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7/30/2019 Project of Kajang Sustainability
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Faculty of civil engineer
- Assignment (4) -
Supervisor:
Prof. Dr. RIZA ATIQ ABDULLAH BIN O.K.
RAHMAT
Prepared by
Ali daowd P62249
Haider Farhan P65405
Rasha Salah P64799
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Proposed Kajang Local Plan for Sustainable
Development
you are required to submit a brief proposal (about 30 –
50 pages report) onKajang Local Plan for Sustainable Development.
The plan shall address four broad sustainable development objectives:
1. Maintenance of high and stable levels of economic growth and
employment
2. Social progress which recognizes the needs of everyone
3. Effective protection of the environment4. Prudent use of natural resources
The plan shall include the Sustainable Development Principles as follows:
1 Quality of Development
2 Integrating Transport and Development
3 Minimum environmental impact due to surge in travel demands
4 Development Access: Pedestrians, disabled people, cyclists, public
transport, private transport
5 Parking
6 Urban Design Principles
7 Context: compatible with existing landforms and natural features, retain,
and where possible enhance important existing urban spaces, townscape,
parkland, natural or historical features; respect the existing layout of
buildings within the street space, integrate into the local community
8 Safety and Security9 Landscape and Biodiversity.
10 Renewable Energy
11 Air Quality
12 Water Quality and Drainage
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Introduction :
The integration of the economic, social and
environmental dimensions of development was
strengthened to promote sustainable development. The
Government has to implement measures to improve the
quality of life, promote sustainable consumption and
production, and protect the environment; sustainablymanage the natural resource base; and enhance human,
institutional and infrastructure capacity. These measures
also furthered Malaysia‟s implementation of Agenda
21.
„Sustainable development‟ and „sustainability‟ are
often used synonymously as encompassing a cause and
effect relationship; neither of these terms themselves
have universally agreed meaning. In 1987, the
Brundtland Commission‟s report (WCED, 1987)
defined sustainable development as „development that
meets the needs of the present without compromisingthe ability of future generations to meet their own
needs‟. This definition has attained universal traction
and is seen by many who recognize the current
unsustainable nature of society as a means of achieving
sustainability. For example, the Royal Academy of
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Engineering published guiding principles on
engineering for sustainable development in 2005, to
address the problem that, „We are exceeding the
capacity of the planet to provide many of the resources
we use and to accommodate our emissions, while many
of the planet‟s inhabitants cannot meet even their most
basic needs‟ (RAE, 2005).
Kajang ,site and population
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Kajang, with a population of 229,655 is a town in the eastern part
of Selangor, Malaysia (2.98° N, 101.77° E). It is located about 20
km south of Malaysia's capital, Kuala Lumpur. One of the well
known places in Kajang is Sungai Chua. The population of
Kajang has grown rapidly in the past few years. As of 2004, new
Kajang townships have been developed and are currently
buzzing with night-life. These include the Prima Saujana and
Kajang Perdana (Kajang Highlands) housing estates. Areas
surrounding these new townships are easily accessible via the
new SILK Expressway.
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Residences –Prima saujana- kajang
Perdana-kajang
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Quality of Development :
In Kajang we have to increase the quality of development in all
fields of life for instance:
1- “Health and quality of life”: People, human health and
improved quality of life are at the centre of sustainable
development concerns. People are entitled to a healthy and
productive life in harmony with nature.
2- “Social equity and solidarity”: Development must be
undertaken in a spirit of intra- and inter-generational equity and
social ethics and solidarity.
3- “Environmental protection”: To achieve sustainable
development, environmental protection must constitute an
integral part of the development process.
4- “Access to knowledge”: Measures favorable to education,
access to information and research must be encouraged in order
to stimulate innovation, raise awareness and ensure effective
participation of the public in the implementation of sustainable
development.
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Integrating Transport and Development
Transportation, as a core component supporting the
interactions and the development of socioeconomicsystems, has also been the object of much consideration
about to what extent it is sustainable. Sustainable
transportation can be defined as:
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The capacity to support the mobility needs of people,
freight and information in a manner that is the least
damageable to the environment.
Sustainable development applied to transport systems requires
the promotion of linkages between environmental protection,
economic efficiency and social progress. Under the
environmental dimension, the objective consists in understanding
the reciprocal influences of the physical environment and the
practices of the industry and that environmental issues are
addressed by all aspects of the transport industry. Under the
economic dimension, the objective consists of orienting progress
in the sense of economic efficiency. Transport must be cost-
effective and capable of adapting to changing demands. Under
the social dimension, the objective consists in upgrading
standards of living and quality of life.
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Minimum environmental impact due to surge in
travel demands :
In order to effectively mitigate the adverse impacts of current
transportation systems, strategies must be devised to manage (reduce)
transport demand for passengers and freight as wells as to redistribute
this demand in space or in time when possible. If unsubsidized
transportation is inexpensive (of that its price is declining), it is a
good signal of its sustainability. Increasing transport costs and the
pressure to subsidize them can be interpreted as signals that they maybe unsustainable. There are several interrelated ways in which
transportation systems can adapt to cope with transport demand and
reach a better level of sustainability:
1. The densification and agglomeration of activities can involve
spatial structures such as logistics zones or transit oriented
developments and can result in reduced vehicle trips and
increase some of the sustainable transport alternatives
2. Full-cost pricing involves the full (or partial) recovery of
costs related to the public investments incurred by varying
levels of government in relation to constructing, repairing and
operating transport networks.
3. The strategy of traffic bans is a more direct method of
reducing traffic demand.
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Development Access: Pedestrians, disabled people,
cyclists, public transport, private transport
Pedestrians are a part of every roadway environment, and attention
must be paid to their presence in rural as well as urban
areas…Because of the demands of vehicular traffic in congested
urban areas, it is often extremely difficult to make adequate
provisions for pedestrians. Yet this must be done, because pedestrians
are the lifeblood of our urban areas, especially in the downtown and
other retail areas. In general, the most successful shopping sections
are those that provide the most comfort and pleasure for pedestrians.
In the past transport planning has tended to concentrate on providing
for the needs of vehicular movement, to the detriment of pedestrians,
cyclists and, especially, disabled people. This has resulted in an
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imbalance in the provision of quality transport, an imbalance which is
particularly serious in view of the importance of walking and the
increased interest in cycling. It is important to recognize the forces
influencing the demand for provision of more and better pedestrianand cyclist facilities. Undoubtedly one important factor has been the
increased awareness of the environmental problems created by the
rapid national and worldwide growth in vehicle travel, but of equal
importance has been the recognition by many people of the need for
physical fitness and the role that walking and cycling can play in
achieving this. The demand for pedestrian and cycle facilities is
influenced by a number of factors, of which some of the mostimportant are:
1. The influence of topography- Cycling and pedestrian activity,
particularly the former tend to be at a higher level in fiat areas than in
hilly ones.
2. The nature of the local community-Cycling and walking are more
likely to occur in a community that has a high proportion of young
people.3. Car ownership - The availability of the private car reduces the
amount of walking and cycling, even for short journeys.
4. Local land use activities- Walking and cycling are primarily used
for short distance trips. Consequently the distance between local
origins and destinations (e.g. homes and school, homes and shops) is
an important factor influencing the level of demand, particularly for
the young and the elderly.
5. Quality of provision- If good quality pedestrian and cyclist
facilities are provided, then the demand will tend to increase.
6. Safety and security- It is important that pedestrians and cyclists
perceive the facilities to be safe and secure. For pedestrians this
means freedom from conflict with motor vehicles, as well as a
minimal threat from personal attack and the risk of tripping
(particularly important for elderly persons and pregnant women,
there is also the security of the parked cycle at the journey destination.
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In order to reduce the congestion in a city we have to draw up a
plan to influence modal shift from private car to public transport so
we can suggest some of necessary measures that have to taken so that
most likely will influence the shift effectively:
Expanding the network of Quality Bus Corridors along major routes
as a first step to improving the quality of bus services throughout thearea..
Improving network coverage to give access to key facilities.
Improving bus stations and bus stops to improve the waiting
environment.
Improving the scope and range of information provided to
passengers.
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Maintaining a range of tickets which allow travel throughout the
network or can be used on trams and trains.
Making it easier to change between services and modes by
providing better information, simplifying ticketing and improvingwaiting area and reducing waiting time.
Improving safety and security by increasing staff presence on and
around buses, improving waiting areas tackling anti-social behavior.
Improving the physical accessibility of ordinary services by raising
kerbs and introducing low floor vehicles, and improving access to
specialist services like Rang and Ride.
Introducing measures to reduce the contribution of buses to airpollution.
Introducing schemes to provide dedicated school buses.
Parking
Parking is the act of stopping a vehicle and leaving it unoccupied.
Parking on one or both sides of a road is often permitted, though
sometimes with restrictions. Parking facilities are constructed in
combination with some buildings, to facilitate the coming and going
of the buildings' users.
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Parking controls, raising parking prices or reducing the amount of
parking areas, can be used to deter the use of privately owned vehicles
in areas of highest demand by raising the price of commuting to high
density areas. Again, the expected result of this strategy is toencourage (or force) commuters to seek cheaper alternatives either in
mass transit or carpooling. In kajang By use multi center strategy we can reduce the traffic jam
in city center and solve the parking problem and by construct Kajang
Sentral in Kajang station location all the parking problem will be
solved.
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Urban Design Principles
Planning to effectively meet the conditions and realities of a PostCarbon, Climate Responsible world will require a shift in our current
understanding of what constitutes good urban design and planning.
Many of the practices that we now take for granted, such as planning
cities around automobile transportation, and zoning for single uses,
will no longer be economically, environmentally, or culturally viable.
To address the changes in urban design and planning, we are putting
forward the following principles for resilient urban planning anddesign in a post-carbon, climate-responsive building environment.
1. Density, Diversity and Mix
Resilient Cities and neighbourhoods will need to embrace density,
diversity and mix of uses, users, building types, and public spaces.
Creating resiliency and reducing the carbon footprint of urban
development requires us to maximize the active use of space and land.
A single use low density residential neighbourhood or suburban
business parks, are typically underutilized during long periods of
time. A vibrant and sufficiently densely populated urban environment,
by contrast, is well used round-the-clock, all days of the week, and
during all seasons. This results from a closely knit mix of uses (e.g.
offices, residences, coffee shops etc.), with sufficient density, and
which are accessible to a diversity of users (e.g. children, youth,
seniors, high-income, low-income,etc.). Dense mixed use
neighbourhoods also allow for the effective functioning of all types of
business, social and cultural activities with very low inputs of energy
for transportation and logistics, thus increasing the resilience of these
neighbourhoods
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2. Transit Supportive
Resilient cities and neighbourhoods will develop in a way that is
transit supportive.
After walking and cycling, transit is the most sustainable mode of
transportation. Resilient cities will need to re-orient their way of
thinking, by shifting from car oriented urban patterns (e.g. cul-de-sacs
and expressways) to transit oriented urban patterns and developments
(e.g. mobility hubs, intensified corridors, and TODs). Not only will
pedestrian, and mass transportation friendly planning increase the
quality of life of a cities, as fuel prices rise after Peak Oil, only cities
that are viable without heavy dependence on the car will have the best
chances of economic and social success.
3. Pedestrians
Resilient cities and neighbourhoods will prioritize walking as the
preferred mode of travel, and as a defining component of a healthy
quality of life.
Reducing car-dependency is a key objective and imperative.
Luckily, the alternative modes of transportation – namely walking,
cycling, and transit – result in more sustainable urban environments,
and in an improved quality of life. It are the cities andneighbourhoods that have prioritized walking, that have created
desirable locations to live, work, play, and invest in. (The term
pedestrian, as used in these principles, includes persons with
disabilities.)
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4. Place-Making
Resilient cities and neighbourhoods will focus energy andresources on conserving, enhancing, and creating strong, vibrant
places, which are a significant component of the neighbourhood‟s
structure and of the community‟s identity.
All successful cities and successful neighbourhoods include vibrant
places, with a strong sense of identity, which are integral to
community life and the public realm: parks, plazas, courtyards, civic
buildings, public streets, etc.
A resilient post-carbon community, which reorients city-life to the
pedestrian scale (a 500 m radius), must focus its efforts to creating a
number of local destinations, which attract a critical-mass of users and
activities. Sprawl, for example, has very little place-making. A
traditional village or an urban downtown, by contrast, have
innumerable nocks and crannies, grand public spaces, gorgeous
streetscapes, which make them desirable, successful, and sustainable.
Heritage resources – buildings, structures, and landscapes –
represents a significant opportunity for place-making (i.e. through
their cultural significance and identity), as well as a significant
environmental investment (i.e. through their embedded energy) that
should be conserved and leveraged.
5. Complete Communities
Resilient neighbourhoods will provide the needs of daily living,
within walking distance (a 500 m radius).
Resilient communities, will reduce their carbon footprint by
ensuring people opt to walk or cycle, instead of using a car. To
achieve this, destinations must be accessible within a pleasant
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walking distance – people should be able and willing to walk from
home to work, to school, to shop, to recreate, and to engage the
activities of their everyday life. Longer distances should be
achievable through transit.
Connectivity is central to making an area pedestrian oriented.
Streets and pedestrian walkways must be enjoyable to walk, must link
key destinations, and must operate at a fine scale. Communities must
also be compact and concentrate a critical-mass of people and
activities to support walking, and to support animated and vibrant
place-making.
6. Integrated Natural Systems
Resilient cities and neighbourhoods will conserve and enhance
the health of natural systems (including climate) and areas of
environmental significance, and manage the impacts of climate
change.
Our individual and collective health is intricately tied to the health
of air, water, land, and climate. How we choose to live, how we
choose to move around, how we develop land, all have an impact on
the quality of the air we breathe, the water we drink, and the weather
we experience. Cities and neighbourhoods need to develop in a way
that conserves and enhances the quality of the water flow and supply,
likewise for the quality of air and land. Climate is, increasingly, a key
driver to transforming our development patterns and living choices.
Action on this front is imperative.
The health and integrity of wildlife and vegetation are also a
priority. Protecting existing biodiversity, indigenous or endangered
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species, wetlands, the tree canopy, connectivity, are all a necessary
aspect of securing healthy natural systems.
7. Integrated Technical and Industrial Systems
Resilient Cities and neighbourhoods will enhance the
effectiveness, efficiency and safety of their technical and industrial
systems and processes, including their manufacturing, transportation,
communications and construction infrastructure and systems to
increase their energy efficiency, and reduce their environmental
footprint.The economic health and vitality of cities is inextricably bound up
with the effectiveness, efficiency and safety of its technical and
industrial systems and processes. The importance of reducing
negative environmental impacts of economic activities and processes,
as well as reducing their dependence on fossil fuels will require us to
develop more integrated and more highly efficient industrial
processes and technical systems that ensure a maximum of efficiencyin the use of both materials and energy resources, as well as the
elimination of all wasteful and potentially harmful bi-products.
Technical and industrial uses need to be integrated into the city in
ways that allow them to make the most efficient and synergistic
connections and associations with similar and complementary uses
that will design for waste products from one industry ortechnical process (such as heat energy) to be effectively used as a
beneficial input in another industry or technical process, thus
increasing the overall efficiency of the city as a system, while
reducing the creation of harmful and/or wasteful bi-products. The
health and integrity of the neighbourhoods that these technical and
industrial systems are part of is also a priority for the Resilient City.
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The strategic integration of industrial and technical systems into
mixed use neighborhoods' should be planned so as to produce not
only better economic performance, but also to create easily accessible
and safe working environments, healthy surrounding neighborhoods,and no negative impacts on the natural environment.
8. Local Sources
Resilient regions, cities, and neighborhoods' will grow and produce
the resources they need, in close proximity (200 kilometer radius).
The environmental cost of the movement of goods and energy
increases every day, and the potential for price increases in
transportation fuels as a result of Peak Oil increase the future costs of
non-local sources. Thus, populations must seek to satisfy their
consumption needs from local and regional sources. The „100-mile
diet‟ and local-food movement has increased awareness of the
importance of consuming local products, to decreasing our carbon
footprint. The same principle that applies to food, also applies to the
manufacture of goods, the production of energy (e.g. district energy,
district heating), recreation needs (i.e. 100-mile tourism), waste
disposal, water management, and any other resources which we
consume.
9.Redundant and Durable Life Safety and Critical Infrastructure Systems
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Resilient Cities and neighbourhoods will plan and design for
redundancy and durability of their life safety and critical
infrastructure systems. Planning and design of these systems will aim
for levels of redundancy and durability that are commensurate withthe increasing environmental, social, and economic stresses associated
with the impacts of climate change and peak oil.
The physical, social and economic health of the Resilient City and
its citizens is directly connected to the city‟s ability to maintain the
effective functioning of its key life safety and critical infrastructure
systems – especially during episodes of intense environmental stress
(such as during severe storms, floods, or other weather relatedevents). Key infrastructure systems such as drinking water supply,
electrical power, and residential heating in winter, and key life safety
systems, such as police, fire, and emergency response services and
their support systems, must be planned and designed for a level of
redundancy and durability that will allow them to be durable enough
to resist present and future environmental stresses, as well as to have
enough redundancy built into their design to allow the system as awhole to remain sufficiently functional and intact that if one or
more constituant parts of the system is compromised, the system as a
whole will nevertheless remain operational and able to provide the
necessary outputs or services.
10. Resilient Operations
Resilient cities and neighbourhoods will develop building types
and urban forms with reduced servicing costs, and reduced
environmental footprints.
Urban sprawl is extremely expensive to service and maintain – the
amount of land, roads, pipes, and infrastructure required per capita is
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disproportionately large. A compact, mixed-use urban environment,
by contrast, is far more efficient in its demand for municipal services
and infrastructure requirements. Resilient cities will not subsidize
inefficient forms of development.
Context for overall plan
considers the wider context of the local setting, the characteristics
of the site for development, and strategies for the overall design
character of a proposal, to be attractive and function well, the planshould take into account the following:
1- Respecting the local site
The design should pay particular attention to the characteristics of
the local setting. The context of the site should be analyzed to ensure
that the development will:
• respect the qualities of the best of the surrounding landscapes
and townscapes,
• provide spatial characteristics and building forms that are
sympathetic to the surroundings,
• respond to existing land uses and provide an appropriate mix of
dwellings and uses,
• Integrate with existing patterns of movement.
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2- Responding to the site
The design will need to respond sympathetically to the characteristics
of the site to achieve the quality desired. This section illustrates
relevant aspects for undertaking the necessary site evaluation, and
includes guidance on assessments of the history of the site, landform,
flora and fauna, climate and noise and nuisance.
Main objectives
The characteristics of the site should be analyzed to ensure that the
development will:
• respect the history of the site, and appropriately protect and
integrate features of the archaeological and built heritage,
• respond to the form of the land, its contours and views to and
from the site,
• make the best use of existing vegetation, and protect or create,
appropriate conditions for flora and fauna to thrive,
• Promote designs that respond to the microclimate of the site,and that might contribute to the energy efficiency of the buildings
designed.
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3-creating attractive surroundings and spaces to live
Main objectives
The Department will wish to see designs that have:
• a distinctive overall sense of place that takes into account the
characteristics of the site and its setting,
• quality and sustainability in the overall layout, in the form and
detailed design of the buildings, and the spaces around,
• a visually attractive human scale in each of the places created
within the development,
• an appropriate use of trees and other plants,
• a feeling of security and a sense of vitality in all parts of the
layout,
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safety and security
Security and safety environmental sustainability are not only
compatible goals, but security is also a critical component and integralpart of sustainability. Sustainability has been considered the broader,
more encompassing category, and the role and importance of security
as an element of sustainability is often not explicitly recognized.
There are essentially three key principles to building in safety,
namely:
Ensuring natural surveillance and human presence.
This is achieved by:
- making buildings front onto the public realm .
- putting „eyes on streets‟ and minimizing exposed blank facades.
- mixing uses, particularly at ground level, adding vitality at different
times of the day and night and over time.
- designing an integrated network of streets.
- locating parking in front of buildings on-street or in secure
private courtyards.
- being careful not to make planting too high or dense to screen
Potential assailants in certain locations.
• minimizing conflict by providing safe routes for walking and
cycling .
• designing-in territoriality and community involvement.
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When people view public space as their own, they begin to take
responsibility for it. Places can be designed to foster a sense of
ownership, mutual protection and belonging (a factor emphasized in
the design of Greenwich Millennium Village).
Landscape and biodiversity
The world is losing biodiversity at an increasing rate due to
human activity causing fragmentation of habitat and destruction of
ecosystems. These losses are irreversible, and harm the life support
systems we depend on. Humans, being part of this biodiversity
network, have the power to protect or destroy species, habitats and
whole ecosystems. Safeguarding biodiversity by, for example,
maintaining a patchwork of green spaces and ponds in gardens and
the public domain has a cumulative benefit to wildlife.
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Biodiversity is the term for every living thing on Earth from the
smallest microscopic organisms to the biggest blue whale and the
habitats they depend on. Biodiversity also includes every one of us,
although we currently pose the greatest threat to nature. We also offer
the only hope for protecting and conserving the diversity of life for
future.
The rich variety of life is essential for sustaining the natural living
systems, or ecosystems, that provide us with food, fuel, health,
wealth, and other vital services.
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Renewable energy
In energy-related engineering, a common approach is to apply a
principle known as the trias energetica . This is a three-step method
for increasing the sustainability of energy systems by:1- Reducing the demand for energy.
2- Applying renewable energy sources wherever possible.
3- Filling in the remaining need as efficiently and cleanly as
possible with fossil fuels.
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Air Quality
The quality of Kajang water is influenced greatly by humandevelopment.
1. Acid rain is a common problem. The expanse of hard impermeable
surfaces in cities results in large bodies of rainwater requiring
collection and discharge elsewhere.
2. Dust, dirt and other solid pollutants are washed with rainwater into
drains, the water sometimes discharged untreated into local
waterways.3. Drinking water from local waterways often requires treatment with
chemicals to combat bacteria and other micro-organisms from such
pollution.
In certain areas of known high levels of ground water, direct
drainage, or enhanced surface permeability should be avoided. In
other areas the full potential for the use of sustainable drainage
options such as green roofs, porous pavements, and other measures to
minimize surface water run-off from site should be reviewed and
where practicable incorporated.
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Water quality and drainage
Water quality is relative and is defined as the characteristic of
water that influences its suitability for a specific use. Quality is
defined in terms of physical, chemical and biological characteristics.
Drainage water is no different from any other water supply and is
always usable for some purpose within certain quality ranges. Beyond
these limits, drainage water must be disposed of in a manner thatsafeguards the usability or quality of the receiving water for present
established and potential uses.
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Surface and subsurface drainage water from irrigated agriculture is
normally degraded compared with the quality of the original water
supply. Drainage water that flows over or through the soil will pick up
a variety of dissolved and suspended substances including salts,organic compounds and soil particles. Management for safe re-use
and disposal requires an understanding of the characteristics of the
drainage water, and a matching of those characteristics to the
environmental protection needs of the re-use or disposal area.