the same has come into force from 10.2.2006. In exercise of powers conferred by Section 51 of
the SEZ Act, 2005, the Ministry of Commerce and Industry has notified SEZ Rules, 2006 on
10.2.2006 and vide Instruction No. 6/2006 the Ministry has clarified that all the activities relating
to SEZ shall be guided by the provisions contained in the SEZ Act, 2005 and the SEZ Rules,
2006.
2.3.1 SPECIAL ECONOMIC ZONE ACT, 2005
The SEZ Act 2005 is the legal instrument under which SEZs are approved and developed. The
Act essentially covers all important and regulatory aspects of SEZ development as well as for
units operating in SEZs. The Act specifies mainly:
1) the procedure of setting up a SEZ
2) the procedure of obtaining the approvals from various agencies outlining the role of state
and central governments.
3) the composition of the Board of Approvals and their powers.
4) the role and powers of the Development Commissioner.
5) all exemptions and concessions to units.
2.3.2 SPECIAL ECONOMIC ZONE RULES, 2006
The SEZ Rules, 2006, came into effect from February 10, 2006. These rules form the sub-
ordinate legislation under the main legislation – Special Economic Zone Act, 2005. These rules
specify the norms for, mainly:
1) the various types of SEZs permissible and the minimum area requirements for various types
of SEZs specific to their sectors
2) procedure for establishment of an SEZ along with appeal procedures
3) procedure for establishment of a unit in the SEZ
4) the minimum quantum of Processing Area in each type of SEZ
5) the role of the developer and co-developer along with the legislative framework that would
be applicable to them
10
STUDY AREA 2
6) the physical ramifications of the bonded Processing Area are defined
7) specific regulations for the business model to be implemented by the developer
8) the minimum infrastructure requirements for the SEZs
9) the type of infrastructure and support facilities those are permissible in both the areas
10) foreign exchange earning requirements and formats for required documents
2.3.3 HARYANA SEZ ACT, 2005
Haryana Special Economic Zone Act, 2005, was enacted on 23rd January 2006. It prescribes
guidelines and various policies for giving effect to SEZ Act 2005 and provides for substantive and
procedural benefits offered by the State to SEZ developers and units. It describes the
formulation of project evaluation committee and project approval committee and power
conferred in them in detail. It further details out the procedure for project application and
power and functions of developer. The act specifies:
1) The procedure for setting up an SEZ in the state of Haryana.
2) Setting up of the ‘Project Evaluation Committee’ and ‘Project Approval Committee’.
3) The role of the developer in the SEZ along with all legal duties.
4) The role of the developer and the state in the land acquisition process of the SEZ.
2.3.4 HARYANA SEZ RULES, DECEMBER 03, 2007
The sites upto a limit of 250 acres within a sector of the development plan shall have to confine
within the sector dividing roads, in order to define the boundaries of the Special Economic
Zone. In case the area of the SEZ falls in more than one sector, the developer shall abide by
such directions, as issued by the Government for necessary integration of the SEZ adjoining the
developments. In case the area of the SEZ is situated outside the urbanizable area but within the
controlled area, the developer will be required to abide by such directions, as may be given by
the Government for necessary integration with future urbanizable proposals.
Other than the above, the rules also specify:
1) the procedure for the request to be submitted and approval of master plan sought
2) that in Non-processing area for residential development, the area under roads, open spaces,
public buildings, schools, community buildings or buildings meant for common use shall not
be less than 50 per cent of the gross area
RHSEZ Master Plan- Start-up Phase
 STUDY AREA 2
3) that in Processing area for industrial development, the area under plots should not exceed 1) IT / ITeS sector 8) Apparel industry
60 per cent of the gross area
2) Health Services 9) Pharma – Formulations industry
4) that in case of IT Industry, the ground coverage should be 40 per cent and the maximum 3) Education Services 10) Pharma – Drugs industry
floor area ratio permissible should be 250 per cent or as amended from time to time
4) Business Services 11) Textile Industry
5) the applicability of provisions of Punjab Scheduled Roads and Controlled areas Restriction of 5) Financial Services 12) Auto and Auto Ancillary industry
Unregulated Development Act 1963 and rules 1965, for development/ construction of
6) Media Services 13) Engineering goods manufacturing
buildings in the SEZ.
7) Gems & Jewelry industry 14) Electronics Industry
2.3.5 THE PUNJAB SCHEDULED ROADS AND CONTROLLED AREAS RESTRICTION
OF UNREGULATED DEVELOPMENT ACT, 1963 AND RULES, 1965 2.4.2 STRUCTURE PLAN

The Haryana SEZ Act 2005 acknowledges the provisions of this act for development of
controlled areas. This act outlines the procedure for delineating the controlled area. The act
specifies that all development in these controlled areas have to be approved from the Town and
Country Planning department with requisite procedure outlined under the act.
The Punjab Scheduled Roads and Controlled Areas Restriction of Unregulated Development
Rules, 1965 have been framed as a subordinate legislation under the main legislation. These
rules cover aspects like preparation of master plans, change of land use in controlled areas,
building rules, procedure of submission of building application and site planning and architectural
control.
2.4 PROPOSED STRUCTURE PLAN FOR RHSEZ
2.4.1 PROJECT COMPONENTS
As per SEZ Act 2005, minimum 50% of the area is to be demarcated as Processing Zone. This
will be a custom bound area with limited ingress /egress points satisfying all the stipulated
checks specified in Government of India norms. The Processing Area will be composed of
dedicated enclaves of development catering to each of the identified sectors. Following sectors
have been tentatively identified for the Processing area:
A land potential analysis was performed for the site which provided the basis for locating
Processing and Non-processing area as a guide for preparing the structural plan. RHSEZ
envisages developing an integrated facility that harmoniously synthesizes various components
such as the built environment, ecology, transportation infrastructure and other systems and
sub-systems. However, due to the availability of land, phasing plans, and other factors, the
integration of these factors need a guiding structure, which can be detailed in master plan.
In this direction, a structure plan was prepared for the entire 10000-hectare development such
that it should:
• set the strategic framework for the use and development of land, and give clear direction
about preferred locations for Processing and Non-processing activities
• support the roles and functions for the SEZ that will result from its classification,
intensification and network development
• outline the scale and direction of development that will meet the future needs of SEZ
• provide a framework of phasing of the development from whole to part
• support greater transport choice and provide for adequate transport and traffic
management

• provide a structure for planning of trunk infrastructure in an integrated manner

• encourage the enhancement of the public environment and promote development which is
environmentally sustainable

• provide greater certainty for developments that are consistent with the structure plan

11 RHSEZ Master Plan- Start-up Phase

 STUDY AREA 2
FIGURE 2.11 DELINEATION OF PLANNING AREA IN RHSEZ SITE FIGURE 2.12 STRUCTURE PLAN FOR RHSEZ

(a) Alternate Connectivity of Existing Abadis: 30 mts (b) Proposed Arterial roads: 120 mts wide and 90
wide road with 15 mts green belt on either side mts wide

Total Area : 18,753 Ha

Areas to be excluded:
Village Habitations:
Highways & Major roads:
Railway Line:
HSIIDC, HUDA land (Water Works, STP) :
Drains & Water Channels:
Non-Purchasable Panchayat Land:
Balance Area:
(c) Proposed Green belt around the village (d) Proposed Processing and Non Processing
‘abadis’ Zones
1120.98 Ha
The Structure Plan for RHSEZ has been developed for a multi-product SEZ, with 50% area
884.41 Ha
dedicated as Processing Zone. The entire area is to be developed as - RHSEZ Gurgaon and
26.24 Ha RHSEZ Jhajjar. A central spine road with 120 meter right of way acts the major dividing line
128.28 Ha between the Processing and Non-processing Areas, and also as the major traffic distributor in
269.94 Ha the internal road network. Special consideration has been given to the various village ‘abadi’
areas spread across the site, facilitating their integration with the new development. Also, all
995.10 Ha
provisions of the controlled area plan of Sultanpur Bird Sanctuary (outside the site) have been
15,328.05 Ha incorporated in the overall scenario.

12 RHSEZ Master Plan- Start-up Phase

 STUDY AREA 2
2.4.3 PHASING PLAN FIGURE 2.13 PHASING PLAN

Based on the above proposed structure plan and the land available, the development of RHSEZ
was to be divided into phases.

- II I
The location of the Startup Phase has been finalized based on the fact that HSIIDC has already

E
AS
transferred 559.95 Ha. to RHSEZ for the development of Startup Phase, in close proximity to PHASE III

PH
NH8. The government has also notified an area of 440.0 ha. as the Startup Phase, Gurgaon.
Further an area of 15.61 Ha. has been consolidated and a total of 455.61 Ha. is being considered
PH
for the Startup phase. The Startup phase is such located that it also acts as the face of the entire AS
E-I PHASE II

I
development.

In Phase II, approximately 100 ha of land has been identified in Jhajjar district ref fig FIGURE
2.13. About 75% of the identified land has already been acquired by RHSEZ through private
purchase process. Remaining 25% of land is under process of acquisition by Govt of Haryana.
The Phase II of RHSEZ shall be developed as multi product SEZ.
PHASE I
For Phase III additional 810 Ha. has been identified contiguous to Phase II. Approximately 60%
of the identified land has already been acquired through private purchse by RHSEZ. (refer
FIGURE 2.13)

13 RHSEZ Master Plan- Start-up Phase

 STUDY AREA 2
2.4.4 PROPOSED MEGA INFRASTRUCTURE PROJECTS 2.4.4.2 2100 MW Power Plant:

For the efficient functioning of the large scale project, RHSEZ is envisioned to accommodate RHSEZ has obtained consent to establish (N.O.C) a 2100 MW Gas based Combined Cycle
three mega infrastructure projects. Power Plant, from the Haryana State Pollution Control Board (HSPCB). The plant is proposed
to be developed in village Faizabad of Jhajjar District.
2.4.4.1 Cargo Airport:

Three sites, approximately 1620 Ha. each were identified and put forward to Haryana
government for obtaining approval for development of Reliance Haryana cargo Airport (ref. FIGURE 2.15 SITE FOR POWER PLANT
FIGURE 2.14. These sites were circumspectly identified maintaining the mandatory buffers from
the IGI Airport (30 km radius), Sultanpur Bird Sanctuary (10 km radius) and Bhidawas Bird
Sanctuary (10 km radius). The locations have also been identified considering the connectivity
with the site as well as with important movement corridors (NH7/ KMP etc.)

Airport Authority of India is in process of according In-principle approval for Site C to be

developed as Cargo Airport..

FIGURE 2.14 SITE FOR CARGO AIRPORT

POWER PLANT
SITE

14 RHSEZ Master Plan- Start-up Phase


2.4.4.3 Logistics Hub/ Inland Container Depot (ICD):
Considering the provision of 50% area for Processing activities, development of an Inland
Container Depot within the RHSEZ site has also assumed significant importance importance.
The site for the same has been identified abutting the KMP expressway for advantage of
external as well as internal connectivity (ref. FIGURE 2.16. The proposed ICD will have
provisions for Air Feeder Terminal, Warehousing and Distribution Complex, Truck Terminal,
Logistics facility area, Construction material yard and space for utilities and amenities.
FIGURE 2.16 SITE FOR INLAND CONTAINER DEPOT
KMP EXPRESSWAY
STUDY AREA 2
and SH-26 (Pataudi Road). The total area for the Startup phase is 455.61 Ha. of which
Government of India (GoI) has notified about 440.0 hectares of contiguous area, as a multi-
service SEZ.
RHSEZ proposes to develop this area as Startup Phase development, which is approximately
9.7% of the envisaged size of RHSEZ Gurgaon (5,000 Ha.). RHSEZ Startup Phase is proposed to
be developed as a multi-service SEZ and provides a strategic and Global Platform for various
service sectors such as IT / IT enabled Services, Business Services, Financial Services and Media
related Services, creating the largest enclave of service sector development in northern India.
Such an assembly of services sector will enable backward and forward linkages along with
sharing of resources and infrastructure. The nature and types of services catered to in RHSEZ is
drawn from service sector classifications by Global Agreement on Trade and Tariffs (GATT)
supported by United Nations Statistical Division (Central Product Classification) and North
American Industry Classification System (NAICS). RHSEZ is committed to develop and provide
a one-stop-shop environment for a variety of services required for setting up and running a
business.

FIGURE 2.17 RHSEZ STARTUP PHASE

INLAND CONTAINER DEPOT (352 Ha.)

2.5 SITE ANALYSIS (STARTUP PHASE)

2.5.1 AREA IDENTIFIED FOR STARTUP PHASE

The site for RHSEZ Startup Phase has already been identified under section 2.4.3 (refer FIGURE
2.17). The site is located at the South-eastern corner of the identified site and is adjoining NH8

15 RHSEZ Master Plan- Start-up Phase

 STUDY AREA 2
2.5.2 LINKAGES (STARTUP PHASE) 1) Northern Peripheral Road (NPR): The GMUCDP-2021 proposes an indirect connectivity to
the site through a 210m ROW express way with 30m green belt on either side. This link
2.5.2.1 Existing linkages would ensure high-speed road connectivity to IGI airport and Delhi. The road skirts Delhi-
Ahmedabad main railway line.
Currently, the only access to site is through a two-lane State Highway 26 (SH-26) known as
Pataudi Road, which circumscribes the northern edges of the site. SH-26 originates from 2) Central Peripheral Road (CPR): Independent separate access to RHSEZ connecting 90 mts.
Gurgaon abutting and partially going through the site and connects to NH-8 via Hero Honda SPR and NPR. The road is proposed within SEZ identified boundary.
Chowk, offering limited indirect connectivity. Other than these two major road links, the Sihi
road and a couple of Sector and Village roads establish connections. 3) 90m wide Approach Road: The master plan also proposes an indirect connectivity through a
90m ROW approach road linking NH8 and the site. However this connectivity will be
FIGURE 2.18 EXISTING LINKAGES- STARTUP PHASE access controlled.

4) State Highway 26: The SH26 (Gurgaon-Pataudi Road) is proposed to be widened to 75m
AD

SE
ROW with 30m Green Belt on either side.
O
IR

CT
UD

O
5) Mass Rapid Transit System (MRTS) line: MRTS line is proposed along NPR and SPR to
A

R
T
PA connect the area to rest of Gurgaon and New Delhi.

R
S

O
ON

AD

AD
A FIGURE 2.19 PROPSOED LINKAGES- STARTUP PHASE –
RG

RO

S
GU
(

OR
- 26
ad
SH CT
di Ro
tau
SE

Pa
of

NPR
ng
ni
ide
W

SI DS
Proposed 90
HI
-8

A meter access
RO
NH

RO road
AD G E Not to be considered

L LA
VI

CP
R
2.5.2.2 Proposed linkages

Apart from the existing ones, a number of linkages have been proposed through various SP
R
development plans.

16 RHSEZ Master Plan- Start-up Phase

 STUDY AREA 2
FIGURE 2.20 PROPSOED MRTS LINK- STARTUP PHASE – FIGURE 2.21 OVERALL TOPOGRAPHY

KA
SE WAR

9
OR
D
CT
TO

8
NH
EXISTING
RESIDENTIAL
AREA

DISTANCE (ROAD) = 12.2 KM

DISTANCE (ROAD) = 6.8 KM SUSHANT LOK LOW LYING/

FLAT TERRAIN
RHSEZ START- RAJEEV CHOWK
UP PHASE
RHSEZ-
IN E
YL
DISTANCE (ROAD) = 12.2 KM 10000 Ha
IL WA
RA PROPOSED
METRO
TERMINAL
RHSEZ ENTRY MRTS FROM CONNAUGHT
PLACE TO SUSHANT LOK RHSEZ-458 Ha
(2010)

MANESAR
MRTS EXTENSION PROJECT
PROPOSED IN GMDP

ARRAVALI RANGE
MRTS EXTENSION PROJECT
PROPOSED BY DMRC
ARRAVALI RANGE
8
NH LOCATION OF RHSEZ AND ARRAVALI RANGES

2.5.3 PHYSICAL CHARACTERISTICS

DRAIN NO 8- ALSO KNOWN AS
NAJAFGARH DRAIN
2.5.3.1 Overall Topography

The surface configuration of the site is a plain terrain with gentle slope towards southeast.
DELHI
Overall site terrain is flat except for some mounds near Kaliawas and Sihi villages (Avg level
225m). The site presently consists of agricultural farmlands as well as barren land. The site is
characterized by agricultural land that is semi-arid in nature. The site level varies from 218m to RHSEZ
215m above mean sea level. The maximum percentage of slope at site is 10% in small areas. 90-
95% of site has 1-5% slope. The site does not fall in the flood plain and is dotted with Jamun,
WATERSHEDS FOR
Neem and Kikar trees at intervals. RHSEZ IDENTIFIED
AREA BADSHAHPUR DRAIN

MAJOR DARINAGE LINES

17 RHSEZ Master Plan- Start-up Phase

 STUDY AREA 2
2.5.3.2 Local Topography

FIGURE 2.22 TOPOGRAPHY- START-UP PHASE

18 RHSEZ Master Plan- Start-up Phase

 STUDY AREA 2
2.5.3.3 Geology and Soil TABLE 2.1 INDICATIVE “ABADI” AREAS ABUTTING STARTUP PHASE SITE
S. No. Name of Village Population Total Abadi Area (acres) Abadi area
Gurgaon district is occupied by quaternary alluvium and Precambrian meta-sediments of Delhi
1 Garoli Khurd 1698 12.22 Nil (abutting site)
System. Delhi super group is represented by Alwar quartizites, mica schists and pegmatite
intrusives of the Alwar series and slates of phyllites and quartzites of the sub recent alluvium 2 Harsaru 2553 28.57 Nil (abutting site)

and sand dunes. 3 Khandsa 8660 25.09 Nil (abutting site)

4 Mohammedpur Jharsa 3576 28.73 Nil (abutting site)
The soil type on site is loamy. Water holding capacity of different soil samples is 17.12, 16.5,
5 Narsinghpur 3367 24.52 Nil (abutting site)
21.1, and 18.65% respectively, which is less than desired. Soil of the area varies from neutral to
alkaline with its pH value ranges from 7.27 to 9.04. Most crops grow best if the soil pH range is
2.5.4.2 Existing Industries
6.0 to 7.5.
The RHSEZ Startup Phase site is surrounded by industrial sectors, with a number of large and
2.5.3.4 Hydrology
medium sized industries on both sides of NH 8. To the north of the site lies the industrial
389 bore wells can be found in and around the site. The depths of the wells vary from 20m to development of ‘Pace City’, developed by HSIIDC, comprising of manufacturing, trading, export
75m and the water depth lies between 17-20m below GL. On an average a well can yield 0.3 houses and commercial spaces. A number of industrial establishments lie between the site and
MLD of water. The TDS value of the water varies from 500-1700. NH 8 on the eastern side.

2.5.3.5 Natural Features
The major natural feature at the site is the Badshahpur Nallah. Storm water from Aravali hills
and from some parts of Gurgaon town used to flow towards Najafgarh drain through
Badshahpur Nallah. The flow has been restricted in the recent years due to rapid growth of
residential and industrial areas around the area. As a result, no clear formations of the nallah
are visible in the area near Pace City and Khandsa. The GMUCDP 2021 proposes to revive the
nallah to cater to drainage of industrial effluent from far side of NH 8. Within the site, the nallah
is of varying width – 3-10m – with an average depth of 1.5m.
Another natural feature is a natural depression lying in the western part of the site near the
Harsaru Waterworks, which gets filled with storm water during monsoon months.
2.5.4 EXISTING SITE CHARACTERISTICS
About 10km south of the site on NH 8, is Industrial Model Township (IMT), Manesar housing a
number of large industrial units. It is one of the well-planned industrial areas of HSIIDC spread
across 702.6 hectares, catering to corporates such as Denso, Honda, Suzuki, Narcool, Barco,
Mitsubishi, Duracell and NHK.
2.5.4.3 HSIIDC Waterworks
Water for IMT Manesar is tapped from Gurgaon water supply channel and is pumped to
Harsaru water works through a canal that passes through the site. HSIIDC has acquired a total
area of 40.5 Ha of land for providing units of WTP, Pumping stations and storage reservoir of
91 MLD Capacity. As first stage development, storage facility with pumping stations over an
area of 6.5 acres has been constructed. Existing facilities at Harsaru consists of two storage
reservoirs of 22.75 ML Capacity including sump well and a pump house building for pumping
water to Manesar through a rising main.

2.5.4.1 Existing ‘Abadi’ Areas 2.5.5 SITE CONSTRAINTS

The site is flanked by five ‘abadi’ areas namely, Garoli Khurd, Harsaru, Khandsa, Mohammedpur Other than the above site conditions and natural features, there are certain site constraints
Jharsa and Narsinghpur. Demographic features of these villages are as follows: which need to be considered, in order to arrive at a pragmatic design alternative.

19 RHSEZ Master Plan- Start-up Phase

 STUDY AREA 2
FIGURE 2.23 SITE CONSTRAINTS

(a) Existing Villagesaround the site (b) Existing Industrial Sectors have been integrated in planning (c) Existing High Tension lines have been incorporated in urbandesign

(d) Land adjoining village Kherki Daulaon the South of the site (e) PACE City towards the North of the site (f) 440 KV HT Line through the site from Northwest to Southeast

20 RHSEZ Master Plan- Start-up Phase

 STUDY AREA 2

(g)loaction of Power Sub-Station for Startup Phase (h) Manesar drainage channel (i) Permissible Building Heightsto be < 150 mt

(j) Startup Phase Site (k) Badshahpur Drain running along the Northeast edge of the site (l) Village Kherki Daula towards the South of the site

21 RHSEZ Master Plan- Start-up Phase

 CHAPTER

03

PLANNING BRIEF
 PLANNING BRIEF 3
To plan the space requirements for the various land uses, it is imperative to determine the TABLE 3.2 ZONING OF STARTUP PHASE
workforce and population projections for RHSEZ – Gurgaon (Startup Phase-455.61 Ha). Startup
S. No. Landuse Area (Ha.) Percentage
Phase RHSEZ – Gurgaon has been notified as a multi-services SEZ. The projections for
workforce are based on employment densities in individual sectors. The requirements were 1 Processing Area 227.806 50.00%
formulated based on existing examples of similar nature and a study conducted by M/s Feedback 2 Residential Area 123.004 27.00%
Ventures for RHSEZ.
3 Commercial Area 68.353 15.00%

3.1 ZONING – PROCESSING AND NON PROCESSING AREA 4 Public/ Semi-Public Area 36.449 8.00%

As per SEZ Act 2005, and the subsequent amendments, minimum 50% of the area should be TOTAL 455.612 100.00%

under Processing Zone for multi-services SEZ. Processing area comprises of all service sector
3.1.1 ZONING (PROCESSING AREA)
activities. Non-processing zone primarily comprises of residential, commercial, and public- semi-
public facilities. RHSEZ Startup Phase proposes 227.806 Ha as Processing zone and an The area within Processing zone has been categorized under three zones, IT/ Service sector,
equivalent area under Non-processing. Support facilities and Institutional. IT/ service sector is further sub divided into IT/ITES, Business
Services, Financial Services and Media Services. Permissible FAR for each zone is as per
TABLE 3.1 PROCESSING AND NON-PROCESSING AREA
GMUCDP 2021 and Punjab Schedule of Roads and Controlled Area Restriction of Unregulated
S.No. Zone Area (Ha) Percentage Development Rules, 1965.
1 Processing 227.806 50.00%
TABLE 3.3 ZONING OF PROCESSING AREA
2 Non-processing 227.806 50.00%
Area Total Built up Area
TOTAL 455.612 100.00% S.No. Zone Sub Zone Area (Ha) FSI
(Ha) (million Sqft)
IT / ITeS * 164.7538 2.5 44.319

IT/ITES and Business 23.6696 2.5 6.367

1 222.25
Services Sector
FIGURE 3.1 PROCESSING AND NON PROCESSING AREA PERCENTAGE Finance 16.9133 2.5 4.550
Media 16.9133 2.5 4.550
2 Support Facilities 1.852 Support Facilities 1.852 1.75 0.349
3 Institutional 3.704 Institutional 3.704 1.5 0.598
TOTAL 227.806 227.806 60.733
Non Processing Processing Area
Area 227.806 Ha, 50%
* IT/ ITeS Includes Business Services, such as Back-Office Operations, Human Resource Services, Support Centres etc, Financial
227.806 Ha, 50% Services such as Revenue Accounting, Insurance Claim Processing and Media Services such as Image Processing, Animations,
Video editing etc.

The following table details the landuse distribution for RHSEZ Startup Phase.

22 RHSEZ Master Plan- Start-up Phase

 PLANNING BRIEF 3
FIGURE 3.2 ZONING OF PROCESSING AREA
3.2 WORKFORCE ESTIMATION

The total employment projections have been made on the basis of density of workers within
each use derived out of existing examples and study conducted by M/s Feedback Ventures. The
total employment projected in Processing area is around 0.48 million. Out of the total
employment projected, maximum share is of IT/ITES sector i.e. 84.72%.

TABLE 3.5 WORKFORCE DISTRIBUTION PROCESSING AREA

Workers (Person Total
S.No. Landuse Area (Ha) Percentage
/Ha) Employment
1 IT / ITES and Service sector 164.754 2500 411885 84.72%
2 Business Services 23.670 1250 29587 6.09%
3 Financial Services 16.913 1250 21142 4.35%
4 Media Services 16.913 1250 21142 4.35%
5 Support Facilities 1.852 700 1296 0.26%
6 Institutional 3.704 300 1111 0.23%
TOTAL 227.806 4,86,162 100.00%

Other than workforce generated form Processing area, tertiary workforce will also be
generated from Non-processing area. The additional tertiary employment generated is 63,248
persons.

3.1.2 ZONING (NON-PROCESSING AREA) 3.3 LANDUSE ALLOCATION- PROCESSING AND NON PROCESSING
AREA
The area under Non-processing has been divided in three zones; Residential, Commercial and
Institutional. Institutional zone includes all social and physical infrastructure required for Non- 3.3.1 LANDUSE (PROCESSING AREA)
processing area. Permissible FSI for each zone is as per Gurgaon Manesar Development Plan
As per Haryana SEZ rules 2007, net plotted area within Processing should not be more than
2021 and Punjab Schedule of Roads and Controlled Area Restriction of Unregulated
60% of total area. Out of 227.806 Ha under Processing area, RHSEZ proposes 136.684 hectares
Development Rules, 1965
i.e. 60% as net Processing area for IT/ITES and Service sector and 2.278, 7.973, 1.139 hectares
TABLE 3.4 ZONING OF NON- PROCESSING AREA for Institutional area, Utilities and Support services, respectively. Thirty five percent of total
area is proposed under transport and green use.
Total Built-up
S.No. Zone Area (Ha) FSI Generated (million
Sqm)
Support services provided in Processing area will include travel services, export related facilities,
canteens, restaurants, crèche and day care centre, operation and maintenance by specialized
1 Residential 123.004 1.75 23.162
agencies, guesthouse, training hostels, games/ entertainment rooms, banking and financial
2 Commercial 68.353 1.75 12.871
services, ATM, cyber café, office shops, courier agencies and such similar facilities as may be
3 Institutional 36.449 1.50 5.882 required by the units for successful operation.
TOTAL 227.806 41.915

23 RHSEZ Master Plan- Start-up Phase

 PLANNING BRIEF 3
All installations related to physical infrastructure such as water supply, sewerage, drainage, 3.3.2 LANDUSE (NON- PROCESSING AREA)
electricity, telecommunication, firefighting, gas reticulation system and emergency response
centers shall be considered under utilities/ amenities and facilities. Total land available for Non-processing area is 227.806 Ha. As per Haryana SEZ Rules, 2007 a
minimum of 50% area should be reserved for Roads, Green, Institutional, Utilities and Buildings
TABLE 3.6 LANDUSE DISTRIBUTION OF PROCESSING AREA for common use. The total area under Residential and Commercial thus becomes 50%. RHSEZ
proposes 73.217 Ha. for Residential use and 40.686 Ha. for Commercial use, remaining 50%
S.No. Landuse Area (Ha.) Percentage
(113.903 Ha.) area is allocated for other uses.
1 IT/ITES & Service Sector 136.684 60.00%

2 Support Services 1.139 0.50% TABLE 3.7 LANDUSE DISTRIBUTION OF NON- PROCESSING AREA

3 Public/ Semi-Public 2.278 1.00% S.No. Landuse Area (Ha) Percentage

4 Utilities 7.973 3.50% 1 Residential 73.217 32.14%

5 Transportation 51.256 22.50% 2 Commercial 40.686 17.86%

6 Green 28.476 12.50% 3 Public Semi Public 27.337 12.00%

TOTAL 227.806 100.00% 4 Utilities 9.112 4.00%

5 Transportation 45.561 20.00%

6 Green 31.893 14.00%

FIGURE 3.3 ZONING OF PROCESSING AREA TOTAL 227.806 100.00%

FIGURE 3.4 ZONING OF PROCESSING AREA

24 RHSEZ Master Plan- Start-up Phase

 PLANNING BRIEF 3
3.4 TOTAL LANDUSE AND POPULATION FIGURE 3.5 LANDUSE ZONING

The nature of Activities proposed within Processing area will generate employment for
approximately 0.48 million persons. RHSEZ proposes to maximize residential population within
Non-processing area in order to minimize floating population. Hence, RHSEZ proposes mainly
group housing for Startup Phase development. Group housing attracts a high density. It is
proposed to accommodate 43,565 population within the Non-processing Zone

Out of 227.806 Ha of area under Non-processing use, 123.004 Ha area has been earmarked for
residential use. The residential area has been worked out on the basis of approximately 80
dwelling units per Ha. With an average household size of 4.5 persons and proposed density, the
total residential population for the Startup Phase is considered to be 43,565.

The ground coverage will be followed as per rules/ regulations for each use. RHSEZ proposes
to develop and lease built-space creating the need for developing integrated office complexes
catering to a diverse need across the proposed service sectors. On an average, the footprint of
the buildings will cover 20% to 25% of the site and about 75% of the site will finally remain open
with utilities, circulation and green areas which are comparable to the ground coverage in
plotted development.

FIGURE 3.6 LANDUSE DISTRIBUTION

3.5 PROGRAM ANALYSIS

3.5.1 LANDUSE DISTRIBUTION ANALYSIS

The next process involved in the design development system, is translation of the landuse and
built-up area on the site. Landuse distribution analysis was conducted to be able to allocate
space for each landuse, in conformity with the site conditions and surrounding landuse. As per
the SEZ rules and zoning calculations in section 3.1, RHSEZ Startup phase will accommodate
equal percentages of Processing and Non Processing area. Processing area would have
components of IT/ ITes, Business, Finance and Media, along with PSP and Support facilities.
Similarly, the Non processing area has major components of Residential, Commercial and PSP.
The actual disposition of uses is based on UDPFI Guidelines and similar case examples.
Approximately 35 percent of the whole site is allocated for transportation and green uses.

25 RHSEZ Master Plan- Start-up Phase

 PLANNING BRIEF 3
As per the F.A.R allocated, the Built-up area shall be loaded on the area under each land use. FIGURE 3.8 SCALE COMPARISON – RAJPATH AND INDIA GATE, NEW DELHI
The distribution of F.A.R or the built-up area is indicated in the following figure.

FIGURE 3.7 BUILT-UP AREA DISTRIBUTION

Towards India
Rashtrapati Gate
Bhawan Rajpath National
Stadium

Rajpath is an arena of great urban significance. Located in Delhi, it is the ceremonial avenue of the
Republic of India. The large boulevard (almost 3 kms in length) is lined on both the sides by lawns with
cluster of trees and ponds and carries a strong sense of direction. It runs from Rashtrapati Bhawan
through Vijay Chowk and India Gate and terminates at the National Stadium. India Gate, the memorial of
war, is placed within approx. 35 ha of lush green area.

FIGURE 3.9 SCALE COMPARISON – CONNAUGHT PLACE, NEW DELHI

3.5.2 SCALE COMPARISONS

After having analyzed the requirements of space and the overall distribution, another important
consideration was that of the arrangement, appearance and functionality of the various uses. To
achieve a realistic approach, the site and the situation was compared with various successful
urban development examples, particularly in context with the overall scale of the development.
Connaught
The scale comparison, definitely allows us to perceive the overall size of the development in a Place
more realistic fashion and further follow a pragmatic approach for the design development. In
the following figures Sector developments, Radial patterns, Establishment of CBDs as well as
provision of large scale green spaces have been highlighted.

The area is instantly recognizable on any map of Delhi, being a large central commercial core (706m
diameter) with radial roads spreading out in all directions. Centre of the circle, has an approx. 235 m
diameter green space, which is surrounded by commercial belt that experiences strong pedestrian
movement. Beyond the outer circle,the development is essentially high density and high rise, usually
commercial and office spaces.

26 RHSEZ Master Plan- Start-up Phase

 PLANNING BRIEF 3
FIGURE 3.10 SCALE COMPARISON – SECTOR 17, CHANDIGARH FIGURE 3.11 SCALE COMPARISON – CENTRAL PARK, NEW YORK

Rose Garden

Stadium

Sector 17

I.S.B.T

Le Corbusier, the master planner for Chandigarh City, divided the city into ‘sectors’ using a grid-iron
pattern. Each sector (800m x 1200m) represents a theoretically self-sufficient entity with space for living,
working and leisure. These sectors act as a sustainable neighborhood, each with their own market,
schools, colleges etc., within 10 minutes walking distance from within the sector. Sector 17, is the main
commercial hub for the city. The city centre also accommodates the Inter State Bus Terminus and one
edge of the sector is flanked by a city level open space and stadium.
Central Park, is a large city level public park (almost 340 ha.), in Manhattan, New York. It is the
most visited park in the US, with about 25 million visitors annually. Areas immediately adjacent to
the park are known for impressive buildings and high density high rise development. The park,
practically, acts as the only breathing space amidst the concrete mayhem.

27 RHSEZ Master Plan- Start-up Phase

 CHAPTER

04

MASTER PLAN
 MASTER PLAN 4
4.1 MASTER PLAN DESIGN THEMES & CONCEPTS development. Complimenting the Green Infrastructure, and using the available recycled water,
rainwater, channels and streams would be integrated within the landscaping. Along with treated
The following section deals with various concepts and design parameters integrated into the
waste water and runoff from buildings & hard surfaces, water from this network will also be
proposed plan. Each theme/ concept can be treated as a layer, contributing to the overall
used through a dual-pipe supply system for non-potable purposes. Surplus runoff will be
design. The attempt is to integrate the existing ‘grid’ or ‘network’, taking clues and extending
channelized into this network, and into artificial water bodies, and eventually into recharge pits
the existing systems to adapt dynamically, to the proposed urban environment. Starting with
all around the site. The use of water to such an extent will have a positive effect on the micro-
responses to existing site topography, and using it for various purposes, an effort has been
climate of the zone immediately, and macro climate of the surrounding area over a period of
made to introduce or overlay city planning & design concepts of Transit Oriented Development
time.
and Image, Identity & Place making with a human face.
FIGURE 4.2 ILLUSTRATIONS – BLUE INFRASTRUCTURE
4.1.1 GREEN INFRASTRUCTURE

This is a two pronged approach that integrates site topography and a conscious effort to create
a network of multi-functional green/ open spaces in the proposed development. These green
spaces would be used to connect the entire site with a pedestrian/ cycle movement network,
providing an alternate means of movement within the site. The green network would include
public parks, gardens, avenues, movement corridors, peripheral green belts, private greens,
public plazas etc. The green fabric coupled with blue network demonstrates a logical basis to
the proposed urban form and an opportunity for creating meaningful spaces that not only occur
as relief to the built environment, but also connect with the natural system of the site. Response
to site topography allows natural drainage of these open spaces.

FIGURE 4.1 ILLUSTRATIONS – GREEN INFRASTRUCTURE

(a) Large Central well designed Green spaces (b) View from Gateway Greens
occur as a relief to the built environment

4.1.2 BLUE INFRASTRUCTURE

Working on the principle of minimum discharge, this approach takes maximum advantage of site (a) Water elements punctuating the pedestrian realm serve a dual purpose of complimenting
topography in ensuring that the natural drainage of the site is integrated into the proposed the landscape as well as making use of recycled water

28 RHSEZ Master Plan- Start-up Phase

 MASTER PLAN 4
4.1.3 RED INFRASTRUCTURE FIGURE 4.4 ILLUSTRATIONS – RED INFRASTRUCTURE

Red Infrastructure refers to a system of pedestrian network in conjunction with Green and Blue
Infrastructure. The pedestrian realm has been envisaged as the silken thread connecting people
and spaces, providing multiple opportunities for interaction. The system itself is proposed to
have varied experiences through play of hard & soft, solid & void, closed & open, elevated &
underground and active & tranquil happenings along the network. The functionality and use has
been kept in perspective, monitored through the walking time required from transit nodes to
work or residential areas. Other corridors have been designed as per corresponding edge
character and activities. Plant palette and street furniture has been accordingly integrated with
the type of use/ activity.

FIGURE 4.3 PROPOSED GREEN, BLUE & RED NETWORKS

(a) Pedestrian Interface within Office Areas (b)Pedestrian Street within Office Areas

(c) Green and Office Pedestrian Interface (d) Pedestrian Street within Commercial Area

29 RHSEZ Master Plan- Start-up Phase


FIGURE 4.4 ILLUSTRATIONS – RED INFRASTRUCTURE
(e) Pedestrian Interface within Office Area (f) Pedestrian Plaza in CBD
(g) Pedestrian Interface with Open Greens (h) Pedestrian Street at Commercial Retail and
Office Area
4.1.4 TRANSIT ORIENTED DEVELOPMENT
Transit Oriented Development (ToD) is being seen as an appropriate concept for such a type of
development. Traditionally, ToD has been applied to redevelopment projects redistributing
densities and activities within a given area. However, the principles of ToD can be applied to
Greenfield developments as well. The proposed plan focuses development around transit
stations and is designed to create pedestrian friendly communities with convenient access to
transit nodes. Considering 500m as a 5 minute walking distance, the attempt is to concentrate
higher densities around MRT & LRT stations. Public and retail commercial activities have been
planned along these pedestrian connections that are envisaged to carry large volume of
pedestrians during the peak hours (morning and evening).
30
MASTER PLAN 4
FIGURE 4.5 LOCATION AND CATCHMENT AREA OF MRT/LRT STATIONS
4.1.5 SITE SUSTAINABILITY
This concept refers to two major aspects of sustainable development – use of energy and reuse
of waste generated. As a response to the climate, majority of the roads have been oriented in
the North-South direction. Conversely, majority of the buildings have been oriented 15° of
East-West axis. This helps in orienting the longer faces towards North and South, facilitating
maximum intake of light, while orienting smaller, solid faces towards East and West blocking
radiation that causes heat build-up as well as interrupts the penetration of cold winter air. A
number of water bodies proposed as part of landscape design will act as heat sinks, with green
areas reducing the heat island effect. Further, promoting cycle and pedestrian traffic within the
site, along with advanced traffic management measures through Intelligent Transportation
Systems (ITS), should contribute to reducing consumption of fuel and waste of time. In terms of
waste disposal, the development has adopted the principle of minimum of waste discharge.
Waste water will be recycled and reused through a dual-pipe system, and eventually will be
used for recharging the ground water. A Sewerage Treatment Plant (STP) will use the latest
technologies to ensure maximum use of the solid waste generated.
RHSEZ Master Plan- Start-up Phase
 MASTER PLAN 4
4.1.6 CITY CENTER & DESIGN PRECINCTS entry of the site. The large open green areas – Gateway Green and Gateway Blue – visible from
the primary entrances lend importance to Reliance towers and establish a strong image of the
Since its inception, it was recognized that the image of the development would have a very large development.
bearing on its commercial success. Legibility is very important for creating a strong identity.
Hence, place-making assumes a great degree of importance in the planning and design. The plan FIGURE 4.7 ZONING – PROCESSING AND NON PROCESSING AREA
proposes a City Center concept that acts as a transitory element between processing and non-
processing zones, a strong visual element in the public realm that can be experienced by all. The
city center will have the mass public transportation nodes, exhibition/ convention centers, retail
shopping areas, hotels, professional offices, and entertainment & recreational activities. Further,
in order to create an identity of various areas, the plan proposes design precincts that have a
particular function and consistency in character & conditions. Iconic buildings form visual
references in the entire development, giving an image to each design precinct. The Reliance
Tower within the city center will be the tallest building, forming a reference for the entire site
as well as the surrounding zone.

FIGURE 4.6 CONCEPT- CITY CENTER

4.3 CIRCULATION STRATEGY

4.2 LAND USE CONCEPT & ZONING
The plan proposes to have two processing zones taking advantage of Northern Peripheral Road
(NPR) in the west and responding to surrounding land use in the east. The buildings in the
Eastern Processing Zone will form the skyline visible from National Highway 8 (NH-8). Apart
from NPR, the Western Processing Zone takes advantage of proposed commercial district
(GMUCDP 2021) adjacent to south of the site. The city center – the Commercial Core – has
been axially placed connecting the two major ingress/ egress points of the site. Reliance Center
forms the primary visual reference for the entire site with visual axis connecting to each major
The circulation strategy is governed by ingress points into the site and by Custom Check points
for entry into the East and West Processing Zones. Due to the high volume of traffic envisaged
during peak hours, the strategy is to aid movement of traffic without signaled junctions.
Avoiding cul-de-sacs, the internal road network forms loops, which will aid implementation of
traffic management measures in the future. Huge emphasis has been given to Public
Transportation with planning for Mass Rapid Transit (MRT) system and Light Rail Transit (LRT)
system for later phases of development. There is a great emphasis on promoting cycle and
pedestrian traffic within the site. Park ‘n’ Ride sites have been proposed at major entries to
reduce the number of vehicles passing through Custom Check points.
4.3.1 SITE INGRESS\ EGRESS POINTS
The southern entry from Central Peripheral Road (CPR) via a link road is considered to be the

31 RHSEZ Master Plan- Start-up Phase

 MASTER PLAN 4
main entry to the site as it provides the connectivity from NH-8. The other main entry is from 4.3.2 MAIN CIRCULATION NETWORK
north via Pataudi Road as this point can be extended to north and west into the identified area
of RHSEZ in the future. The West Processing Zone gets an exclusive entry from Pataudi Road FIGURE 4.9 CIRCULATION NETWORK
in the north and from NPR. The plan proposes to have a grade separator at the NPR junction
to facilitate entry and exit into the non-processing area in the east as well. Two other points, in
the East Processing Zone, have been primarily treated as egress points, one connecting Pataudi
Road and the other facilitating left-in/ left-out from NH-8.

FIGURE 4.8 SITE INGRESS/ EGRESS POINTS

4.3.3 PEDESTRIAN MOVEMENT NETWORK

FIGURE 4.10 PEDESTRIAN MOVEMENT NETWORK

32 RHSEZ Master Plan- Start-up Phase

 MASTER PLAN 4
The pedestrian movement network has been classified as Primary and Secondary movement 4.4 OPEN SPACE FRAMEWORK
networks. As the name suggests, primary pedestrian network comprises of the major activity
Open/ green areas have been planned complimentary to the built-mass. Large open spaces have
areas like the Commercial Core, Reliance Center, Processing Core and the NPR Commercial
been used to highlight elements in the development to facilitate a sense of welcome &
and NPR Processing Core. This Primary Pedestrian Network corresponds to the active public
monumentality, and forming an image. The open space planned, contributes towards increasing
edges of the site. The network has been such designed that it allows for easy and uninterrupted
the legibility of the development. Open paved/ green areas run along the two primary axes –
accessibility to most of the areas of the site. The secondary pedestrian network comprises of
North-South and East-West – constituting the primary public realm. Secondary and tertiary
the movement corridors along the roads as well as those within the Residential and Peripheral
spaces take off from this primary spine forming a network that compliments the associated
Processing areas that majorly constitute of campus type developments and do not involve much
activities. The pedestrian/ cycle network of the site is superimposed on this network of greens,
public activities. Parking strategy for the site takes into account the major circulation network
plazas and movement corridors, forming a well connected system.
as well as the pedestrian movement network.

4.3.4 PARKING STRATEGY FIGURE 4.12 OPEN SPACE STRUCTURE

The required parking for the various parcels of land has majorly been accommodated as
underground parking. However, looking into the overall traffic generation as well as the
employment densities of the processing and central core, certain areas have been earmarked
for Park and ride facilities. These areas have been strategically placed at the major entry points
to the site and in proximity with the LRT stations on the site, to make best possible use of the
facility and also discourage the use of private vehicles in the area. At certain places, within the
campus type Peripheral processing areas and the NPR processing core, have also been identified
for surface parking facilities.

FIGURE 4.11 PARKING STRATEGY

4.5 LAND USE PLAN & DISPOSITION

Within the framework set through the Zoning Plan, the distribution of uses in the site has been

33 RHSEZ Master Plan- Start-up Phase


carried out on the basis of the following principles:
1. Spatial distribution of uses to compliment and enhance the themes and concepts conceived
for the proposed development
2. Each use/ activity zone to be conceived with all required support activities and infrastructure
3. A level of flexibility to be integrated in the planning of parcels to respond to change in
requirement in the future
4. The gross Ground Coverage (GC) to be in the range of 20-25% to achieve maximum open
areas to be in the public realm
5. GC and Gross Floor Area (GFA) distribution to be done on principles of high-rise
development
6. Opportunities for having multiple typologies within a use, such as, within Residential use,
provision for having high-rise golf view apartments, high-rise towers and medium & low-rise
cluster development
7. Stages of development to be integrated in the proposed plan to have self-sustaining phases
8. All requisite physical & social infrastructure to be integrated within the development
FIGURE 4.13 LANDUSE PLAN
34
MASTER PLAN 4
The proposed plan has two distinct ‘work’ zones – East and NPR (West) Processing Zones –
apart from the Residential zone, and the ‘lifestyle’ zone – Commercial Core. The residential
area itself has been designed for luxurious living with a Golf Course and other facilities and
amenities. The plan accommodates the required social infrastructure apart from other facilities
such as an International School, a College campus, and a 500 bed hospital. The commercial core
itself will have many of the recreation and entertainment facilities that are a convention in
contemporary urban environments. Hotels and service apartments have been planned in mixed
use areas along the East Processing Zone to accommodate international and domestic visitors
to the SEZ. The East Processing Zone will also have a world-class convention and exhibition
center nestled in the eastern part of the zone. The plan offers varied working environments in
terms of the dense processing core and the sprawled, campus type development along the
periphery.
4.6 BUILT MASS DISTRIBUTION
In order to achieve the desirable environment, two aspects of FSI and Ground coverage have
been modulated in tandem to shape the built envelop in various parcels of the site. In light of
the permissible BuA, higher built densities will be concentrated in the Processing Areas. The
primary challenge is to integrate the concepts envisaged for generating the desired Urban
Environment in the development. The Built Mass Distribution will play the primary role in
defining the spaces and generating the desired experience.
4.6.1 FSI DISTRIBUTION
The previous chapters have indicated the permissible quantum of Built-up Area (BuA) to be
planned in the site. BuA distribution, indicated by FSI achieved, was based on the following
aspects:
1. Integrating the concept of TOD in the development, higher densities are concentrated
around the MRT/ LRT stations
2. The Processing Core within East Processing Area, overlooking the Reliance Center, has the
higher share of BuA to achieve a high-rise high-density, CBD-type urban environment
3. A similar attempt has been made for the NPR Processing Area
4. Peripheral parcels in the East Processing Area have a lower share of BuA to achieve a
Campus-type office environment with 3 to 10 storied buildings
5. The Residential parcel around the Golf Course is envisaged as high-rise luxury apartments,
while the southern parcel is mid to high-rise cluster type development
RHSEZ Master Plan- Start-up Phase
 MASTER PLAN 4
FIGURE 4.14 FSI DISTRIBUTON FIGURE 4.15 GROUND COVERAGE

4.6.2 GROUND COVERAGE (GC) 4.7 PLAN TO DESIGN

Complimentary to FSI achieved, the Ground Coverage planned for various parcels of the site is
based on the aspects discussed earlier, and follows two basic principles:
1. Maximum permissible GC for each use/ judiciously calculated GC to accommodate activities
that need to be on ground as per the use
2. Desirable heights in each parcel factoring in various design aspects
The Urban Planning and Urban Design exercises for the site have come through numerous
development phases and much iteration. Planning and design for the development are
complimentary to each other in all respects following the basic objectives of the desired urban
environment. Next section deals with the Urban Design scheme for the site that brings all the
concepts explained in this section onto the ground in terms of tangible volumes and spaces.

The overall ground coverage for the development has been limited at approximately 20%, which
indicates availability of ample open spaces within the development.

35 RHSEZ Master Plan- Start-up Phase

 CHAPTER

05
URBAN DESIGN AND
LANDSCAPE STRUCTURE

5.1 INTRODUCTION
Urban Design and Landscape Structure are both vital and form integral parts of the Master
planning process. These translate the ‘Vision’ into ‘Reality’ by, attributing character and form
to the built environment to create a healthy and user-friendly habitat in context. The approach
for RHSEZ Startup Phase would be to create a “Sustainable & Pedestrian Friendly
environment”.
Urban design in short is an art of designing places for people and is one of the most important
elements in urban planning, especially for a dynamic place like RHSEZ. It concerns with the total
visual effect of building masses, connections with people and places, creation of spaces for
movements, urban amenities and public realm, and the process for improving the overall
townscape. Urban design sets the framework for the physical and spatial arrangement and
composition of built-forms and their three-dimensional relationship with the spaces around
them and the surrounding settings for achievement of the highest aesthetical and socio-cultural
qualities.
URBAN DESIGN AND LANDSCAPE STRUCTURE 5
Ashok Marg. The headquarters of Gurgaon's largest MNC’s and banks are also located in this
area.
Thousands of professionals have recently made their home in Gurgaon, living in apartments or
in newly constructed colonies and condominiums. The mushrooming shopping malls of
Gurgaon, like the Ambience Mall, Gurgaon Central, DLF City Centre, DLF Grand Mall, DLF
Mega Mall, Sahara Mall, MGF Metropolitan Mall, MGF Mega City, DLF Star Mall, are also
indicative of the recognition by retailers of the far-reaching aspirations, and deep pockets, of the
residents of the city.
By 2010, the state government hopes to complete a world class Golden Triangle City Centre
(GTCC) in Sector 29 with as many as four skyscrapers higher than Taipei 101.The fast growing
population, with increasing purchasing power, has created a huge demand for housing, resulting
in escalating property prices in recent years.
FIGURE 5.1 EMERGING URBAN DEVELOPMENT AND LANDSCAPE

To create a high quality, sustainable built environment in RHSEZ, due considerations should be
given to urban design concepts and principles in the planning and development process.

Urban Design Guidelines for RHSEZ have been prepared with an overall objective to promote
public awareness on design considerations and provide a broad framework for urban design
assessment. The urban design guidelines in the following sections are advisory and formulated
on the basis of the findings of the Urban Design Study.

5.2 EMERGING URBAN DEVELOPMENT AND LANDSCAPE

The urban landscape has been constantly changing in the fast growing city of Gurgaon in the
past few years. The present City of Gurgaon can be considered the metropolitan area of an old
civilization, encompassing every single settlement around the original city, and expanding even
further with the establishment of new neighbourhoods and districts since the changes
incorporated in the 21st century.

In late nineties of the last century, due to an immediate need of a satellite city for Delhi,
Gurgaon got its revival. Now it is recognized as one of the most important business hubs of
North India. To capitalize on the foreign investment and new business opportunities, numerous
tall structures were built around the city to accommodate the rapid growth. Surrounding
villages were absorbed into Gurgaon as the city rapidly expanded outwards.
5.3 INTENT
The tallest highrise office and residential buildings are mostly located in the north western areas
Urban design concept for RHSEZ Startup Phase is based on the fact that future cities will
of the city, and especially in the business and shopping districts of MG Road, DLF City, and
survive on pedestrian oriented environment and public Transport. The concept also takes into

36 RHSEZ Master Plan- Start-up Phase

 URBAN DESIGN AND LANDSCAPE STRUCTURE 5
account the changing lifestyle of the resident and commuting population that will occupy the • Develop a sustainable and user friendly environment
new development.
5.4.2 URBAN DESIGN PRINCIPLES
Urban design principles further strengthen the positive matrix of overall master plan scheme
and attempt is made to preserve and enhance the positive attributes while improving aspects of • Embed Legibility in to the development
the built environment that are less than satisfactory. By incorporating design concepts of Transit Actions: Gate ways, Short and distant views, defined nodes, paths and districts
oriented development (TOD) in harmony with Green, Blue and Red Infrastructure facilities.
Urban design scheme is generated with careful deliberation to create timeless spaces to • Build Orientation by Iconic and key buildings
accommodate Multi-disciplinary diurnal activities of various functional zones of RHSEZ, which
Actions: State of the art building technology to be use to create Key and Iconic buildings
offers lot of opportunity to residents as well as visitors of all social strata to explore vivid
unfolding experiences of urbanity. • Create Robust open space network

The transit oriented development (TOD) is adopted as the basic model to envisage the RHSEZ Actions: Adding landscape and street furniture
Startup phase. TOD is a mixed-use residential or commercial area designed to maximize access
• Create Sustainable development
to public transport, and often incorporates features to encourage transit ridership. A TOD
neighborhood typically has a center with a train station, metro station, tram stop, or bus Actions: Permeable building block typology, well designed movement corridors
station, surrounded by relatively high-density development with progressively lower-density accommodating vehicular and pedestrian traffic, green development principles.
development spreading outwards from the center. The transport nodes are generally located
within a radius of 0.4 to 0.8 km from a transit stop, as this is considered to be an appropriate • Develop well connected Mix use development
scale for pedestrian movement.
Actions: Land use mix
FIGURE 5.2 URBAN DESIGN APPROACH • Generate pedestrian friendly environment

Actions: promoting walkable journeys

5.5 URBAN DESIGN FRAMEWORK

Based on the Urban Design Principles, the illustrative Urban Design Framework brings these
concepts together in an overall vision for the development of the RHSEZ Phase 1.

The frame work forms a common context of urban Design and land use planning so that
individual parcels and precincts form part of a larger development.

5.5.1 KEY ASPECTS OF THE URBAN DESIGN FRAMEWORK

• Open space:

5.4 URBAN DESIGN PRINCIPLES Two major open space networks running from east – west & north – south forming the spine of
the development are conceived. Along these open space axes other sub open space pockets like
5.4.1 DESIGN RATIONALE
parks, plazas, pedestrian streets are created to complement the built mass and the activities
• Project international image and identity generated.

37 RHSEZ Master Plan- Start-up Phase


FIGURE 5.3 OPEN SPACE SYSTEM
Open space should provide a variety of open space types, from intimate neighborhood parks
and playgrounds, to active and passive recreational areas supporting mix use activities. All open
spaces should be well connected by pedestrian links, movement greens, and walkable
neighborhoods, commercial and office spaces.
• Street Layout:
The street layouts are basically governed by the type of the carriageway i.e primary, secondary
and tertiary. A strong street and block system is essential to for the image and identity of a
place.
38
URBAN DESIGN AND LANDSCAPE STRUCTURE 5
FIGURE 5.4 STREET SYSTEM
Streets are the principal elements of the public realm. Streets should accommodate vehicular,
bicycle and pedestrian movement. The development should provide a well established street
grid with landscaping and street furniture supporting different movement networks.
• Built form:
Overall built form of the development is distributed to compliment and mark the open space
axes. The Built form can be divided in to two types. Central core, Periphery and at the centre
of the development the built form is closely packed and on the periphery the concentration is
relaxed by introducing open space pockets.
RHSEZ Master Plan- Start-up Phase
 URBAN DESIGN AND LANDSCAPE STRUCTURE 5
FIGURE 5.5 FIGURE – GROUND RELATION The location of Non-processing zone is strategically located in between the east-west
processing zones to strengthen the concept of ‘walk to work’. The commercial component of
the Non-processing zone takes the form of a city centre. It is proposed as a transitory element
between processing and non processing zone. It is a High density Mixed – use zone
concentrated in and around the main transit node in tune with open space system to facilitate
working and floating population. The central iconic Reliance Tower is located on a visual
corridor with the generic built forms enclosing the tower with a strong geometry
creating a strong identity and offers exciting visual experiences to the people. This
forms the prominent feature of silhouette and core of the entire development
catering to multi- functional informal activities of both processing and non
processing zone. Apart from the city centre two more commercial mixed-use zones has been
planned to take economic advantage from the two access roads such as, NPR and Pataudi road.

Other activity zones of processing and non-processing zones have been conceived as enclaves
catering to various service sectors. Each enclave will have its own identity specific to their
character and use. Well integrated supporting facilities, public and semi public facilities have
been proposed to cater to the population working within this area.

5.6 SPATIAL STRUCTURING
‘Spatial Structure’ or ‘Urban Structure’ refers to the arrangement of public realm. The way that
urban public space is arranged affects many aspects of how developments function and has
implications for accessibility, environmental sustainability, safety, cultural creativity and
economics.
5.6.1 OVERALL COMPOSITION OF ACTIVITY ZONES
Based on the concept of transit oriented development, the distribution of sector specific activity
zones has been created to compliment the open space system and to attribute a strong
monumental character to the development. Distribution of activity zones plays an important
role in defining spaces and to establish an identity / image through its skyline. The site is broadly
divided into two activity zones namely,
a) East-west Processing zones and
b) Non-processing zone
Urban Design scheme has incorporated an exclusive LRT system for the processing area from
the main MRT system of the city, to promote public transport and to encourage pedestrian
activities. Transit nodes have been planned at regular intervals within a walk able distance from
activity zones. These nodes have given an opportunity to incorporate striking and innovative
design features such as, skywalks, foot-over bridges, escalators and landscaped terraces etc, to
access various activity zones through pedestrian movement.
Residential zone is the second predominant area in the Non-processing zone. It is divided in to
three categories such as, high-rise golf view apartments, high-rise towers, and medium & low-
rise cluster development. These activities are well connected with vehicular and pedestrian
networks.
Holistically, the urban design scheme with its varied built mass distribution in the skyline, offers
a strong identity and favorable working environment for all activity zones.
5.6.2 CHARACTER ZONES
Seven major Character Zones have been formulated for the development in conjunction with
the proposed activities.

39 RHSEZ Master Plan- Start-up Phase

 URBAN DESIGN AND LANDSCAPE STRUCTURE 5
5.6.2.1 Retail, Leisure & Entertainment Zone 5.6.2.4 Campus Type Precincts

This zone contains the Reliance Center and the Lifestyle Core. The development of this zone is
proposed to be a mix of intimate, human scale and that of Iconic monumentality supported by
large active green spaces. This zone deals with the primary public activities of the SEZ including,
Transport hub, Retail Shopping, entertainment venues, hospitality, and high-end commercial
office functions. The zone is proposed to have malls, service apartments, art galleries, hotels,
retail shops, restaurants, commercial offices, and studio apartments. This zone also acts as the
buffer between the processing area and non-processing area.
This type of zone was conceived in order to offer varied working environments within the SEZ
for various types of business establishments. The low-rise development was also a suitable
response to the surrounding development all around the site. These precincts have been
designed as large campuses having single or multiple tenants. Having an average height of 30m,
almost every building is proposed to face a large shared green courtyard.
FIGURE 5.6 CHARACTER ZONES – KEY PLAN

The central iconic Reliance Tower is located on a visual corridor with the generic built forms
enclosing the tower with a strong geometry creating a strong identity and offers exciting visual
experiences to the people. This forms the prominent feature of silhouette and core of the
entire development catering to multi- functional informal activities of both processing and non
processing zone.

The master plan has been structured along the two visual green corridors namely; major axis
(north-south) and minor axis (east-west), with a strong geometry in context to the topography
and shape of the site. The visual corridor has been accentuated by proposing a Reliance centre
with a skyscraper strategically located at the intersection of the visual corridor.

5.6.2.2 Large Format Retail & Hospitality Zone

Situated at the entrance of the site, this zone deals with large format retail functions that can
cater to external population also. The built form within zone is proposed to be designed for
visibility from outside the site. The built form responds to the two adjacent roads – Northern
Peripheral Road and Pataudi Road. Commercial Offices and Hotels are proposed within these
zones catering to internal and external population.

5.6.2.3 High-rise High-density Zone

The nature of activities within the two processing areas and their intensity of use have primarily
dictated the character of development. Catering to IT/ ITeS, Business Services and Financial
Services, the zone has been designed as a CBD or a Financial District. The buildings are
proposed to have public activities at the ground level in conjunction with the pedestrian
network. The zone is a direct corollary of integrating the concept of TOD in the design. The
average height of buildings proposed in this zone will be 60m with the maximum height going
upto 188 meters.

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FIGURE 5.7 CHARACTER ZONES AND VISUAL STRUCTURING

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5.6.2.5 Golf Community Type Residential Precinct
As a conscious attempt to promote RHSEZ as one of the most premium developments in the
region, a golf community type residential area is proposed within the non-processing area. The
precinct is proposed to have a nine-hole golf course surrounded by high-rise luxury apartments
along the periphery. All requisite facilities and amenities will be integrated at the ground level.
5.6.2.6 Community-living Residential Precinct
An alternate residential area is planned apart from the luxury housing. The precinct is proposed to
have cluster-type multi-storey dwelling units with private tot-lots, common parks, and play fields.
Public/ semi-public facilities are proposed to be integrated within the precinct. Extra emphasis has
been given to the pedestrian connections within the precinct, connecting to the city center.
5.6.2.7 Facilities & Amenities Precinct
This precinct again is a direct result of the type of activities proposed within. These precincts will
house the administrative and social infrastructure requirements of the SEZ such as, sports complex,
school, hospital, administrative offices etc. The buildings are proposed to be low to mid-rise.
Emphasis has been given to the common spaces to be used by the population.
FIGURE 5.8 CHARACTER ZONES – KEY PLAN
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5.6.3 BUILT FORM DISPOSITION
The Built form disposition is asynchronous with the spatial structuring. The overall built form is
concentrated at the centre with high-density high rise development that gradually decreases in
height towards the periphery.
As the lifestyle, leisure and entertainment zone is the central focus of the development, the Iconic
Tower at the Reliance Center raises upto 312m height. This creates a strong identity for the
development. This Commercial Core along with the NPR Commercial core and the commercial
pocket along the Pataudi road account for almost 30.70% of the total built up area of Non-
Processing Zone.
On the eastern side of this Central core, lies the Processing core with IT/ITES, Finance and
Business activities. As indicated earlier, this Processing core is envisaged to be a high density high
rise development. To achieve the envisioned character for the space, and accommodate almost 42%
of the total built up area for Processing Zone, the average height of the buildings for IT/ ITes ranges
between 60-90 m and that of buildings in Business and Finance center ranges between 60-120 m.
The 184 m high Crescent tower, placed at the culmination of the Central park, is the highest IT
building in this zone.
The Peripheral IT and Media zone surrounding the main processing core has been worked out as a
campus type low-rise development, where the average height of the built form has been maintained
between 40-60 m. Couple of buildings within the peripheral IT zone, facing the Pataudi Road, have
been taken to a greater height of around 80m, to give certain imageability to the development.
Within each campus, one or two buildings have been consciously taken high. These high built forms
bind the whole campus. This zone is loaded with 38.62% of the entire built up area of the
Processing Zone.
The high density high-rise NPR Processing zone, accommodating 20% of the built up area, is similar
to the Processing core at east processing and supports a distinctive image of an office district. A
high rise landmark structure, placed at the central hub of the zone gives a distinguishing character
to this area. This structure, with an average height of 90 m, also acts as the binding element is this
area. The average building height here is 60-90 m with the maximum height reaching at 124 m.
These high rise towers have been emplaced suitably to address the viewability from the NPR.
As explained earlier, two types of developments congregate the Residential development within the
non-processing zone of the site. Golf centric luxury apartments and a Community-living residential
zone assist in achieving a holistic development pattern. The residential towers within the Golf
centric housing mainly reach upto 90-120 m height, while the apartment blocks in the Community-
living residential zone relate more to the human scale and are within 60-90m height. The residential
area together constitutes of 55.25% of the overall built up area for the Non Processing Zone.
RHSEZ Master Plan- Start-up Phase
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FIGURE 5.9 BUILDING HEIGHT PLAN

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FIGURE 5.10 ICONIC, LANDMARK AND SYMBOLIC BUILDINGS

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FIGURE 5.11 SITE SECTIONS DISPLAYING THE PROPOSED SKYLINE

(a) Section A-A’ through Central Axis looking North

(b) Vertical Section B-B’ through Central Loop looking East

(c) Vertical Section C-C’ through Central Loop looking West

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5.6.4 EDGE TREATMENT AND ROAD SECTIONS FIGURE 5.13 PEDESTRIAN NETWORK

In Indian context streets are more than linear physical spaces that permit people and goods to get
from one location to other. Streets not only form an integral part of the development, but also act
as an active urban space with multi-functional activities, thus fulfilling all socio-cultural and economic
needs of the people. They moderate the form, structure and comfort of urban communities. Their
sizes and arrangements afford or deny light and shades, as anyone who has experienced Chandigarh
and Gandhi Nagar will attest. They may have the effect of focusing attention and activities on one
or many centers, at the edges, along a line, or they may simply not direct one’s attention to
anything in particular.

In RHSEZ, streets pattern represents a combination of perpendicular grid and semi-circular pattern
with more emphasis on visual linkages and landmarks. Street sections have been designed as per the
traffic volume analysis and edge conditions of the respective character zones for e.g. 45m wide
One-way Loop Road catering to the Central Business District of Non- processing area, 30m wide
commercial street catering to commercial area of Non- processing area etc. Red infrastructure
facilities as shown in the figure below define the edge conditions of all seven character zones in
tune with green and blue infrastructure. Profile of the street sections has been governed by the
frame work of Urban Design guidelines.

FIGURE 5.12 EDGE TREATMENT FIGURE 5.14 ACTIVE PUBLIC EDGES

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FIGURE 5.15 EDGE SECTIONS AT THE CENTRAL CORE FIGURE 5.17 INTERNAL COMMERCIAL STREET EDGE

FIGURE 5.16 COMMERCIALCORE –CRESCENT PARK EDGE FIGURE 5.18 RELIANCE CENTER – COMMERCIAL CORE

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FIGURE 5.19 COMMERCIAL CORE – CENTRAL SQUARE EDGE

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FIGURE 5.20 EDGE SECTIONS IN PROCESSING AREA FIGURE 5.21 75M ROAD EDGE- PERIPHERY & PROCESSING CORE

FIGURE 5.22 PROCESSING CORE - CENTRAL PARK EDGE

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FIGURE 5.23 CONNECTION BETWEEN LRT AND PERIPHERY PROCESSING FIGURE 5.25 EDGE AT PERIPHERY PROCESSING PARCEL

FIGURE 5.24 CONNECTION BETWEEN LRT AND PERIPHERY PROCESSING FIGURE 5.26 INTERNAL STREET AT PERIPHERY PROCESSING

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FIGURE 5.27 EDGE SECTIONS AT NPR PROCESSING 5.7 LANDSCAPE STRUCTURE

The Open Space Structure is planned as a combination of inter-connected green corridors, well
distributed green network of spaces which also act as alternate public realm and green corridors
that promote pedestrian & cycle modes.

Further the green spaces have a hierarchy for proper distribution and usability in the master plan.

1. Master Plan Level Greens

2. Neighborhood Level Green Area

3. Building / Precinct Level Green Area

4. Utility Green Area

5.8 LANDSCAPE DESIGN APPROACH

The landscape has been planned to compliment the built form such that it forms a vertical and
horizontal axis on the site. On the vertical axis, the Reliance Tower has large open spaces on
either side i.e. the gateway green and the gateway blue while the horizontal axis is flanked by a
Crescent Park for the public in the retail- commercial area as a gathering space and on the other
side is a linear green open space connecting different land use on either side of the processing
core.
FIGURE 5.28 INTERNAL COURT AT NPR PROCESSING CORE
FIGURE 5.29 OPEN SPACE HIERARCHY

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5.8.1 MASTER PLAN LEVEL GREENS 5.8.1.2 The Green Civic Plaza

These have been planned to achieve a Holistic Approach & Connectivity through a combination of
Integrated Green, Blue and Red Infrastructure Systems.
The open spaces planned under this category are the Gateway blue, the green civic plaza, Gateway
green, Crescent Park, Central Park and a Golf Course.
5.8.1.1 The Gateway Blue
Further the gateway blue flows into a green civic plaza which is a well knit open space with a
classic built form, which acts as a spill-over space for the convention centre. The plaza has formal
tree bosques with seating areas, manicured landscape and a performance space with large steps.
This civic plaza extends through the built form to the gateway green.
FIGURE 5.31 GREEN CIVIC PLAZA

The gateway blue as the name suggests contains a huge water body about 2.5 Ha functioning as
raw water storage and forms a strong visual treat as can be experienced when entering the site.
An informal pathway around 0.5Km bordering this water body leads to the hotels.

Water as an element is maintained on one side forming a connection. A smaller offshoot from this
large water body takes off and encircles near the hotels to form an open air pool with beautiful,
terrace gardens.

FIGURE 5.30 GATEWAY BLUE

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5.8.1.3 The Gate way Green
The Gateway Green is characterized by an urban green forecourt for the art gallery & museum
which opens into a large lawn and further forms a civic celebration space with an area of about 7
Ha, bordered by clumps of trees and colorful carpet of flowering shrubs over mounds with a zigzag
pathway cutting past. The overall landscape has been kept formal with open visual connections.
This forms the second gateway as it is a colorful visual treat from the other entrance.
FIGURE 5.32 CHARACTER OF GATEWAY GREEN
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5.8.1.4 The Crescent Park:
On the horizontal axis, the commercial retail core encloses the crescent park which acts as a
major public gathering space. A special feature of this park is that it links in a very interesting
manner to the green civic plaza. There is a level difference of 8m that is beautifully negotiated
through landscape. The park has majorly two level difference; one at ground level which starts
with a large plaza dotted with palm trees which acts as a festival space containing an iconic
fountain, further extending to retails that facilitate spillover activities with shaded gathering areas,
informal walkways and play areas to serve residential areas that is the second land use type above
these commercial areas. Above comes the other level at 6m, a plaza which is accessible by a series
of steps with wide landings extending into the green civic plaza.
FIGURE 5.33 CHARACTER OF CRESCENT PARK
5.8.1.5 The Central Park
A large linear open space takes off from the latter binding the built form on both sides. This
central park exhibits two characters, beginning with formal landscape & ending with informal
landscape. Here a different experience is created when negotiating the level difference from the
civic plaza into the park. Diagonal pathways cutting through the grand steps with rolling greens &
water used as simple channels and dotted in square and rectangular water bodies, this formal
landscape design is completed with rows of trees.
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FIGURE 5.34 CHARACTER OF CENTRAL PARK

The park takes an informal character near the IT Sector with secondary pathways linking across
the linear space & clumps of trees at many places giving a dense effect. Along the pathway runs a
water channel about 5m wide and reaching 0.6Km culminating into water bodies at prime buildings
like convention center, and finally ending into a large water body near the financial center as the
blue element. This Park gives a large breathing space for the office goers.

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5.8.1.6 The Golf Course 5.8.2 NEIGHBORHOOD LEVEL GREENS

The residential sector has two divisions, one the golf community and the other is high-end
residential. The Golf community has a golf course of about 24 Hectares and forms part of the
master plan greens. To give a beautiful experience for the residents a jogging track is provided on
the periphery of the golf course & the other neighborhood greens are well merged with this golf
course.
FIGURE 5.35 CHARACTER OF GOLF COURSE
These comprise of smaller parks, pedestrian malls, gardens, courtyards and plazas that are well
distributed in the neighborhood, with a sense of connectivity with the larger greens. The open
space distribution of high-end residential community gives individual clusters an open space area of
around 3 to 5 acres and in turn connecting to a linear open space from beginning to end.
FIGURE 5.36 CHARACTER OF NEIGHBORHOOD GREENS

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5.8.3 PRECINCT/ BUILDING LEVEL GREENS

The peripheral open spaces distributed among the office clusters comprise the precinct greens
with nomenclature as arrival courts and plazas, theme parks, etc.

FIGURE 5.37 CHARACTER OF PRECINCT / BUILDING LEVEL GREENS

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FIGURE 5.38 CHARACTER OF BOUNDARY- EDGE TREATMENT

Section through Periphery Buffer

5.8.4 UTILITY GREENS Elevation from Site Area

The Periphery buffer of the site, the buffer along the roadside, the greens under the NPR node &
utility land-use area, the greens in the round-about, constitute this category. The periphery buffer
has a width of 25m which flows like a band all round the site and disconnects near the built up
wedges. Of this 25m starting from the site boundary 4m wide planting strip is provided after which
a 7m wide service road is proposed followed by a ,14m wide planting area, abutting the site.

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The NPR Node and landscape under the flyover relates to the basic concept of the master plan
greens, one side water as blue element and other side mounds & grass as green element. The
landscape design is related to the built form on the other side with rolling greens & cut outs in the
water body.

FIGURE 5.39 NPR NODE- UTILITY GREEN

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FIGURE 5.40 AERIAL VIEW OF PROPOSED MASTER PLAN & URBAN SCHEME

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5.9 SIGNIFICANT URBAN PRECINCTS FIGURE 5.42 RELIANCE CENTER, CRESCENT PARK AND CENTRAL SQUARE

To understand the overall urban design and landscape framework, few significant urban precincts
have been identified and explained in detail.

FIGURE 5.41 SIGNIFICANT URBAN PRECINCTS

5.9.1 PRECINCT 1: RELIANCE CENTER, CRESCENT PARK AND CENTRAL SQUARE

The major attributes of this precinct is to create a highly active commercial core district with an
easily identifiable iconic structure- the Reliance Center and creatively augment the entry points to
the site. The precinct addresses on the dialogue between the Reliance Center, the adjoining
commercial core and the scenic landscape. The central loop composes Gateway green and Gateway
blue on both the entrances. These accentuate the positioning of the Reliance Center which
inscribes the development. Convenient pedestrian connectivity with the adjoining uses and the
scenic landscape enhance the grandeur of this core precinct. The edge adjoining the Crescent Park
accommodates variety of retail commercial, leisure and entertainment facilities.

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FIGURE 5.43 PRECINCT 1: VEHICULAR ACCESS AND PARKING FIGURE 5.45 PRECINCT 1: OPEN SPACE AND VISUAL CONNECTIVITY

FIGURE 5.44 PRECINCT 1: PEDESTRIAN CONNECTIVITY FIGURE 5.46 PRECINCT 1: ACTIVE PUBLIC EDGES

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FIGURE 5.47 3D ILLUSTRATION OF RELIANCE CENTER, CRESCENT PARK AND CENTRAL SQUARE

(a) Reliance Center along with Crescent Park (b) Iconic Reliance Center with Commercial and Residential backdrop

(c) Gateway Blue at entrance from Pataudi Road (d) Gateway Green at entrance from CPR

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FIGURE 5.48 3D ILLUSTRATION OF RELIANCE CENTER, CRESCENT PARK AND CENTRAL SQUARE

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5.9.2 PRECINCT 2: CENTRAL PARK FIGURE 5.50 CENTRAL PARK

Central Park was envisaged to create a large scale open space which behaves as a lung space in the
otherwise high density processing area. The Central park, is laced with water features as well as an
elaborate tree palette and extends from the central loop- the Reliance tower, and spreads upto the
eastern edge of the site. It directs one’s vision towards the Crescent tower, through an off-centric
alignment, creating more visual treat. The park abuts the IT/ ITes sector on one edge and the
Business and finance district on the other edge. Both these districts are composed of high density
high rise development. The setting of the built forms, facing the Central park, in both these
districts, allow for visual connectivity with the natural settings as well as create active public edges
towards the green.

FIGURE 5.49 CENTRAL PARK

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FIGURE 5.51 PRECINCT 2: VEHICULAR ACCESS AND PARKING FIGURE 5.53 RECINCT 2: OPEN SPACE AND VISUAL CONNECTIVITY

FIGURE 5.52 PRECINCT 2: PEDESTRIAN CONNECTIVITY FIGURE 5.54 PRECINCT 2: ACTIVE PUBLIC EDGES

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FIGURE 5.55 3D ILLUSTRATION OF CENTRAL PARK WEAVING THROUGH THE PROCESSING CORE

FIGURE 5.56 AERIAL VIEW OF CENTRAL PARK

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FIGURE 5.58 RECINCT 3: VEHICULAR ACCESS AND PARKING
5.9.3 PRECINCT 3: BUSINESS AND FINANCIAL CENTER

The Business and Financial center forms part of the high density Processing core area that is placed
towards the east of the central loop. The precinct constitutes of high rise office blocks as well as
Convention and Recreational facilities. Ample provisions have been made to allow for pedestrian
accessibility from the LRT stations. Within the precinct, the built form along the central park has
been articulated to allow for visual connections as well as to accommodate leisure and
entertainment facilities, making it more human-oriented active public edge. Placement of the
Convention Center at the visual axis accentuates the imageability of the precinct.

FIGURE 5.57 BUSINESS AND FINANCIAL CENTER

FIGURE 5.59 PRECINCT 3: PEDESTRIAN CONNECTIVITY

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FIGURE 5.60 PRECINCT 3: OPEN SPACE AND VISUAL CONNECTIVITY FIGURE 5.62 PRECINCT 3 – VIEW OF CONVENTION CENTER

FIGURE 5.61 PRECINCT 3: ACTIVE PUBLIC EDGES FIGURE 5.63 PRECINCT 3 – SOUTH-SIDE VIEW

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FIGURE 5.64 AERIAL VIEW OF BUSINESS AND FINANCIAL CENTER

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5.9.4 NPR PROCESSING CORE FIGURE 5.66 RECINCT 4: VEHICULAR ACCESS AND PARKING

NPR Processing Core refers to the precinct towards the western portion of the site. This precinct
mainly constitutes of the IT/ ITes sector which has been arranged in a campus style development. A
key building has been placed at the center of the area, which acts as the hub as well as the main
visual element that binds together the development in this area. To address the imageability of the
development from the NPR, the buildings adjoining the highway have been given a distinct identity
and character. Two landmark towers, almost 120 m in height, have been arranged on both sides of
the major road that links it with the remaining development, to emphasize the entry point. One of
these buildings also connects to the Metro rail.

FIGURE 5.65 NPR PROCESSING CORE

FIGURE 5.67 PRECINCT 4: PEDESTRIAN CONNECTIVITY

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FIGURE 5.68 PRECINCT 4: OPEN SPACE AND VISUAL CONNECTIVITY FIGURE 5.69 PRECINCT 4: ACTIVE PUBLIC EDGES

FIGURE 5.70 AERIAL VIEW OF NPR PROCESSING CORE

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FIGURE 5.71 AERIAL VIEW OF NPR PROCESSING CORE

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5.9.5 NPR COMMERCIAL FIGURE 5.73 PRECINCT 5: VEHICULAR ACCESS AND PARKING

As indicated in the landuse plan, the main commercial core is located in the center of the site along
the Reliance Center. The NPR Commercial allows accommodating certain commercial and
recreational facilities towards the western side of the development. This commercial area
constitutes of a variety of commercial spaces like, Hotel, Malls, Health facilities and Office spaces.
This area is of high potential, due to it’s proximity with both the residential parcels. The area also
abuts the NPR hence plays an important role in establishing the image of the development. As
discussed earlier, the NPR has been marked with landmark structures of the NPR Processing core
on the western side. Similarly, the built form in this area has been articulated to enhance the
visibility from the NPR as well mark entry into the non processing zone.

FIGURE 5.72 NPR COMMERCIAL

FIGURE 5.74 PRECINCT 5: PEDESTRIAN CONNECTIVITY

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FIGURE 5.75 PRECINCT 5: OPEN SPACE AND VISUAL CONNECTIVITY FIGURE 5.76 PRECINCT 5: ACTIVE PUBLIC EDGES

FIGURE 5.77 AERIAL VIEW OF NPR PROCESSING CORE AND RESIDENTIAL (COMMUNITY-LIVING AND GOLF COMMUNITY)

(a) View of NPR Commercial Core through the Community-living Residential Area (b) View of Golf Centric Residential Area from the NPR Commercial Core

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FIGURE 5.78 AERIAL VIEW OF NPR COMMERCIAL

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 CHAPTER

06
TRAFFIC AND
TRANSPORTATION

6.1 EXTERNAL CONNECTIVITY
Gurgaon Manesar Development Plan 2021 has proposed following roads which give access to
RHSEZ:
1 National Highway 8
2 State highway 26 (Pataudi Road)-proposed 75 m RoW
FIGURE 6.1 REGIONAL CONNECTIVITY TO RHSEZ STARTUP PHASE
Other than the existing roads, following are the additional roads proposed in Gurgaon Manesar
Development Plan 2021 which provide access to RHSEZ site:
1 Proposed Northern Peripheral Road (NPR)-150 m RoW
2 Proposed Southern Peripheral Road (SPR)-90 m RoW
3 Proposed Central Peripheral Road connecting SPR and NPR-90 m RoW
4 Master Plan road connecting NPR and RHSEZ at northern corner cutting across SH-26.
5 Master Plan road connecting NH-8 to RHSEZ originating from Km-37.6 at NH-8.
To enhance the connectivity of RHSEZ and for better accessibility, following projects have being
initiated on priority basis for the Start-up Phase of SEZ:
76
TRAFFIC & TRANSPORTATION 6
1 Interchange facility at NH8 – NH8 is one of the major access road to Start-up Phase RHSEZ
from Delhi. For faster movement of traffic to and from SEZ, it is proposed to have a grade
separated intersection at NH8, SPR and access road junction.
2 Link Roads to RHSEZ – Connecting link from CPR to RHSEZ Start-up Phase which will have
90m ROW and 4 Lane dual carriageways with 30m green belts on either side.
3 Widening of State highway 26 – SH 26 (Gurgaon-Pataudi road) is presently 2 lane undivided
road which passes through the identified RHSEZ area. This road is crucial for the project as it
shall bring traffic from Gurgaon to RHSEZ. Thus it has been proposed that this road is upgraded
and widened to 6 lane divided carriageway. Fig 6.1 above shows regional connectivity of RHSEZ.
4 Bypass at NH 8 – NH 8 being an access control road, a bypass road within has been proposed
to connect RHSEZ with a 90m road to GMDP master plan road.
5 Underpass at SH-26 – For uninterrupted flow of traffic form NPR to RHSEZ via 60 mts wide
master plan road through sector 37, an underpass is proposed at SH-26.
Other than the proposed road connectivity, metro rail connectivity proposed in GMDP-2021 also
enhances passenger movement to RHSEZ. Following networks in GMDP-2021 provide direct
access to RHSEZ Start-up Phase:
1 Proposed metro corridor along NPR cuts across western corner of RHSEZ site. This
connection provides direct connectivity from IGI airport and South west Delhi to RHSEZ site.
2 Proposed metro corridor along SPR terminates at proposed metro hub in GMDP-2021 at
Southern corner of RHSEZ site. This connection provides connectivity from East Gurgaon and
South East Delhi to RHSEZ site
6.2 INTERNAL CONNECTIVITY
For the improved circulation of traffic within RHSEZ and to reduce chaos at the entry, six entries
have been proposed. These entries are well connected with the external linkages.
1) RHSEZ Entry Road-1 from Pataudi Road: On the northern side of RHSEZ Startup
Phase one entry has been proposed from the existing Pataudi Road (SH-26) majorly for the
old Gurgaon traffic. It has been proposed that this road is upgraded and widened to 6 lane
divided carriageway (ROW 75m) from existing 2 lane divided carriageway. Overpass has
been proposed on the Pataudi road for through traffic and only exclusive SEZ traffic will pass
under the overpass. There will be signalized junction below the overpass to cater the SEZ
traffic. Future expansion of SEZ across the Pataudi road will be through proposed underpass
to make the area contiguous. Dedicated oneway underpass for light passenger vehicle only
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has been proposed for traffic entering to the East processing area and the remaining traffic 1.3 Dual 3 Lane carriageway (60m ROW) linking western and eastern processing areas
will use the central loop. and passing through the residential area
2) RHSEZ Entry Road-2 from CPR: Delhi and south Gurgaon bound traffic from NH 8 and 1.4 Dual 3 lane divided carriageway (45 m ROW) dividing commercial and residential
SPR will enter through proposed interchange facility at NH 8. As such the CPR is well
areas in the non-processing area
connected with NH 8 and SPR. One link road from the CPR connects the SEZ area via
proposed Trumpet facility dedicated for the SEZ on the CPR for uninterrupted flow. One 1.5 One way 4 lane carriageway (45m ROW) which divide the processing and non
dedicated oneway underpass for light passenger vehicle has been proposed for the entry to processing area
the eastern processing area and remaining traffic will use the central loop. One dedicated
2. Secondary Road Network
underpass has been proposed for the entry to the parking lot.
2.1 Dual 2/3 lane divided carriageway (30m ROW)
3) RHSEZ Entry Road-3 from V3(a) Road: GMDP 2021 has proposed 60m ROW road
2.2 Dual 2 Lane Undivided carriageway
which connects NPR and crosses Pataudi road. This road has been used as entry for SEZ
which will segregate the traffic from NPR and old Gurgaon. 3. Tertiary/ Local Road Network
4) RHSEZ Entry Road-4 from Link Road: Another direct entry for the processing zone 3.1 Dual 2 Lane divided carriageway (including the 2 lane carriageway of the peripheral
has been proposed on the South-East side of RHSEZ Startup Phase from the proposed 90m road of SEZ)
ROW Link Road with a left-in - left-out connectivity to NH-8 and through connectivity
3.2 11m wide carriageway
providing underpass across NH-8 with south Gurgaon.
5) RHSEZ Entry Road-5 from Pataudi Road: An exclusive entry for the West processing 3.3 9.0 mts wide undivided dual carriageway.
area with at-grade signalized intersection on Pataudi Road has been proposed. FIGURE 6.2 INTERNAL ROAD HIERARCHY RHSEZ STARTUP PHASE
6) RHSEZ Entry-6 from NPR: A direct entry from NPR has been proposed through an at-
grade roundabout below elevated NPR road within RHSEZ site. NPR traffic will go through
by overpass and for uninterrupted traffic from the non processing area two-way underpass
(only for the light passenger vehicles) has been envisaged. Remaining traffic will pass through
the roundabout.

6.3 INTERNAL ROAD HIERARCHY

The objective of the road layout plan is to facilitate smooth and efficient flow of traffic in the
arterial roads as well as safe and convenient access for land parcels along access roads. Internal
Road network is presented in Figure 2. The road network within the SEZ can be classified or
grouped in to three broad categories as suggested below and cross section are presented in Figures
6.3 to 6.11.

1. Primary Road Network

1.1 Dual 4 lane divided carriageway (90 m ROW) connecting SEZ with external roads
around SEZ.
1.2 Dual 4 lane divided carriageway (75 m ROW) acting as the primary corridor
connecting various sectors of the main Processing Area

77 RHSEZ Master Plan- Start-up Phase

 TRAFFIC & TRANSPORTATION 6
TABLE 6.1 INTERNAL ROAD HIERARCHY FIGURE 6.5 SUB-ARTERIAL ROAD CROSS-SECTION (45 M WIDE, NPA)

ROW (mts) CARRIAGEWAY (mts) LENGTH (km)

90 4 lane Dual Carriageway 0.79
75 4 lane Dual Carriageway 3.17
60 3 lane Dual Carriageway 1.67
45 3 lane Dual Carriageway/ 4 Lane c/w (oneway) 6.00
30 2 lane Dual Carriageway 7.83
24 2 lane Dual Carriageway Undivided 1.40
18 11m wide carriageway 8.01
12 2 lane Carriageway 1.48
9 2 lane Carriageway 1.80 FIGURE 6.6 SUB-ARTERIAL ROAD CROSS-SECTION (45 M WIDE, CENTRAL ONE
WAY LOOP, NPA)
7 2 lane Carriageway 3.89
TOTAL LENGTH OF RAOD NETWORK 36.05

FIGURE 6.3 ARTERIAL ROAD CROSS-SECTION (75 M WIDE)

FIGURE 6.7 SUB-ARTERIAL ROAD CROSS-SECTION (45 M WIDE, ONE WAY,

PROCESSING AREA)

FIGURE 6.4 ARTERIAL ROAD CROSS-SECTION (60 M WIDE AT NPR INTERSECTION)

78 RHSEZ Master Plan- Start-up Phase

 TRAFFIC & TRANSPORTATION 6
FIGURE 6.8 SUB-ARTERIAL ROAD CROSS-SECTION (45 M WIDE, WEST PROCESSING FIGURE 6.11 SUB-ARTERIAL ROAD CROSS-SECTION (30 M WIDE, WEST PROCESSING
AREA) AREA)

6.4 ESTIMATION OF TRAFFIC FLOW

FIGURE 6.9 SUB-ARTERIAL ROAD CROSS-SECTION (30 M WIDE, COMMERCIAL ZONE,
The traffic estimate has been based on the employment density of each landuse category. Transport
NON- PROCESSING AREA)
infrastructure facility is one of the primary major components of traffic estimate. The major
component of traffic estimates depends on the:

¾ Number of employees and their distribution

¾ Type of employment (industry type)
¾ Transport infrastructure and facilites etc.

6.4.1 EMPLOYMENT DISTRIBUTION & ZONING

The SEZ has been planned to attract an employment of 486162 in the processing area and non
processing area. The distribution of employment by industry or landuse is as in table below:

FIGURE 6.10 SUB-ARTERIAL ROAD CROSS-SECTION (30 M WIDE, EAST PROCESSING TABLE 6.2 DISTRIBUTION OF EMPLOYMENT AND POPULATION
AREA) INDUSTRY EMPLOYMENT
IT 4,11,885

Media 29,587

Business 21,142

Finance 21,142

Public & Semi-Public (PSP) 1,296

Commercial 1,111

Total Employment 4,86,162

79 RHSEZ Master Plan- Start-up Phase

 TRAFFIC & TRANSPORTATION 6
Except the employment under commercial and PSP, all others are located in the two processing ¾ Bus transport system
areas. The PSP employment is distributed in both processing and non-processing areas. Of the two
¾ For commuting between Gurgaon, Delhi and other NCR towns and SEZ
processing areas, the east processing area is larger with projected employment of over 3.75 lakhs
¾ For commuting within SEZ
and the west processing area has an estimated employment of 1.1 lakhs.

For the purpose of traffic estimation and distribution, the entire SEZ area has been subdivided into ¾ Rail system
89 traffic analysis zones (refer fig 6.12) and the area external to SEZ into 6 broad zones based on ¾ Metro Rail system as per GMDP
the road network and the approach roads to the SEZ.
¾ LRT system, as feeder system from the metro to Eastern processing area of SEZ
The proposed residential development in the non-processing area of the SEZ has approximately
FIGURE 6.13 PUBLIC TRANSPORT NETWORK
10,000 dwelling units including studio apartments housing a population of 44,000. Apart from this
the service apartments are estimated to house another 1200 employees.

FIGURE 6.12 TRAFFIC ZONING - SEZ

6.5 PARAMETERS FOR TRAFFIC ESTIMATION

To estimate traffic flows, it is essential to understand and quantify the parameters that generate the
traffic flows in terms of passenger vehicles and freight movement, Since RHSEZ is envisaged mainly
6.4.2 TRANSPORT SYSTEM for IT and ITES, demand for movement of goods will be very low. Assumptions/ parameters
considered while estimating traffic demand in SEZ (passenger and freight) are:
The transport system considered for meeting the travel demand of employment generated in the
SEZ is as below: 6.5.1 SHARE OF BPO IN IT

¾ Road Network System Following the general and expected trend in the IT industry and considering the facility being
created in the proposed SEZ, it has been proposed that IT industry involved in the development

80 RHSEZ Master Plan- Start-up Phase

 TRAFFIC & TRANSPORTATION 6
and servicing of the SEZ. However a 30% share in the IT employment has been considered to be in the Processing area which are well connected to the LRT and bus transport system for
the Business Process Outsourcing (BPO) sector. connectivity

6.5.2 DISTRIBUTION OF EMPLOYEE RESIDENCES ∗ Exclusive parking lots at entry to Western processing area

Of the total employment in the SEZ only 17500 are residing in SEZ while the rest (531984) are to
commute from areas outside SEZ. Based on the distribution of population in Gurgaon, Delhi and
other NCR Towns and the distance to SEZ, following distribution has been considered:
TABLE 6.3 DISTRIBUTION OF FLOATING EMPLOYMENT IN NCR
Zone/ Entry Corridor Distribution (Percentage)
6.5.5 MODAL SPLIT
Modal split plays a major role in the estimation of total travel demand. As on date there is no
effective public transport system. Efforts are being made by the local government in
establishing/creating public transport system in the Gurgaon City. For the purpose of present case,
the modal split considered is based on the study of cities like Noida and Chandigarh.

Areas in Delhi along NH 8 15.0%

TABLE 6.4 TYPICAL MODAL SPLITS IN THE REGION
Areas in Delhi along MG Road 10.0%
MOTORIZED MODE TAIWAN SINGAPORE DELHI
Faridabad 10.0% Two-wheelers 32% 6% 18%
South Gurgaon & Sohna 10.0% Cars 28% 29% 10%
Manesar 5.0% Public Transport 28% 57% 59%
Areas along NPR, Gurgaon & Dwarka, Delhi 30.0% Others 12% 8% 12%
Areas along Pataudi Road (East) 10.0%
A recent study for the City of Gurgaon also targeted about 60% in favour of public transport by
Areas along Pataudi Road (West) 10.0% 2021. The modal split for the present case has been assumed based on the proposed public
transport system for SEZ, type of industry and its categories, socio-economic characteristics of
6.5.3 SEZ RESIDENT EMPLOYEE CATEGORIES residents etc.
1) BPO Industry: The mode of transport for the employees in BPO sector is company provided shared
Total resident employment within SEZ is 17500. Residential areas are categorized into three group
car/van (Cab) and thus a modal split of 90% by Cabs and rest (management and senior staff) by
i.e. High-end apartment, studio apartment and service apartment. It has been assumed that one
personal car has been assumed for the project scenario.
person per household work in SEZ from High-end apartment and the remaining work outside SEZ,
Employees residing in Studio and service apartments, work within the SEZ. 2) Resident Employees: All the residences are high ended and for that reason it has been
assumed that they will travel by personal vehicles only. Studio and service apartments are
6.5.4 PUBLIC TRANSPORT SYSTEM generally bachelor accommodation is therefore based on the travel distances they will commute
by the public transport. Modal split for the resident employees is considered as below:
As the employment generated is quite large, to keep traffic low in the processing area smooth,
public transport and park and ride system has been introduced and given higher preferences. TABLE 6.5 MODAL SPLIT INTRA SEZ TRAFFIC
Following is the proposed system:
RESIDENCE CATEGORY NO. OF EMPLOYEES CAR PUBLIC TRANSPORT
∗ Extensive road based public transport system connecting SEZ with the influence areas not
High End Apartment 5761 100% 0%
serviced by Metro system
Studio Apartment 13242 0% 100%
∗ Only limited vehicles will be allowed to enter the Eastern processing zone. Rest of the
parking demand is through specially developed multilevel parking lots at each entrance to Service Apartment 1240 0% 100%

81 RHSEZ Master Plan- Start-up Phase

 TRAFFIC & TRANSPORTATION 6
3) Employees residing Outside: The majority of the employees engaged in SEZ will commute the SEZ are very limited due to IT/ITES based SEZ. Further, this traffic is expected in the off-peak
from the outside areas. Accordingly based on the past studies and expected travel periods and in the late evening period. The larger patronage is expected to be during the weekends
characteristics from the influence area, the targeted modal split considered is as given in the when other work trips to SEZ are minimal compared to the normal working days.
table below.
6.5.6.2 Freight Trips
TABLE 6.6 MODAL SPLIT FLOATING POPULATION
The commercial office development would attract commercial vehicle traffic for the transport of
Zone/ Entry Corridor PT Car Two Whlr Cab Total stationary, food & beverages, goods transport to the commercial establishments, waste collection
and disposal etc. As the proposed SEZ is IT service oriented, no large scale goods movement is
Delhi NH 8 65.0 15.0 10.0 10.0 100.0 anticipated. Thus a nominal 2 vehicle (all vehicle types, mostly Pickup/LCV) trips per day per
hectare has been assumed. These trips are expected to happen during the off peak period and in
MG Road 65.0 15.0 10.0 10.0 100.0 the night hours.

Faridabad 65.0 15.0 10.0 10.0 100.0 6.5.7 TRAFFIC DISTRIBUTION

South Gurgaon & Sohna 65.0 15.0 10.0 10.0 100.0 Traffic distribution over the day is crucial as the entire transport system is to be designed for peak
traffic load. The SEZ is basically a work place and is expected to have work related trips as the
Manesar 45.0 25.0 20.0 10.0 100.0 primary trips. Thus the distribution of traffic will be based on:

NPR (Dwarka Side) 65.0 15.0 10.0 10.0 100.0 ¾ Number of shifts

¾ Work hours
Pataudi Road (East) 45.0 25.0 20.0 10.0 100.0

6.5.7.1 Number of Shifts

Pataudi Road (West) 65.0 15.0 10.0 10.0 100.0
The SEZ being IT and ITES service based and many of these companies work in shifts with start and
end time spread all over the day. However many offices will work in general shifts with varying
4) Occupancy: The average occupancy by various modes is assumed based on the observed timings and working days (5 days week/ 6 days week). Past studies with the same landuse has been
trend in the influence area. The average occupancy figures adopted for the present case is as studied and observed that the average shift for the employees working at this location works out to
below: 1.67. The same has been adopted for planning purposes.

TABLE 6.7 AVERAGE OCCUPANCY 6.5.7.2 Working Hours

Particular PT (Bus) Car Two Wheeler Cab Normally the offices start between 8 AM to 11AM and close anywhere between 4 PM and 7PM;
some times extending till 8PM. In Delhi/NCR, traffic volume counts suggest an extended peak
Occupancy 50 1.5 1 7
period upto 3 hours both in morning and evening with one hour out of these three hours having
higher volumes to the extent of about 10%. Thus three hour peak and a peak hour factor of 1.1
6.5.6 TRAFFIC GENERATION
has been adopted for peak hour travel demand estimation.
6.5.6.1 Passenger Trips

The estimated passenger trips generated per employee is 2 per day. Non-working population
residing in the SEZ and external trips to the commercial establishments in non-processing area of

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 TRAFFIC & TRANSPORTATION 6
6.6 TRAFFIC ASSIGNMENT FIGURE 6.14 ASSIGNMENT RESULTS ALL TRAFFIC (PCU)

6.6.1 MATRIX DEVELOPMENT

Trip matrices were developed based on the assumptions on trip generations, planning data
(employment and its distribution, population distribution etc), modal split etc. Matrices were
developed separately for work trips as below:

¾ External areas to SEZ

o To BPO industry/ offices

o Other industries, offices/ establishments – PT and Other Modes separately

o Trips to park and Ride

o Park and Ride to Processing area by PT

¾ Internal Trips

o Private Modes

o Public Modes

Shopping, visitor and other trips are not considered during peak hour. FIGURE 6.15 PERSON TRIPS – ROAD BASED PUBLIC TRANSPORT

6.6.2 TRAFFIC ASSIGNMENT

Traffic assignment is carried out for the morning peak period. Basic network included for the
assignment include, internal road network of SEZ and major arterial network for Gurgaon to enable
connectivity to various zones considered in the analysis (included earlier in this report).

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 TRAFFIC & TRANSPORTATION 6
FIGURE 6.16 PERSON TRIPS – RAIL BASED PUBLIC TRANSPOR FIGURE 6.17 CRITICAL INTERSECTIONS

121

130

126

6.6.3 CRITICAL INTERSECTIONS
Based on the assignment, 3 critical intersections have been identified. The three critical
intersections within SEZ are given the following Figure. The performance of intersections is
measured by adopting HCM approach.
The cycle time requirement for the fully developed scenario is within the limits (120 sec) and the
capacity analysis of these intersections indicates that these intersections are operating under level
of service “C/D”. These can be further improved through traffic management measures like one
way (Network Alternative 2), signal coordination. This assessment need to be carried out on the
real life situation.

TABLE 6.8 INTERSECTION PERFORMANCE – NETWORK ALTERNATIVE 1 TABLE 6.9 INTERSECTION PERFORMANCE – NETWORK ALTERNATIVE 2

Average Average
Adopted Vehicle hours Adopted Vehicle hours
NODE NO OF Delay per NODE NO OF Delay per
Cycle Time MIN (m) MAX (m) Lost per Peak v/c Ratio* Cycle Time MIN (m) MAX (m) Lost per Peak v/c Ratio*
NO PHASES vehicle NO PHASES vehicle
(sec) Hour (sec) Hour
(sec) (sec)

121 4 100 49 10.0 47.5 61 0.87 121 3 63 90 37 22.5 47.5 42

126 4 100 45 20.0 37.5 70 0.95 126 3 34 90 21 12.5 27.5 19

130 3 100 25 7.5 50.0 28 0.74 130 3 37 90 17 10 35 15

84 RHSEZ Master Plan- Start-up Phase

 TRAFFIC & TRANSPORTATION 6
6.7 EVALUATION OF ROAD NETWORKS Parking Lot-2: A multilevel parking lot for 4944 ECS
has been proposed adjacent to the Entry Road-2 on the
6.7.1 INTERNAL NETWORK
Eastern side and is accessed through this road. There is
It becomes pertinent to assess the capacity available on each link to accommodate the traffic. As also an one-way underground dedicated entry to this
part of this exercise, the task of assigning the traffic has been carried out and the estimated traffic parking lot to reduce the traffic load on the central loop.
loads on the links is calculated. It has been found that the proposed lane capacity is sufficient to Parking Lot-3: Another multilevel parking lot of 4944
accommodate the traffic generated by the SEZ. The lane capacities are assumed as per Indian Roads ECS capacity has been proposed on the north side of
Congress (IRC) guidelines. These are more or less comparable with AASHTO (American RHSEZ Entry-3 accessible through a dedicated one-way
Association of State Highway and Transportation Officials) guidelines. Lane widths are proposed to underpass from this entry.
be 3.5m each.
Parking Lot-4: Multilevel Parking Lot-4 has been proposed on the South of RHSEZ Entry-4 with
6.7.2 PEDESTRIAN FACILITIES at-grade entry from 90m ROW Link Road and exit through one-way underpass to this road.
Capacity of the parking lot is 5084 ECS.
RHSEZ is being promoted as a place with an ecologically-friendly environment, pedestrian facilities
such as walkways, footpaths and subways to encourage and increase walking within RHSEZ. For 6.7.4 PARKING DEMAND AND SUPPLY
short distances (up to 400-600m), walking is the preferred mode of transportation. This is observed
to be the practice presently in many developments around the world. In this respect, the planning RHSEZ is primarily public transport oriented and there is good connectivity with the Metro. About
of both neighborhood centers and amenity centers in terms of their location is planned within a 20000 car parks in total are provided at the location of four entries and limited vehicles are allowed
walking radius of 400-600m. While planning the pedestrian facilities, the elements of safety, security, inside the processing areas. Parking has been provided in three level extended basements.
convenience, continuity, attractiveness and comfort are to be given due consideration. Additional surface parking also provided at selected locations for visitors and employees. Only 80%
of the basement area has been considered for the parking. For the basement parking, 35 sqm area
6.7.3 DEDICATED PARKING LOTS: and for the surface parking 30 sqm area has been considered for one ECS.
To reduce the traffic load on the internal network and
TABLE 6.10 PARKING DEMAND
enhance the internal smooth traffic circulation within the
RHSEZ Startup Phase, Park and Ride concept has been Parking Demand (ECS) Parking Supply (ECS) Deficiency/Surplus
evolved. Only limited cars will be allowed inside the 65630 73859 82290Surplus
processing area. Rest will be parked at four entries of the
SEZ, which are is well connected with the public transport 6.8 CONCLUSIONS
system. Users will park the cars at the entry and use public
transport to reach their final destination. To facilitate this The road network and infrastructure facilities proposed in the Startup Phase of RHSEZ are planned
concept, four dedicated multilevel parking lots have been catering to all phases of development. The road capacity and various electronic traffic management
proposed adjacent to RHSEZ Entry Road 1, 2, 3 and 4. systems are designed to handle the anticipated traffic volume. But in order to have a smooth and
uninterrupted movement of traffic there is an urgent need to execute all the proposed Master Plan
Parking Lot-1: Parking Lot-1 has been proposed at the adjacent pocket on the East of the Entry-1. 2021 roads. Also all the proposed metro corridor and extension should be planned and
This parking lot is accessed through Entry Road-1 and also directly from Pataudi Road. Its parking implemented at a rapid pace.
capacity has been assumed as 5032 ECS.
RHSEZ is accessible from major highways; NH-8, SH-26, SH-15A, NPR and SPR. The various road
and rail projects identified earlier, when executed shall make RHSEZ easily accessible from Delhi
and al l neighbouring NCR towns.

85 RHSEZ Master Plan- Start-up Phase

 CHAPTER

07

INFRASTRUCTURE
 INFRASTRUCTURE 7
7.1 CONCEPT AND PLANNING

Planning at the initial stages itself at macro level and meticulous detailed planning at micro level FIGURE 7.1 SCADA SYSTEM
would be carried out to ensure:

• Adequate availability

• Systems to supply ahead of demand

• Cost effective, environment friendly technologies that are the best in the world

• Efficient delivery systems

• Incremental augmentation

• Efficient operation and maintenance

• Vertical and horizontal zoning of services in ducts for proper coordination during
implementation.

7.1.1 GIS INTEGRATED INFRASTRUCTURE MANAGEMENT SYSTEM FOR MAPPING OF

ALL SERVICES

The focus on GIS integrated infrastructure management system is necessarily on making decisions
about development, use, maintenance, repair, and retirement or replacement of sewers, and other
Infrastructure. There is an utmost need for Integrated infrastructure management system” (IIMS),
integrated because the tools would apply equally well to roads, sewers, parks, schools, and the
other particular functional forms that infrastructure capital assumes in a region. An integrated
Infrastructure-asset management system (IIMS) will have five principal stages:

• Data collection and Analysis,

• Performance modeling,

• Scenario and management-policy generation,

• Decision analysis and

• Management reporting.

Detailed service Plans for Water Supply, Sewerage, Drainage, Water Harvesting, Fire Fighting,
Power, Telecommunication would be covered in the chapter.

86 RHSEZ Master Plan- Start-up Phase

 INFRASTRUCTURE 7
7.2 WATER SUPPLY 7.2.2 FIRE PROTECTION DEMAND

Water will be tapped from GWS/NCR channel and after necessary treatment shall be distributed in The quantity of water required for fire fighting, operations has been worked out by using the
entire area. For distribution purpose the entire area is divided in 2 zones. A gridiron system of pipe following empirical formula:
network is recommended for the internal distribution of water for proposed area. Within the
gridiron system of pipe network, all arterial and secondary mains are looped and interconnected. Fire Demand in KL = 100 (P) 0.5
This arrangement eliminates dead ends and permits water circulation from alternate routes, when a Where: P = population in thousands
particular section of pipe is closed for maintenance. This also helps in avoiding stagnation of water
in pipes causing bad taste and odour. Dual water supply distribution system is proposed to be used Q = Quantity in KL
for potable water and non potable water. Potable and non potable recycled water will be stored in
7.2.3 DESIGN CONSIDERATIONS
separate ground water reservoirs.
1) The water distribution system will be designed for 24 X 7 supply
7.2.1 ESTIMATED WATER DEMAND
2) Sumps for intermediate pumping station shall be designed for 30 minutes storage capacity of the
As per norms of CPHEEO (Central Public Health & Environmental Engineering Organization) under
flow to be handled.
Ministry of Urban Development, Government of India, water supply level has been taken as 150
lpcd excluding 15% losses in the distribution system. Bulk supplies to industries and other agencies 3) Mass diagrams depending upon the supply and demand rates will determine capacities of GSRs
have been assessed separately. The estimation of average water demand for industrial, residential, (Ground Service Reservoir) and OHTs (Overhead Tank).
commercial, civic amenities, recreation and other facilities is as shown below
4) Following materials will be considered for rising / gravity mains and internal distribution on
TABLE 7.1 WATER DEMAND FOR STARTUP PHASE Techno-economical considerations.

S. Proposed
Water Projected Water Total Water a. Mild Steel (M.S) pipes for all sizes suitably coated with protective linings
Category Demand ( in Populatio Demand in requirement in
No. Area in Ha
Kl/day/Hac) n lpcd KLD b. Ductile iron (D.I.) pipes for diameter less than 800 mm suitably coated with protective
1 IT Services 101.32 16 400426 59 25246.2 linings
2 Business Services 14.56 32 28933 59 2173.0
c. Pre-stress concrete (PSC) pipes
3 Financial Services 10.4 32 21743 59 1615.7
4 Media Services 10.4 32 21053 59 1575.0 d. Bar wrapped steel cylinder concrete pressure pipes
5 Commercial 41.83 32 46626 59 4089.5 e. High Density Polyethylene (HDPE)
6 Transport 96.82 16 -- -- 1549.1
5) Valves
7 Public/Semi-Public 29.62 32 6570 59 1335.5
8 Utilities 17.08 32 8941 59 546.6 a. Control Valves: - Valve spacing to be adopted will be 3 km for diameters upto 800 mm
9 Residential 73.22 43581 177 7713.8
and 2 km For pipe diameters upto 1500 mm and for larger diameters.

10 Fire Demand -- --- 577875 2403.9 b. Scour Valves: - Scour valves shall be provided at 1/4th the diameter of pipe at the lowest
11 Green 60.37 45 2716.7 points on alignment. The location of scour valves shall be between two isolation valves.
50964.9
Total Water Demand in KLD c. Air Valves: - Kinetic double acting air valves shall be provided at all hydraulic peaks or
51 MLD 500 m interval for flat terrain and 300m interval for undulating terrain at ridges. The size

87 RHSEZ Master Plan- Start-up Phase

 INFRASTRUCTURE 7
of the air valve should be 1/6th of the pipeline diameter. As the maximum available size The system has been designed in accordance with international and local standards modified where
of the air valves is 200 mm, for large diameter pipes, the air valves should be provided in appropriate to conform to conditions in the RHSEZ development area
duplicate.
7.3.2 PLANNING OBJECTIVES
6) The minimum over burden should be provided at 1.00 m above the pipe crown in normal
circumstances and 1.75 m in case of submerged areas. The objective of the sewerage system is to cater for the anticipated peak discharge requirements
and to pre-treat the waste to the required discharge standards. The estimation of the sewage
7) A minimum residual head of 2 meters has been considered at sump / GSR / UGR’s. discharge is based on the land use distribution namely, industrial, residential, commercial, civic
amenities and utilities facilities.
7.2.4 WATER BALANCE
7.3.3 PLANNING CRITERIA
FIGURE 7.2 WATER BALANCE
30 MLD from canal The following planning criteria are adopted for the proposed sewerage system at RHSEZ site:
and Ground water
51 MLD Total 40 MLD Sewage Sewage Flow: 80% of water consumed is considered as sewage flow. In addition to that 10% of
water demand generated
21 MLD as Reuse average flow is considered as infiltration.
of Waste Water
A peak factor of 2.25 is adopted.
36 MLD Effluent
7.3.4 DISCHARGE CAPACITY

The sewers are designed to the discharge capacity of Qc to cater adequately for the estimated peak
Tertiary treatment
runoff using Manning's formula for the pipe sewers:
Qc = I/n. A.R 2/3 S1/2 (m3/sec)
Where:- A : Flow area of pipe (m2)
32 MLD treated R : Hydraulic radius (m)
water available for
use S : Slope of hydraulic gradient
n : Roughness coefficient

7.3.5 INFLUENT AND EFFLUENT QUALITY

21 MLD for SEZ (as 11 MLD for
processing water, recharge of
greens, flushing, ground water/ TABLE 7.2 PROPOSED INFLUENT AND EFFLUENT WASTEWATER QUALITY
washing & cleaning of Storage ponds/
Influent Waste water Effluent water (Treated wastewater)
vehicles etc) Water bodies
Characteristics Characteristics
S.No. Parameters Concentration (mg/l) Concentration (mg/l)
7.3 SEWERAGE SYSTEM
1 pH 6.5-8.0 6.5-8.5
7.3.1 INTRODUCTION 2 BOD 200 <5

This section provides an introduction of the sewerage system proposed for RHSEZ development 3 COD 500 < 250

area. The sewerage system comprises the collection system of pipe network, sewage pumping
stations (SPS), terminal sewage pumping stations (TSPS) and sewage treatment plant (STP).

88 RHSEZ Master Plan- Start-up Phase

 INFRASTRUCTURE 7
7.3.6 DESIGN CRITERIA OF PIPES AND NETWORK shall be considered. The peak runoff and discharge capacity are computed based on the following
design parameters.
The following general standards are recommended to be adopted in gravity pipe network design:
7.4.1 PEAK RUNOFF
• A minimum velocity of 0.75 m/s (300 to 600 mm diameter pipe~1 and 0.6 m/s (> 600 mm
diameter pipes) at peak flow for self cleansing The peak runoff is computed based on Rational formula:-

• A maximum velocity of 2.0 m/s to prevent scouring Q = C*I*A /100

Where Q = Quantity of runoff (m3 /s)
• Manholes shall be provided at the junctions and at all the points of change of sewer pipe size,
slope and direction. Manholes shall be provided at appropriate interval in the straight reaches of C = Coefficient of runoff.
the sewers. The distance between manholes shall not be more than 30 m. I = Intensity of rainfall. (mm/hr)
A = Catchments area (Ha)
• Maximum depth of invert shall be kept within 8 m.
Io = One hour rainfall.
• Maximum design depth of flow shall be 0.8 of pipe diameter at peak flow.

• The minimum diameter for a public sewer shall be 200 mm. 7.4.2 RUNOFF CO-EFFICIENT

• Pipe materials proposed - Reinforced Concrete, Ductile iron and HDPE. The co-efficient of runoff for fully paved area like roof top of buildings is taken as 1.0, where as the
run off for the green area which is quite pervious as per soil characteristics is taken as 0.5.
7.3.7 PROPOSED SEWERAGE SYSTEM
7.4.3 RAINFALL INTENSITY
In view of the proposed Ianduse for RHSEZ, five sewerage catchments and a Sewage treatment
plant along with pumping station spread over an area of 4 Ha are proposed. One sewage treatment The average rainfall intensity of 30 mm/hr is adopted for the drainage design.
plant (STP), which will be of 40 MLD capacity, shall serve all the catchments areas. There are no
7.4.4 DISCHARGE CAPACITY
intermediate pumping stations in the entire area as pipes are laid at a slope of 1 in 400/ 500 to give
sufficient self cleansing velocity. The sewage will be collected at terminal sewage pumping station The sizing of the drains is designed to the discharge capacity of Qc to cater adequately for the
(TSPS) located at the sewage treatment plant (STP) site. estimated peak runoff using Manning’s formula.
Qc = 1/n. A. R 2/3 S1/2 (m3 /sec)
Sewage of 40 MLD will be treated at the sewage treatment plant (STP) and part of treated effluent
Where A = Flow area of Drain (m2)
(approximately 20 MLD) will be recycled at the proposed tertiary treatment plants. The treated
R = Hydraulic mean radius (m)
water will be used for non potable water supply uses such as a/c plants, horticulture, cleaning of
streets, etc. The quality of the effluent after treatment shall meet the standards for discharge into S = Bed gradient
public water bodies in accordance to Pollution Control Board Norms. The exact location of the n = roughness coefficient = 0.02 for concrete
discharge point for treated effluent shall be identified at detailed engineering stage in consultation Minimum Velocity = 0.75 m/sec (300- 600 mm dia pipe)
with the relevant authorities. = 0.6 m/sec (> 600 mm dia pipe)
Maximum Velocity = 3.0 m/sec
7.4 DRAINAGE SYSTEM

Drainage system shall be designed to cater to the surface runoff within project area where in
possible and from nearby catchments area by gravity flow. Various options of conveyance of storm
water drains with rectangular / trapezoidal covered with concrete covers and provision of pipes

89 RHSEZ Master Plan- Start-up Phase

 INFRASTRUCTURE 7
7.5 RAIN WATER HARVESTING FIGURE 7.3 POWER DISTRIBUTION FLOW CHART

Area receives an average rainfall of 629 mm out of which only 10% of water gets absorbed in the Power Plant

soil and the rest goes as surface runoff. The surface runoff is to be channelized through storm
water drains, collected from roof top and runoff from paved areas. It is estimated that minimum 400 kV
non committed runoff of 0.75 M Cum will be available for recharge. Rain water harvesting shall be
proposed in open areas and along proposed drainage system. Drainage system shall be designed in
such a manner that water can be accumulated in ponds / water bodies (in low lying areas) and
220 kV
which will also act as good source of rain water harvesting.

7.6 POWER DISTRIBUTION SYSTEM

7.6.1 POWER REQUIREMENT:

The estimated peak power load of the 440 Ha RHSEZ is approximately 300 MW. 33 kV

7.6.2 POWER DISTRIBUTION

The incoming 400 kV lines from the captive power generation plant proposed to be set-up in village Consumer
Faizabad, which is approx. 30 kms away, will be terminated at the 400/ 220/ 33 kV substation 11 kV
proposed to be located on the western tip of the RHSEZ . Hence the RHSEZ Transmission and
Distribution system is also proposed to be interconnected with state and national power grids for
interchange of power during excess / shortage conditions. The incoming supply shall be stepped
down to 220 kV level forming internal overlay sub-Transmission system. A 220 kV ring is proposed 0.415

around the SEZ with three (3) 220/33/11 kV substations. For internal distribution at 33 kV, 11 kV
or 0.415 kV suitable ring / mesh architecture is proposed to be deployed to provide reliable and
redundant system. The system design shall ensure double in-feed to each 33 kV and 11 kV Consumer Consumer
substation. The typical indicative internal Sub-Transmission and Distribution system of the RHSEZ is
7.6.4 MAINTENANCE AND SAFETY
shown in the following Figure.
The system shall be designed and rated to minimize T&D losses. All the equipment shall be
7.6.3 POWER DISTRIBUTION TYPE
adequately rated for normal, over-voltage and fault conditions. Adequate protection systems shall
All the substations shall be indoor type. The 400 and 220 kV substations are planned to be of GIS be deployed to ensure reliable supply. State-of-art distribution automation system shall be deployed
type. 33 and 11 kV transformers, which are expected to be located at the consumer premises, are to facilitate remote operation of substations and for online monitoring of critical components.
likely to be dry type for indoor applications. To the extent possible, all the sub-transmission and
The exact architecture and details of the equipment and systems shall be finalized after detailed
distribution lines comprise of cables and shall be laid underground for aesthetic reasons.
studies. However, during design, planning, construction and operation & maintenance, statutory
rules, regulations and directions shall be fully complied with and adhered to.

90 RHSEZ Master Plan- Start-up Phase


7.7 TELECOMMUNICATION SYSTEM
7.7.1 TELECOMMUNICATIONS REQUIREMENTS
In the rapidly evolving realm of telecommunication services, customers are using more and more
data than voice for their communications. The growth of e-mail and Internet traffic and the
streaming/downloading of video and music over the telecommunications networks are creating a
demand for more and more bandwidth. With the introduction of high definition TV and IPTV, even
higher bandwidth will be required. Countries like Japan, Korea, Hong Kong and Singapore, which
already have very high penetration of broadband to business premises and homes are looking into
not only increasing the penetration rate but also offering higher bandwidth of 100 Mbps and
beyond.
At present, voice, data, Internet and mobile services, are essentially still carried over separate
networks. With IP and New Generation Network (NGN), it is becoming possible to carry such
services over a common platform.
7.7.2 SERVICES TYPES
• Voice – For the short term, voice can be delivered in both TDM (time division multiplexed) and
IP(Internet Protocol) format.
INFRASTRUCTURE 7
• Wi-Fi, WiMax facilities – Many of the business and residential premises will install their own
WiFi systems. There will likely be a need to provide such wireless access for certain public
areas like restaurant, cafes, and shopping malls.
• Pay TV, IPTV – Some customers may want to subscriber to the above services directly from the
providers of such services.
• Other Telecom Requirements – include telecommunications requirements for road traffic
management and surveillance cameras. The telecommunications infrastructure can be extended
to meet such needs.
7.7.3 FIBER NETWORK PLANNING
The Main Fiber cables are planned to be distributed from the Node in a ring network to the first
major building equipment rooms. A Secondary Fiber cable ring network can be radiated from each
of the first Main Fiber cable building equipment room as required. The fig (1) shows the Fiber
planning concept required for the telecom networking.
The site for the Carrier Node has to be located at a strategic location to optimize the operation
and maintenance requirement and needs to be specially built for that purpose. This node will be
used as interface with external communication networks.

• Broadband – All premises should be provided with broadband services for e-mail, Internet
access and streaming and downloading of music and video.

• Data network – Certain businesses may need dedicated data network for security reasons or
the transfer of large data files.

• VSAT, TVRO and DTH – The Financial and IT services may require such dedicated facilities for
direct connections to their various offices. Some residents may also want to install their own
DTHs.

• Data Centre and Facility Management facilities – Some businesses may require such facilities
with Uninterrupted Power Supply backup to house their dedicated telecommunications and IT
systems, and servers.

• Mobile communications – Most, if not all, of the people in the SEZ will require mobile phone
services. There must be good cellular radio coverage in the SEZ. We can also expect a fair bit
of roaming traffic.

91 RHSEZ Master Plan- Start-up Phase

 CHAPTER

08
MODEL VILLAGE
DEVELOPMENT
 MODEL VILLAGE DEVELOPMENT 8
8.1 BACKGROUND
FIGURE 8.1 LOCATION OF VILLAGES WITH IN THE SITE
The RHSEZ planning area encompasses about 22 villages having a population of more than 0.55
lakh1 people. RHSEZ will considerably alter the economic and social life of the inhabitants of these
villages. The new development is planned to fully incorporate them in the overall growth of the
region. RHSEZ is holistically empowering and enabling these inhabitants to have a better socio-
cultural life and employment opportunities.

Reliance is a socially committed corporate citizen and believes in growth with a human face, by
pursuing people-centered development. It attaches great importance to discharging its overall social
responsibilities to the community and the society at large wherever its mega projects are
established. In this regard Resettlement and Rehabilitation (R&R) program becomes an area of
immense importance, a program that addresses people’s problems affected directly or indirectly in
the wake of the projects undertaken such as the Reliance Haryana SEZ Ltd.

The overall objective of resettlement and rehabilitation is to ensure that the affected production
base gets reoriented, the affected labor force gets re-employed, and income and livelihood of
affected people gets improve. The R&R policy aims at improving the overall economic status of
Project Affected Persons (PAPs). This is achieved by providing opportunities in the fields of
sustainable income, health, education, sanitation, communication and other such areas. Also, to
make these villages as an integral part of the development, it is essential to upgrade these villages in FIGURE 8.2 METHODOLOGY
all respect; be it physical infrastructure or creation of community assets.
Reconnaissance survey Topographic survey

8.1.1 OBJECTIVES Problem identification Problem analysis

Keeping the above philosophy in the backdrop and to maintain congenial environment it was Identify facilities to be proposed as per Govt.
R&R policy
considered prudent not to undertake any displacement of the villagers while preparing the master
plan for RHSEZ project.
Identify available Panchayat land

The main objectives of the model village development plan are:

Finalisation of physical & social
infrastructure designs
1. Improving the quality of life in the villages by upgrading and providing physical and social
infrastructure without any displacement of the villagers.
Approval / Resolution from village
Panchayat/ADC/BDO.
2. To integrate the existing villages with the overall SEZ development
Cost estimation, BOQ and Short listing of
tendering award of work executive agency

Implementation

1
Census of India, 2001;

92 RHSEZ Master Plan- Start-up Phase

 MODEL VILLAGE DEVELOPMENT 8
8.2 NEED IDENTIFICATION FIGURE 8.3 DEVELOPMENTAL WORKS UNDER MODEL VILLAGE DEVELOPMENT
PROGRAME
The Resettlement and Rehabilitation program of RHSEZ is meticulously worked out for each and
every project affected person. The R&R policy options and entitlements include that for setting up
of a SEZ the developer shall undertake to provide some essential services with regard to social and Cooking
physical infrastructure where more than 25% of the total land of the villages gets acquired. These area
Toilets
obligatory facilities as per the R&R policy are as follows: Cooking
space
• Drainage and sewage

• Drinking water supply Dharamshala

Open hall Temples
• Street lights

• Roads

• Building for suitable medical care

• Schooling along with community centre

Reconnaissance surveys have revealed that most of these villages lack the basic physical and social
Dispensary
infrastructure facilities such as sewerage system, proper roads, sanitation, and health care. Besides
obligatory facilities the needs and aspirations of the villagers have also been considered. Water
Office Plan of temple complex
supply is the pressing problem in villages of Jhajjar. Most of these villages of Jhajjar have been
covered under PHED drinking water supply scheme under which drinking water will be supplied
and distribution network will be laid in the village. Thus, planning intervention for water supply is
Development of social infrastructure : Development of community
not required in most of the villages. Panchayat Ghar facilities like temple complex
RHSEZ Limited intends to develop these villages in a way that they become sustainable, self
sufficient units for future reference with improved living condition. It would try and maintain the
rustic ethos, heritage, tradition and cultural background of these villages and at the same time
ensure that they have access to modern infrastructural facilities witnessed in reasonably developed
urban areas.

Development of village ponds Development of Physical

infrastructure:Roads, storm
water drains, street lighting

93 RHSEZ Master Plan- Start-up Phase

 CHAPTER

09
ENVIRONMENT AND
DISASTER MANAGEMENT

9.1 ENVIRONMENTAL IMPACT ASSESSMENT
Identification and prediction of significant environmental impacts due to proposed project along
with Environmental Impact Statement followed by delineation of appropriate Environmental
Management Plan are included in EIA Report. The purpose of EIA is to establish the baseline
environmental setting, assess the potential impacts of the proposed project components on
different environmental components, develop adequate and feasible mitigation measures, so as to
keep residual impacts within acceptable limits and develop monitoring and other measures as
necessary to ensure successful implementation.
9.1.1 MAJOR ENVIRONMENTAL ISSUES
This information on the existing environmental settings in the study area is based upon the
secondary information collected from the published sources, reconnaissance survey, primary socio-
economic survey and environmental monitoring of air, noise, soil, ground and surface water in the
study area. The overall topography of the project site is marked by alluvial plains and at some places
by undulating dunes. The average plain elevation of the district is about 215.5 – 221.5 meters above
MSL. The soils are sand to loamy sand. The normal annual rain fall in the district is 629 mm. The
mean daily maximum temperatures is about 40.5o C in the month of May and mean daily minimum
temperature is about 5.0o C in the month of January. The prevailing wind direction is
northwesterly.
9.1.1.1 Air Environment:
The sources of air emissions identified within the impact zone are:
• Activities in the settlements surrounding the project site.
• Tailpipe and road emissions from vehicles traveling on NH-8 and on the approach road.
Monitored average RSPM and SPM levels exceeded NAAQS at almost all the six locations. NOx,
SO2 and CO was within the standards prescribed by NAAQS. Thus dust emissions from
construction activities shall require comprehensive mitigation measures and best construction
practices.
9.1.1.2 Noise Environment:
The results of the noise monitoring program at 6 locations indicated that both daytime and night
time levels exceed the prescribed standards at three locations. The noise emitted from heavy-duty
construction equipments during construction period being high shall require occupational
preventive measures and temporary noise barriers for noise attenuation. During operational period
the major noise pollution source will be traffic activity inside as well as on the access roads. In
94
ENVIRONMENT & DISASTER MANAGEMENT 9
order to prevent adverse noise exposure to the people of SEZ and also the sensitive receptors
within the study area, optimal mix of mitigation measures such as low noise generation units, and
noise barriers will be essential.
9.1.1.3 Water Environment:
Water requirement during the construction phase will be met with both through surface water
(Gurgaon Water Supply Channel/NCR channel) and tube wells. Water during the operation phase
will be partly met from Gurgaon Water Supply Channel / NCR (37 MLD), partly from ground water
(1 MLD), and remaining from treated waste water (17 MLD) with dual pipeline system. Water
conservation and rain water harvesting plan will be implemented to conserve the resources. The
surface water and ground water samples were analysed and compared with IS: 10500: 1991
standards. Total Dissolved Solids (TDS) exceeds the desirable limit at two out of five monitoring
locations. Chloride (as Cl) exceed the desirable limits at two locations, sulphates also exceeded the
desirable limits at three locations. All other parameters are within desirable limits of drinking water.
The high level of TDS is due to geology of the area. Surface water sample from Sultanpur Lake
shows presence of total coliform and faecal coliform. It is proposed to have Sewage Treatment
Plant (STP) within the site, of approximately 40MLD capacity.
9.2 SOLID WASTE
Solid waste composition in Multi-services SEZ will comprise of waste of different characteristics:
i). Municipal solid waste: The solid waste generated during operation phase of the project has
been estimated to be 210 TPD. The majority of waste shall be generated by residential,
commercial and institutional sources and activities such as street sweepings and drain cleaning.
The biodegradable and non-biodegradable waste shall be collected, segregated, transferred, and
treated and disposed off as per the Solid Waste Management Rules 2000.
ii). E-Waste Management: The e-waste is likely to be generated 2 years after the occupancy
phase of the project. The e-waste generated will be recycled (exchanged with suppliers or
refilled and reused) or stored on site in a designated room. A proper inventory will be
maintained for all types of waste. Whenever an authorized contractor will be specified by
SPCB, the e-waste will be handled according to the prescribed procedures and other applicable
regulations.
iii). Sludge from sewage treatment plant: To be used as manure for green belt development.
iv). Biomedical waste: generated from the hospitals comprises of potentially hazardous
ingredient including antibiotic, drugs, chemical, syringe etc. It shall also be treated as per Bio-
RHSEZ Master Plan- Start-up Phase
 ENVIRONMENT & DISASTER MANAGEMENT 9
Medical Waste (Management and Handling) Amendment Rules, 2000. Comprehensive long 9.4 ENVIRONMENTAL MANAGEMENT PLAN (EMP)
term planning for integrated waste management is proposed.
Adequate environmental management measures will be incorporated during the entire planning,
9.3 BIOLOGICAL ENVIRONMENT: construction and operating stages of the project to minimize any adverse environmental impact and
assure sustainable development of the area. Summary of the EMP is presented in Table given below
The prevailing ecological environment in the study area (terrestrial/ aquatic) is not significant as no
along with the corresponding impacts. For the effective and consistent functioning of the campus, an
forest of ecological value exists within the study area. However, the project will provide quality
Environmental Management System (EMS) will be established at the site. The EMS will include the
ambience with natural setting, well planned green belt and open spaces with water fountains so that
following:
it not only enhances the quality of life of the residents but also improve the micro-climatic
conditions. i). An Environmental Management cell,

FIGURE 9.1 SUSTAINABLE ENVIRONMENTAL DEVELOPMENT ii). Environmental Monitoring Program,

iii). Personnel Training,

iv). Regular Environmental Audits and Corrective Action

v). Documentation – Standard operating procedures Environmental Management Plans and other
records.

9.5 CONCLUSION

Based on the environmental assessment, the associated potential adverse environmental impacts
can be mitigated to an acceptable level by adequate implementation of the measures as stated in the
EIA and the EMP. It can be concluded from the impact matrix that the project will not have any
negative environmental impacts but would help in improving the socio-economic conditions of the
area surrounding the project site and the city as a whole.

95 RHSEZ Master Plan- Start-up Phase

 ENVIRONMENT & DISASTER MANAGEMENT 9

TABLE 9.1 SUMMARY MATRIX OF PREDICTED IMPACTS AND MITIGATION MEASURES

ENVIRONMENTAL POTENTIAL POTENTIAL SOURCE OF
S. No. CONTROLS THROUGH EMP & DESIGN IMPACT EVALUATION REMEDIAL MEASURES
COMPONENTS IMPACTS IMPACT

Construction Phase
Waste water generated from Minor negative impact inside SEZ
Ground water Wherever possible care will be taken to
1. Groundwater Quality Labor tents STP/ Septic Tank premises. No negative impact outside
contamination prevent water from entering excavations
Accumulation of water during SEZ site. Short term.
excavations.

Operation Phase In an unlikely event of soil and ground

Sewage sludge to be sent for suitable disposal or optionally No negative impact on ground water
Sewage treatment sludge disposal passed through Filter Press/Centrifuge. water contamination, remediation
quality envisaged. Not significant
on land measures shall be implemented.

Construction Phase
Ground Water Use of water from Gurgaon No significant impact on ground
2. Groundwater Quantity Controlled drawing of Ground water during construction
Depletion water Supply Channel and tube water quantity envisaged.
wells

Operation Phase
Water during the operation
phase will be partly met from
Gurgaon Water Supply Channel /
NCR (37 MLD), from ground
water (1 MLD), and remaining
from treated waste water (17
MLD) with dual pipeline system. Rain Water Harvesting Scheme In an unlikely event of depletion of ground
No significant impact on ground
Water conservation and rain Black and Grey water treatment and reuse water quantity envisaged as shown water sources, water will be brought to
water harvesting plan will be by the water balance study. the city using tankers and Ground water
Storm water collection and holding for water harvesting recharging scheme will be initiated in
implemented to conserve the
resources. Awareness Campaign for reduced water use by employees. neighboring areas too.
Approximately total waste water
generation will be 40 MLD.
Hence it is proposed to set up a
Sewage Treatment plant of
capacity 40 MLD based on
Fluidized Aerobic Bed (FAB)
Technology.

Construction Phase Silt traps and other measures such as, additional on-site No off site impact envisaged as no
Surface water
3. Surface Water Quality Surface runoff from site during diversion ditches will be constructed to control surface run-off surface water receiving body in
contamination
construction activity. during site development. impact zone.

Operation Phase In case of any event of discharge of water

Domestic water treatment scheme developed to treat the No off site impact envisaged from the site, the applicable water quality
Discharge of domestic wastewater so that it can be reused for flushing, greenbelt standards will be maintained as per Water
wastewater to surface water development and air-conditioning. Act based on discharge location on Land
body. /surface water body / sewer

96 RHSEZ Master Plan- Start-up Phase


TABLE 9.1 SUMMARY MATRIX OF PREDICTED IMPACTS AND MITIGATION MEASURES
ENVIRONMENTAL POTENTIAL POTENTIAL SOURCE OF
S. No.
COMPONENTS IMPACTS IMPACT
Construction Phase
Dust and air emission particularly Suitable control measures will be adopted as per a dust control Minor negative impact inside SEZ
4. Air Quality Dust Emissions due to the excavation activities, plan.
movement of vehicles resulting in
air pollution.
Construction Phase
Dust and other exhaust emissions
generated by vehicle movement,
Emissions of SPM, concrete mixing machinery,
SO2, NOx and CO concrete conveyers, bucket
conveyers, air blowers, pneumatic
vibrators, mechanical vibrators
and water tankers.
Operation Phase
Vehicular movement within the
RHSEZ
Construction Phase
5. Noise Environment Noise emissions Construction noise mainly due to Providing noise shields near the heavy construction operations
excavation, plying of vehicles, Construction activity will be limited to daytime hours only.
operations of cranes etc
Operation Phase
Noise from vehicles movement
ENVIRONMENT & DISASTER MANAGEMENT
CONTROLS THROUGH EMP & DESIGN IMPACT EVALUATION
premises. No negative impact outside
SEZ site. Short term.
Minor Negative impact inside the
Rapid on site construction and improved maintenance of premises. No impact outside the
equipment premises. Short term
Fuel efficient vehicles will be used and proper record of vehicles
No significant negative impact.
will be maintained
Minor negative impact near noise
generation sources inside premises.
Use of well-maintained equipment fitted with silencers. Residential areas are located at least
1.0 km away from the site and hence
no impact from increased noise
levels is expected from the project
activities. Also, there are no sensitive
receptors located within or near the
vicinity of site.
Not significant as the nearest
Green Belt Development and development of silence zones for sensitive receptor is at a distance >
traffic movement. 100 m from the highway which will
experience maximum traffic load.
97
9
REMEDIAL MEASURES
Provision of spraying water to reduce dust
emission on roads.
Excavated topsoil to be preserved and
reused for landscaping.
The amount of exposed ground and
stockpiles will be minimized so that re-
suspension due to wind and subsequent
dust fall is prevented.
Ensuring all vehicles, generators and
compressors are well maintained and
regularly serviced.
Periodic examinations of all heavy trucks
and old vehicles.
Regular monitoring of emissions.
The construction workers will be provided
with appropriate protective equipments
wherever high particulate emission is
expected.
It is also recommended that the workers
will not be allowed to work over a long
exposure period.
Use of fuel-efficient vehicles.
Maintain record of vehicles.
Vehicles will be well maintained and will
have Pollution Under Check (PUC)
certificate.
Use of Personal Protective Equipment
(PPE) like ear muffs and ear plug during
construction activities.
The vehicles used will be with the
standard limiting noise output.
Wherever this cannot be achieved, the
area will be earmarked as high noise level
area requiring use of ear protection gadget.
RHSEZ Master Plan- Start-up Phase
 ENVIRONMENT & DISASTER MANAGEMENT 9
TABLE 9.1 SUMMARY MATRIX OF PREDICTED IMPACTS AND MITIGATION MEASURES
ENVIRONMENTAL POTENTIAL POTENTIAL SOURCE OF
S. No. CONTROLS THROUGH EMP & DESIGN IMPACT EVALUATION REMEDIAL MEASURES
COMPONENTS IMPACTS IMPACT

Construction Phase Minor negative impact inside SEZ The contamination of soil will be avoided by
Construction debris will be collected and suitably used on site premises.
Soil contamination Disposal of construction debris suitable management of oil and fuel.
6. Land Environment as per construction waste management plan.
Contamination of soil due to No negative impact outside SEZ site. Soil compaction will be done after refilling
leakage of oil from vehicles Short term. so as to reduce soil erosion.

In the view that solid waste will be

handled according to the
A comprehensive solid waste management system for waste environmentally sound waste
Operation Phase collection, segregation and disposal will be proposed for proper management plan, no significant
Dumping of municipal solid waste handling and environmentally sound disposal of waste (as per impact on land is foreseen.
on land. the Solid Waste Management Rules, 2000).
Inconsiderate waste-dumping will not
be allowed.
Not Significant.
About 210 tons per day of solid waste is
estimated to be generated during the
operation phase. The solid waste would be
segregated into biodegradable waste and
recyclable waste and handed over to
NGOs/ Agencies working in this field for
proper management.

Ecological Environment Displacement of Construction Phase The proposed site is devoid of any
7. Flora and Fauna on Site Development during Protected species of trees, if any, will be identified and marked. significant vegetation. Surrounding
(Flora and Fauna) site areas have sparse vegetation.
construction.

Operation Phase A peripheral dense green belt of native species will be

developed as per landscaping plan, besides parks, gardens and Beneficial impact
Increase of Green Cover avenue plantation. It will enhance the ecology.

Construction Phase The land has been purchased directly from the landowners.
Socio-Economic There is no displacement of village/abadi area. The
8. No displacement Construction Activities leading to infrastructure of the surrounding villages will be upgraded. Many No negative Impact
Environment
relocation.. welfare schemes for the villagers have already been started

Operation Phase Employees will be provided direct employment opportunities. In

addition employment opportunities will be provided for persons Beneficial Impact --
Site operation engaged in operation and maintenance and allied activities.

Maintain record of vehicles.

Construction Phase Exhausts from vehicles will be minimized by
Increase of Vehicular movement will be restricted to day time only and use of fuel-efficient vehicles.
9. Traffic Pattern Vehicular movement during No significant negative impact.
Vehicular traffic adequate parking facility will be provided. Vehicles will be well maintained and will
construction
have Pollution Under Check (PUC)
certificate.

Shuttle service / carpooling for the residents to

Vehicular movement will be regulated inside the site with adequate reduce the adverse impact on the national
Operation Phase roads and parking of approx. 50, 000 vehicles in 4 basements. highway.
Traffic due to people visiting the Number of drop in and pick up points have been provided for free Moderate negative Impact
Pollution under Control checks may be carried
proposed project flow of traffic within the site. New roads are proposed in the master out for vehicles.
plan.
Restricting of entry of polluting vehicles

98 RHSEZ Master Plan- Start-up Phase

 ENVIRONMENT & DISASTER MANAGEMENT 9
9.6 DISASTER MANAGEMENT PLAN 9.7.1 PLAN FORMULATION

A disaster is a catastrophic situation in which suddenly, people are plunged into helplessness and
suffering and, as a result, need protection, clothing, shelter, medical & social care and other
necessities of life. Disasters can be divided into two main groups:
i). Disaster due to Natural Phenomenon: like earthquakes, volcanic eruptions, cyclones,
floods, etc.
ii). Disasters due to events occasioned by man: or by man's impact upon the environment like
industrial accidents, factory fires, explosions and transport accidents etc.
9.6.1 OBJECTIVE
The objective of the Disaster Management Plan is to optimize operational efficiency to rescue
rehabilitation and render medical help and to restore normalcy. It makes use of the combined
resources of the project site and the outside services to achieve the following:
• Effect the rescue and medical treatment of casualties;
• Safeguard other people;
• Minimize damage to property and the environment;
• Initially contain and ultimately bring the incident under control;
• Identify any dead;
• Provide for the needs of relatives;
• Provide authoritative information to the news media;
• Secure the safe rehabilitation of affected area;
• Preserve relevant records and equipment for the subsequent inquiry into the cause and
circumstances of the Emergency.
The plan is formulated for the specific requirement of minimizing the potential of damage
through proper planning of activities and material at project site. It is designed to cope up with
all types of emergencies and is flexible enough to meet different situations like fire, explosion,
etc.
9.7.2 PRE-EMERGENCY ACTIVITIES
The following activities need to be practiced in order to handle the Emergency properly:
• Formation of an Emergency Control Organization (ECO), which will take charge of the
situation during an emergency.
• Identification of major hazards, carrying out risk assessment, calculation of damage distances
and identification of vulnerable areas.
• Inspection of the site by competent personnel to locate any abnormalities.
• Training of staff and workers, safe work procedures, first aid, rescue, fire fighting, etc.
• Updating on-site emergency plans on the basis of safety audit and mock drills.
9.7.3 PROCEDURE DURING EMERGENCY
In case of an impending possible disaster, the nearest person will inform the security
coordinator over the intercom, which will raise alarm by siren/public address system and rush
to actuate the appropriate point of ring main hydrant system. All key persons and concerned
individuals will respond to the siren/public address system at once and take earliest possible
action to control the situation, so as to avoid development of a major emergency.
The operational matrix for flow of information is given in Figure below. The procedure for
emergency management places the overall responsibility on three top persons in the site so that
under any circumstances at least one person in authority will be available to activate the plan.

9.7 ON SITE EMERGENCY MANAGEMENT PLAN

On Site Emergency Management Plan is required to handle the Emergencies which will have an
impact within the project boundaries. An On Site Emergency Management Plan includes the
following:

99 RHSEZ Master Plan- Start-up Phase


FIGURE 9.2 OPERATIONAL MATRIX OF ON-SITE EMERGENCY
9.7.4 POST EMERGENCY ACTIVITIES
This includes declaration of the cessation of Emergency, followed by the head count of
individuals. The cause of disaster is investigated and on-site plan is modified accordingly. Regular
training programs through audio-visual aides are conducted to enhance the preparedness of all
workers, specially the emergency combat personnel.
9.7.5 KEY PERSONS & RESPONSIBILITIES
The success of any Emergency Control operation depends to a very large extent on the
efficiency of the organization, which implements the Emergency Control Plan. Emergency
control team along with their individual responsibilities is given below:
• Site Main Controller: has overall responsibility of the site and its personnel. He ensures
that the key personnel are called in promptly, decides whether a major emergency exists or
is likely to develop and reviews that units shut down is required or not.
• Incident controller: ensures that outside emergency services are called in, coordinate
rescue and fire fighting operations, contact the meteorological office for latest trends and
establish communication link with the ECC (through phone or messenger) and keep the
SMC informed about the developments at the incident site
• Safety Coordinator: The Safety Coordinator would assist the Incident Controller in
coordinating the fire and safety activities in the Installation.
• Medical officer: provides First Aid to causalities, gives Medical Attendance, treatment and
guidance to the injured. Ensure availability of essential medical supplies and fix up a list of
hospitals to treat the injured.
100
ENVIRONMENT & DISASTER MANAGEMENT 9
• Maintenance Support Officer: ensure the Electrical / Water supply to Fire Pump House.
• Material Support Officer: make available any material required in tackling the emergency.
• Employees: all employees must assemble at the designated assembly points.
• Technical Coordinator: control operations and put everything in safe and standby
condition and based on the prevalent scenario, estimate the damage potential & advice fire
fighting coordinator for effective operations.
• Utility Coordinator: provides utilities like water for fire fighting & drinking, power supply
etc
• Liaisons & Public Relation Coordinator: Liaise with local police/ law enforcing
authority, Distt. Collector, Chief Medical Officer, District Fire Officer, etc, communicate
with the family of employees.
• Evacuation & Rehabilitation Coordinator: carry the head count & safely evacuate the
workers to a safe place & locate the missing workers.
9.8 OFF-SITE EMERGENCY PLAN
Off-site emergency plan follows the on-site emergency plan. When the consequences of an
emergency situation go beyond the site boundaries, it becomes an off-site emergency. Off-site
emergency is essentially the responsibility of the public administration. However, the site
management will provide the public administration with the technical information relating to the
nature, quantum and probable consequences on the neighboring population.
The main aspects which should be included in the emergency plan are:
• Communications-A very good communication should be there which includes
communication center, call signs, network, & lists of telephone numbers, to quickly
communicate during emergency.
• Specialized knowledge-Details of specialist bodies, firms and people upon whom it may
be necessary to call e.g. those with specialized chemical knowledge, laboratories etc. must
be known.
• Chemical information-Details of the hazardous substances stored or procedure on each
site and a summary of the risk associated with them must be known.
• Meteorological information-There should be arrangements for obtaining details of
weather forecasts and of weather conditions prevailing at the time of emergency.
RHSEZ Master Plan- Start-up Phase
 ENVIRONMENT & DISASTER MANAGEMENT 9
• Humanitarian arrangements-should be there, which includes transport, evacuation
centers, and emergency feeding treatment of injured, first aid, ambulances, & temporary
mortuaries.

• Assessment of emergency plan-includes the following:

o collecting information on the causes of the emergency;

o Reviewing the efficiency and effectiveness of all aspects of the emergency plan.

9.8.1 KEY PERSONS & RESPONSIBILITIES

Role of different units along with their Key personnel at off-site emergency are as follows:

FIRE AUTHORITIES- The control of a fire should be normally the responsibility of the senior
fire brigade officer who would take over the handling of the fire from the site incident
controller on arrival at the site. Fire authorities in the region should be apprised about the
location of all stores of flammable materials, water and foam supply points, and fire-fighting
equipment. They should be involved in on-site emergency rehearsals both as participants and,
on occasion, as observers of exercises involving only site personnel.

HEALTH AUTHORITIES- Health/Medical authorities should have doctors, surgeons, hospital &
ambulances, which must reach at the site and provide the necessary help to the causalities &
must rush injured to the hospitals. If the number of injured is large, then must fix up a list of
hospitals to treat the injured.

GOVERNMENT SAFETY Authority- Head of the authority is the Senior Safety Inspector, who
makes sure that the organization responsible for producing the off-site plan has made adequate
arrangements for handling emergencies of all types including major emergencies. Safety
Authority tests the emergency plan and ensures that the procedures are well documented.

DREAMING A SUSTAINABLE FUTURE

101 RHSEZ Master Plan- Start-up Phase

DRAWINGS
 CREDITS

RELIANCE HARYANA SEZ Ltd.

INFRASTRUCTURE DIVISION

Avinash Misra, President

URBAN PLANNING TRANSPORTATION

Rekha Deywani M. Imtiyaz Ahmed
Ruchi Gupta Sudhendra Kumar Karanam
Pravainvit Kumar Singh Naglakar Sandeep Gautam
Abhishek Malhotra Mrinmay Das
Amar Sood
Vineeta Sharma ENVIRONMENTAL
Shefali Goyal Dr. Asha Sharma
Nidhi Sharma
URBAN DESIGN
Manu Mahajan WATER, SEWERAGE & DRAINAGE
Shivarao Channapattan Iqbal Singh Dua
Madhu Divakar Jogunuri Sanjeev Kumar
Subrata Santra Raman Kumar
Rahul Kumar Gupta
LANDSCAPE DESIGN
Sheetal Kalamkar STUDIO SUPPORT
Dinesh Sharma
Narender Saini

ADVISORS

Prof. Sharat C. Das Urban Development

B.I. Singhal Transport Planning
A.P. Sinha Water Supply, Sewerage & Drainage
D.K. Chadha Ground Water Exploration

REVIEW & AUDIT

EDAW |AECOM

Sean Chiao Principal in Charge ENVIRONMENTAL

Brian Jan Project Director Stephane Asselin
Jessica Lam Project Manager Steven Kellenberg
Kimberlee Myers
MASTER PLANNING
Paul Tuttle ECONOMICS
Philip Schmunk Chris Yoshii
Amit Prothi
Anderson Hsieh TRANSPORTATION (MAUNSELL)
Geoff Baker Thomas Tang
Charles So
LANDSCAPE NC Cheung
David Jung Ivan Tsang
Vorrarit Anantsorrarak Kitty Cheuk
Thanida Rakvongthai Samuel Sze

i RHSEZ Master Plan- Start-up Phase

Reliance Haryana SEZ Limited
11th Floor, Tower C, Building No. 8, DLF Cyber City,
Phase-II, Gurgaon – 122002, Haryana, INDIA