ZONAL DEVELOPMENT PLAN OF HERITAGE ZONE BHOPAL

ZONAL
DEVELOPMENT
PLAN OF
HERITAGE ZONE
BHOPAL
SUBMITTED TO
Dr. SUPRIYA VYAS
DEPARTMENT OF ARCHITECTURE AND PLANNING
MANIT, BHOPAL

L
SUBMITTED BY
Harshit Verma (181109002) Harshita (04) Shri Krishna Kesharwani (05) Minhaj Qureshi (09)
Vedankur Sandip Kedar (11) Jhalak Agrawal (13) Umang Patel 15) Guguloth Sai Teja (17)
Gurrala Shanmukha Praveen (20) Shefna S (22) Tanmay Dudharam Shende (25)
Pandya Keerthan Chandra (27) Sushil Barkhania (29) J Justin Andrews (30)
Moulishree Khakre (32) Kanugula Pavan Shashidhar (34)
Abhishek R.S. (41) Gangireddy Shravani (42)

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We the undersigned solemnly declare that the project work presented in this report titled “Zonal
Development Plan: Heritage Zone, Bhopal” , submitted to the Architecture and Planning
Department, Maulana Azad National Institute of Technology, Bhopal, Madhya Pradesh (India) is
based on our own work carried out during the course of our study under the supervision of Dr.
Supriya Vyas. We assert the statements made and conclusions drawn are an outcome of our
research work. We further certify that the work contained in the report is original and has been
done by us under the general supervision of our supervisor. The work has not been submitted to
any other Institution for any other degree/diploma/certificate in this university or any other
University of India or abroad. We have followed the guidelines provided by the university in writing
the report. Whenever we have used materials (data, theoretical analysis, and text) from other
sources, we have given due credit to them in the text of the report and giving their details in the
references.
November 2020
Bhopal
M.P. (India)
Harshit Verma (181109002)
Harshita (181109004)
Shri Krishna Kesharwani (181109005)
Minhaj Qureshi (181109009)
Vedankur Sandip Kedar (181109011)
Jhalak Agrawal (181109013)
Umang Patel (181109015)
Guguloth Sai Teja (181109017)
Gurrala Shanmukha Praveen (181109020)
Shefna S (181109022)
Tanmay Dudharam Shende (181109025)
Pandya Keerthan Chandra (181109027)
Sushil Barkhania (181109029)
J Justin Andrews (181109030)
Moulishree Khakre (181109032)
Kanugula Pavan Shashidhar (181109034)
Abhishek R.S. (181109041)
Gangireddy Shravani (181109042)
MAULANA AZAD NATIONAL INSTITUTE OF TECHNOLOGY
[Department of Planning and Architecture]
DECLARATION

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This is to certify that the project report entitled “Zonal Development Plan: Heritage Zone,
Bhopal” submitted to the Department of Architecture and Planning, Maulana Azad
National Institute of Technology, in partial fulfilment for the award of the degree of
Bachelor of Planning, is a record of bona fide work carried out by Mr. Harshit Verma, Ms
Harshita, Mr Shri Krishna Kesharwani, Ms Minhaj Qureshi, Mr Vedankur Sandip Kedar, Ms
Jhalak Agrawal, Mr Umang Patel, Mr Guguloth Sai Teja, Mr Gurrala Shanmukha Praveen,
Ms Shefna S, Mr Tanmay Dudharam Shende, Mr Pandya Keerthan Chandra, Mr Sushil
Barkhania, Mr J Justin Andrews, Ms Moulishree Khakre, Mr Kanugula Pavan Shashidhar,
Mr Abhishek R.S. and Ms Gangireddy Shravani under the supervision and guidance of
Dr. Suvriya Vyas. All help received by her from various sources have been duly
acknowledged. No part of this report has been submitted elsewhere for award of any
other degree.
Dr. Supriya Vyas
Assistant Professor
Supervisor
CERTIFICATE

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ACKNOWLEDGMENT
We have taken efforts in this project. However, it would not have been possible without
the kind support and help of many individuals and organizations. We would like to extend
my sincere thanks to all of them. We are highly indebted to Dr. Supriya Vyas for her
guidance and constant supervision as well as for providing necessary information
regarding the project & also for her support in completing the project. We would like to
express our gratitude towards our parents & member of Maulana Azad National Institute
of Technology, Bhopal for their kind co-operation and encouragement which helped us
in completion of this project. Our thanks and appreciations also go to our colleagues in
developing the project and people who have willingly helped us out with their abilities.

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ABSTRACT
This project report has been an output of the planning studio work of Students of 5th
semester pursuing Bachelor of Planning in Maulana Azad National Institute of
Technology, Bhopal. The main objective of the study is to analyse the zonal planning
system pertaining to Heritage zone. The report descriptively details out the importance
of heritage conservation, the upraised obstacles, and the planning paradigm to
upgrade it. Various spatial, technical, and documenting software have been
incorporated into the compilation of report, with charts and tables to understand the
facts and information forming a strong base for the further proposals. Heritage zone
planning requires a different planning paradigm which emphasises on societal and
demographic impacts of urban conservation and renewal. The report has also identified
some viable proposals on different parameters related to social, physical,
environmental, economic, and demographic aspects, which can eventually upgrade
the quality of living as well as an impetus to urban heritage conservation.

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1 INTRODUCTION ............................................................................................................................................................................................. VIII
1.1 BHOPAL: THE CITY OF LAKES ................................................................................................................................................................. 1
1.2 EARLY BHOPAL.......................................................................................................................................................................................... 1
1.3 POST INDEPENDENCE ............................................................................................................................................................................. 1
1.4 ENVIRONMENTAL STATUS .................................................................................................................................................................... 2
1.5 TOPOGRAPHY ............................................................................................................................................................................................ 3
1.6 LIFE IN THE CITY ....................................................................................................................................................................................... 3
1.7 CITY ADMINISTRATION ............................................................................................................................................................................ 4
2 SITE BACKGROUND AND ANALYSIS ......................................................................................................................................................... 5
2.1 EXISTING CORE AREA ............................................................................................................................................................................. 7
2.2 LAND USE DISTRIBUTION ..................................................................................................................................................................... 7
2.3 DEMOGRAPHIC HIGHLIGHTS OF THE ZONE .................................................................................................................................... 8
2.3.1 LITERACY AND EMPLOYMENT DATA ......................................................................................................................................... 9
2.3.2 TYPOLOGY OF THE BUILDINGS .................................................................................................................................................. 10
2.3.3 CLASSIFICATION OF HOUSEHOLDS ACCORDING TO CENSUS HOUSES ...................................................................... 11
2.3.4 HOUSEHOLD SIZES OF THE ZONE’S BUILDINGS .................................................................................................................. 11
2.4 INFRASTRUCTURE ................................................................................................................................................................................. 12
2.4.1 WATER SOURCES AVAILABILITY AND PROXIMITY TO SOURCES .................................................................................... 12
2.4.2 SEWERAGE AND SANITATION FACILITIES ............................................................................................................................ 12
2.4.3 STORM WATER DRAINAGE ......................................................................................................................................................... 13
2.5 TRANSPORTATION ................................................................................................................................................................................. 13
2.5.1 INTERSECTIONS .............................................................................................................................................................................. 14
2.5.2 PARKING ........................................................................................................................................................................................... 15
2.5.3 BUS STANDS ................................................................................................................................................................................... 16
2.6 ENVIRONMENT ........................................................................................................................................................................................ 16
2.6.1 AIR POLLUTION ............................................................................................................................................................................... 16
2.6.2 WATER POLLUTION ....................................................................................................................................................................... 16
2.6.3 HERITAGE STRUCTURES ............................................................................................................................................................. 17
3 CONCEPTUAL FRAMEWORK ...................................................................................................................................................................... 23
3.1 PLANNING PARAMETERS ................................................................................................................................................................... 23
3.2 PLANNING CONCEPT ........................................................................................................................................................................... 23
3.3 HIERARCHY TILL COMMUNITY LEVEL ............................................................................................................................................. 24
3.4 PROJECTED REQUIREMENTS ............................................................................................................................................................ 24
4 PROPOSAL AND DEVELOPMENT STRATEGIES ................................................................................................................................... 25
4.1 WATER FRONT DEVELOPMENT .......................................................................................................................................................... 25
4.1.1 UPPER LAKE AND LOWER LAKE .............................................................................................................................................. 25
4.1.2 ENERGY GENERATING PAVEMENTS ....................................................................................................................................... 27
4.1.3 HERITAGE DISPLAY ...................................................................................................................................................................... 27
4.1.4 PERIODIC CLEANING ................................................................................................................................................................... 27
4.2 PEDESTRIANISATION OF HERITAGE ZONE ................................................................................................................................... 28
4.2.1 WHY PEDESTRIANISATION IN HERITAGE ZONE? ................................................................................................................ 28
4.2.2 SITE ANALYSIS .............................................................................................................................................................................. 35
4.3 METRO NETWORK PROPOSAL .......................................................................................................................................................... 36
4.3.1 PLANNING PARADIGM................................................................................................................................................................. 36
4.3.2 ACCESSABILITY AND REACH.................................................................................................................................................... 39
4.4 CONSERVATION OF HERITAGE GATES ........................................................................................................................................... 40
4.4.1 THE DESTRESSED GATES ........................................................................................................................................................... 42
4.4.2 RESTORATION OF ON ROAD GATES ....................................................................................................................................... 43
4.4.3 GALLERY/SITTING AREA DEVELOPMENT OVER GATES .................................................................................................. 44
TABLE OF CONTENTS

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4.4.4 IMPACTS OF THE PROPOSALS OF THE HISTORICAL GATES .......................................................................................... 45
4.5 HERITAGE CONSERVATION ................................................................................................................................................................ 46
4.5.1 ACCESSIBLE PARKING ................................................................................................................................................................ 47
4.5.2 TICKET AND SERVICE COUNTER ............................................................................................................................................. 48
4.5.3 EXTERNAL PATHWAYS / CIRCULATION AND LANDSCAPE AREAS ............................................................................. 50
4.5.4 TOILET FACILITIES ....................................................................................................................................................................... 52
4.5.5 DRINKING WATER FACILITY ...................................................................................................................................................... 53
4.5.6 PUBLIC COUNTERS ...................................................................................................................................................................... 54
4.5.7 IMPLEMENTATION AND RESOURCE MOBILISATION ......................................................................................................... 55
4.6 PARKING PROPOSAL FOR CORE CITY AREA................................................................................................................................. 56
4.6.1 DRAFT BDP 2031 VOLUME 2 ....................................................................................................................................................... 56
4.6.2 PARKING .......................................................................................................................................................................................... 57
4.6.3 SURVEY ............................................................................................................................................................................................ 58
4.6.4 PROPOSAL ...................................................................................................................................................................................... 60
4.6.5 IMPACT OF PROPOSAL ............................................................................................................................................................... 62
4.6.6 IMPLEMENTATION AND RESOURCE MOBILIZATION ......................................................................................................... 62
4.6.7 CONTINGENCY PLAN ................................................................................................................................................................... 64
5 CONSERVATION AND IMPROVEMENT OF ENVIRONMENT ............................................................................................................... 65
5.1 CONSERVATION AND IMPROVEMENT OF LAND PROFILE ......................................................................................................... 65
5.2 CONSERVATION AND IMPROVEMENT OF RIVERS STREAMS, WATER‐SHEDS. .................................................................. 66
5.3 CONSERVATION AND IMPROVEMENT OF GREEN COVER AND LANDSCAPE ..................................................................... 67
5.4 CONSERVATION OF HERITAGE AREAS/ZONES ........................................................................................................................... 69
5.41 Built heritage under enormous threat due to: ...................................................................................................................... 69
5.4.2 REDIFINING/MAPPING HERITAGE ........................................................................................................................................... 69
5.4.3 MAKING HERITAGE AS PART OF PLANNING PROCESS................................................................................................... 69
5.4.4 INVOLVING COMMUNITIES ........................................................................................................................................................ 69
5.4.5 INVOLVING ACADEMIC/PROFESSIONAL INSTITUTIONS .................................................................................................. 70
5.4.6 LEGAL FRAMEWORK AND DEVELOPMENT REGUALTIONS ............................................................................................ 70
5.4.7 CONSTITUTING OF HERITAGE COMMISSIONS/COMMITESS: ........................................................................................... 70
5.4.8 CREATING HERITAGE FUND: ..................................................................................................................................................... 70
5.5 INTEGRATION OF PROPOSALS REGARDING AIR WATER AND NOISE POLLUTION CONTROL ........................................ 71
5.5.1 AIR POLLUTION ............................................................................................................................................................................... 71
5.5.2 NOISE POLLUTION ........................................................................................................................................................................ 72
5.6 SECURITY MAPPING: FOCUSING ON PROVISION OF APPROPRIATE STREET FURNITURE INCLUDING LIGHTING,
SPACING OF POLICE BOOTHS. CONSIDERATION IS RECOMMENDED FOR PROVIDING SECURITY FOR WOMEN ........... 73
6 COMPLIANCE OF GOVERNMENT POLICIES .......................................................................................................................................... 74
6.1 DISASTER MANAGEMENT POLICY .................................................................................................................................................... 74
6.1.1 FLOOD ................................................................................................................................................................................................ 74
6.1.2 MEASURES TO PREVENT (URBAN) FLOODING .................................................................................................................... 74
7 DEVELOPMENT REGULATIONS ................................................................................................................................................................. 76
8 RESOURCE MOBILIZATION AND IMPLEMENTATION ......................................................................................................................... 77
BIBLIOGRAPHY .................................................................................................................................................................................................. 78
................................................................................................................................................................................................................................ 79
ANNEXURES ....................................................................................................................................................................................................... 79

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Figure 1 Growth of the city and expansion directions for the years 1951 -1972 ......................................... 1
Figure 2 Growth of the city and expansion directions for the years 1972 -1981 ....................................... 2
Figure 3 Growth of the city and expansion directions for the years 1981 -1991 ........................................ 2
Figure 4 Bhopal district map ...................................................................................................................................4
Figure 5 Bhopal district map ...................................................................................................................................4
Figure 6 Composition of heritage zone ................................................................................................................. 5
Figure 7 Location map of site - Heritage zone ................................................................................................... 5
Figure 8 Composition of heritage zone ................................................................................................................ 6
Figure 9 Composition of heritage zone into various wards ........................................................................... 6
Figure 10 Landuse distribution of the zone ......................................................................................................... 7
Figure 11 Ward wise population with gender division....................................................................................... 8
Figure 12 Employment Percentage in the zone ................................................................................................ 10
Figure 13 Gender distribution of literacy in the zone ..................................................................................... 10
Figure 14 Built up distribution on the basis of condition ............................................................................... 10
Figure 15 Residential houses distribution on the basis of condition .......................................................... 11
Figure 16 classification of houses according to census houses .................................................................. 11
Figure 17 locational distribution on the basis of distance from water source ....................................... 12
Figure 18 waste water disposal distribution ..................................................................................................... 12
Figure 19 Households having sanitation facilities ........................................................................................... 13
Figure 20 road network and build up in the zone ............................................................................................ 15
Figure 21 Taj-ul-Masajid, Bhopal .......................................................................................................................... 19
Figure 22 Kamalapati Palace ................................................................................................................................ 20
Figure 23 Moti Masjid .............................................................................................................................................. 20
Figure 24 Shaukat Mahal, Bhopal......................................................................................................................... 21
Figure 25 Taj Mahal Palace .................................................................................................................................... 21
Figure 26 Golghar Museum ....................................................................................................................................22
Figure 27 Catchments of upper and lower lake .............................................................................................. 25
Figure 28 Factors favouring the pedestrianisation of heritage zonesFigure 29 Catchments of upper
and lower lake ........................................................................................................................................................... 25
Figure 30 Factors favouring the pedestrianisation of heritage zones..................................................... 28
Figure 31 Factors favouring the pedestrianisation of heritage zones ..................................................... 28
Figure 32 Benefits of pedistrianisation ...............................................................................................................29
Figure 33 Benefits of pedestrianisation according to various domains of development .................. 30
Figure 34 Site location for pedestrianisation proposal: PEER GATE ....................................................... 35
Figure 35 Isovist perspective of the site ............................................................................................................37
Figure 36 Proposed Layout of metro station ....................................................................................................37
Figure 37 Section of Metro station ...................................................................................................................... 38
Figure 38 3D layout of proposed metro station .............................................................................................. 38
Figure 39 Accessability analysis of metro network ...................................................................................... 39
Figure 40 Location of gates in the zone ............................................................................................................ 42
Figure 41 BRTS Route through 4 historical gates........................................................................................... 43
LIST OF FIGURES

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Figure 42 Existing condition of narrowing ROW due to presence of gate .............................................. 44
Figure 43 Proposed rotary for efficient flow of traffic ................................................................................ 44
Figure 44 Charminar rotary system, Hyderabad ............................................................................................ 45
Figure 45 Barrier free parking spaces .............................................................................................................. 48
Figure 46 Battery operated wagons and coaches .......................................................................................... 48
Figure 47 Accessible ticket counter ................................................................................................................... 49
Figure 48 Ticket Counter ........................................................................................................................................ 49
Figure 49 Barrier free Landscaping applications ........................................................................................... 51
Figure 50 Pathway with space for wheelchair ................................................................................................ 52
Figure 51 Clear headroom below tree Figure 52 Flexible resting point ....................... 52
Figure 53 Accessible toilet with tactile guide .................................................................................................. 53
Figure 54 Unisex accessible toilet cubicles ..................................................................................................... 53
Figure 55 Drinking water fountain ...................................................................................................................... 54
Figure 56 Model for outdoor area ....................................................................................................................... 54
Figure 57 Detail of counter Figure 58 Modification to existing counter .................................. 55
Figure 59 Scenario of core city in Indian context ........................................................................................... 58
Figure 60 Roads where on street parking takes place ................................................................................ 59
Figure 61 Location of free and paid parking and survey site ...................................................................... 59
Figure 62 Proposed parking space ...................................................................................................................... 61
Figure 63 Watershed pattern of the zone ......................................................................................................... 65
Figure 64 Watershed pattern of the zone ..........................................................................................................66
Figure 65 Tree cover in the zone ......................................................................................................................... 68
Figure 66 Air Quality Indicators ............................................................................................................................ 71
Figure 67 Noise Level Comparison ...................................................................................................................... 72
Figure 68 Noise Regulation for different land use .......................................................................................... 72
Figure 69 Ward Map .................................................................................................................................................. 79
Figure 70 All Zones Map ......................................................................................................................................... 80
Figure 71 Road Network and Built-up Map ........................................................................................................ 81
Figure 72 Social Infrastructure of the zone ..................................................................................................... 82
Figure 73 Land-Use Map ........................................................................................................................................ 83

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Table 1 Landuse distribution of the zone .............................................................................................................. 8
Table 2 Population distribution in the ward ........................................................................................................ 9
Table 3 Literacy and Employment characteristics of the zone ..................................................................... 9
Table 4 Percentage of residential houses on the basis
of condition ................................................................................................................................................................... 11
Table 5 Percentage of various household sizes in the zone ........................................................................ 11
Table 6 Distribution of water sources in the zone .......................................................................................... 12
Table 7 EXISTING CARRIAGE WAY AND ROW (Source; Integrated Urban Development in Madhya
Pradesh, Bhopal ADB) ............................................................................................................................................. 14
Table 8 List of Obsolete Structures (land of these smutches to be reused) (Source: BMC, MP) ..... 16
Table 9 Surface Water Bodies in the zone ......................................................................................................... 17
Table 10 Hierarchy of planning units on the basis of population ............................................................... 24
Table 11 Measure of various factors of contamination in upper and lower lake ....................................26
Table 12 Traffic analysis for the site( Traffic pre-feasibility study for Bhopal Metro, DMRC) ........... 36
Table 13 Road width for various historical gates in the zone ..................................................................... 43
Table 14 Survey data for on-street parking on weekday ............................................................................. 60
Table 16 Survey data for off-street parking ..................................................................................................... 60
Table 17 Implementation of the project Through different Stages ............................................................ 63
Table 18 Development regulations regarding ground coverage ................................................................. 76

LIST OF TABLES

Growth and expansion are evident phenomenon in cities, which apparently neglects the
important concern for environment and nature in cities. The cases of floods in Mumbai, Houston
and Texas brings out perils of insensitive urban development which do not consider urban ecologies
as primary base layer for planning and design. Bangalore, another city in India with rich natural
heritage is facing problems due to poor management of its resources.
1.1 BHOPAL: THE CITY OF LAKES
The origins of Bhopal city are a little obscure. It is said that Raja Bhoj, the famous Parmar king of
Dhar, founded Bhopal City in the 11th century at its present site. Another view is that the original city
of Bhojpal (eventually corrupted to Bhopal) was first founded on the banks of Kolar River and then
subsequently shifted to its present location. He created the Upper Lake by constructing an earthen
dam across the Kolans River. The traces of the original town, however, do not remain.
1.2 EARLY BHOPAL
The city was established again and fortified in the 18th century by Dost Mohammed Khan, a
chieftain of Aurangazeb, when he was invited by Rani Kamalawati as a protector of her territory.
The Lower Lake was created by Nawab Chhote Khan in 1794. Several dynasties have left their mark
on the city. The antediluvian remains of the forts built by the Rajputs, Afghans and the Moguls silently
speak of the battles, victories and failures of the past era. These icons are testimony to the grandeur
of past and provide a marvellous treat to the eyes. Many kings have ruled here and enriched the
character of the city.
1.3 POST INDEPENDENCE
In 1956 Bhopal was declared the capital of newly reorganised State of Madhya Pradesh. In the
same decade, the Industrial Township of Bharat Heavy Electricals Limited (BHEL) was also
established 3 km east of the then city boundary. As a result of these two interventions, Bhopal has
witnessed a substantial population growth. Capital Project Township T. T. Nagar was built south of
the lakes to support the capital. The military cantonment moved to Bairagarh area to the west of
the old city. In the decade 1971-1981, the city boundary was increased to bring BHEL Township and
Bairagarh within the Bhopal Municipal Corporation limits. The wards increased from 39 to 56 and
then to 66. In recent decades, the city of Bhopal has witnessed intense urbanization. The population
of Bhopal grew from 6 lacs in 1970s to 18 lacs as per Census 2011. The city has seen an intense
growth in recent year due to rapid change in economic investments in urban sectors, inter-city
motilities and regional connectivity.

Figure 1 Growth of the city and expansion directions for the years 1951 -1972

1
INTRODUCTION

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Figure 2 Growth of the city and expansion directions for the years 1972 -1981

Figure 3 Growth of the city and expansion directions for the years 1981 -1991
1.4 ENVIRONMENTAL STATUS
King Bhoj created the Upper Lake (Bada Talab) in the early-11th century by construction of an
earthen damacross the Kolans River, a rain-fed tributary of the Betwa River. In the early 11th Century,
Raja Bhoj, created cyclopean masonry dams and was able to retain water and achieve the
creation of a vast lake stretching from – Bhojpur, Sehore and Mendua village. Upper Lake, in present
day Bhopal had an overarching impact on the surrounding regions. The ecology flourished because
of the creation of the Upper Lake. This region of the Malwa plateau was home to a large tribal
population consisting of the Gond and Bheel tribes. They were mainly peasants and hunters directly
dependent on the bounties of nature. The ecological richness achieved because of the Upper Lake
created the perfect environment for the settlement of the tribal population.
Cut to the present, the city still provides a fascinating blend of scenic beauty with its lakes, parks,
temples, mosques, gardens, museums, statues and buildings. Essentially Bhopal is a city of inhabited
pockets with open areas and natural barriers in between. However, it is continuously losing its grace
and beauty under the growing pressure of up-gradation and densification of activities. Bhopal City
is being projected as a “Global Environment City” due to its rich natural legacy. There is need for
major investments in environmental up gradation of the city by way of preservation of lakes
Development of Green Areas and Heritage Sites.
Bhopal lost its vegetative cover of 92% in 1977 to 21% in 2014, furthermore to 11% in 2018 and a
projected 4% by 2030 if the present practices persist. There are also problems with the water quality
and encroachment of various lakes in Bhopal. Several of them are in various stages of
eutrophication. Among the 31 registered lakes in and around Bhopal only 21 exist as of 2016 while
11 have been permanently lost. Groundwater depletion and degradation, contamination of soil
due to the gas tragedy, improper disposal depreciating air quality, traffic congestion and
respiratory problems near landfill sites are some of the environmental disasters that the city is facing
in absence of a functioning master plan after that of 2005.

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1.5 TOPOGRAPHY
Hillocks of different altitudes are situated along the southwest and northwest parts of the urban
area, forming a continuous belt from the Singacholi up to the Vindhyachal range, to an elevation
of 625 meters. The general ground level is between 460 and 500 meters along the city. T.T. Nagar
and its extension being developed on the southern side are separated by the old city by Upper
Lake and Lower Lake. BHEL Township is separated from the new town as well as the old city by the
railway.
Bhopal city nestles in a hilly terrain, which slopes towards north and southeast. The remarkable
topography of the city provides enchanting and panoramic views of the city and of natural scenic
beauty. There are immense possibilities for landscaping and water front Development for
recreation.
Bhopal presents a picturesque setting extensive control of the skyline formation. Plateaus requiring
visual, aesthetic and conservation consideration are listedbelow:
 Shamla Hill Ridge.
 Arera Hill Ridge.
 Char Imli Hill Ridge.
 Idgah Hill Ridge.
 Singar Choli Hill Ridge.
 Baghsewania, Laharpur, Amarawad Khurd Ridge.
 Singhpur Sewania Gond Hill Ridge.
 Sewania Gond Hill Ridge.
 Prempura-Dharampuri Hill Ridge.
 Chhawani Hill Ridge.
 Hill configuration around the Kaliasote and the Kerwa.
All slopes of more than 8 degrees and above needs to be prohibited for any construction or
development on such slopes. They need to be extensively planted to stop soil erosion.
1.6 LIFE IN THE CITY
The city has expanded into outer fringe areas without infrastructure services and urban planning
guidelines. Gated communities, townships and uncoordinated urban growth had sprinted in the
peri-urban areas of Bhopal. Land speculators are buying agricultural lands near the city and that
has led to increasing prices as well as loss of agricultural land and associated livelihoods.
Reduced vegetation has depleted groundwater level in the fringes. Urbanization not only
magnified peak discharges but also created new peak discharges. Therefore, the floods of any
magnitude now occur more frequently
Economic activities lead to high population density, and it is the most commonly used criterion to
delimit urban areas. Censuses only provide density of the whole revenue area, which somehow
hides the real building congestion or density within built-up areas. The population growth rate is
taken to reflect the actual proximity or closeness of living. The percentage of the floating population
towards the village and outside the village and for different purposes will characterize the
interaction and inter-relation between rural and urban areas.

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1.7 CITY ADMINISTRATION
The Bhopal Metropolitan
Region comprises of the
districts of Bhopal, Rajgarh,
Sehore, Raisen and Vidisha. A
network of market towns
named Berasia, Vidisha,
Raisen, Obedullaganj, and
Sehore surrounds Bhopal city.
The city acts as a nodal
center of trade and
commerce of regional
importance. Furthermore, the
city being relatively well-
provided with various services
and facilities, acts as a major
service center for the region.
In addition to these market
towns, other nearby small
and medium sized towns
such as Hoshangabad,
Budhni, Itarsi, Ganj Basoda,
Narsinghgarh, Bari, and
Ichchawar are also largely
dependent on Bhopal.
Bhopal District has an area of
2,772 km². The urban
population of the district is
80.4 per cent, Huzur tehsil has
a 89.5 percent urban
population while Berasia
Tehsil has an 11.4 per cent
urban population only. In
1961, Bairagarh and BHEL
(Bharat Heavy Electricals
Limited) area were included
in the Bhopal Urban Agglomeration. The density of district is 665 persons/ sq. km, which is quite high
as compared to the state average of 196 persons/ sq. km. The population growth rate of the district
from 1991-2001 was 36.4 per cent (33.3 per cent in rural areas and 37.2 per cent in urban areas).
Administratively, the district has two tehsils Berasia and Huzur – and two C.D. Blocks –- Berasia and
Phanda – which have the same boundaries. The district is comprised of two towns (Bhopal and
Berasia) and 538 villages. Regionally, Bhopal city is in the Southern part of the district. Bhopal is
connected with Berasia by SH-23; NH-86 connects Bhopal and Sehore leading to Indore and NH-12
connects Bhopal with Hoshangabad, on which one big industrial town (Mandideep) lies.
The district is in the shape of an elongated strip with its major axis lying in the North-South direction.
The average width of the strip is 30 km. In addition, the length is 94kms. Bhopal Planning Area
proposed for 2021 consists of Bhopal Municipal Area, has engulfed 124 new small rural settlements,
and has an area of 806 sq. km. The new planning area boundary has been delineated as per
Section 23 of Town and Country Planning Act, 1973. The total population of the planning area
comes to 120,000 people.

Figure 4 Bhopal district map

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Figure 7 Location map of site - Heritage zone

2
SITE BACKGROUND AND
ANALYSIS

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Heritage zone is the composition of 2, 3, 4 and 5 zones of Bhopal city where the entire zones are
not considered under Heritage zone comprising of 7 wards as mentioned in the following figures.

Figure 9 Composition of heritage zone into various wards
Figure 8 Composition of heritage zone

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2.1 EXISTING CORE AREA
The existing core of the city and its surrounding is the hub of all activities and is the most congested
area. It has maximum population pressure, maximum intensity of building and movement of traffic
and services. The old CBD has gradually expanded its activities.
 The central area has the uniform skyline and forms an introvert residential neighbourhood.
 It mainly comprises of mixed land use i.e. commercial over residential.
 The central market is a vibrant area with the road around C.B.D. areas carrying palette of
people.
 The central Market is the multi-functional regional market catering to the wider area than just
the city.
 The area is the most inefficient and congested part of city in terms of density intensity of
buildings and movement of traffic because of rapid socio-economic and physical change.
 The change has been taken place without conformation of building byelaws and norms in
master plan
2.2 LAND USE DISTRIBUTION

Figure 10 Landuse distribution of the zone
The land use distribution of the zone consists of residential, recreational, commercial areas and
public spaces. The predominant character of of the zone implicates majority of its region
surrendered for residential purpose along with a great portion dedicated for commercial activities
which includes the chauk Bazaar and the jumerati market. A small portion also constitutes of public
spaces for exhibitional and recreational purposes being Heritage monuments. The residential area
of of the core city area has a predominantly dense character with no scope of Greenfield
development. The commercial region being the heart of the city experiences a greater footfall and
great land pressure with its threshold exceeded by a large number.

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Table 1 Landuse distribution of the zone
LANDUSE Area (Ha.) Landuse %
Residential 124.46 46.93827
Commercial 79.85 30.11539
recreational 10.5 3.99
psp 17.4 6.58
water body 10.8 4.07
road 20.3 7.65
other 1.68 0.65
Total area 264.99 100

2.3 DEMOGRAPHIC HIGHLIGHTS OF THE ZONE
The total number of households is 31,857 with total population of 1,53,752 comprising of 78,689 males
and 75,063 females. Zones 2 and 5 have the maximum population proportion of the heritage zone.
Zones 8 and 9 have the highest number of households with the maximum population over 28000.
Whereas, ward 21 has 4644 households and the population of 24515 indicates a higher density.
According to the census 2011, sex ratio of the zone is 954, which is actually a progressive female
ratio when compared to the Bhopal city sex ratio of 921.
Every ward in the zone is having comparatively a bit lesser number of females than males. The data
clearly proves that the sex ratio in the heritage zone is completely male dominant so as the nation’s
trend.

14399
14267
8450
10870
12631
9174
8898
13993
13753
7967
10450
11884
8820
8196
0 5000 10000 15000 20000 25000 30000
W.NO-8
W.NO-9
W.NO-19
W.NO-20
W.NO-21
W.NO-22
W.NO-23
Male populationFemale population
Figure 11 Ward wise population with gender division

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Table 2 Population distribution in the ward

2.3.1 LITERACY AND EMPLOYMENT DATA
The zone literacy rate is around 73%. As, the city metropolitan area has 85% of literacy, the zone is
lagging behind in the education sector.
The working population is very surprisingly 1/3rd of the entire population. Almost one lac population
in the zone is non-working.

Table 3 Literacy and Employment characteristics of the zone

WARDS Total households Total population Male
population
Female
population
WARD NO.-8 6098 28392 14399 13993
WARD NO.-9 5622 28020 14267 13753
WARD NO.-19 3276 16417 8450 7967
WARD NO.-20 4498 21320 10870 10450
WARD NO.-21 4644 24515 12631 11884
WARD NO.-22 4044 17994 9174 8820
WARD NO.-23 3675 17094 8898 8196
TOTAL 31857 153752 78689 75063
Wards\Data Total
Literates
Total
Illiterates
Total Working
Population
Total Non-Working
Population
w.no-8 20465 7927 10635 17757
w.no-9 18473 9547 10720 17300
w.no-19 13515 2902 5650 10767
w.no-20 16994 4326 6654 14666
w.no-21 16425 8090 7571 16944
w.no-22 13199 4795 6171 11823
w.no-23 12198 4896 6033 11061
TOTAL 111269 42483 53434 100318

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Gender wise literacy rate is 53% in males and 47% in female. As mentioned above, out of the total
population only 35% of population are working and the rest 65% are non-working.
The decline in the literacy rate of heritage zone is because the wards 8, 9, 21, 22 & 23 have the
maximum number of illiterates with almost one third of their population.
The heritage zone employment percentage is just 35% due to a larger number of marginal workers
than main workers during the period of data enumeration. At an average 2 persons are working
from every household. Almost 2/3rd or more of every ward population are under non-working. Out
of total 35% of workers, 77% are males and 23% are female workers.
2.3.2 TYPOLOGY OF THE BUILDINGS
The criteria to categorize
existing condition of the all the
buildings in the zone are given
under three heads:
Dilapidated, Livable and
Good condition. Out of which
64% of buildings are in good
condition, 33% of the buildings
are just in livable conditions
and 3% are dilapidated.
The wards 8, 9, 22 and 23 are
having lesser no. of good
condition households around
or less than 50%. That’s why
there is the gradual increase in
% of livable and dilapidated
households with the decrease
of good households in the
context of total households.

35%
65%
Employment percentage
Total Working
Population
Non Working
Population
53%
47%
Literacy rate composition
Male literates
Female literates
010203040506070
Good
Livable
Dilapidated
63.94
33.3
2.75
% Of households with built-up condition
Figure 13 Gender distribution of literacy in the zone Figure 12 Employment Percentage in the zone
Figure 14 Built up distribution on the basis of condition

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Table 4 Percentage of residential houses on the basis of condition
Total Good Livable Dilapidated
98.25 62.89 32.65 2.74
This data corresponds to the residential built-up
in the zone which is almost 98.25% and out of
the existing residential blocks 63% are in good
32.65% are livable and 2.74% are dilapidated in
condition.
8,9,22 and 23 wards have lesser number of
good households. Wards 19 & 20 are having
more number of households in good condition.
Simultaneously, resulting in less number of
dilapidated and just livable households.

2.3.3 CLASSIFICATION OF HOUSEHOLDS ACCORDING TO CENSUS HOUSES

84.15% of census
enumerated houses are
permanent structures
and 12.6% consists of
semi-permanent
structures. The
temporary structures
comprise of unclassified
houses, non-serviceable
houses and serviceable
houses of temporary
nature which accounts
to 2.5%. Thus majority of
residential units are of
permanent nature.

2.3.4 HOUSEHOLD SIZES OF THE ZONE’S BUILDINGS
Table 5 Percentage of various household sizes in the zone
Average household size of India according to the 2011 census is 4.45. The heritage zone is having
above 50% of the population in the household sizes greater than or equal to 5. That concludes that
major population is living in the congested living conditions. As the household size increases the
level of congestion also increases. By this understanding, heritage zone has the maximum
congestion in wards 19 and 21. Holistically, the data shows that more than 50% of households are
having more than or equal to 5 people.

HOUSEHOLD SIZE
1 2 3 4 5 6-8 9+
3.3 8.08 13.97 23.04 20.57 25.4 5.64
Figure 15 Residential houses distribution on the basis of condition
020406080100
Total
Good
Livable
Dilapidated
Residential households and their
condition
Permanent
Semi permanent
Total temporary
Serviceable
Non-serviceable
Unclassifiable
84.15
12.6
2.5
2.1
0.4
0.75
Households by Type of Structure of Census Houses
Figure 16 classification of houses according to census houses

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2.4 INFRASTRUCTURE
2.4.1 WATER SOURCES AVAILABILITY AND PROXIMITY TO SOURCES
Table 6 Distribution of water sources in the zone
MAIN SOURCE OF DRINKING WATER
Tap water
from
treated
source
Tap water
from
un-
treated
source
Covered
well
Un-
covered
well
Hand
pump
Tube well/
Bore hole
Spring River/
Canal
Tank/
Pond/
Lake
Other
sources
84.67 7.6 0.2 0.1 0.34 4.94 0.16 0.07 1.35 0.54

The data is expressed in terms of total % of
households using the various sources of water.
Most of the households have connection to tap
water by Municipal Corporation of Bhopal. Rest of
the households are dependent on the different
sources such as wells, hand pumps, river, pond
etc. and other sources.
Location of the drinking water source with respect
to distance from the households to sources is
depicted in the figure. 59% of the households are
having water sources within the premises of
households, 32.5% households near premises and
8.5% households need to go away from the surroundings of their households to satisfy their water
needs.
The main source of drinking water is treated tap water. Untreated tap water is utilised by less than
or around 10% households in every ward. But some wards depend on different sources like in ward
no.8, 7% households depend on tank/lake. 13, 7, 13% of households in 9, 19 and 21 wards depend
on tube/bore wells.
The major problem of away sources is mostly prevailing in wards 8, 9. Ward 20 has the sources with
maximum no. of households in premises. Where, the remaining wards are having the percentages
of households close to average values in the graph.
2.4.2 SEWERAGE AND SANITATION FACILITIES
Infrastructure and healthy
environment is the need of the
zone. The sewerage connections
are connected properly with the
closed drains only to the 58.8% of
the households, 38.5% of
households are connected to open
drains and 2.7% households don’t
have drainage connectivity. Only
76% of households in the wards 19
and 20 are connected to the
closed drainage system and in rest
of the wards only 50 % of the
households have closed drainage system.
Within premisesNear premisesAway
59%
32.50%
8.50%
Location of drinking water source
Closed drainage
Open drainage
No drainage
58.8
38.5
2.7
Household waste water connected to
Figure 17 locational distribution on the basis of distance from
water source
Figure 18 waste water disposal distribution

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Out of 11% of households not having
sanitation facilities, the wards 22 and
23 are having lesser latrines and
ward no.8 has least sanitary facilities
with only 62% of households having
sanitation facilities.
The immediate need to provide a
complete sewerage system to city
and zone is because most of the
lakes such as Upper Lake, lower lake,
Shahpura Lake, Motia Tank, Siddiqui
Hussain & Munsi Hussian, Kaliyasut
Reservoir, Halali dam catchments
(patra nala), Char Imli Pond,
Landiya Talab etc. situated in the
heart of city and almost entire catchments of these lakes is occupied by the human settlements
and receiving untreated/raw sewage through no. of sewage fed drains. The anthropogenic
pressure and inflow of raw sewage in these lakes have made the lake water quality to highly
deteriorated condition.
The Old Bhopal area has a sewer network of 23.5 km length laid under the “Prevention of Pollution
Of Upper Lake” scheme with diameters varying from 150mm to 1200mm. This system is almost 30
years old and currently not functioning properly.
The most important of these lakes, the Upper and Lower lakes are together called as the Bhoj
Wetland. The Upper Lake was constructed in the 11th century and has a catchments area of 361
sq km and waterspread area of 31 sq km. the Lower Lake was created downstream of the Upper
Lake in the late 18th century. It has a small catchments area of 9.60 sq km and a water-spread of
1.29 sq km.
2.4.3 STORM WATER DRAINAGE
The natural drainage of storm water is reasonably good in Bhopal. In the heritage zone, the
drainage is provided mainly by Patra nallah which receives flow from number of small channels
running across the city, like Gaji Khan ka nallah, Ashoka Garden nallah, Jinsi nallah, Maholi ka nallah,
mahamai Bagh ka nallah, kale Bhairon ka nallah etc. Patra nallah after collecting the stormwater
from these channels discharges it to the Islamnagar river 18 km from Bhopal, which finally flows in to
the Halali river. Large portion of the city in the central region discharges storm runoff to Upper Lake
and Lower lake. The entire network of Patra nallah is about 50 kms.
2.5 TRANSPORTATION
The road network in the old city area, with very limited scope of road widening, mainly suffers from
very high volume of traffic, heterogeneous traffic mix, and high degree of pedestrian movement
and on – street parking. The average traffic volume around bus stand is 80,000 PCU to 85,000 PCU
along Hamidia road and Aishbagh Road. The presence of Bhopal railway station and bus stand in
the area adds more problems.
There is an absence of functional hierarchy of road network as a result of which there is a
inter-mixing of local traffic with long distance traffic from Sagar road, Obedullaganj road etc. apart
from overloading of some of the major roads like Hamedia Road joining bus stand to railway station,
Lalghati to royal market to Kamla park Road, chhola road etc.

89%
11%
Households having sanitation facilities
Number of Households
having latrine facility
within premises
Number of Households
not having latrine
facility within premises
Figure 19 Households having sanitation facilities

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2.5.1 INTERSECTIONS
Bus stand Chauraha
 Unorganised entry and exit to Bus terminal (private).
 No facilities for pedestrians and IPT (Auto Rickshaw).
 High intensity of traffic
Royal market Intersection
 High intensity of traffic (over 1500 PCUin peak hour)
 Considerable heavy vehicle movement, no matching geometrics
 Available ROW restricted due to encroachments
 Inappropriate signal phasing
 No pedestrian facilities.
Bhopal Talkies Intersection.
 High traffic intensity
 Heavy vehicle turning movements
 No Channelisation, inappropriately designed traffic islands
 Unsafe turning of vehicles at the intersection
 No pedestrian facilities for safe crossing at intersection

Table 7 EXISTING CARRIAGE WAY AND ROW (Source; Integrated Urban Development in Madhya Pradesh, Bhopal ADB)

SR.NO. Name of Corridor / Road Existing Carriage
way
Existing ROW
1 Kamla Park - Polytechnic 4L/F/NCW 20
2 Alpana Tiraha - Hamidia Rd
Junctions
Fly - Over
4L/F/NCW
21 Nos
1 Nos
30

3 Nadra Bus Stand 0.60 Kms

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Figure 20 road network and build up in the zone

2.5.2 PARKING
Some of the significant problems associated with parking are:
 Parking demand is high in central area primarily due to concentrated commercial activities
 There is an absence of adequate off-street parking facilities as a result of which parkers are
forced to park their vehicles on the streets
 On-street parking phenomena reduce the effective road width available for movement of
traffic. The parking intensity at Bus stand area is alarming.
The problem of Parking of vehicles on the crowded Roads, streets, shopping areas of the Old Bhopal
has become more acute. It is an established fact that the private motor vehicles in urban areas are
found moving on the network for only twenty percent of the time and for the remaining eighty
percent time they are parked either at residences or at work places or in commercial areas. The
parking in the old Bhopal commercial areas has become critical because of heavy concentration
of activities, narrow road widths, and encroachments on roads, non-motorized traffic and limited
space available for parking.
Inspite of the decentralization of the commercials centers to the outskirts of the city, the old city
portion is still the commercial heart and hub of the city thereby facing acute parking problems.
Identification of Parking lots where parking structures can be constructed has been a priority for the
BMC but, such spaces are hard to found. The only solution left is to provide construct Parking lots/
Parking buildings in place of old worn out structures which have been abandoned or have lost their
usefulness.
Constructing the parking buildings in place of such structures will serve the dual purpose of
revitalizing such structures and at the same time overcoming the problem of parking and traffic
congestion

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Table 8 List of Obsolete Structures (land of these smutches to be reused) (Source: BMC, MP)
NAME OF BUILDING LOCATION OF BUILDING APPROX AREA
(SQM)
Janki pharmacy block Opposite Anpoorna building of BMC 190
Stationary block Opposite Anpoorna 260
Block no. 72/1 Opposite Iqbal maidan 305
Nagrik Aapoorti Bank Opposite Iqbal maidan 445
Hakim Sultan Building Kotwali road 275
Section office PWD Next to anpoorna building 250
Humayun manzil
Surrounding building
Next to Nagrik Bank 1950
Central store Opposite Sadar manzil 1600
Govt. press. Thrahimpura 2632
Parking Complex Old sabji mandi moti masjed road 627
2.5.3 BUS STANDS
The main intercity bus terminal is the Nadra Bus Terminal which is located on Cholla road. Most of
the routes leading to this terminal witness high-density land use, which is primarily commercial and
public/semi-public by type, inviting high volume of local traffic as well. The use of these roads by
regional buses further congests the roads leading to traffic related problems on these stretches,
which have little scope of widening. The Nadra Bus Terminal has a total area of 3,758 m
2
Out of the
total area, 956 m
2
i.e. 25% of its area is used for circulation of buses and 1807 sq. m. (48%) of area is
used for the parking of buses. The remaining area of 460 m
2
(8%) is under waiting halls, shelters and
other facilities.
2.6 ENVIRONMENT
2.6.1 AIR POLLUTION
A study on traffic density and the diurnal variation in ambient air quality of Bhopal revealed that
traffic density was the highest near Bharat Talkies so as the pollution level. The four hourly average
SPM levels during 9-12 hours, 13-17 hours and 17-21 hours were 2200, 2045 and 2086 ug/cum,
respectively.
The constant increase of traffic load in the city calls for taking appropriate measures for constant
monitoring of emission from vehicles and penal action against polluting vehicles to reducer
automobile pollution in the city which otherwise may rise.
2.6.2 WATER POLLUTION
Environmental Problems associated with the different water resources:
 Ground Water Contamination
 Chemical pollution
 Microbial Contamination
 Affecting Human Health due to Waterborne Diseases
The historical pond of Siddiqui Hussain has become abandoned due to siltation and excessive
growth of terrestrial and aquatic plants. A part of this pond has been illegally refilled for construction
of residential houses.

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Table 9 Surface Water Bodies in the zone
NAME OF WATER
BODY
SPREAD AREA
(IN HA)
PRESENT USE ECOLOGICAL STATUS
Upper lake 3100 Water supply
And recreation
Mesotrophic and part
of the lake is Eutrophic
Lower lake 129 Raw water Supply recreation Advance stage of
Eutrophic
Motia Tank 1.89 Recreation Advance stage of
Eutrophic
Siddiqui Hussain Tank 1.0 Recreation Bog lake
Munshi Hussain Khan
Tank
1.2 Recreation Eutrophic
Lendiya Pond 1.5 Recreation Advance stage of
Eutrophic
Char Imli Pond 1.2 Recreation Eutrophic

2.6.3 HERITAGE STRUCTURES
Urban image of the city is a collective visual appearance contributed by natural and man
made elements, like Jumerati Gate, Kamala Park, Raj Bhawan, Chowk area, Jama Masjid, Moti
Masjid, and Gauhar Mahal etc.
Evaluation of Cultural Heritage
The zone owns 11th century architectural remains by Bhoja Devathe Parmara king of Malwa and
fortresses and forts built by the tribal Gond chieftains, yet 18th century architecture by the Afghan
Dost Mohammad Khan can be seen. Natural features include hills, lakes, springs and forests formed
the bases of its development into a city of gardens with flowing, cascading, and bubbling and
falling waters. Secure in its thick, stone, circumnavigator, defence wall the State was ruled by
Begums for four consecutive generations establishing
unique architectural, social, economic and cultural heritage of Islamic style.
Identification and Confirmation of Features, Areas, Zones, Precincts and Buildings of Heritage
Importance
An inventory of the heritage buildings of cultural, historical, socio-economical and architectural
values was taken up by INTACH (Indian National Trust for Art and Cultural Heritage) in 1984 (updated
in 2004) resulting in a document of more than 281 buildings divided in four grades based on the
respective values of each building
Based on the important features, areas, zones, precincts and buildings of heritage and historical
importance can be divided into the six distinct geographical regions:
1. The Gond fort encompasses the Gond Queen Kamalapati's palace (protected by the
Archaeological Survey of India), Kamla park, Hammam, Sheetal Das Bagiya, Faiz Bahadur's
Dargah etc. within its defense walls. A large gate announced entry into the old fort. The fort
that stretched northeast southwest. The two bastions mark the southern end of the fort near
Hammam and the northern end near Retghat.

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2. Fatehgarh Fort or citadel, was added by the 18th century CE Afghan ruler Dost Mohammad
Khan on the west bank of Bara Talab in 1722 and named it after his beloved wife Fateh Bibi.
Fatehgarh Fort's first stone was laid by Qazi Mohammad Moazzam of Raisen, who was a
revered scholar. The unconquered fort was the scene of a siege in 1812-13 laid by the
Maratha armies of Nagpur and Gwalior and the Pindarics. Tombs (protected by the State
Archaeology) with 'Bangladar roofs' of indigenous technology of 18th century, unmatched
massive square bastions, early 19lh century fresco painted palaces, late 19
th
century
Alabaster mosque, Jama mosque by the Hindu wife of the 2
nd
Nawab in sandstone
trabeated technology, palaces and gates as some of the fine examples of French influence
on Indian architecture, gold painted palaces, char-baghs with flowing water and fountains
and scented plants and uniquely Indian open maidans all fall within this geographical area.

3. The Shehr-e-Khas was a square fortified city of gridiron pattern with Jama Mosque of early
19th century at its center. Recommended by Bhoja Deva as one of the ideal city plans in
India's ancient Shastras on town planning by him called Samrangcimmitmlhara. This 18th
century town was entered by seven gates named after seven days of the week. The
processional gates have all been demolished as also most of the heritage houses within.
What however remains is the morphology of the town,its street lines, open spaces, some
havelies individual houses, chowks, temples, mosques, wells, trees, health centers,
occupationally specific streets, the commercial hub, some tongas, food tradition, jewellery
market, and several non-tangible traditions.

4. Shahjahanabad by Shah Jahan Begum (1870-1901) was a well-planned, well laid out fortified
extension to the existing fortified town of Bhopal and has all the features of the feminine ruler
associated with it. Built around cascading waters of three descending tanks, the area is an
aesthetic delight with palaces, grounds, mosques, markets, gates, Bara Bagh with all its
cenotaphs etc. all built with materials of most delicate intricacy and designs. Now the
building stock is in adecadent and damaged state.

5. Jehangirabad, was extension by Nawab Jehangir Mohammad Khan (1837-1844) for the
unruly Afghan troupes and contained palaces, gardens, grounds, barracks, alabaster
cenotaphs, aqueduct, Minto Hall, Lal Kothi (present day Government house), several
gardens such as Ash Bagh, Bagh Umrao Dulha with a 5th century pillar, Farhat Bagh, water
bodies etc.

6. The last Begum Sultan Jehan (1901-1921) built her own palace complex in Ahmedabad area
named after her late husband. Designed by Austrian architect Heinz in Art Deco style the
area had esplanade, venues, botanical gardens, Kothies. Cottages, out houses, palaces,
yacht clubs etc. in a typical of the style that was so much in vogue at that time in Europe.
Circular grills, railings, terraced gardens with - circular ends, porches with circular roofs with
diamond windows of non-standard dimensions were all part of the vocabulary of the early
modern Art- Deco.

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 The grandiose gates of the old walled city include:
1. Sadar Darwaza
2. Kala Darwaza
3. Bab-E-Sikandari
4. Shaukat Mahal gate
5. Teen Mohere gate-1
6. Teen Mohre gate-2
7. Dakhil Darwaza
8. Bhopal gate
9. Lal Darwaza
10. Moti Mahal Gate
11. Bagh Farhat Afza gate
12. Bab-e-Ali gate
13. Sultania infantry gate
14. Jumerati gate
15. Peer gate
16. police gate
HERITAGE STRUCTURES IN THE SITE
TAJ-UL-MASAJID
 The construction work of this mosque started in the reign of the Mughal Emperor Bahadur
Shah Zafar by Nawab Shah Jahan Begum (1844–1860 and 1868–1901) of Bhopal (Wife of
Nawab Syed Siddiq Hasan Khan).
 The construction was
completed by 1985.
 The mosque has a pink facade
topped by two 18-storey high
octagonal minarets with marble
domes, with attractive pillars and
marble flooring resembling Mughal
architecture like the Jama Masjid in
Delhi and the huge Badshahi
Mosque of Lahore.
 It has a double-storied
gateway with four recessed
archways and nine cusped
multifold openings in the main
prayer hall.
 The massive pillars in the hall hold 27 ceilings through squinted arches of which 16 ceilings are
decorated with ornate petaled designs.
 Aalmi Tablighi Ijtima is an annual three-day congregation that draws people from all over
the world.

Figure 21 Taj-ul-Masajid, Bhopal

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KAMALAPATI PALACE
 Kamalapati Palace lies on the eastern side of the ancient embankment known as Bhojpal,
built by the Parmara King Bhoj (AD 1010-1055) from which the present name Bhopal is
derived.
 The existing structure is a part of the palace which was constructed by Rani Kamlapati and
the Western side of this palace are the remains of Fatehgarh Fort on the hill which was built
by Sardar Dost Mohammad of Bhopal (AD 1708-1726) who laid the foundation of modern
Bhopal.
 This double storied building is constructed of lakhauri bricks having a facade with cusped
arches supported on the fluted pillars, merlons having the shape of lotus petals and brackets
supporting the Chhajjas.

Figure 22 Kamalapati Palace
MOTI MASJID
 This famous landmark was built by Sikander Jehan Begum of Bhopal, daughter of Qudusiya
Begum, in the year 1860.
 It is popularly known as the Pearl Mosque; the mosque is located in the heart of the city.
 The architecture
of the Moti Masjid in
Bhopal has a striking
resemblance to the
architecture of the
Jama Masjid in Delhi.
 The Moti Masjid
features a white marble
facade with two small
cupolas on the top and
the two dark red towers
on either side of the
primary structure of the
mosque are equally
beautiful and
fascinating.

Figure 23 Moti Masjid

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SHAUKAT MAHAL
 The Shaukat Mahal was constructed in the 1830s as a wedding gift for Sikander Jahan
Begum, the first female ruler of Bhopal.
 The building has many western elements combining both gothic and islamic themes. This is
due to the design being attributed to the Bourbons of Bhopal, widely considered to be
descendants of renowned French kings.
 Up until 2015 the building was in a terrible state with ceilings collapsed and wide cracks
appearing on the majestic facade and interior walls. There are plans in to renovate the
building, and here they have already made an excellent start to that process.

Figure 24 Shaukat Mahal, Bhopal
TAJ MAHAL PALACE
 The Taj Mahal at Bhopal was built as the Begum's residence, at a cost of ₹ 3,000,000. Its
construction spanned over a period of 13 years, from 1871 to 1884.
 It was one of the largest palaces of the world built at that time.
 The building was originally
named Raj Mahal. The British
Resident at Bhopal, highly
impressed with the
architecture, suggested that
the palace be renamed to
Taj Mahal. Begum accepted
the suggestion and the
palace was renamed to Taj
Mahal.
 The architecture of Taj
Mahal has British, French,
Mughal, Arabic and Hindu
influences.
 The palace contains 120
rooms, a hall of mirrors or
sheesh mahal and the savon
bhadon pavilion, an
elaborate fountain like structure that simulated the effect of rain.
Figure 25 Taj Mahal Palace

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 The main entrance is a seven-storied structure.
 The palace was part of a complex of buildings along the three lakes that includes the Benazir
Palace, which was the begum's summer palace, and the Taj-ul-Masjid Mosque.
 The palace has been built in the Indo-Saracenic style and is kept cool by the winds blowing
in from the lakes.
GOLGHAR MUSEUM
 It showcases a variety of arts, handicraft and social life from the Nawab-era.
 The museum was inaugurated in April 2013 by Culture Minister Laxmikant Sharma.
 The Museum is in a circular building and showcases a bit of Bhopal's history.

Figure 26 Golghar Museum

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This includes what is expected from the zonal development plan. Certain variables and how they
connect to make a proper plan will be discussed here. This framework will contain various planning
parameters, planning concept, hierarchy till community level and finally the project requirements.
Conceptual framework should always be done before collecting any data.
3.1 PLANNING PARAMETERS
Planning can be basically divided within 4 parameter- physical, social, economic and
environmental. Physical parameters would contain the physical infrastructure like buildings, their
height, marginal open space, services like water supply, sanitation, storm water drainage, etc.
While social parameters include information about the social characteristics like schools, hospitals,
demographic data of people like sex ratio, literacy rate, community centres, etc.
Economic parameter on the other hand is concerned about the income of people living within the
zone, unemployment rate, source of income of the people, revenue generation within the zone,
etc.
And finally, the environmental parameter deals with the environmental condition of the zone, things
that are beneficial for the environment, things that harm the environment, etc.
3.2 PLANNING CONCEPT
This section shall talk about the approaches of planning that will be followed within our planning
process. It is thought about to follow the given various approaches of planning for our zone:
1. Rational Comprehensive Approach
2. Radical Approach
3. System Approach
4. Advocacy Approach
5. Incremental Approach
Firstly, the current scenario is analysed within our zone and various case studies followed to find a
proper solution for the zone, there would be a rational comprehensive approach. Then if it is felt
after reading a case that a certain model could have been improved or a combination of two
models would have worked better than it is adopted, this would be radical approach. Since zonal
planning is a vast exercise so it is decided to go with a system approach, it divides the planning
elements into various small units and then tries to approach it in following a specified guideline of
analysing the data, designing appropriate solution for it, giving proposals for its implementation,
listing out various institution set ups that would require cost and generate revenue and finally revising
the whole plan. While giving the proposals the perspective of the people of the zone is kept in mind
and tried to advocate for them by giving mutually beneficial proposals for them, this is what is
considered as advocacy planning. Planning is done to the best of our ability, but if after the process
is completed and any problem arises, then it would be tackled as they come, one by one, hence,
this would be an incremental approach.

3
CONCEPTUAL FRAMEWORK

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3.3 HIERARCHY TILL COMMUNITY LEVEL
From city to community the hierarchy is as following.
Table 10 Hierarchy of planning units on the basis of population
Planning Unit Population
City >50 Lakh
Sub-City centre 25-50 Lakh
Zonal 10 Lakh
District 5 Lakh
Community <1 Lakh

3.4 PROJECTED REQUIREMENTS
From the data that is collected and analysed, it is concluded that the major problem within the
zone is of congestion due to a greater number of vehicles commuting within the zone than the
capacity of the roads, unorganized on-street parking, and lack of off-street parking as well as NMT.
This requires a proper system of parking and traffic control.
Within the zone, exists a stretch of road that is running along the lake and also many lakes within the
zone. These lakes require proper maintenance. Hence, appropriate proposals are required for it.
The zone has many historical gates within it, some of which are in dilapidated condition, while some
are encroached and, in some cases, the gated obstruct the flow of traffic by creating a bottle neck
situation. So, management of these gates should also be looked upon. As they not only create
hinderance, but also being an important part of our heritage, need conservation.
Within the zone a proposal for metro line and metro station is given. While preparing a zonal plan it
is the duty of a planner to further look into how the creation of station would affect the zone.

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The study of the existing conditions, potentials, opportunities and shortcomings of the zone and its
peculiar characters led to the development of the following proposal with the strategic objective
of environmental, social, physical and economic development:
1. WATER FRONT DEVELOPMENT
2. PEDESTRIANISATION OF HERITAGE ZONE
3. METRO NETWORK PROPOSAL
4. CONSERVATION OF HERITAGE GATE
5. CONSERVATION OF HERITAGE MONUMENTS
6. PARKING PROPOSAL FOR THE CORE CITY AREA
4.1 WATER FRONT DEVELOPMENT
4.1.1 UPPER LAKE AND LOWER LAKE
The Upper Lake came into existence on construction of an earthen dam across the River Kolans at
the location of present day Kamla Park, by Raja Bhoj in the 11
th
Century. The catchments of upper
lake are extended in 361-km
2

areas, while water spread area is
restricted to 31 km
2
.
The Lower Lake was created after
construction of an earthen Dam
known as Pul Pukhta by Nawab
Chhote Khan, the Minister of
Nawab Hayath Mohammad Khan
in 1794. This lake is situated in the
heart of the city and almost entire
catchments are occupied by
human settlements. Compared to
the Upper Lake, it has a small
catchments area of 9.60 km
2
and
submergence area of 1.29 km
2
.
The increasing anthropogenic
pressure and inflow of untreated
sewage in both the lakes brought
the lake water quality to highly
eutrophic condition.
Bhopal Development Plan 2005,
have developed regulatory measures for the protection and management of lakes such as:
 Fringe areas of the lakes have been declared as sensitive zones.
 The areas of the Upper Lake, including the slopes, are to be planted to the extent of 50 – 100
m from the maximum tank level to arrest the pollution and silt entering into lake.
 The Upper lake water, which is basically used for drinking purposes, shall not be allowed to
be used for any recreational activities which affect the water quality.
 The practice of agriculture along the lake fringe is to be discouraged so that water is not
polluted due to the addition of chemical fertilizer, pesticide, etc.
The quality of the water body depends highly on the Catchment area of the water body. Apart
from the pollution factors created by the human intervention in the lake like polluting the water
body by involving in some unhealthy activities in the name of recreation it is very much important
4
PROPOSAL AND
DEVELOPMENT STRATEGIES

Figure 27 Catchments of upper and lower lake

Figure 28 Factors favouring the pedestrianisation of heritage zonesFigure 29
Catchments of upper and lower lake

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Table 11 Measure of various factors of contamination in upper and lower lake

to understand the activities undertaken in the catchment area of the lake which holds a major
weightage in reducing the quality of the water body. Upper lake has the catchments from both
urban and rural area. Those catchment areas were well-protected and the quality of water was of
potable nature before the last few decades of 20
th
century. But in the last few decades of 20
th

century the lake catchments were not maintained and monitored. In the process of rapid
urbanization in Bhopal there was various development made in the surrounding of the lake and also
in the catchments which generated anthropogenic pressure on the lake, thus accelerating the
eutrophication and microbial contamination, and making the water unfit for human consumption
without treatment.
In the case of Lower Lake, the location of the lake is completely in the urban catchments. So, it has
subjected to more negative anthropogenic stresses and the water quality degradation has been
much more pronounced than the Upper Lake.
It was noticed to some of the parameters like TDS, free carbon dioxide, total alkalinity, total
hardness, orthophosphate and nitrate were surprisingly higher levels at some places due to mixing
of domestic wastes. However, the overall parameters were found to be within the permissible limits.
To improve the quality of water there should be continuous monitoring of pollution level and
maintain the favorable conditions essential for domestic purposes; fish survival, growth and
reproduction in Lakes.
Some of the major issues regarding the environment of the lakes are described below:
1. Reduction of water storage capacity of lakes: Inflow of silt and organic materials from urban and
rural catchments, along with monsoon runoff and dry weather flows; Addition of clay and non-
biodegradable materials through immersion of idols are the causes of reduction of water capacity
of lakes.
2. Obstructions to smooth flow of water through the Upper Lake’s spill channel, resulting in a threat
to the stability of the earthen dam. The cause of this problem is the Constriction of the spill Channel
due to deposition of silt.
3. Deterioration of water quality due to the inflow of untreated sewage form habitations, Dumping
of Municipal wastes that are not collected by Municipal Corporation, dissolving of paints in water
during immersion idols, chemical fertilizers runoff from the catchment, dissolving of detergents in
water due to the washing of clothes in the lake, Leakage of oil from the boats.
4. Flourishing growth of invasive aquatic plants primarily due to the High nutrient load from inflow of
sewage and agricultural wastes.
5. Reduction of water spread area due to the illegal Encroachment of the lake fringe.

Parameter Range
Upper Lake Lower Lake
pH 8.8-9.2 7.15-9.7
Transparency (cm) NA 14-98
Conductivity (μS/cm@25°C) 213-228 259-374
Total dissolved solids (TDS; mg/l) 121-252 86-169
Hardness (mg/l) 60-146 68-154
Chloride (mg/l) 16-30 14.9-88.9
Total phosphorus (mg/l) 0.003-0.07 0.106-1.02
Total nitrogen (mg/l) 0.1-0.9 1.08-1.46
Biochemical oxygen demand (BOD; mg/l) 1.8-6 2.2-11.5
Chemical oxygen demand (COD; mg/l) 8.8-26.4 2-112
Class B D

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4.1.2 ENERGY GENERATING PAVEMENTS
The upper lake is one of the most famous features of Bhopal, and the best view point for it is the VIP
road. The other side of the lake is the boating club and it doesn’t provide a view point, hence,
people are forced to use VIP road as a view point. The traffic experienced by the route is very heavy
as it has no entrances or exits. According to traffic pre-feasibility study for Bhopal metro, the average
daily vehicular count recorded on the route is 45047. VIP road does have a footpath but it does not
have a parking space. People park their cars or two-wheelers on the side of the road only with such
heavy traffic.
Keeping the safety of people in mind, a pedestrian walking track in form of proper view point is
proposed. The pedestrian track will be fitted with energy generating pavements, which will be
generated through the kinetic energy received from walking.
CASE STUDY – INTELLIGENT STREETS, LONDON
London isn't the sunniest place in the world so an effective alternative to solar is to use kinetic energy
to harness the more evergreen supply of movement.
Pedestrians could generate energy for the street simply by walking on it, thanks to technology from
London start-up Pavegen.
Pavegen's pavement is designed to flex an unnoticeable amount of about 5mm when stepped on,
which generates around 3 joules per footstep or 5 watts of continuous power. The slab absorbs the
energy either to store it in a lithium polymer battery or instantly supplies it to nearby electronics, such
as street lamps.
A typical light bulb requires 0.06kWh, or 60W in an hour, so one bulb could effectively be powered
for an hour with less than nine footsteps. Enough steps on enough slabs could, in theory, generate
sufficient energy to supply all the energy needs of the street.
Also, data about people's movements can be tracked via wireless technology, so the number of
footfalls and information about generated energy can be stored and analysed in order to monitor
the effectiveness and efficiency of the project. According to research from Pavegen, people are
actually 30% more likely to step on one of its slabs than a normal pavement tile.
The technology is also fitted at Heathrow Airport and at locations in over 20 countries, including the
Shell Football pitch in Rio de Janeiro and Saint-Omer train station in France. Pavegen's flooring can
be used indoors or outdoors and can be designed to fit the surroundings so well that you may not
be able to distinguish between these and normal pavement slabs.
This technology still needs perfection but it will provide a good initiative for future developments.
4.1.3 HERITAGE DISPLAY
The city of Bhopal has a rich heritage but there is no place for people to know it all.
Hence, a Heritage display is planned along the VIP road. It is a glass corridor to exhibit pictures,
videos and information about the history and heritage of the city. One end of the corridor is
connected to shitaldas ki bagiya, and the other will open in the pedestrian walkway.
This corridor is powered with solar power and the power to be generated by the mechanism used
in the pedestrian.
4.1.4 PERIODIC CLEANING
The quality of both – the upper and lower lake has degraded which is not good as they are major
sources of ground water in the water supply chain. The quality of lake water has degraded over
time due to waste disposal and pollution and they are in dire need of regular and proper cleaning.
Apart from periodic cleaning the proposal for installation of sea bins is given.

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CASE STUDY – SYDNEY HARBOUR
This technology has successfully been used in Sydney harbour. It is a smart-tech project solely
focused on environment. Per year they can catch: 90,000 plastic bags, 35,700 disposable cups,
16,500 disposable water bottles, 166,500 plastic utensils. In 12 months, 28 tonnes of marine debris
were captured and 4.3 billion litres of water was filtered.
The degradation of quality of water must be prevented and sea bins can be of great use. The lakes
contribute scenic and economic value. Cleaner lakes are better suited for the heritage zone.
4.2 PEDESTRIANISATION OF HERITAGE ZONE
4.2.1 WHY PEDESTRIANISATION IN HERITAGE ZONE?
The paper (Soni 2016) has evidently highlighted the fact that heritage and central business district,
which mark for the economic and identity to the city respectively are basically planned for NMT
and pedestrians and they are worst affected due to transportation aftereffects. To convert a
vehicle intensive area to fully pedestrianized one, renders a lot of planning sensitive to human
emotions and technical parameters. Absolute pedestrianisation is not possible. Why heritage zone
is evidently best for pedestrianisation can be highlighted in the following figure

Figure 30 Factors favouring the pedestrianisation of heritage zones

Figure 31 Factors favouring the pedestrianisation of heritage zones

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Heritage zone are predominantly exhibiting narrow street pattern due to mutual shadowing and
cooling effect (Greaves 2003). Mixed Land-Use cause high population density which is resultant of
people organically inhabiting the old spaces due to lack of government policies. Dense built up
compel the people to limit their vehicle especially car ownership. Mixed land use also renders small
size of trip lengths. Pedestrianisation can have multiple benefits but basically, we need to discuss
the fact of highlighting the effects with respect to heritage zone. The proposal can be taken forth
in 3 ways elaborated in the following figure:

FULL-TIME PEDESTRIANIZATION

Pedestrians have absolute priority. Vehicular access is restricted to emergency services
only, but service vehicles may be allowed in specific period, for selected locations
PART-TIME PEDESTRIANIZATION

Vehicular access is only allowed in specific
periods. To minimize vehicular access to the
area, there is no on-street parking space.
However, loading bays are provided for loading
and unloading purposes.
TRAFFIC CALMING

Footpaths are normally widened, and on-street
parking spaces are reduced as far as possible. Taxi
stands and green minibus stands are only provided if
relocation is not practical. There is no restriction to
vehicular access. However, vehicles are slowed down
using traffic calming measures, such as speed tables,
curb buildouts, sharpened corners, road narrowing,
gateways, etc.
Figure 32 Benefits of pedistrianisation

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BENEFITS OF PEDESTRIANISATION
Mobility & accessibility improvement
In most of the cases, poor access for pedestrians in an area is due to improved access for the car
and other personated vehicle users (Ravetz, 1980). Hence, banning cars and other personalized
vehicles must result in improvement in mobility and accessibility for sustainable mode users. The
safer, more favourable, and more enjoyable environment for personalized vehicles like cars result
into the low levels of walking and cycling (Kumar, 2006). When the pedestrian friendly area is
created, Pedestrian traffic tends to increase dramatically (TEST, 1989). The pedestrians get more
space to walk in pedestrianized areas as compared to other areas, which allows them to walk with
desired and most comfortable speed. TEST (1989) research proves that the number of pedestrians
tends to double after a pedestrian friendly area is created and the physical environment for
pedestrians radically improves after Pedestrianization.
Pedestrianization makes an area more accessible for all and mobility of all users improves
significantly. In locations like Chandani Chowk (Old Delhi, India), where pedestrians, NMT users and
transit users have high mode share, mobility and accessibility improvement is maximum. Reduction
in car use, congestion & parking need Very high motorized-vehicle friendly infrastructures with lavish
parking amenities, wide roads, and flyovers etc. serve as a catalyst for increasing car dependency
(Poboon, 1997). Pedestrianization discourages motorized-vehicle friendly infrastructures and
facilities that results into discouraging car dependency. If the walking distance to the public
transport stop is further than to where the car is parked, the average human being will use the car
(Knoflacher, 2006). In such areas, public transport gives tough competition to cars. Cars no longer
provide last mile connectivity. Parking is now as far as a bus stop or more. Hence, many visitors shift
from private to public transport. It leads to reduced car use, hence decreases parking needs.
Increase public transport & NMT use the pleasurable shopping experience, safety, improved air
quality and low noise levels attract customers to pedestrian commercial streets (Newby et al. 1991;
Forest, 1981). This attraction makes them shift mode from personalized vehicle to transit or NMT.
Pedestrian count (volume) is the most recognizable indicator of Pedestrianization scheme success
(Hall and Hass-Klau, 1985). In research of Monheim (1980), it was concluded that the biggest
pedestrianized areas, among studied cities, showed the largest increases in pedestrian traffic. TEST
(1989) research concludes that public transportation usage increased in all cities and as a result,
Figure 33 Benefits of pedestrianisation according to various domains of development

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car usage became constant or decreased. For example, in Vienna, when a comprehensive
Pedestrianization design was executed, the city experienced a 34% growth in railway transport
usage and a 53% increase in bus travellers (TEST, 1989). US Department of Transportation (1994)
research shows that the number of travellers who drive alone changed their habits due to
Pedestrianization. Roughly 30% of these travellers were ready to shift to a different way of
transportation if appropriate pedestrian and cycling facilities were provided.
Road crashes & injury reduction Urban congestion is in such condition that pedestrians are regularly
sufferers of crashes. The main cause behind pedestrian crash and fatality is interaction and conflict
of pedestrian. Pedestrianization make these interactions and conflicts almost negligible. This results
in reduction of traffic crashes involving pedestrians. Intersections are predominantly unsafe to older
pedestrians who seldom have enough time to cross safely (US Department of Transportation, 1987).
A research, by Webster and Mackie (1996), of traffic- calming areas in the UK, concluded that there
was a 29% decrease in traffic crashes to bicyclists, for children crash rate cut down by 48% and an
overall crash reduction by 60% after implementation of traffic calming policies. Netherlands and
Germany have traffic calming at area-wide unlike other countries where traffic calming is for
isolated streets. This guarantees that faster through traffic gets shifted to arterial roads and not simply
shifted to another local street. The outcomes of huge scale traffic calming projects in the Dutch
cities (Eindhoven and Rijswijk) concluded that the crashes rates were decreased by 80%
(Schlabbach, 1997). The British Department of Transport established that the risk of pedestrian death
in crashes rises from 5% at 20 mph (32 km/h) to 45% at 30 mph (48 km/h) and 85% at 40 mph (64
km/h). Area-wide traffic calming in Dutch neighbourhoods has reduced traffic crashes by 20%–70%
(Kraay and Dijkstra, 1989). Traffic calming in German neighbourhoods has reduced traffic injuries
overall by 20%–70% and serious traffic injuries by 35%–56% (Hass-Klau, 1992). Improvement in LOS,
speed & trip time the majority of people are dependent on public transport, walking and NMT in
most of the Indian cities (roughly 60–80%).
Pedestrianization reclaims public space for the development of infrastructure for these sustainable
mode users. Hence, Pedestrianization of an area leads to improvement in LOS and speed of these
mode users. The success of a city centre cannot only be understood from an idea of decreasing
traffic issues but from the quantity of people who get advantage from them in a recreational way
(Monheim, 1992). Removal of traffic lanes results in more uniform traffic flow and fewer crashes
without increasing total trip times (Burden and Lagerwey., 1999). In 1997, Saint George Street
(Toronto) was changed from four lanes to two, but it still transports the same capacity of people as
before.
Air pollution reduction Numerous research have been carried out in the UK and Europe in order to
test the environmental impacts of Pedestrianization. Most of these studies showed that there are
many positive impacts of Pedestrianization to the environment. For example, Chiquetto (1997)
examined the environmental impacts of Pedestrianization in Chester using a set of traffic and
environmental predictive models. The results showed that the Pedestrianization gets diverse
variations in the levels of environmental effects for various portions of the network, predominantly in
relation to various environmental indicators. In common words, the Pedestrianization has been
proven to be advantageous to Chester people. Huge decreases to the levels of environmental
degradation have been found in the central area and such benefits accumulate to a large number
of people who live, work or undertake leisure activities on the pedestrianized roads (Chiquetto,
1997). One more analogous research in relation to environmental aspect also reinforced the
benefits with concrete statistics, Air quality monitoring indicates emission reductions by as much as
40% for certain pollutants in pedestrianized street (Lloyd Wright, 2004). After Pedestrianization
implementation, concentrations of carbon monoxide (CO) fell from 8 ppm to 1 ppm in Cologne
(Germany) and from 35 ppm to less than 5 ppm in Gothenburg (Sweden )(Brambilla and Longo,
2016). A survey of cities around the world regarding their Pedestrianization schemes revealed that
environmental improvement closely related to the removal of traffic (OECD, 1978).
Fuel & land saving Due to decreased personalized vehicle use and increased pedestrian, transit
and NMT users, there will be a huge saving on fuel in pedestrianized area. On other hand
infrastructure for transit, pedestrian and NMT requires much lesser space as compared to
personalized vehicles, so there will be a lot of saving on land. Parking area reduction is another

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factor that results into the reclaiming of urban public land. Noise reduction Noise pollution due to
vehicular traffic affects physical as well as psychological health. It causes sleeping disorders,
hearing disorders, headache, depression etc. Much research has been carried out to analyse the
impact of Pedestrianization on Noise pollution. All studies have shown that Pedestrianization
significantly decreases noise pollution.
Noise decrease, by 10–15 decibels at street level, was experienced in Copenhagen (Denmark) due
to Pedestrianization (Brambilla and Longo, 2016). A decrease of 6 dB in noise level is equivalents to
a 50% decrease in perceived noise levels (the City of Toronto Council and Committees, 1999). 5.4.
Micro-climate improvement Pollution due to vehicular movement causes the greenhouse effect
that result into temperature increase. Dust and noise degrade environment further. Banning
vehicular movement in an area helps in creating better microclimate. There is a considerable
decrease in temperature, noise and dust. On another hand, reclaimed land can be used for
greenery and plantation. Due to a better environment, people can now open their buildings to
outside to achieve indoor human comfort by passive techniques.
Greenery & plantation Pedestrianized areas have enough space for the development of green
spaces like roadside tress, parks etc. in place of parking areas and vehicular lanes. Istanbul historic
peninsula Pedestrianization project resulted in an increase in several trees and green spaces.
Restoration of Cheng echelon River in South Korea’s capital city, Seoul, Economic benefits TEST
(1989) scholars tried to prove the hypothesis that a good physical environment is a good economic
environment. They concluded that Pedestrianization significantly contributes to economic
improvements and the most effective variable to measure this is retail turnover. Sellers in the
pedestrianized area benefitted from a remarkable growth in sales. An OECD (1978) research, that
involved more than 100 pedestrianized cities around the world, found that the turnovers in the city
centers increased in 49% of the cities and remained constant in 25%. Cities in Austria, Germany and
Scandinavia had more than 60% increases in turnover. Increase in footfall, sales & rent Researchers
of Hall and Hass-Klau (1985) and Monheim (1980) on Pedestrianization concluded that retail
turnover and customers in a shop are directly proportional to the number of pedestrians in that
area. Hasselt (Belgium) pedestrianized its streets to create pedestrian’s friendly environment. Free
transit for residents of those streets was introduced. This improved commerce and business, thus
growing municipal revenue. This resulted into reduction of business taxation rates (CNN, 1998). In
Dallas (Texas) office buildings with landscaping and good pedestrian amenities tend to have higher
occupancy rates than others (Goldsteen, 1989). In Toronto, buildings that are not on the PATH (the
underground pedestrian corridors) gets half annual rent and have higher vacancy rates than
analogous Buildings connected to PATH (Goodman, 1984). Pedestrianization normally increases
land values. Increases in land values result into Property tax assessments and rents increase.
Increased sales balances rent increases (Brambilla and Longo, 2016). In TEST (1989) researchers
increases in rental rates as high as 625%. In York (UK) the explosion in sales rates resulted into rent
increase of up to 400% (Chartered Surveyor Weekly, 1987).
Saving on fuel, land & road infrastructure Pedestrian and cycling facilities are less expensive to build
and maintain than roads for cars. On the other hand, these facilities require lesser land. Hence,
there is a lot of saving. The decrease in the usage of personalized modes results in reducing save
fuel consumption.
Saving on reduced negative externalities Private vehicle dependency gives direct benefits only to
the vehicle user. There are no significant external marginal benefits. In fact, Private vehicle
dependency forces a variety of economic, social and environmental costs. Private vehicle use
imposes more external costs on people who drive less than their share of costs. On other hand,
people who drive more than average benefited by subsidy. The pedestrian, NMT users and
disadvantaged people (low income, disabled, children, and seniors) take a maximum share of
these costs (Litman, 2003). Pedestrianization would force people to shift from private vehicle to
sustainable modes, resulting into cost saving to society on reduced negative externalities. It is
proved to be wrong that whatever it is social and environmental costs, increased mobility (of cars)
provides net economic benefits. Many Research point that increased motor-vehicle mobility has
overall negative economic impacts beyond an optimal level. This is because the marginal

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productivity of improved mobility is declining and vehicle use imposes external costs that balance
direct economic gains (Boarnet and Marlon, 1995; Helling, 1997).
Improvements to pedestrian safety lead to significant savings (Rosenblatt Naderi, 1998; Couture,
1997, Newman and Kenworthy, 1999 a,b). Newman and Kenworthy (1999a,b) identifies the five
major negative impacts of heavy car uses that are larger road expenditure, a larger percentage
of income spent on traveling, reduced transit cost recovery, increased transportation fatalities and
injuries and increased pollution from vehicle emissions. Pedestrianization is the most effective
solution to all these negative impacts that results into direct economic gain to the city. Reductions
in crash rates, road fatalities, pollution, congestion, noise etc. are having economic benefits to
whole society.
Increase in employment Pedestrianization improves shop occupation rates and rents as discussed
previously. Forest (1982) examined pedestrianized areas in five French cities; Metz, La Rochelle,
Rouen, Grenoble and Strasbourg. Shop occupancy, property values, and shop rents increased after
Pedestrianization due to increased rivalry for storefronts and sales of goods increased 10–20% per
year. This resulted into the displacement of weaker businesses by stronger ones, especially chain
stores and luxury goods stores (Forest, 1982). Brambilla and Longo (2016) mentioned that once a
street is pedestrianized, vacancy rates are expected to drop drastically e.g. downtown Ponoma
(California) and Knoxville (Tennessee) had a drop in vacancy rates from 25% to 0% within one year
of Pedestrianization. High occupancy means more people required to a run shop; hence more
people get employed. More customers lead to more profit and business. As a result, more
employment is generated, and salaries of employees are expected to increase.
Income from public transit users Newman and Kenworthy (1999a,b) proved that cities with large
mode share of public transit, NMT users and pedestrians have greater wealth (gross regional
product per capita) than cities with heavy car use. The US Department of Transportation (1994)
survey suggested that proper pedestrian and cycling infrastructure and facilities would increase
public transport users of almost by 100%. As discussed previously, Pedestrianization increases transit
users. This increases vehicle occupancy of transit and transit no longer run under its capacity. This
leads to transit operation in profit. The increase in transit use also leads to a decrease in fare rates.
Improved revenue leads to better transit services e.g. high frequency, lesser waiting time, more
comfortable in-vehicle environment, faster journey etc. These improvements attract and
encourage more people to use public transport leading to more and more revenue generation.
Unpolluted air intake in respiration Vehicles emit many harmful gasses and dust like Hydrocarbons,
Carbon monoxide (CO), Nitrogen oxides (NOx), Particulate matter, Sulfur oxide (SOx), Volatile
organic compounds (VOCs) etc. As discussed in previous section Pedestrianization help in reducing
all these pollutants in the air by banning the use of motor vehicles, hence help in improving lungs
and respiratory system. Clean air intake in respiration leads to many health benefits and safety from
fatal diseases of lungs. European researchers estimated the impact of outdoor (total) and traffic-
related air pollution on public health in Austria, France, and Switzerland (Künzli et al., 2000). This
assessment estimates the public-health impacts of current patterns of air pollution. Although
individual health risks of air pollution are relatively small, the public-health consequences are
considerable. They found air pollution caused 6% of total mortality or more than 40 000 attributable
cases per year. About half of all mortality caused by air pollution was attributed to motorized traffic,
accounting also for: more than 25 000 new cases of chronic bronchitis (adults); more than 290 000
episodes of bronchitis (children); more than 0.5 million asthma attacks; and more than 16 million
person- days of restricted activities (Künzli et al., 2000). Even the air pollution particulate matter seek
to settle down on the walls and exteriors of heritage monuments causing degradation of
monuments to some extent.
Exercise, fat/calories loss & fitness Pedestrianization force people to walk more and numerous
benefits will come along once walking becomes everyday habit. One of the finest methods of
aerobic workout is walking. It is most convenient, self-regulating, and naturally safe exercise without
any need of special equipment. Walking is as natural as breathing and in fact, human body is
designed by nature to walk a lot. A person with 60 kg weight can lose 75 cal by walking at 2 km/h
for 30 min (99 cal at 4.8 km/h and 150 cal at 6.4 km/h). Walking increases muscle mass, tone muscles,
increase bone density, stimulates, and strengthens bones. It also benefits by maintaining healthy

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joints preventing many diseases e.g. arthritis. Adequate walking strengthens and shapes legs
(calves, quads, ham strings and buttock muscles). Pedestrian friendly built environment and walking
as transport mode encourages physical activity in Children and Adolescents which directly
influence their physical and mental health (Giles-Corti et al., 2009).
Improvement in metabolism & digestion Walking, being a form of aerobic exercise, increases the
rate of metabolism resulting into more calories burning, even at rest. It also helps in improving the
digestive system. Food digests easily and fast. It also improves hunger and eating habits. The main
source of energy during prolonged walking is predominantly fat oxidation due to improved
metabolism (Ainslie et al., 2002). Vigorous regular walking resulted in a reduction of body fat stores,
endogenous insulin requirements, and food intake, and perhaps improved the ability to eliminate
cholesterol by increasing the plasma high-density lipoprotein fraction (Leon et al., 1979).

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4.2.2 SITE ANALYSIS

The above research insights extensively discuss about the benefits of pedestrianisation of a vehicle
intensive area, which forms the base to the PEER GATE Proposal. The proposal incorporates a blend
of incremental and strategic planning approach in which modelling of people’s behaviour is done
with respect to pedestrianisation as well as no vehicle zone.

Figure 34 Site location for pedestrianisation proposal: PEER GATE

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Table 12 Traffic analysis for the site( Traffic pre-feasibility study for Bhopal Metro, DMRC)
The above table highlights the incoming traffic to the Neem road, which evidently emphasises on
the number of passenger counts traversing through that point. This becomes an important fact in
pedestrianizing the area as discussed above.
4.3 METRO NETWORK PROPOSAL
4.3.1 PLANNING PARADIGM

STATION VEHICLES PASSENGER
CAR UNIT
PASSENGER PASSENGER -
PHPDT
PCU-
PHPCT
CURFEW
WALI MATA
KA MANDIR
41258 28692 107162 6730 1842

Implementation of
norms for the
construction of
Underground
Metro Station,
rendering the area
to be prohibited for
traffic.

The behavioural
change in the
people make
them use active
mode of
transport often.

Dynamic survey to
be held to
understand the
contemporary
demands of
people.Dynamic
survey to be held
to understand the
contemporary
Implement the
policies and
norms
according to
the survey
insights, to
formulate which
type of
infrastructure is
required.

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The above map highlights the isovist perspective of the area which is being considered. Isovist
perspective highlights the fact that the region has a high range of visibility, which renders more
amount of
pedestrian, which
has been
highlighted in
(Koohsari 2016).
The above figure
highlights the
plausible metro
station layout which
would be of
underground
typology (Pre-
feasibility report,
DMRC). The
following image
highlights the
section of metro
station, whereas the
next image exhibits
the 3d model of the
same.
Figure 35 Isovist perspective of the site
Figure 36 Proposed Layout of metro station

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Figure 37 Section of Metro station

Figure 38 3D layout of proposed metro station

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4.3.2 ACCESSABILITY AND REACH

Success of the planning paradigm lies in the fact that after pedestrianisation of the region, is it able
to serve the demands of commercial activities and other purpose better or not. This can be
evidently seen in an Isochrone map developed on ARCGIS.
In the technical paper (Chandra 2013) the emphasise on walkable speed analysis in Chennai,
Coimbatore and Delhi was done with the help of statistical techniques. The result came out to be
0.97 meters
per
second. On
the similar
note
(Rastogi
2011)
showed the
leisure
walking
speed to
be 62.44
meters per
minute that
is 1.04
meters per
second as
well as in
(Laxman,
Rastogi
and
Chandra
2010) also
showed 1.2
meters per
second of
walking
speed.
Therefore,
0.8 meter
per second
as average
speed is
considered
for the
analysis as
predominantly it is leisure walking. The simulation result evidently suggests about one third of
commercial old-market area in reachable in less than or equal to 10 minutes. This demarcates the
feasibility and anticipated viability of the proposal in reality.

Figure 39 Accessability analysis of metro network

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4.4 CONSERVATION OF HERITAGE GATES

1. TEEN MOHRE GATE
Teen Mohre Gate is part of the Taj Mahal Complex. The gateway has two
tunnels through which the traffic moves. The tunnels are of double height
and are attached to the extension of Taj Mahal Palace main domed
gateway. These were probably part of the palace complex. The arch
shaped structure dates back to the 1860s. There is a mosque on top of the
arched ways.
2. DAKHIL DARWAZA
The Shah Jehanabad Gate/ Dakhil Darwaza is part of the larger Taj Mahal
palace complex. It is located at an inclined axis to the domed gateway of
the main palace.

3. BHOPAL GATE
The Shahid Smarak or Bhopal Gate is an octagonal structure with ogee arch.
Built in dressed stone it is a solid, plain structure which contrasts with other
ornamental gates of Bhopal. The gate is the remains of fortification wall that
once encircled the Idgah and reached right up to Benazir palace and
Sultania Infantry.

4. MOTI MAHAL GATE
Moti Mahal Gate has a cusped arch opening. The upper part consists of
arched space for the Chobdars (drummers) to announce the coming and
going of the Nawab. The top parapet has a crown with finials and jail of
brick.The whole gate is in an Islamic style made in a combination of stone
and bricks.
5. SADAR MANZIL GATE
Sadar Manzil Gate is a simpler gate which is a on a square plan and has
cusped arched opening. A decorated five arched parapets with a crown
mounted on the central arch completes the elevation of the gate. The Sadar
Manzil, situated adjacent to the Royal Enclave served as the courtroom of
the Nawabs ruling over Bhopal. Entrance of this former hall of public
audience is marked with a massive wooden door, which leads into a smaller
main gate. The first floor of the main gate has a huge terrace balcony, while
the second floor features four domes, one in each corner.
6. SHAUKAT MAHAL GATE
The Shaukat Mahal was constructed in the 1830s as a wedding gift for
Sikander Jahan Begum, the first female ruler of Bhopal. Architecturally it
combines both Gothic and Islamic themes and the design is attributed to a
Frenchman.

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7. TEEN MOHRE GATE 2
The gateway of Teen Mohre Gate 2 has three tunnels through which the
traffic moves. The tunnels are of double height and are attached to the
extension of Taj Mahal palace. The gate is built on an embankment over
Motia Talab, one of the three cascading lakes along Taj Mahal Palace. Built
of sandstone, the tunnels are of double height and are attached to the
extension of Taj Mahal Palace main domed gateway. The arch shaped
structure dates back to the 1860s. According to author, Late Syed Akhtar
Hussain, numeric ‘three’ is an integral number in all constructions during Nawab Shahjahan Begum’s
reign.
Due to this continuous movement of traffic, some of the arches of the gates have been damaged
by heavy moving vehicles resulting in the falling of the stones from these gates. Hence the Bhopal
Smart City Development Corporation Limited (BSCDCL) has undertaken the restoration work of
these heritage structures.
8. BENAZEER GATE
Benazeer Gate is highly decorated double storeyed gate with two arched
openings in a three bayed structure. The 130-year-old Benazir Palace was
built by Nawab Shahjehan Begum in 1877 overlooking the Motia Talab, the
Palace was meant to be a pleasure pavilion.

9. SULTANIA INFANTRY GATE
Sultania Infantry Gate (Regiment Gate) is a simple gate with double arches.
The outer one has a cusped arch while the inner one an ogee arch. The gate
is made of dressed stone and is topped with heavy dome shaped chattaries
at the four corners. In the middle is the crown like parapet that is typical of
Bhopal architecture.
10. POLICE GATE
The double arches of this gate are like military gate with cusped arch on the
outer side and ogee arch on the inner side. The parapet and onion shaped
finials at the four corners of the gateway are the only ornamentation on the
otherwise plain facade.

11. JUMERATI DARWAZA
The 300-year-old Jumerati Darwaza, one of the oldest surviving gates of
Bhopal built by Dost Mohammed Khan is located in the heart of the city’s
market. This Gate was surmounted by thirty-six towers or bastions and broken
in numerous places by gates and entry ways, both large and small. Set at
regular intervals around the gate were the nine main gates which handled
the bulk of the mounted and vehicular traffic. The first six were named after
the days of the week, Peer, Somwara, Jummerati, Mangalwara, Itwara and
Budhwara. Jummerati gate is aligned to the north end of the central axis of
the city. The gate is flanked on both the sides by bastion like circular towers.
12. ISLAMI GATE
The Islami Gate is located near Putlighar in Shahjehanbad area and it is a
famous gate during the Bhopal Nawab Era due to the inscription on top of
the gate.

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4.4.1 THE DESTRESSED GATES

The ancient structures lie in dilapidated states with threat of collapsing fort walls and hanging stones
posing a threat to losing life as well as the cultural relics.

4.4.1.1 DEMOLISHED GATES
1. Peer gate
2. Imami gate
3. Bagh Farhat Afza gate
4. Lal Darwaza
Figure 40 Location of gates in the zone
4.4.1.2 TRAFFIC FACING GATES
Heavy Traffic is faced by a number of gates which includes:
1. Bhopal Gate (rotary)
2. Islami Darwaza
3. Sadar Darwaza
4. Shaukat Darwaza
5. Teen Mohre 1 and 2
6. Dakhil Darwaza
7. Sultania Infantry gate
8. Police gate

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4.4.2 RESTORATION OF ON ROAD GATES

Table 13 Road width for various historical gates in the zone
S.No Gates Road width (in m)
1. Sultania Infinity Gate 4.3
2. Kala Darwaza 5.8
3. Bhopal Gate/ Kabala Gate 16
4. Teen Mohre 1/ Taj Mahal Gate 9
5. Teen Mohre 2 9.4
6. IslamiDarwaza 5.7
7. Shaukat Darwaza 10.9
8. SadarDarwaza 7.2
9. Police Gate 5.12
10. Lal Darwaza 4.35
11. ShahajahanabadGate/DakhilDarwaza 5.2
12. Benazir Gate 4.7
13. Moti Mahal Darwaza 5.53
14. JumeratiGate 7.8
15. Bab e Ali Gate 7.21
16. Model Ground Gate 3.6
Since, the dimensional width of BCLL bus is 2.4 m, diversion is proposed in the BRTS route through the
historical gates. Also construction of rotary for management of traffic around sultania infantry gate
and beautificationof Bhopal gate rotary.
Figure 41 BRTS Route through 4 historical gates

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Figure 42 Existing condition of narrowing ROW due to presence of gate

Figure 43 Proposed rotary for efficient flow of traffic
4.4.3 GALLERY/SITTING AREA DEVELOPMENT OVER GATES
The development of galleries over the gates will provide a picturesque location to the visitors
through the numerous citadels present in the gates.
1. Sadar manzil gate: The ancient relic lies in the heart of the city. Developing its visiting gallery
space will provide with a heartwarming view of the entire sequence of fort monuments like the Moti
masjid, Shaukat mahal and Sadar manzil , Iqbal maidan etc.

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2. Teen mohre 2: It's high mounted citadels are perfect to capture the arching Tajul masajid over
the Motiya talab and also to appreciate the magnificence of the Taj mahal palace.
4.4.4 IMPACTS OF THE PROPOSALS OF THE HISTORICAL GATES
Introduction of every new infrastructure has some pros and cons. The infrastructure proposed in this
case has various amongst many at both macro and micro level. Here are some based on the study.
4.4.4.1 PHYSICAL IMPACT
The proposed rotary not only improves the traffic condition, reduces the traffic flow, provides
sidewalk, continuous flow of traffic, and continuous drainage but above all, the proposed rotary
enhances the beauty of the historical gate.
To support this statement, here is a similar scenario of another monument that attracts a huge
number of visitors daily even though the traffic problem at this location is less.
The proposed rotary will make the area more spacious and wider in nature, which will enhance the
physical state of the area.

Figure 44 Charminar rotary system, Hyderabad
4.4.4.2 SOCIAL IMPACT
The proposals have a great social impact as these sites are not even considered as historical sites
by the local people and the people don’t respect these historical gems. The proposals are being
suggested on the basis of enhancing the physical condition of these historical gates and improving
the social situation in the nearby vicinity. These proposals will impact the social views of the people
by changing it and making it more respectable. The proposals are designed to attract the tourists
to these historical places which were untouched by them.
4.4.4.3 ENVIRONMENTAL IMPACT
The proposals have environmental impacts as well. Though the rotary is proposed to increase the
traffic flow, the flow will not increase air pollution as the flow is not unobstructed and will be
continuing that will not only act as a mode to stop air pollution from increasing in the area and may
lessen its levels.
The proposed rotary focus on greenery near the gates. Increasing the greenery will have a positive
impact on the environment.

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4.4.4.4 ECONOMIC IMPACT
Though there is no direct economic impact but with increase in the traffic flow the area will also
grow, with the introduction of a rotary new shops will be opened that will improve the economy of
the area.
Tourist attraction through photo gallery will improve the economic scenario of the area and the
attraction of tourists at the rotaries will also increase the revenue.
4.5 HERITAGE CONSERVATION

The Bhopal city is an amalgamation of different layers of Hindu, Islamic and Colonial periods. The
urban image of the city is a collective visual appearance contributed by natural and manmade
elements. The lakes, hills, and heritage buildings, are significant parts of the traditional form of the
city that gives the city its heritage identity. The heritage areas which are interwoven with natural
features of city are the identity of the city. This unique urban heritage contributing to the city identity
and its image ought to be preserved. Bhopal is gifted with rare monuments and splendid areas of
vulnerable architecture. The built heritage, comprising areas such as Jumerati Gate, Kamala Park,
Raj Bhawan, Minto Hall, Chowk area, Jama Masjid, Moti Masjid, and Gauhar Mahal, etc., ought to
be dealt with utmost care and pride.
The objective for Conservation of Heritage is to safeguard, conserve, restore, manage and maintain
the built heritage of Bhopal city while regulating interventions and development activities, which
may have an impact on the heritage.
The increasing population, vehicles, and dilapidation of structures due to age are major causes of
stress in city core. The renewal of these areas by adopting an approach of conservative surgery
and incentives in the form of heritage TDR ought to be given. (Planning, MP Town and Country 2020)
Even though there is a need to preserve, protect and conserve the heritage structure within the
walled city. But still some constraints persists like lack of financing support mechanism for heritage
structures and precincts owned by private individuals leads to the deterioration of heritage buildings
and replacement by the new structures. Also, these areas lack infrastructure and amenities to meet
the contemporary demands.
In order to preserve the historic fabric of the old city area, the Draft Bhopal Development Plan 2031
encourages convert evasion and preservation of the area falling within the old city zone. The Draft
Bhopal Development Plan 2031 has the regulations to incentivize the conservation of heritage
buildings for presence of heritage value through heritage TDR. (MP Town and Contry Planning 2020)
According to Draft Bhopal Development Plan 2031 for conservation of Heritage precincts and
structures within this zone, preparation of a “Heritage Conservation and management plan (HCMP)
for old city zone” is to be done to identify and categorize all structures and precincts based on their
Heritage value. And then based on this Heritage conservation and management plan (HCMP)
prepared by the appropriate authority, the plot owners within this zone shall be incentivized to
undertake preservation/conservation of their heritage properties through receipt of Heritage-TDR.
(MP Town and Country Planning 2020)
But to give a basic outline of what is expected from the heritage conserved zone to look like, it is
tried to give some base proposal for the HCMP to follow. An approach of universal design strategy
in the site to enhance visitor experience for all is chosen. The aim is to achieve the following goals
wherever practicable-
 Pre-visit information available in accessible formats and providing information about the
accessibility of the site and services
 Staff and guides trained in disability and equality awareness
 Well designed and legible signage
 An accessible principal entry point
 An accessible external landscape
 Simple and intuitive way finding and orientation

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 Access for everyone to all parts of the heritage site or, where this is not possible, alternative
access provided
 Interpretive information available in a variety of formats
 Accessible visitor facilities and public conveniences
 Emergency evacuation for everyone
While designing the site, the designer should keep the key idea that protection of cultural
significance of heritage site- should be of a priority while designing sensitive solutions. Apart from
this solution like a historical layer of heritage to meet the contemporary needs should be made,
reversibility of design solutions to achieve physical and intellectual access, service design (visitor
movement and management plan) should be seen as key factor in enhancing experiences,
application of universal design principles for social sustenance should be made and minimizing
environmental pollution for well-being of the heritage site and all types of visitors should be seen to.
Under this basic umbrella there are many factors that has to be considered-
1. Accessible Parking
2. Ticket and Service Counter
3. External pathways / circulation and landscape areas
4. Toilet Facilities
5. Drinking Water Facility
6. Public Counters
4.5.1 ACCESSIBLE PARKING
Under this there are many points that are to be noted-
 Provision of a large common parking lot at the entry point to the site as per site specific
requirements should be given with at least 3 accessible parking bays.
 Restriction of vehicular movement within heritage site limits after the parking area, to create
vehicle and pollution free zone should be done. Provision of accessible battery-operated
coaches and boarding points for transfer from parking lot to monument entrances especially
for PwD’s and elderly should be taken under consideration.
 The parking should be well demarcated, there should be clear information accessible to all,
discouraging the misuse of accessible parking bays.
 The signs indicating that a bay is designated an accessible parking bay should not be only
at ground level as this may create a problem finding the bays at popular sites in a busy high
season or if misused.
 Each accessible parking bay should be of dimension (3600 x 5000 mm) including alighting
space of 1200mm and should be clearly demarcated on floor and signposted as indicated
in the adjoining detail.
 Signpost of international symbol of accessible parking should be provided at 2100mm height
and of 600 x600mm size for easy visibility from driver’s seat.
 The parking bays should have firm and levelled surface.
 Accessible parking bays should have side and rear transfer zones for removal and set up of
a wheelchair from the boot of a vehicle or for use of a rear-, or side-, mounted wheelchair
hoist.
 Parking area should be well lit and, where practicable, covered/ shaded.
 There should be well defined step free and barrier free route with a tactile guiding path to
the main accessible entrance or point of interest from the parking bays in keeping with the
character of the site.
 All free barriers like signposts, light posts, electrical poles, trees, barricades etc. and level
differences found in the parking areas should be preferably removed or guarded to enable
safe access for visitors with vision impairment.
 Trees in parking to be provided with a grating cover and guardrails.
 Accessible directional, multilingual, braille and tactile signage to be provided as per
standards on the floor and on the wall / post.
 All security guides/ guards should be sensitized and well informed about reserved parking for
PWDs.

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Figure 45 Barrier free parking spaces

Figure 46 Battery operated wagons and coaches
4.5.2 TICKET AND SERVICE COUNTER
Under this there are many points that are to be noted-
 Tactile guide path should lead from the entrance to the ticket / service counter, and from
the counter to major circulation route.
 Audio aid should be provided at the counters for information transmission to hearing
impaired persons. Two-way mike system is ideal for effective communication in high noisy
areas.
 An induction loop system should be installed at the service counters.
 Turnstiles if provided at the entry should have minimum one access route with openable
gates and a clear space of min. 800mm in between for wheel chair users to pass through.
 A multi-media information panel and/ or tactile pictographic map and a tactile scaled
model of the heritage site should be provided adjoining the ticket/ information counter at
an accessible height.
 Information handouts with site map, in accessible formats (multilingual and braille) should be
provided at the ticket / service counter or in accessible stands near them.
 An accessible drinking water fountain should be provided near the ticket counter.
 Accessible directional, multilingual and tactile signage to be provided as per standards.
 Directional signage leading to basic visitor facilities like drinking water fountain, toilets,
cafeteria (if available) must be provided at the ticket / service counter.

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 Provision of a separate sheltered accessibility facilitation / service counter for PWDs / elderly
visitors must be made, preferably attached to the main ticket / information counters.
 Accessibility facilitation counter should consist of a step free space which shall serve as a
one-stop help desk for PWDs / elderly.
 Trained staff and guides / guides, assistive devices and mobility equipment shall be made
available for PWDs on free / rental / chargeable basis from this counter.
 Assistive devices that can be provided can include assistive hearing systems like audio
guides.
 Mobility equipment for internal movement of visitors, available at the counter must include
sufficient number of wheelchairs and power sticks with suspension (depending on tourist
footfall) to borrow or secure for the duration of their visit with a deposit refundable on leaving
the site.
 Traditional mobility aids like palkhi / doli can be made available near the accessibility
facilitation counter for PWDs / elderly to negotiate the difficult terrain to reach the heritage
site.
 Staff / guides at the heritage site should be formally trained for providing service to PWDs
and preferably trained for sign language interpretation.
 Display and important information about the heritage site should be presented in tactile
models / graphics, written text and braille and audio messages activated by large push
buttons

Figure 47 Accessible ticket counter

Figure 48 Ticket Counter

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4.5.3 EXTERNAL PATHWAYS / CIRCULATION AND LANDSCAPE AREAS
 Provision of continuous accessible pathways for PWD’s throughout the external / landscaped
areas of the site.
 Improvements to existing ramps, addition of handrails to long ramps.
 The accessible path should preferably lead to all important attractions and vantage points
in the site.
 All pathways should be firm and slip-resistant.
 Pathways and corridors should be wide enough for wheelchair users. Provision of Safety kerbs
around unguarded fountains.
 Provision of gratings on open drains.
 Linkages and transitional spaces should not form obstacles to users.
 If a pathway leads to a spatial change or a change in level, directional cues such as signage,
kerbs, handrails, fences, hedges, or other continuous elements etc. should be provided at
strategic locations to maintain travel continuity for the user. This is particularly important for
visually impaired users to continue along the travel path to reach their destination.
 Kerb ramps with tactile warning and colour contrast to be provided to bridge level
differences less than 150mm along pathways.
 Edges of pathways should be clearly defined by using different colours / textures. Street
furniture, trees, lighting and dustbins should be located on one side of pathways.
 Texture, colour and pattern of the change in floor surfaces, as well as the lighting effect on
the floor surface, should not be too sudden as to cause hazard to users. Junction between
the different floor surfaces should be levelled; any gaps or expansion joints between different
materials should not exceed 13mm wide.
 Continuous tactile guide path should be provided on all the pathways right from the
entrance to all major facilities, information counters, Braille maps/directories, ramps, steps
and lifts, for independent navigation of PwVI.
 Grating provided if any at the entrance gate should have spaces not greater than 13 mm
wide in one direction to avoid trapping of crutches or wheels, and be placed so that
Channel grating slots should not be parallel to the traffic direction.
 Provide a raised zebra crossing at the same height as that of accessible pathway to cross
the vehicular road.
 Tapping rails should be provided for visually impaired visitors where tactile guiding path
cannot be provided.
 Paths and routes should be monitored and maintained particularly in the high season.
 Alternatives to lose gravel can be sourced for paths and routes into the natural landscape.
Access to rougher / undulating or less firm terrain can be provided over short distances with
different types of board walk or roll able tactile mats.
 Boardwalks can be covered in wire mesh to reduce slipping in damp areas.
 If carpets or carpet tiles are used on a floor surface, they should be securely attached to it.
Long, thick rugs should not be laid in areas likely to be frequented by persons with mobility
and sight impairments.
 Low-level bollards are hazardous and should be avoided.
 Bollards if provided should have a colour or luminance contrast feature and should have
clear distance of 1200mm between them.
 Signage, tactile surfaces and waste bins should also be provided.
 Tree branches and plantings at sides of pathways should be trimmed to avoid obstructing
the users, ends of tree stakes should be properly trimmed to avoid hurting people, plants and
flowers with fragrance and bright colours are preferable as sensory stimulation to visitors,
flower beds can be preferably tilted for enjoyment by children and wheelchair users and
trees in between pathways to be provided with a grating cover and guardrails.
 There can be benches and chairs with arms and backs at rest points along paths and routes.
Where provided, they should be set back from the paths and routes so there is no obstruction
of / to other users, the areas adjacent to rest points should be wide, flat, and smooth to
facilitate ease of movement for wheel chair users, shelters, appropriate to the site’s
character, can be provided at rest points, side space should be provided to benches to
allow the companion to sit next to a wheelchair user. A clear space should be provided to

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allow a wheelchair user to access and turn at the rest place and lighting posts or columns
should be conspicuously marked at eye-level.
 The fixed bench shall be free of hazardous sharp edges or protruding hardware, accessible
benches shall have seats that are 500- 600mm in depth 1200mm minimum in length, the
height of the front edge of the seating surface should be between 400 – 450mm above the
adjacent grade or floor space and a back support should be provided along the full length
of the accessible bench. Then back support shall extend from a point 50mm maximum
above the bench to 450mm minimum above the bench.

Figure 49 Barrier free Landscaping applications

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Figure 50 Pathway with space for wheelchair

Figure 51 Clear headroom below tree Figure 52 Flexible resting point

4.5.4 TOILET FACILITIES
 Accessible toilet blocks near the main entrance and exit of the heritage site to be improved
as per guidelines given below.
 A full range of user-friendly provisions should be made to reach the toilet blocks including
tactile guide path, floor plan with illustrations in written text and Braille, and large information
signs.
 Accessible toilets should have the universally adopted symbol for wheelchair access
displayed outside.
 Improvement to existing General toilets.
 Location of general / accessible toilets to be marked on all tactile pictographic maps.
 Unisex accessible toilets are preferable for the caretaker to assist the wheelchair user.
Recommended clear floor space -2000mmx 2200mm minimum.
 Where provision of independent unisex accessible toilet blocks is not feasible, accessible
toilet cubicles should be provided within the existing ladies and gents toilets by reconfiguring
internal layout to achieve an ideal size of 2000mm x 2200mm. An example of desirable layout
is shown in the following pages.
 Drinking water fountains of two mounting heights should be provided and preferably located
near the toilet blocks but away from the toilet entrances.

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 A step free, levelled tactile guiding path to be provided in the floor from corridors / walkways
leading to the accessible toilet blocks.
 The main entrance door / opening to the toilet and internal cubicles should be minimum
900mm in width.
 There should be no level differences inside all toilet blocks. Existing level differences to be
removed or bevelled to facilitate easy wheelchair movement.
 Facilities should have wide and level layouts with good colour contrasts providing enough
space for wheelchairs and other mobility aids.
 Improvements to the existing toilets, including changing of damaged plumbing, sanitary,
electrical and water supply fittings and appliances.

Figure 53 Accessible toilet with tactile guide

Figure 54 Unisex accessible toilet cubicles
4.5.5 DRINKING WATER FACILITY

 Drinking fountains should have spouts positioned at the front of the unit. The spout shall direct
the water flow in a path almost parallel to the front of the unit.
 For wheelchair users, spouts not higher than 800mm from the floor is recommended.
 Best practice is to provide a clear floor space at least 750mm by 1200mm for wheelchair
users. Knee space and toe space should be provided underneath the fountain. A toe space
of minimum 230mm from the floor and knee space of 700mm from the floor to the underside
of fountain are required.
 Controls should be front mounted or side mounted near the front edge and easily operated
with one hand.
 Flow of water should be at least 100mm high so as to allow the insertion of a cup or glass
under the flow of water.
 For drinking fountain having a round or oval bowl, the spout must be positioned so the flow
of water is within 75mm of the front edge of the fountain.

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Figure 55 Drinking water fountain

Figure 56 Model for outdoor area
4.5.6 PUBLIC COUNTERS
 Publication counters should be at the suggested location in the Visitor’s Facilitation Centre
and in the museum. Existing Publication counter to be retained and modified as per
standards given below.
 Tactile guide path should lead from the entrance to the publication counter, and from the
counter to major circulation route.
 The accessible approach pathway / route leading to the service counter should be without
any platforms or steps or level differences. If level differences / steps to access the service
counter are unavoidable, ramps/ slopes / bevelled edges with tactile warning and colour
contrast should be provided as per standards.
 High and low counters should be provided. Counters should be provided with an upper
writing surface for users in the standing position at 900mm high as well as a lower counter top
with a maximum height of 750mm and knee space should be provided for wheelchair users.
If feasible, the length of the lower counter top is recommended to be 900mm although the
minimum requirement is 750mm.
 Space in front of the publication counter should be provided for queuing and waiting.
 A multi-media information panel to be provided adjoining the publication counter at an
accessible height. Information should be presented in tactile graphics, written text and
Braille; audio messages activated by large push buttons.
 Accessible directional, multilingual and tactile signage to be provided as per standards.
(Ministry of Tourism n.d.)

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Figure 57 Detail of counter Figure 58 Modification to existing counter

4.5.7 IMPLEMENTATION AND RESOURCE MOBILISATION
To execute the conservation of the project, it is decided to adopt an approach inspired by the
“Adopt a Heritage” scheme of ministry of Tourism. For this the scheme shall invite various private
companies to adopt a heritage monument to conserve it. Their responsibilities and roles shall be to-
 Prepare detailed Vision Bidding document for all the heritage sites/monuments/ tourist sites
that they plan to adopt (At least one monument from each category of the listed
monuments forming a package.
 Carry out need gap analysis in each of the heritage site / monument or tourist site that they
are taking up for adoption.
 Get the necessary approvals, clearances, NOCs etc.
 Do the entire end to end work of creation of assets and services of the required levels and
standards as per approved vision and proposal.
 Carry out Operations and Maintenance (O&M) of the assets and services created.
 Assist the Implementation Committee in the mid-course corrections and provide feedback
in a periodic manner.
 Submit monthly progress/ service delivery reports on activities
They shall carry out need gap analysis of the basic amenities within and around the monument/site
for all the selected monuments/sites which is a joint exercise. The assessment for requirement of
amenities and their existing service levels would be carried out for heritage sites, monuments and
any other tourist site. Requirement of basic amenities would be calculated based on the asset wise
service level benchmarking. Following studies inter alia shall be imperative part of the existing
situational analysis:
 Existing and past trend of tourist footfall
 Projection of tourist footfall with short term, midterm and long-term tourist infrastructure
requirements analysis
 Finalization of proposed interventions footprint based on the trend analysis and projections
 Prioritization of amenities and preparation of architectural area program for the proposed
interventions
 Analysis of available fund versus proposed amenities
Private and public sector companies, Trusts, NGOs and individuals usually have strategies for CSR
expenditures. The company need to finalize the Vision statement and its implementation strategy
for each monument/ site they are bidding for. Some of the representative visions are;
 Target balanced growth with increase in domestic and foreign tourist footfall to the heritage
site / monument or tourist site
 Provision of world class tourist amenities at the heritage site / monument or tourist site.
 Cleanliness.
Sustainable tourism development the vision shall be clearly articulated to a granular detail of the
project. The imperative sections of the vision are mentioned below-

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 Transforming Vision into the area program and development footprint
 Concept Master Plan (CMP) of the site area
 Pedestrian and vehicular movement regulations to be introduced
 Adherence of Nodal Department(s) norms and guidelines in construction and development
on site
 Implementation Plan, phasing and costing
 Operation and maintenance plan and funding mechanism in the initial and further phases
The company shall provide detailed operations and maintenance plan for each monument/
heritage/tourist site. The plan should include following parameters:
 Details of current operation and maintenance
 Whether company want to take the entire monument/ site for operation and maintenance
or not
 Quantification of company contribution in operation and maintenance in terms of
components and funds.
The proposed promotional material installation by the company shall be strictly in adherence to the
statutory guidelines of the nodal department(s) i.e. ASI, Forest Department etc. Visibility to the
company would be within the framework of these statutory guidelines. In addition to associated
pride in adoption of the heritage monument/ tourist site, the company shall be provided with
opportunities for their brand promotion in lieu of their CSR/investment initiatives under the project
subject to approval by the Oversight & Vision Committee. Further visibility through print and digital
means would be given to the company in lieu of the amenities provided.
The project focuses on active participation of company to ensure a sustainable model in
maintaining monuments/sites. The company would finance activities, operate & maintain the
facilities on their own rather than claim or transfer funds to or from any Government Body or
department. (MINISTRY OF TOURISM 2020)
4.6 PARKING PROPOSAL FOR CORE CITY AREA
4.6.1 DRAFT BDP 2031 VOLUME 2
The previous BDP 2021 aimed to make Bhopal the best liveable city. It wanted to conserve the eco-
sensitive areas, heritage and historical monuments along with promoting tourism plan for lakes and
rivers. Optimal utilization of the land by finding a balance between vertical and horizontal buildings
was aimed. Apart from this vertical growth along metro and BRTS corridors was desired.
The Draft BDP has long, mid and short term proposals. The long-term proposals being making the
city effective for the future and retaining the land for it by taking into account various aspects like
road network, public transport, major infrastructure and natural and built heritage. The mid-term
proposals involve alteration in physical and social infrastructure. Also, the short-term proposal
includes building use and land use.
Draft BDP 2031 talks about having an implemental approach which means having a clears set of
DRP’s to promote and regulate development in the area, identifying implementable projects that
facilitate planned growth, identifying appropriate implementation mechanism to implement the
projects and proposals and identifying cost estimates for various proposals/projects and sources of
revenue to cover the cost.
The BDP wants the local area plans to aim at expanding land area in the public domain, improving
the street network, reducing block sizes to improve walk ability, further expanding the public realm,
regulating and maximizing development, ensuring coherent built form, synergizing development
and raising resources and building infrastructure. The key focus area of BDP is on zoning and
development, transport network and mobility, housing, green network, physical infrastructure, social
infrastructure, economic development, heritage and environment.
Within the BDP the old city area is given as 0C. This zone has been exclusively identified to delineate
the core walled city with its distinct character and heritage features and fabric that need to be
conserved. To incentivize the conservation of heritage area, heritage delineation of Old city is

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based on presence of properties of heritage importance with distinct character of conservation
nature.
Inner core which includes the walled city area has already attained status of high density. It is
proposed to retain the same density i.e. 150-200 DU/HA for the inner core areas. Other areas
contiguous to inner core such as Jahangirabad, Jinsi, Barkhedi are proposed for density ranging
from 100 to 150 DU/ Ha.
The encroachments along inner city roads by commercial and transport related activities (vehicle
parking etc.) has reduced the effective space available for the movement of vehicular and
pedestrian traffic.
The poor accessibility and inefficient circulation system in central areas are causing inconvenience
to residents of the locality. The vehicular accessibility in parts of central areas is restricted and limited
to the peripheral areas, owing to congested narrow inner roads. Wider peripheral roads namely
Sultania road, Budhwara road and TahsilHuzurroad, have to carry through traffic due to non-
availability of alternative routes. The parking in the old Bhopal commercial areas has become
critical because of heavy concentration of activities, narrow road widths, and encroachments on
roads, intermixing of non-motorized traffic and limited space available for parking.
To maintain the heritage of old city area the base FAR proposed is 2.00, taking into consideration
the traffic and transportation in old Bhopal, there is need to establish relation between road width
and the built up and the uses permitted. It is proposed that for plots situated along the road less
than 12.00-meter-wide, the FAR is reduced by 0.25, also the permissible activities on the plot will
depend upon the road width. (Volume III, Table 9.2.3). The heritage building should be categorized
on the basis of their heritage value and the incentive in terms of heritage TDR should be given
proportionately.
The historic areas of the city are testimony to the rich past of the city. The urban fabric of the old
city of the downtown includes grid iron pattern, structures representing different architectural styles
which has emerged with time. Increase in population, age of structures and services, Vehicular
traffic put the heritage areas under stress. To conserve the city core the concept of Old City Zone
is introduced. Conservation measures for buildings of heritage importance are introduced via
heritage TDR mechanism. A specific parking plan is prepared for city core and a detailed plan for
conservation of heritage is prepared to preserve and conserve the heritage zone.
4.6.2 PARKING
Parking is an essential component of the transportation system. Affects the ease of reaching
destinations and therefore affects overall accessibility. It is one of the key links between transport
network and land-use. In the Indian cities, especially the core city area the roads are congested to
due unorganized on street parking. This leads to chaos.

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Figure 59 Scenario of core city in Indian context
For parking problems can be often defined either in terms of supply (too few spaces are available,
somebody must build more) or in terms of management (available facilities are used inefficiently
and should be better managed). Currently within the heritage zone of Bhopal the core area consists
of grid iron pattern which is about 400 years old. It is still famous as a commercial hub, hence a
major attraction place for many vehicles. But the grid and iron pattern were made for pedestrian
movement, so this causes congestion when vehicles pass through it and also park on street. The
core area is having majorly mixed land use. The streets are 2 lanes or 1 lane. Their width varies
between 20 m, 10 m and 5 m. Although there was a proper parking for 4 wheelers off street but it
was not the case for 2-wheelers.
This all led to People Park on roads. Due to no proper system of on-street parking this leads to absurd
parking on roads. People Park on streets for long duration of time, this caused inconvenience for
people just wanted a quick stop. Roads are narrow near some residential places this forces people
living in these areas to park their vehicles at the nearest possible location available, which is
undesirable.
To overcome these problems, providence of a congestion free road is desired so as to increase
mobility and accessibility, to encourage non-motorised means of transportation, to ensure that
development takes place without destroying our heritage and to provide efficient parking.
4.6.3 SURVEY
From the Urban Mobility India report it was found that for on street parking on weekdays the highest
parking accumulation is observed on street 15 i.e. 37.5 followed by 30 at street 6. There is no
significant variation in terms of duration of parking. The average turnover in study area is 3.93. And
on weekends highest parking accumulation is observed on street 11 followed by street 13. Longer
Duration commuter i.e. Shopkeepers are found more. The average turnover in study area is 2.75.
Also, for off-street parking highest parking accumulation is observed at Chhattorigalli Multi Level
Parking Plaza as the location is near to chowk bazaar road. More than 50% of vehicles were parked
for more than 4 hrs. Gauhar Mahal parking lots is not used after 6:00 pm. The average turnover of
off-street parking lots is around 4.9. (India n.d.)
The given figures show the location of unorganised on street parking, off street authorized and
unauthorized parking and also the location where the survey was taken.

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Figure 61 Location of free and paid parking and survey site
Figure 60 Roads where on street parking takes place

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Table 15 Survey data for off-street parking

4.6.4 PROPOSAL
To supply to this demand of parking various locations are proposed for on as well as off street
parking. For on street parking proposed parking on roads between width 7 to 22 metresis
Table 14 Survey data for on-street parking on weekday

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considered. The length of 7 metres road is 7,165 metres. The length of 12-15 metres road is 11,565
metres. The length of 20-22 metres road is 2,092 metres. On street parking for raods of width above
that 10 meters means a total length for on street parking as 34,479 metres. Considering that one
parking takes the length of 5 metres a total on street parking as 6,896 ECS is generated. Leaving 196
ECS for commuting purpose, total on street parking is 6700 ECS.
For off street parking 11 sites are proposed. The total area of these sites constitutes 9,965 metres
square. And since one ECS requires 12 metres square of area so a total of 830 ECS can be provided.
Apart from this 385 ECS is already there as off-street parking. If some space is left for commuting
purpose within the parking lot. Then then this all accounts to a total parking of 7385 ECS.
PROPOSED OFF STREET PARKING
STREETS FOR ON-STREET
PARKING

Figure 62 Proposed parking space
To manage the created parking space and the demand of parking it is decided to take the help
of various tools or methods. These involve creating a parking management unit that brings together
urban local bodies, traffic police, and other stakeholders. Staff the parking management unit with
competent professionals who are capable of monitoring system operations. Engage service
providers to set up and operate the system in return for a performance-based service fee. This
model includes various techniques like implement smart parking system, use parking revenue to

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build people friendly streets, price parking to manage demand, restrict the supply of parking and
improve access to transit.
To implement smart parking, demarcation of proper parking slots for two and four-wheeler vehicles
to park is required. Installation of a customer-oriented parking system so that people can create
their account in it to gather information or pay bills creates efficiency. Disseminate information
about parking policies so that people can get information whenever a parking space is vacant and
log into it to occupy a space. And last but not a least, someone to enforce the rules. The enforcer
would scan the number plate and get the information weather the parking has been paid for or
not. And if it has not been paid for or violates and traffic rules or regulations then a fine shall be
imposed upon it.
Building of pedestrian friendly roads using surplus parking revenue to fund zonal improvements that
shift people away from cars and towards walking, cycling, and public transport is done. This will
encourage people to use NMT of walking. This will in turn reduce the traffic congestion and also the
demand for parking.
It is not always about supplying to the need of the users. Sometimes the supply is limited so that the
demand can decrease. In this proposal it is tried to attain a balance supply and management of
parking. Although it is tried to supply to the maximum capacity considering all the constraints, a
need to limit the demand still exists. To do so the approach proposes various methods like renting
parking space separately for built up, control parking but not built up, charge off street parking,
remove parking minimum standards from built up.
Apart from this controlling parking price is also an effective way since the price of parking influences
user choice. When demand is high, increase the price so that people who have the highest
willingness to pay are able to find vacant slots. So, charge for high occupancy streets can be done
like, start charging for parking on streets with peak-period occupancy greater than 60 per cent.
Increase the price when demand is high—i.e., when occupancy is more than 90 per cent. Also, the
price can be based on various factors like location, time of the day, vehicle size and duration of
parking.
It is also focused upon improving access to transit. Rather than building park-and-ride facilities in
urban centers if improve transit access by creating a dense network of walking, cycling, and feeder
service routes then number of personal motorized vehicle would reduce. This would lead to less
congestion on the road and also less parking demand within the zone. For this battery operated
coaches and chartered bicycles are proposed.
4.6.5 IMPACT OF PROPOSAL
This give proposal will have various social, environmental, economic and physical impacts.
Physical impact- Proper parking would lead to congestion free roads and encouraging NMT would
help in improving the landscape.
Social impact- This will encourage people to use bicycles or to walk, hence improving their health
and congestion free environment helps reducing the stress level of people.
Economic impact- Introducing battery operated rickshaws would help create employment for the
people and congestion free roads would attract more people to the commercial area, hence
creating more revenue.
Environmental impact- Promoting the use of NMT would go a long way in reducing air pollution and
congestion leads to honking, which in turns lead to noise pollution. This proposal will help to reduce
it.
4.6.6 IMPLEMENTATION AND RESOURCE MOBILIZATION
To implement this proposal, various infrastructure set up required includes-
• On-Street parking has to be demarcated.
• Off-Street parking has to be made.

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• Pay and Park Facility
• Control Centres are to be set up
• CCTV cameras are to be set at various locations
• Chartered bicycles stand
• Battery operated rickshaw stand
The whole proposal shall be implemented in two phrases as can be seen in the following table-
Phase Project
Short Term (3 Years) On Street Parking
Off-Street Parking
Setting up of control centre
Setting up of CCTV
Chartered Bicycles
Battery operated rickshaw stand
Medium Term (5 Years) Making pedestrian friendly roads
Table 16 Implementation of the project Through different Stages

For this project the funds shall come from various means like-
1. Viability Gap Funding - In a recent initiative, the Government of India has established a
special financing facility called "Viability Gap Funding" under the Department of Economic
Affairs, Ministry of Finance, to provide support to PPP infrastructure projects that have at least
40% private equity committed to each such project. The Government of India has set certain
criteria to avail this facility under formal legal guidelines, issued in August 2004, to support
infrastructure under PPP framework. Viability Gap Funding can take various forms such as
capital grants, subordinated loans, O&M support grants and interest subsidies. It will be
provided in instalments, preferably in the form of annuities. However, the Ministry of Finance
guidelines require that the total government support to such a project, including Viability
Gap Funding and the financial support of other Ministries and agencies of the Government
of India, must not exceed 20% of the total project cost as estimated in the preliminary project
appraisal, or the actual project cost, whichever is lower
2. Cess on Turnover - A substantial amount of revenue could be generated through cess on
turnover, particularly in cities, based on industry, trade and commerce activities. Such cess
has already been levied for Bangalore MRTS project.
3. Shops and Establishment Levy - This method has the potential to be one of the large revenues
gathering measures, particularly in Indore city, where the predominant economic base is
trade and commerce:
 Tax on Employment - An additional source of revenue can be generated by an additional
levy on the employer. This has been successfully adopted in cities of developed countries
like Paris and France.
 Surcharge Levy on Octroi Rates - This method involves levying a surcharge on Octroi. In areas
where there is a proposal for abolishment of Octroi, a substitute in the form of Entry Tax has
been enforced which has potential to generate sizeable source of revenue.

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 Sale of Government Land and other Property - It is an efficient source of raising resources by
local bodies. Cities in India have been raising funds through sale of government land for road
infrastructure improvement projects.
4.6.7 CONTINGENCY PLAN
If the given proposals fail and they are not able to carter to the demand of the site, then since an
FAR of 2.0 is allowed within the site, then it can upgrade the off-street parking to fulfil the need of
the site.
Apart from this metro line is also proposed within the area, this would also reduce the burden of
personal transport from the roads. Since many people who use personal vehicle right now would
like to commute through metro later.

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5.1 CONSERVATION AND IMPROVEMENT OF LAND PROFILE
Imagine a community “fully built-out” with a house on every zoned house lot and a business on
every zoned commercial and industrial lot.
What else would there be? Would there be any parks? Any woods or fields? Would the community
have an ample, protected, clean water supply?
Planning can protect against sprawling development, reduced property values, overall
degradation of the natural environment, pollution, habitat fragmentation, traffic congestion, and
overburdened municipal budgets and infrastructure. Planning promotes efficient use of public
funds and effective management of public resources.
To be effective, land use management must begin with clear goals and a good land use plan.
Planning can help a community define goals for its character, economy, and natural environment;
anticipate and prioritize its needs; and describe the means and mechanisms for achieving its goals.
An implementation strategy can be effective only if it is tailored to meet local land use goals.
Land Conservation development is a controlled-growth land use development that adopts the
principle for allowing limited sustainable development while protecting the area's natural
environmental features in perpetuity, including preserving open space landscape and vista,
protecting farmland or natural habitats for wildlife, and maintaining the character of rural
communities. A conservation development is usually defined as a project that dedicates a
minimum of 50 percent of the total development parcel as open space. The management and
ownership of the land are often formed by the partnership between private land owners, land-use
conservation organizations and local government. It is a growing trend in many parts of the country,
particularly in the Western United States. In the Eastern United States, conservation design has been
promoted by some state and local governments as a technique to help preserve water quality.
This type of planning is becoming increasingly more relevant as "land conversion for housing
development is a leading cause of habitat loss and fragmentation. With a loss or fragmentation of
a species' habitat, it results in the endangerment of a species and pushes them towards premature
extinction. Land conversion also contributes to the reduction of agriculturally productive land,
already shrinking due to climate change.
Conservation development differs from other land protection approaches by aiming to protect
land and environmental resources on parcels slated for immediate development—to protect land
here and now. In contrast, a green belt approach typically aims to protect land from future
development, and in a region beyond areas currently slated for development. It seeks to offer a
gradient between urban regions and open countryside, beyond what a line on a map—typically a
highway—currently provides. This approach seeks to avoid the dichotomy of economic urbanism
on one side of such a street while on the other lies completely protected woodlands and farm fields,
devoid of inclusion in that economy. Addressing the theoretical illusion that humanity walled off is
better-off, conservation development recognizes that design of how people live is far more
important than how credit is alotted; that instead of walling off a problem the problem needs to be
faced and drastically lower the impact on the sites where people live, and indeed raise the
performance of the communities toward a level where such walls are no longer considered first
response requirements.
5
CONSERVATION AND
IMPROVEMENT OF ENVIRONMENT

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5.2 CONSERVATION AND IMPROVEMENT OF RIVERS STREAMS, WATER‐
SHEDS.

A watershed is an area of land that drains all the streams and rainfall to a common outlet such as
the outflow of a reservoir, mouth of a bay, or any point along a stream channel. Watersheds can
be as small as a footprint or large enough to encompass all the land that drains water into rivers.
The word "watershed" is sometimes used interchangeably with drainage basin or catchment. Ridges
and hills that separate two watersheds are called the drainage divide. The watershed consists
of surface water, lakes, streams, reservoirs, and wetlands and all the underlying groundwater.
Larger watersheds contain many smaller watersheds. It all depends on the outflow point; all of the
land that drains water to the outflow point is the watershed for that outflow location. Watersheds
are important because the stream flow and the water quality of a river are affected by things,
human-induced or not, happening in the land area "above" the river-outflow point.
Contours deflect uphill at valley lines and downhill at ridge lines. Contour lines in U-shape cross a
ridge and in V-shape cross a valley at right angles. The concavity in contour lines is towards higher
ground in the case of ridge and towards lower ground in the case of valley.
The zone has a noticeable slope which results in the runoff water to move towards the upper lake.
All the valley lines end on the lake with the slope. The zone consists of residential as well as
commercial area, and with almost all of the area being paved the runoff water causes major rise
in water level during monsoon.

Figure 64 Watershed pattern of the zone

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5.3 CONSERVATION AND IMPROVEMENT OF GREEN COVER AND
LANDSCAPE
The selected zone is densely populated and almost all of it is paved. The zone is an important part
of the city, it consists of all – residential, commercial, PSP. But one thing that does not do justice to it
is the lack of greenery in the area. For a zone this densely populated a proper green cover is
required to limit the effects of unintentional harms of daily life.
The National Forest Policy envisages an average forest and tree cover of 33% of the geographical
areas for the" hole of the country. Further it has been qualified that 2/3rd of the land area should
be under forest and tree cover in hills. The Municipal Acts of various States/UTs also prescribe a
minimum area for parks and gardens. While in the older areas of the city’s redevelopment and
demarcation of exclusive areas for parks and greens is most often next to impossible. in the new
development areas. Further, creation of green areas is not being done uniformly. Some of the cities
and towns of the country are fortunate to have forests within its city limits. but as a manner of rule.
Notifying new forests areas within cities may not be feasible and increasing green cover in urban
areas will therefore depend more on the trees growing in non-forest land irrespective of its
ownership. (guide for conservation, development and management of urban green)
Some of the important issues with respect to conservation of urban greens and trees are mentioned
below:
 Absence of long term planning resulting in frequent changes in land use. As a result, there is
lack of integration of trees/ greens and planned development process and trees are often
planted as an afterthought.
 Land covered with trees is viewed as loss of opportunity cost when compared to the land
put to commercial and infrastructural uses. There is tremendous pressure on green areas/
trees for competing land uses especially for expanding infrastructure.
 Limited space available for tree planting. Trees are often viewed as obstruction to
development and therefore become the first casualty in the probe’s.
 Water scarcity. refractory soil and stressful growth conditions impact proper growth and
health of trees. leading to high cost of development and maintenance. Lack of trained
manpower for management of greens is also poses serious problem.
 Illegal public pressure on urban greens due to high floating population. Urban poverty and
homelessness encourages squatting in open areas reserved for trees.
 Lack of respect. sensitivity and care often from different cross sections of the society. Green
spaces! young plantations! saplings prone to vandalism.
Most of the tree cover are found near the periphery of the zone and in the inner part the number
of trees present are less as the area is densely populated residential area so there is no green space
inside the area. The number of trees calculated from the map is 846trees and the total area is
2647332.49 sq. m from that the total area the total tree coverage is 11.74%. Trees have a lot of
benefits its help in reducing air and noise pollution as well as act as a buffer to reduce heat in urban
areas and also help in improving the living quality of the people in the locality.

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Figure 65 Tree cover in the zone

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5.4 CONSERVATION OF HERITAGE AREAS/ZONES
5.41 Built heritage under enormous threat due to:
 Lack of identification of heritage
 Rapid urbanization
 Low priority to heritage as asset
 Constant neglect & misuse.
 Haphazard & uncontrolled development.
 Large scale subdivision of land/ buildings
 Change of land use/structure
5.4.2 REDIFINING/MAPPING HERITAGE
1. Majority of heritage lost due to lack of identification
2. Indian legal framework links Heritage to time scale 100 years.
3. major cause of exclusion of large Heritage buildings
4. Heritage needs re-definition with precise / detailed guidelines
5. well defined process and machinery for identification
6. Involving trained manpower
7. Need Capacity building at national/state /local levels
8. Indian heritage largely building specific
9. Scope needs to be widened to include;
10. urban spaces, bazaars, complexes, cities.
11. Concept of heritage zones needs inclusion.
5.4.3 MAKING HERITAGE AS PART OF PLANNING PROCESS
1. existing heritage suffers from haphazard/ unplanned development
2. Lack of focus on Heritage conservation in urban planning process
3. Effective heritage management requires conservation made integral part of settlement
planning.
Regional Plans Master plans/ Development Plans to:
 identify heritage areas/zones/buildings in planning area
 prepare inventory of urban heritage
 Make in-depth study and analysis and
 suggest strategies to preserve, conserve/ promote/manage heritage
 framing dedicated schemes for heritage areas for rational development
 Enlarge scope of Town Planning laws to provide for Heritage conservation as priority area,
Each Regional /Master Plans to have dedicated Chapters
5.4.4 INVOLVING COMMUNITIES
1. Ignoring communities/ public participation-root-cause of damage/ destruction of valuable
heritage
2. Making preservation/conservation of heritage people centric remains central to success
3. People legitimate owners/community sees heritage as a “good thing to have”- need active
involvement
4. Involving communities through
5. Holding public meetings
6. making people part of discussions
7. ‘listening to’ and giving a voice to people
8. Holding workshops/ Heritage Exhibitions/using print media
9. Organizing Heritage Marches/competition/ asset mapping
10. bringing out leaflets, maps / brochures, highlighting heritage
11. Involving local students in heritage management
12. training local inhabitants as tourist guides

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5.4.5 INVOLVING ACADEMIC/PROFESSIONAL INSTITUTIONS
1. Heritage has suffered due to inadequate trained manpower
2. low priority to heritage in institutions imparting education in Architecture/ Planning
/Engineering -Architects/ Planners/engineer’s role critical in heritage conservation
3. few institutions run specialized courses in heritage
4. Need to make heritage integral part of study in school/ colleges/technical institutions
5. Mandating starting of undergraduate/Master level courses on heritage
preservation/management in IIT’s/SPA’s/NIT’s
6. Involving institutions– IBC/ IIA/ITPI/ Institute of Engineers/INTACH/ Voluntary agencies/NGOs/
civil society/pressure groups in safeguarding/promoting heritage.
7. Sensitizing in-service /professionals-architects/ planners/engineers by making heritage part
of study curricular/holding seminars / workshops/awareness programs for professionals.
5.4.6 LEGAL FRAMEWORK AND DEVELOPMENT REGUALTIONS
1. Existing legal framework related to planning, development and management of human
settlements done more harm than good to the heritage management.
2. Town Planning laws to be reviewed and redefined on priority to make them heritage friendly
3. Master Plans and Regional Plans must focus on heritage conservation
4. All town development schemes must define agenda for heritage conservation
5. Considering critical role of development control, zoning regulations & bye-laws in heritage
conservation
6. Special controls sensitive to heritage based on detailed study/ analysis required to be framed
for protecting heritage building.
7. Concept of Listed buildings to be included in legal framework to preserve heritage
5.4.7 CONSTITUTING OF HERITAGE COMMISSIONS/COMMITESS:
1. States to constitute heritage commission and heritage committees at the state/local levels.
2. Heritage commission should aid, advise, guide the state government and evolve policy
framework for identification, notification, preserving and managing the areas of heritage
importance in state.
3. Heritage Identification to be on the concept of listed buildings.
4. Heritage Committee should aid, advice, assist & guide the ULBs on all issues related to
heritage & its conservation and management
5. Creating a state cadre of heritage experts in all planning & development
authorities/agencies/ town planning/PWD and architecture should be made mandatory.
5.4.8 CREATING HERITAGE FUND:
1. Heritage management- a resource intensive activity.
2. Heritage Suffered-Non-availability of dedicated resources
3. Generating resources for heritage by Creating dedicated heritage fund at National/State /
Local level.
4. Actively involving Corporate Sector, CII, PHDCC for collecting funds for heritage.
5. Involving Artists / Professionals for organizing exclusive shows for raising funds for promoting
heritage.
6. Starting Heritage lotteries/ levying heritage cess on tourists
7. earmarking part of budget of ULB, s/ Dev. Auth
8. Promoting public –private partnership.
9. involving industries in maintenance / upkeep
10. making heritage conservation part of CSR activities (Indian national trust for art and cultural
heritage, 2015)

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5.5 INTEGRATION OF PROPOSALS REGARDING AIR WATER AND NOISE
POLLUTION CONTROL
5.5.1 AIR POLLUTION
Under section 2(a) of Air (Prevention and Control of Pollution) Act, 1981 noise is defined as air
pollutant “Air pollutant" means any solid, liquid or gaseous substance [(including noise)] present in
the atmosphere in such concentration as may be or tend to be injurious to human beings or other
living creatures or plants or property or environment.” (THE AIR (PREVENTION AND CONTROL OF
POLLUTION) ACT)

Figure 66 Air Quality Indicators
Bhopal is the capital city of state of Madhya Pradesh which has been selected under national smart
cities program’s first round for integrated urban development. It has an estimated urban population
of 2.0 million.
As for the study the area in old city of Bhopal the heritage zone is considered which is home for
small and medium industries (electrical goods, medicinal products, cotton, chemicals, jewellery,
flour milling, cloth weaving, painting, matches and max manufacturing) as well as many historical
buildings of Bhopal. The area is densely populated and crowded during most of the hours of the
day. Due to heavy traffic and other means (small industries) the air quality of the area is poor and
un- healthy. The air quality index (AQI) of Bhopal for daily basis is 144 AQI (during the lockdown)
MODERATE which is unhealthy for the sensitive groups and in this the PM2.5 level is 53 µg/m
3
which
is emitted during the combustion of solid and liquid fuels, such as for power generation, domestic
heating and in vehicle engines and PM10 is 114 µg/m
3
which includes dust from construction sites,
landfills and agriculture, wildfires and brush/waste burning, industrial sources, wind-blown dust from
open lands, pollen and fragments of bacteria. So main source of the pollution is from the vehicles
which was mostly the one which comes for commercial and recreational purposes. The zone lacks
proper road network which result in traffic blocks during busy hours and also proper monitoring of
vehicle fitness. The level of pollution is moderate but it makes adversely affect the health of the
locals as well as heritage building of the study area. All these factors affect the air quality, in order
to improve the air quality vehicle free zones inside the heritage zone are proposed, Implementation
of norms for the construction of Underground Metro Station, rendering the area to be prohibited for
traffic. As the road inside the zone is narrow and it cause a lot of congestion it is good to make it
vehicle free so that it helps in better pedestrian movement as well as reduce air pollution.

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5.5.2 NOISE POLLUTION
Central Government notified the Noise
Pollution (Regulation and Control) Rules,
2000 as it is published in the Gazette of
India, Extraordinary, Part-II –section 3(ii),
vide S.O 123 (E) dated 14.2.2000. In
reference to abovementioned rules
following responsibilities are vested with
State Governments, District Magistrate,
Police Commissioner, or any other officer
not below the rank of Deputy
Superintendent of Police:
 Enforcement of Noise Pollution
control measures and the due
compliance of ambient air quality
standards in respect of noise. 2.
Restriction on the use of Loud
Speakers/Public Address system.
 Restriction on the use of Horns,
Sound emitting construction
equipment and bursting of Fire
crackers.
 Prohibition of continuance Music
Sound or Noise.
 Authority shall act on the complaint
and take action against the
violator in accordance with the
provisions of rules.
 Disallowing sound producing
instrument after 10 p.m. to 6 a.m.
except in closed premises.
 State Government may permit loud speakers or public address system in night hours
(between 10.00 p.m. to 12.00 midnight not exceeding 15 days in year. (STATUS OF AMBIENT
NOISE LEVEL IN INDIA )
 Day time shall mean from 6 AM to 10 PM
 Night time shall mean from 10 PM to 6 AM
 Silence Zone is defined as areas up to 100 meters around such premises as hospitals,
educational institutes and courts. The Silence Zones are to be declared by competent
authority.
 Mixed categories of areas may be declared as one of the four above mentioned categories
by the competent authority.
In case of noise pollution there are many reports which are taking about serious problems faced by
the locals due to noise pollution in different parts of Bhopal. Construction activity, fire crackers,
sound producing instruments, generator sets, loudspeakers, public address system, vehicular horns
are also contributing to noise pollution. There is no regular measurement of noise pollution, it is an
Figure 68 Noise Regulation for different land use
Figure 67 Noise Level Comparison

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exercise conducted barely twice or thrice a year and it is not conducted properly. In the old city
the main source is from vehicle and other loud speakers during festival seasons and other
announcement the affect the people residing in the area, as it is a densely populated area and
most of the population consist of old people and children. The main health issues related to noise
pollution are hearing Loss (NIHL). Exposure to loud noise can also cause high blood pressure, heart
disease, sleep disturbances, and stress. As discussed earlier about the condition of the roads of the
area which is congested it causes traffic block as a result the traffic noise is not inevitable; it can
be minimized by maintaining roads, constructing sound barriers, reducing vehicle speeds,
enforcing illegal vehicle modifications, carefully routing freight trucks, choosing electric buses, and
increasing the use of public transit, bicycles, and walking. The proposals which give in order to
reduce the noise pollution is making the area vehicle free zone and introducing underground metro
system which may help in meeting the need of transport and also increasing the tree cover of the
area will also help in reducing noise pollution to an extend as trees act us a buffer.

5.6 SECURITY MAPPING: FOCUSING ON PROVISION OF APPROPRIATE
STREET FURNITURE INCLUDING LIGHTING, SPACING OF POLICE
BOOTHS. CONSIDERATION IS RECOMMENDED FOR PROVIDING
SECURITY FOR WOMEN

The selected study zone is filled with heritage sites and hence, some parts of are very much
developed and maintained. But the inner residential area is not compatible with these parts. The
residential areas fit well with the tones of the heritage sites but the inner residential area has narrow
roads and no proper lighting system. Despite the development, the area is not safe for women or
from B & E incidents.
There have been many cases of robbery and assault in that area in the past. the situation has
improved slightly with setup of police booths in the area. Part of the reason of this setup is monitoring
of the heritage zone and keeping it quite to make it more appealing.

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6.1 DISASTER MANAGEMENT POLICY
Disaster is a sudden, calamitous, and unfortunate event that brings with it great damage, loss,
destruction, and devastation to human life as well as property. Disaster management is very
important to survive in case of a natural or man-made disaster. Disaster management activities are
aimed to minimize loss of life and damage in the event of a disaster. Disaster management
measures can help to remove people and property from a threatened location by facilitating timely
and effective rescue, relief, and rehabilitation at the place of disaster thereby reducing the loss of
property, protecting people, and reducing trauma among people. The city has suffered the
tragedy of the world's biggest industrial disaster in the year 1984; the city needs a detailed study
and preparation for the potential disaster and its management.
6.1.1 FLOOD
Due to the topography of Bhopal city, the water flowing from the hills is drained through various
water flow channels. With the current development in the city, the natural flow has been restricted
by encroachment in many places, which increases the water logging on multiple stretches in the
city. Heavy rainfall leads to urban flood in low lying areas of Bhopal. Gautam Nagar, Jamalpura,
Indiranagar, Jagjivan Colony, Dharmapuri, Mahamai Bagh, Rajendra Nagar, Shahpura Lake’s
surrounding area, Munshi Hussain's pond, Motia Talab in North Bhopal are the most sensitive in
waterlogging affected areas.
It is necessary to construct a proper water drainage system in the area so that adverse effects can
be prevented in future. so, there would be no possibility of creating flood-like conditions due to
water logging in the newly proposed areas for development.
6.1.2 MEASURES TO PREVENT (URBAN) FLOODING
6.1.2.1 GREEN ROOF
Green roofs, by their very nature, absorb rainwater and help to mitigate flooding. They have
become very popular. The benefits, as they relate to water, are straightforward: for the building
owner, it’s a storm water management tool for the community, it reduces storm water runoff;
and for the environment, it prevents combined sewer overflow, neutralizes the acid rain effect
and removes nitrogen pollution from the rainwater (Ercolani, 2018)
6.1.2.2 SEPARATING RAINWATER FROM THE SEWER SYSTEM
To improve water management and protect the sewer system from damage, cities are
beginning to revamp their underground pipe and drainage systems by
separating rainwater from the sewer system. The separation enables the wastewater treatment
plant to function properly, without it being overburdened by large quantities of storm water.
6.1.2.3 KEEP THE SEWER SYSTEM CLEAN
Sewer systems can clog up with waste, debris, sediment, tree roots and leaves. The more
traditional sewer pipes tend to rust and corrode, compounding the problem.

6
COMPLIANCE OF GOVERNMENT
POLICIES

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6.1.2.4 SUSTAINABLE DRAINAGE: PERMEABLE PAVEMENT, SIDEWALKS AND GARDENS
Concrete is not permeable It does not absorb rainwater. It blocks it and redirects it to the
drainage systems which, in turn, often become clogged and then the water overflows into the
streets and sidewalks. Unchecked, this will cause flooding. The concept of sustainable drainage
makes perfect sense. As part of environmental initiatives that are underway in across the globe,
the recommendation is that impermeable surfaces be replaced with permeable materials such
as grass and gardens. This will allow the rainwater to drain into the soil. The process, known as
infiltration, also serves to sustain the plant life. (Rahman, 2018)

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In already built-up areas, of old city it will not be possible to fix minimum and regular size of plots
because most of the houses in the central area have irregular plots and size. Floor Area Ratio
(F.A.R.) and plot coverage have been proposed to achieve the proposed density within the
requirements of ventilation, sunlight for healthy living and workplaces in the central area.
The coverage under present Municipal Corporation Building by-laws will have to be revised to
confirm up to the following standard. At present the following norms are prevailing as per BDP 2005.
Table 17 Development regulations regarding ground coverage
Ground Coverage (Maximum)
Plot area is not exceeding 100 Sqm. 75%
Plot area from 101 to 200 Sqm. 66%
Plot area from 201 to 500 Sqm. 60%
Above 500 Sqm. 40%

Floor area ratio for different residential location is given below. For plots situated along road less
than 10 meters wide, the F. A. R. is reduced by 0.25 and ground coverage is reduced by 10%.
However, to maintain the urban form of the old city area(downtown), people will be encouraged
to maintain the character of the building, and in return will be incentivized by the heritage TDR
mechanism. This will decongest the old city area while maintaining the character of core area and
promote development in peri-urban areas.
To maintain the heritage of old city area the base FAR proposed is 2.00, taking into consideration
the traffic and transportation in old Bhopal, there is need to establish relation between road width
and the built up and the uses permitted. It is proposed that for plots situated along the road less
than 12.00-meter-wide, the FAR is reduced by 0.25, also the permissible activities on the plot will
depend upon the road width. The heritage building should be categorized based on their heritage
value and the incentive in terms of heritage TDR should be given proportionately.

7
DEVELOPMENT REGULATIONS

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Resource mobilization and implementation is an integral part of any plan as it tells us the feasibility
of our plan. Within resource mobilization and implementation there are various aspects that come.
Institutional Set-Up for Implementation- Within our zone proposals for various set ups like sea bins,
grass corridors, energy pavements, metro station, rotary, gallery, on and off street parking, NMT,
CCTV camera and a controlling centre are given.
Physical Infrastructure Development 5-Year Phasing- All the projects are expected to be completed
within the 5 years. As was the detail given within the various proposals.
Resource Mobilization for Implementation through Public Private and Other Sources- All the
proposals are to work on the PPP model with some help from the government. Further details are
given in the proposals individual.

8 RESOURCE MOBILIZATION
AND IMPLEMENTATION

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(n.d.). guide for conservation, development and management of urban green.
India, U. M. (n.d.). Urban Mobility India.
Indian national trust for art and cultural heritage. (2015). urban heritage in indian cities.
MINISTRY OF TOURISM. (2020). "Adopt a Heritage”. Delhi: GOVERNMENT OF INDIA.
Ministry of Tourism. (n.d.). Generic Guidelines for Accessible Monuments under ASI. Government
of India.
MP Town and Contry Planning. (2020). Draft Bhopal Development Plan 2031 Vol 2. Bhopal:
Government of Madhya Pradesh.
MP Town and Country Planning. (2020). Draft Bhopal Development 2031 Plan Vol. 3 . Bhopal:
Government of MAdhya Pradesh.
Planning, MP Town and Country. (2020). Draft Bhopal Development Plan 2031 Vol 1. Bhopal:
Government of Madhya Pradesh.
STATUS OF AMBIENT NOISE LEVEL IN INDIA . (n.d.). Retrieved from central board of pollution
control: https://cpcb.nic.in/noise_data/Noise_Report_2017.pdf
THE AIR (PREVENTION AND CONTROL OF POLLUTION) ACT. (n.d.). Retrieved from central pollution
control board:
cpcb.nic.in/displaypdf.php?id=aG9tZS9haXItcG9sbHV0aW9uL05vLTE0LTE5ODEucGRm

BIBLIOGRAPHY

Figure 69 Ward Map

Figure 70 All Zones Map

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Figure 71 Road Network and Built-up Map

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Figure 74 Social Infrastructure of the zone

Figure 75 Land-Use MapFigure 76 Social Infrastructure of the zone

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Figure 77 Land-Use Map

ZONAL DEVELOPMENT PLAN OF HERITAGE ZONE BHOPAL

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