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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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 population Female 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
WardsData 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
0 10 20 30 40 50 60 70
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
0 20 40 60 80 100
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 premises Near premises Away
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 m2 Out of the
total area, 956 m2 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 m2 (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 19th century
Alabaster mosque, Jama mosque by the Hindu wife of the 2nd 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.

25 | P a g e
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 11th Century. The catchments of upper
lake are extended in 361-km2
areas, while water spread area is
restricted to 31 km2.
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 km2 and
submergence area of 1.29 km2.
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

26 | P a g e
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 20th century. But in the last few decades of 20th
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

27 | P a g e
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.

28 | P a g e
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

29 | P a g e
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

30 | P a g e
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

31 | P a g e
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

ZONAL DEVELOPMENT PLAN OF HERITAGE ZONE BHOPAL

ZONAL DEVELOPMENT PLAN OF HERITAGE ZONE BHOPAL

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