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Area Improvement Plan for Lalbagh area in Old Dhaka
By MD.NASIM HAIDER
DEPARTMENT OF URBAN AND REGIONAL PLANNING BANGLADESH UNIVERSITY OF ENGINEERING AND TECHNOLOGY (SUET) ~. DHAKA, BANGLADESH 11~llmlllmmllmlll #107334*- . February, 2009
• .C>, .. Area Improvement Plan for Lalbagh area in Old Dhaka
By MD,NASIM HAIDER
Thesis submitted in partial fulfillment of the requirements for the degree of MASTER OF URBAN AND REGIONAL PLANNING (MURP)
DEPARTMENT OF URBAN AND REGIONAL PLANNING BANGLADESH UNIVERSITY OF ENGINEERING AND TECHNOLOGY (SUET) DHAKA,BANGLADESH
February, 2009
" The thesis titled Area Improvement Plan for Lalbagh area in Old Dhaka submitted by Md Naslm Haider, Roll no. 100515013 (F), Session: October, 2005 has been accepted as satisfactory in partial fulfillment of the requirements for the degree of Master of Urban and Regional Planning _ (MURP) by eoursework and thesis on 2,d ofFehruary, 2009.
BOARD, OF EXAMINERS ---~- (Dr. Roxana Hafiz) Chairman (Supervlsor) Professor Dep ent of Urban and Regional Planning,, DUET
(Dr. Roxana Hafiz) (Member Ex-officio) Head Department of Urban and Regional Planning, SUET
------""'-~--Nt-'"~ ' (!\ifr.A.S.M. Mababub-Un-Nabi) Member Professor Department ofUrhan and Regional Planning, BUF.T
(Md. Musleh Uddin Hasan) Member Assistant Professor Department of Urban and Regional Planning, BUET ----~~~~------. Dr. Md. Jaburul Hoque Town Planner Khulna Development Authority (KDA) Member (External)
DEPARTMENT OF URBAN AND REGIONAL PLANNING BANGLADESH UNIVERSITY OF ENGINEERING AND TECHNOLOGY (BUET) DHAKA,BANGLADESH
m CANDIDA.I'~:'S DECLARATION
It is hereby declared that this thesis or any part of it has not been submitted elsewhere for the award of any degree or diploma
...... Md Nasim Haider
Roll no: 100515013 Session: October, 2005 ACKNOWLEDGEMENTS
I would like to express my almost gratitude to Almighty Allah for His blessings to work for improvement of Lalbagh area in Old Dhaka. I. would like to express most sincere gratitude to my supervisor Dr. Roxana Hafiz, Professor, Department of Urban and Regional Planning, BUET for her constructive comments and kind cooperation. Special thanks are due to Professor ASM Mahabub-Un-Nabi, and Md. MusIch Uddin Hasan, Assistant Professor, Department of Urban and Regional Planning, BUET for their . kind help. My gratitude also goes to all other teachers of the same department for their suggestion and helpful support during the course of my study. I acknowledge the help received from Mr. Ka7.iGolam Hafiz, Ex Town Planner, RAJUK and Dr. Mohsin Uddin Ahmed, Professor, Department of Urban and Rural Planning, Khulna University. Moreover, thanks are due the officials of dilTerentgovernment and non government agencies, and professionals for their kind support and cooperation. Finally, 1would like to express my dcep gratitude and indebtedncss to my beloved parents and otber family membcrs for tbeir continuous inspiration and encouragement to complete the research work.
Md Nasim Haider February, 2009. ABSTRACT
Dhaka, the historical capital of Bangladesh had passed through a lot of glorious moments with the passage of time. But, this cIty IS now going to lose its glory due to deteriorating Jiving and enviromnental condition Even after three decades since independence, authorities have failed to have a planned built,up environment for our cities. And this failure is mainly visible in the Lalbagh area the older part of Dhaka; where living condition is headmg towards a totally an uninhabitable eonditlOn. Bld, as a center for trade and commerce in the region, the area has a great importance for the economical development of the city and whole country. This trade center is not only serving Dhaka, but also acting as an economical backbone of the region. With time, this growth center has attracted a huge number of populations from all over the coulltry. To accommodate this huge population, a lot of strucrures were built. And, this building process was totally depending on the whim of some people rather than regulated by any law which could ensure a hygienic and habitable Jiving environment for alL The consequence ISevident today; this area is crippled by a lot of problems with regards to its economical activities and its total living eIlviromncnt. Another discerning problem is that, this part of the city faces traffic congestion, wasting away valuable working hours of the inhabitants of the city, the congestion has led to the loss of motivation and moving out of many businesses [rom the area_ Other problems arc building collapses; pitiful shape of the roads, watcr logging, and haphazard location o[ structures, indiscriminate lining up of Wlres by differcnt govcrnment and private agencies, 'big potholes on the roads, unplanned drainage and sewerage system, the list of problems IS endless. -This study tries to identity the major problems that arc evident in Lalbagh area and also the loopholes that can create further hazards for the living environment. By considering all
these problems the study attempted to suggest a sustainable plan which will helpful to improve this area, Area Improvement Plan for Lalbagh area in Old Dhaka.
Table of Contents
Content
Acknowledgement V Abstract Vi Table of contents Vii List of maps x List oftablcs Xi List of figures Xii List of abbreviations Xiii
CHAPTER 1: INTRODUCTION
1.1. Background of the Study 12 Objectives 2 13 The Study Area 2 14 Historical Background 6
CHAPTER 2: APPROACH AND METHODOLOGY OF STUDY
2.1 Gffi=1 9 2.2 Study Process 9 2.2.1 Base Map Prepanltioll 9 2.2.2 Identification of Objectives 9 2.2.3 Survey 10
2.2.4 The analysis of survey work 10 2.2.5 Content of the map (Proposals) II
• 2.3 Scope and limitation of the study 12
CHAPTER3: STUDY AREA APPRAISAL
3.1 General Introduction 13 3.2 Housingand Shelter 14 3.2.1 Existing housing condition 14 3.2.2 Building Age 15 32.3 Majorproblemsofhousmg 16 3.3 General Land use analysi~ 19 3.3.1 Landuse type 19 3.3.2 Dwellers opinion about existing landuse 23 3.3.3 Major problems orJandu>e 24
3.4 Transportation Planning and Management 24 3.4.1 Road ne(wor~ in the study area 26 3.4.2 Traffic composition and congestion 27 3.4.3 Traffic congestion and traffic volume 36 3.4.4 User opinion about transportation and management 39 3.45 Present problems 42
3.4.6 Trend oflT,msport development 43 3.4.7 Vision, objective and goal of transport development 43 3.5 Infrastructure and Utility Services 44 3.5.1 Water supply: 44 '3.5.2 Electricity Supply: 45 3.5.3 Surf~cc Drainage and Sewerage System: 47 3.6, Existing Coriununity Facility 50 !
V111 CHAPTER 4: HISTORICAL GROWTH 011 LALBAGH AREA
4.1 Urban Development of Dhaka in its Historical Context 53 4.1.1 Pre-Mughal Period (700- 1608) 53 4.1.2. The Mughals Period (1608-1704) 54 4.1.3. Under the East India Company (1764-1858) 56 4.1.4. The British Period (1858-1947) 56 4.1.5- Pakistan Period (1947-1971) 57 4.1.6 Capital of Bangladesh (Since 1971) 57 4.2 Historical Review of Heritage Site 59 4.2.1 Ahsan Manzil 59 4.2.2 Bara Katra 61 4.2.3 Choto Katra 63 4.2.4 Hossini Dalan 63 4.2.5 Lalbagh Fort 64 - 4.2.6 Dhaka Central Jail 65
CHAPTER 5:HIGHER LEVEL & INISTUTIONAL FRAMEWORK FOR URBAN DEVELOPMENT & IMPLEMENTlON
5.1 Historical review 68 5.2 Existmg Higher Levet & InstitutlOn"1rramework For Development 68 5.2.1 The Dhaka Master Plan in 1959 69 5.2.2 Dhaka Metropolitan Area Integrated Urban Development Plan (DMAlUDP) 71 5.2.3 The Structure Plan 72 5.2.4 Urban Area Plan 72 5.2.5 Strategy Transport Plan 73
• CHAPTER 6: RECOMMENDATION AND IMPLEMENTATION PROCEDURE
6.1 Introduction 77 6.2 ProposedLanduse 77 6.3 ProposedRoadNetwork 81 6.4 ProposedUtility Services 84 6.5 ProposedSocialand Physicallnfrastrueturc 89 6.6 ImplementationProcedure 90 6,7 Phasingthe executionof the Project 91
CHAPTER 7: CONCLUSION 92
BIBLIOGRAPHY
APPENDIX 01: Questionnairefor Survey Content Page
Lost of Maps:
Map 1.1: Location of the Study Area in the Context ofDMDP 4 Map 1.2: Study Area Map, Lalbagh 5 Map 1.3: Study Area Map Showing Different Administrative Boundary 6 Map 3.1: PhYSICalSurveyMap IIIthe Study area, Lalbagh 17 Map 3.2: Age of the Structures in the Study area, Lalbagh 18 Map 3.3: Existing Landuse Pattern in the study area, Lalbagh 25 Map 3.4: Existing Road Network in the srudy area, Lalbagh 37 Map 3.5: Major traffie congestion point in the study area, Lalbagh 40 Map 3.6: Existing Drainage Network IIILalbagh 51 Map 3.7: Existing Commumty Facility in Lalbagh 52 Map 4.1: Historical Growth of Dhaka City (1600-1991) 55 Map 4.2: Existing Heritage Sites in the Study Area, Lalbagh 62 -Map 5.1: Proposed Road Netv'iOrkof HIgher Level framework 75 Map 5,2: Proposed Landuse Plan in Structure Plan for the Study Area, Lalbagh 76 _Map 6,1: Proposed Landuse Plan for the Study Area, Lalbagh 80 Map 6.2: Proposed Road Network of tile Study Area, Lalbagh 87 Map 6,3: Buildings Affected by Proposed Roads in Lalbagh 88
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, • , Content Page
List of Tables: fable 3.1: General,tastles of LalbaghArea 13 Table 3,2: Wordand-ThanaW1SePopulation,Arca andDensity 13 Tabl~3.3: BuildingType in Lalbagh 15 Table 3.4: BuildingHeight(Floor);n Lalbagh 15 Table 3.5: ExistingDeteriorallngStructuresin Lalbagh 15 Table 3.6, LandusePatternofthc StudyArea, Lalbagh 22 Table 3,7:Dwellersopinionaboutrecreationalfacilitiesm Lalbagh 23 Table 3.8: DwellerspositlOnsaboutlhe existingopenspacesm Lalbagh 23 Table 3.9: Pnority based developmentfC3ture,ofrecreatLonalfacllillc> 24 Table 3.10: ExistmgRoadLengthby Types andby Thanain Lalbagh 26 Table 3,11:W,dthand Lengthof SomeMajorRoads in Lalbagh 33
Table 3,12:TypeofTmvel ModcUsed for DallyTrips 10 somcroads (10 am to II am) 34 Table 3.13: Typeof ModesUsed for DailyTravel in Lalbagh 34 Table 3.14:Numbersof Trip:;are generatedlil Lalbagb 35 Table 3.15:Pnonty BasedDevelopmentFeaturesin TransportationSedor in Lalbagh 42 Table 3.16: ThanaWlseLocationofDTW and Ovcrhe"dTanksm Lalbagh 44 Table 3.17: Statusof WaterSupplym Lalbagh 44 Table 3.18:Opinionof RespondentsRcwordingWaterSupplym Lalbagh 45 Table 3.19:Number;<;ofSubstat,onsarc Operatingin l.albagh 46 Table 3.20: HouseholdElectricityconnection 46 Table 3.21: ExistingDrainageNetworkby Typesandby Thana in IAllbagh ,49 Table 3.22: EXIstingCommumtyFaclhtyill I.albagh 50 Tablc 6,1: ProposedRoadNetworksof the studyarea,hlbagh 83 Table 6,2: PossibleNo. of Buildings)Affectcdby the ProposedRoadsin Lalbagh 83 Table 6.3: ProposedUtilityServlec;for Lalbagh 84 Table 6.4' Existingand proposedsocialand phYSlcalinfmslructureforLalbagh 89
, Content Page
List of Figures: Fig3.1:Oldbuildingbondedw,th new 16 FIg:3.2:BU11dmg:needsrcstornlion 16 Fig3.3, ExistingLandusepatternof the studyarea,Lalbagh 19 F'g, 3.4,NorthSouthRoad 27 Fig, 3.5:NawabpurRoad 28 Fig,3,6:KaziAlauddinRoad 28 Fig 3 7: NazimuddinRoad(nearCentralJaIl) 30 FIg.3.8:JallRoad 31 Fig.3.9:UrduRoad 31 Fig 3.10:MltfordRoad 32 Fig, 3.11Rickshawisthe majormodeof tran,purtin lhestudyarea. 35 Fig, 3.12TomTom locallynamedhorsecarriagebenr, lhehCTitageinoldDhaka 35 Fig 313: TrafficCongestionin Shankh:mBazar 38 Fig 3,14:AlauddmRoadin OldDhakaConge,tedwithvehIclesplyingin all directions 38 Fig.3.15:Unloadingfrombullockcart 38 Fig 3.16:Garbagecontainer& vanparkingon the road 38 Fig3.17:Mode~frransportusedin l.albagh 39 Fig3.18:RoadNetworkproblemin Lalbagh 41 rig 3,19:Roadsthatare mo,lly usedin Lalbagh 41 Fig3.20:ExistingElectricSupplySy,tcmin Lalbagh 46 Fig3.21:EXIstingDrainageSystem(nearKazlAlauddinRoad) ,48 Fig-4,1:Front Viewof AhsanManzll 59 Fig-4,2:Photographofthe BaraKalra 61 Fig-4,3:Ruinsof the BaraKalra 61 Fig-4.4:Theruinsof the ChotoKatra 63 Fig-4,5:Front(north)face of the HossillLDalan 64 Fig-4.6:Southfaceof the Hossin;Dalan 64 Flg4.7, The Lalbaghfort and theTombof Pari [lib, 65 Fig-4.8,MainGatecfthe DhakaCentralJail 66
Xm LIST OF ABBREVIATIONS
BBS Bangladesh Bureau of Slatistics BWDB Bangladesh Water Development Board eBO Community Based Organization Dec Dhaka City Corporation DMDP Dhaka Metropolitan Development Planning DWASA Dhaka Water and Sewerage Authority NGO Non govemment Organization PWD ,Public Works Department RAJUK Rajdhani Unnayan Kartlpakkha SWM Solid Waste Management , ULA Urban Land Authority UNCHS - United Nations Centre for Human Settlement UNDP United Nations Development Programme WB Water Board DAP Detailed Area Planning
• I / CHAPTER -1
INTRODUCTION
1.1 BACKGROUNDOF THE STUDY Dhaka, the historical capital of Bangladesh engaged a glorious past. This city is now loosing its glory due to deteriorating living and environmental condition. Since "independence (after 1971), authon(ies have failed to prepare a planned built-up
environment for the city and this failure is acutely visible 10 the Lalbagb area (Map 1.1 & 1.2) of Old Dhaka (Khan, 1985).
A (Jifferent and distinct fabric of life pattern adorns the old part of Dhaka. Lalbagh is not separated from it. Application of modem town planning principle is profoundly absent in the area. Lalbagh preserves a living pattern of old distinctive essence. Community fabric and desires are combmed with indigenous character of mixed land use (commercial use in the ground floor and resIdence on the upper stairs) and narrow congcstcd housing pattern. Narrow strip pmtcrn of roads, a spiritual societal mteraction around monumenlal mosques, no doubt cstablished a unique 'kay of lifestyle in a community proud of its heritage and cl.dture (Khan, 1996).
Growth of Dhaka took place beyond the Old Railway Line (lhe present Asian Highway) after 1905, which forms lhe northern boundary of Old Dhaka. The cenler of focus of development of Dhaka shIfted from the old city to the ncw city nol consistently but completely separate and isolated manner. All development offers . .- _.- were concentrated in the new town arca and apart from few service schcmes and beautification plant; no other major developmenl schemes were taken for Old Dhaka (Ahmed, 1991). As a result, despite n's vitally and socio-economic importance to thc city Old Dhaka represents a deteriorating soclal and physical environment.
Narrow and insufficient roads, highly congestcd buildings, lack of open space or parks, dilapidated sewerage and waler supply system and improper surface drainage , syslem and other problems have CllP)Jled the area and failed to gam a livable
environment for its inhabitant,. The absence of guiding principles and actions in lhe , , pre- liberation period of Bangladesh have already created unhealthy situation on physical environment. Uncontrolled expansion for administrative, commercial, industrial 'and educational functions and their indiscriminate locations created a chaotic physical atmosphere in the area. The unorganized land use, not in conformity with each other, is prevailing all over the city, over and above increased volume of vehicular movement on the city roads created the problem more acute in respect of traffic circulatIon and safely (Mowla, 1990).
As a center for trade and commerce, the area of Lalbagh attracts a huge number of '\vholesaler and retailer from all over the city and country. The Lalbagh is also a historic place where several historic sites are located, such as the Lalbagh Fort, Hossaini Dalan, Chota Katra, Bara Katra etc. These attract a large number of people to visit this area daily from different parts of the city (Islam, 1996). But the existing road network and utility services are so poor that Lalbagh needs immediate remedial measures that would be viable for the sustainable living environment and enSlire accessibility for visitors to this area. The problems of Old Dhaka arc rootcd in social, economIC, political and administrative complexity. Without disturbing the present culture and social fabric, some initlati~eScan be taken through area improvement plan. Improvement is taken to mean thc proccss by which existing bllildings, features or areas are brought back into a worthwhile state alter they have become outdated and unsatisfactory. The method is applied in those areas which are not yet dead and which arc therefore not ripe for redevelopment, but which have become shabby, out-of-date and ill maintained and whicb show every sign of gelting more and more dismal and depressed, Transportation, drainage, utility services and community facilitIes are the majoTconcern in this improvement program,
1.2 OBJECTIVES Tbe study area is crippled with a lot ofprob1cms on transportatIon and utl1ityservices. These hindrances have directly affeckd its economical growth pattern and its living atmosphere. This study tries to identify the major problems of the area which have created obstacles for obtaining a habitable environment here. Feasible solutions are also searched for the betterment of the inhabItants here. So, the objectives of the study can he visualized through the following p.oints: , a) To study the IDstoricgrowth of the Lalbag area. b) To investigate the problems and changes m utility servICes, traffic and transportation facility in tenn of populatIOnincrease in the study area. c) To study the emerging problems and explore opportunities for future devclopmeni.
'1.3 THE STUDY AREA The study area is located at the oldest part of Dhaka (the capital of Bangladesh) '(Map 1.1). It is bounded on its north and south by Asian highway and river 8uriganga respectively. The area comprises of Bakshi Bazar and Hossaini Dalan area at the north, Chawk Bazar at the south and the Central Jail Area at the centre. Land use pattern of east, south and western portions are predominantly residential! commercial, River frorit is mostly occupied by whole sale business while on the northern side from west towards east it is predominantly from institutional to residential (Khan, 1985). Nazimuddin road is a major road connects the site with the city. This road is also one of the major access roads connects Old Dhaka. It is about .457 km. long from the Chankhar pool intersection, Mostly commercial land uses are found along its t\.vo sidcs (Mapl.2), Nazimllddin Road is linked with Ch~wk Circular Road in the south eastern part of the site. Chawk Circular Road has leaded towards the main Chawk Avenue, i.e. Chawk Bazaar. Commercial landuses are mostly accumulated in this region, Umesh Dmt Road is the south western road hnkcd the sitc.
I - , I ! j 1 ~ MAP 1.1: LOCATION- OF THE - DY AREA IN THE- CONTEXT OF DMDP- j
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avoll NOCHHor "wz "w • • 5 + I 0 z 0 ~ < z 0 ., < ~~ • .z'0 <• w' • '1 ~~ I la ~w + + , ••• I ~~ • ,, , I ~g , ~!!! • -z II II ~~•• ft , I :1 + - • I + I: ~ "' I , , I I ~ ~ - II • •? I ,, I ••!l I + 1, \ • -"'" !• 0 J ..,. ..,. do------I t-rtr.••• , 1.4 HISTORICALBACKGROUND After the Liberation of Bangladesh, importance of Dhaka has changed altogether. Massive progress' in VariOlISsectors of the city is bringing about the changes in physical environment that needs careful and advanced planning. The already over crowded city began to experience a massive inflLlx of rural population in pursuit of employment and better living.'The city became confronted with multi-dimensional ,problems associated with continuous migration of people from poverty stricken rural areas oUbe country. A serious and formidable problem is !he difficully in providing accommodation for the rapidly growing population. Population press lire has mOlIntcd since 1947 when the flow of rural migrants [rom the countryside was diverted from Calcutta to Dhaka, This continuous influx towards lIrban area has been considerably aligmenled by the refugees created by the war of liberation in 1971. As a result, city's capacity has been over strained. The migration made demands on spatial growth causing slums together with transport congestion aggravated !he already deteriorated Dhaka City. These changes in the socio-economic elements of urban complex are matters of vital concern to the enlire commlinity and eventually to the planners and architects and necessltates re-appraisal of planning strategl es,
One aspect of the activity orgamzation and planning objective aimed to minimize !he present chaos of the city would be provision of residential accommodation of the over-spill population along the fringe areas which may give proper direction and guidance fOf its future development. Under the heavy pressure of population and activities the city tends to expand outwards, Every year the outskirts are being urbanized. It may seem that there is plenty of land available in and 'around Dhaka' City, but a careful scrutiny of facts would reveal that the growth of the city will be bonded by limitation of land. The city is expanding along northern exist. Horizontal expansion of city across the low lying areas beyond the optimum limits will be unbearably uneconomic. A vertical expansion through construction of multistoried bLlildings, beyond the optimum limit again will be teelmically unsound because of sub-soil condltions and poor technical achievements, Hence development of area in different urban centers arolind Dhaka may release populatlon congestion of the citY' proper. Lalbagh Area which is on the other side of Buriganga River but adjacent to the city may be one of !he potential alternatlves for this purpose. At present, Lalbagh is closely tied with Dhaka because ofthcir 'socio-eeonomic relationship. Therefore on - immediate and intelligent, comprehensIve as well as foresighted schemes of work in the form ofImprovement Plan of some area of Lalbagh has become essential to solve the eXIsting problems and guide lor cconomic and physical development probably for ncxtlWcnty years, the hub of activities of Lalbagh today has got its posltion as one of the most important commercial e~pecl<111ywhole-sale centre of Dhaka district. The Bazar (market place) is at prescnt a residential plus commercial centre and surrounded by densely populated residential areas.
Dhaka has a glorious histoncal hackground during the eighteenth century. 1l was one of the best cities in the world. Samra! Jahangir sent Subeder Islam Khaa to BangIa for' eliminating the then powerful Jamidarh and Rajas of this region. Subcder Islam Khaa established his capital in Dhaka and named it as 'Jahanglr Nagar'. But, this city was still known to the general people as 'Dhaka'. In 1905 after 'Banga Bhanga' Dhaka became the capital of a new state comprising cast Bangle and Assam. But, with the tcrmination of Banga Bhanga, the development process of this city again disrupted. Dhaka again became the capital of East Pakistan in 1947. In 1971, it became the capital of an independent country named 'Bangladesh' (Sharif, 1986). Presently it ha~ an area of about 13 sq. mile and population is ahout one crore. It is important to 'mention here that, although this cIty has faced a lot of ups and downs along thc passage of time, it had always been in thc ccnter of all activity in this rcgion.
Old Dhaka was mainly flourished during thc Mughal penod. And at that time main transportation mode ofihe people was their own fcct. As a result, it had flourished as a walking city. Congested roads and densely clustered houses are common features of a walking city and Dhaka was not a diffcrent [rom that. The site falls in the edge of old Dhaka. Mahallas of this area also bears some great history behind their generation. Naming of these rnahallas also has some history behind them.
- CHAPTER 2
APPROACH AND METHODOLOGY
2,1 GENERAL
Area improvement programme, especially in an Old Town, require an extensive physical and questIOnnaire survey, to assess the existing and future need and demand of the locality and broader area of influence. Due to the constraints of trme, finance and manpower, such an extensive survey was not posslble 10 be carried out in the study area, however, after a general reconnaissance survey, some representative pockets of areas (Dhaka Central Jail, along the Bcribad Road, Major heritage sites like Lalbag Fort, Hossama Dalan, Boro katra, SOlOKalra etc) were seiected for further survey, a limited questionnaire surVey (3% of total household) was also carried out in this area.
2.2 STUDYPROCESS
For the preparation of successful improvement plan of Lalbagh area following me'tllOdological steps were be followed:
2.2.1 Base Map Preparation ThIs is the map that ean take a broad and relatively quick assessment to the problems and possibilities of the Lalbagh area and which can be developed into a sound basis for more detaIled decisions. The aim was be to systematize and simplify the work and discussion, which goes into planning for improvement. This is the map which follows the process of survey, analysis and policy formation, which lie behind any planning decision or formal proposal for amendment of thc development plan in future. Thc purpose of introducing such map ofLalbagh area is to identify problems and suggest measures to rectify them.
2.2.2 Identification of Objectives
Every successful study necds to ascertain the objectives of that particular study at firs!. Again objectIves depict the level of precision of that study, It relates final output that a study proceeds to obtain. It evaluates the nldius of cffort and scope of the study.
9 - Ultimately, it describes the goal that the srudy would attain at last. In its way it also explams the scope of the study and sho"'s the path that the study follow to achieve the goal. So, objective identification needs a thorough study and observation of our present day situation. In its way of preparation it should take into consideration the available Tesource that the study can utilize in lts work procedure.
2.2.3 Survey
The survey work emerges in the cpursc of preparing the first draft of the Lalbagh area map. In this way the survey was directed towards certain fairly well defmed objectives with a consequent saving of time and effort and a more useful result. The following conunents and sketch maps suggest a range of mallers were not be overlooked, but they are in no way mtended to define a standard pattem of survcy work followed slavishly respective oflocal circumstances. The survey followed for planning the Lalbagh area ISconcerned with a) the town in its regional setting b) the town as a whole c) the concerned area itself. A detailed survey was carried out to find the trends aud ehangcs and mclude the following-._ a) Land use, the denSl/y, pattern and intensity of various uses, b) Existing auangement of diffeTent access and types ofvehlCles passing through theTe. c) Utihty services like drainage and sewerage system, water supply, electricity, gas etc d) Interview of public agencies: The purpose of the interview was to know the prognmunes of various development agencies, such as Dhaka City Corporation, Rajdham Unniou Kartipakhya(RAJUK), Roads and Highways Department (RHD) , Dhakil, Electric Supply Authority, Dhaka Water and Sewerage Authority, SOCIal Welfare Department and Public Works Department,
2.2.4 The analysis of sun.e)' work The analysis of the slIn'ey work dctermines-- a) The prospects of change in the area from an assessment of different times or other relevant factors, receut trends and area of facilities.
10 - b) The need for change to reduce the derects in terms of pedestrian use efficiency and attractiveness of the buildings aeeessibihty of the area. e) The opportunities for the planned changc arising from-
.:. The availability, ownership and existing condition of property withm and adjoining the area_
e) The likely rate of implementation for the improvement suggested by the analysis; I)A broad program of priority betw~en the various need revealed by the analysis .
.2.2.5 Content of the map: (Proposals)
The content of the map will reflect, progress in survey and subsequent analysis. In all stages the map shows a mixture orbroad aims and linn decisions. Briefly it reflects:
The map will show the area suitable for: I) Conservation: wherc historical monuments and their commcrcial value are relatively high.
JI) Improvement: where a gencral upgroding of existing conditions is desirable
III) Improvement: comprehensively bul the accumulation of the individual schemes.
a) The several aspects of Ihe traffic systcm were considered mdividually and then in relation to one another in a systematic way 10the following lines_ .:. Safe pedestrian movement in Ihe area . •:. Access to buildings for visitors Orgoods and staff. .:. Circulation of traffic with business in the town centre .:. Traffic, spaced at acceptable walking distance from these . •:. Road links into the town centre for vehicles needing to enter it. b) Programming: the map indIcates the intended phasing of the main proposals. This requires more than a simple subdivision of the proposals after they have been worked out. The long-term aims were achieved by a scries of phases, each complete and fcasible-m itself.
11 - 2.3 SCOPE AND LIMITATION OF THE STUDY The Lalbagh is situated just at the beginuing of Old Dhaka, It is situated at the transitional area between the new and older part of Dhaka and carries the major roads Icading towards the ilUlcrpart of Old Dhaka. As a result, this area is very important for sllstaining the economical characteristic of Old Dhaka as a whole. Identification of prohlems for such a strategically lmportant area needs a thorough study of the whole site. Scope of the study Canbe identified throllgh the following points: • To establish an integrated development plan for road networks.
• To identify drainagc system, deep tubc-well, gas station and sub-station, alignment of electricity supply station.
• To identitYtbe historical growth in different period in and surround the study area,
LIMITATION OFTHE STUDY
This kind of analysis deals with the subjectIve problem of our daily life needs a lot of data related to the problem. It also needs primary data that would Ideally represent the present situation of the total system, But a lot of limitations have crippled us to attam such a detail level of precision. These limitations are included;
a) The study is mainly transportation and landuse base bed any transportation and land use related research needs a long-term obsenation on the subject. But, due to limited time duration of the study project, it is difficult to gather a reasonable amount of data to perceive the real situation of the subject. b) Only 3% household sun'cy has been carried out in this area, so the survey result docs not represent the actual scenario. e) Lack of update mapl documents [or sewerage systcm, the channel was not properly demarked.
12 - CHAPTER - 3
STUDY AREA APPRISAL
3.1 .GENERALINTRODUCTION
There are two dlstmct parts of Dhaka, llJlTIcJy Old Town, lying south of the Asian HIghways, and the New Town. While the growth took place in the new lovm, the population has also increased substantially in Old Dhaka.
The study area which comprises o[ward numbers 59 to 73, has a total area of 1450 acres (Lalbagh and Kotwali Thana) with population of 575176 (RB.S. 2001), number of households was 244900 givmg an average household some of 6.5 persons , whercaB average household size for Dhaka city is 5.7 persons indicating a'more concentration of persons per house (Table 3.2). The current population is, approximately 724123(Table: 3.2)
Table 3.1: General Slastics of Lafbagh Area
Tolal No Area in Population Density/Acre
of Wards ,cr, 2001(Cen) 2009(Prj) 2015(P~) 2001 2009 2015 " "00 575176 724123 877018 '" '" ." SOIII": snWr Afe8AlJ!1sofBan9IodBs/l, 885, 2001 Table 3.2. Ward and Thana Wise Populalwll. Area and Densily
Name A., Population Density/Acre NO. 01 Household 1991 2001 2009 2015 Wards " " 2001 2001 2009 2015 Thana '" (Cen) (Cen) (Proj) (Proj) ~ Lalbagh 42725 48575 54156 58762 ~,'M Lall>a9h "' 143119"" 43652 6371>3 91424 119792 ~, " '00- Lalbogh '" 16597 28390 25253 2g275 '" eo, " Lalbagh "' "" '" 8715 33B53 48066 66771 854:38 ~'"" M' " Lalb'gh m'" 4534 '" " 20221 26207 33096 39427 no ~ ~, M lalba9~ " «" 18061 ,"00 35505 45377 1107 I..alb'g~ ~ 12476 43727 59372 7685~ 97123 '" '" 1104 " Lalba9h '" m 'M' 17137 33793 35404 46140 '" 'M " l.lba9h 12361 34696 ~1443 44556 "" "" 00" KOlwali '" "'" '" n noo 30177 38983 40059 58312 "' '" "" KolWali 11636 6W39 67716 72313 ""' "" " " ,-, '00 ;e Kolwall M 8859 35382 ,,= 62539 7670a '" 1112'" n Kalwall 26945 28461 29768 ~0767 -;e, Kolwall " "" -". ~, 22992 26655 34613 40285 ~ ." COO'" " KolWall " " " ~.19252 23725 28511 "'" W, 'W , ,_. 01.1$9$0 575176 724123 877018 m'" " ,- '" w.
13 Table 3,2 shows that population density of the study area is very hIgh comparing the other sides of the Dhaka Cily (B.B.S 2001). Mainly ward no. 64 & 65 of Lalbagh Thana and ward no. 70 of Kotwali thana are lhe most densities and congested area where around 900 people are hvmg in per acre,
3.2 HOUSINGAND SHELTER
The study area is a high-density built-up area. Unplanned and spontaneous constructions of buildings have created a concrete jungle in the whole area. At thc same ,time, as the site has been growing up for hundreds of years, lot of building structures have been worn out to be used further and need immediate demolition or reconstruetion.
3.2.1 Existing housing condition
The housmg structures were classificd into three categories namely pucca, semi- puecl! and kutcha. Kuteha structures arc made of bamboo, wood, straw and others. Semi-pueea structures are those- where the wall and Door are made of briek and cement while the roof is made of Cl shect, tJles etc. Pucea structures are those structures where walls, floor and roof are made of cement, brick and bnck chips, The household survey shows that out of thc total sw-veyed households 59% have pueea houses, The pueea structure dominates all over the sludy area mamly northern part of this area where'Babu Bazar, Nazira Bazar, Moulivi Bazar, Islampur, surrounding area of Dhaka Central Jail, Northem part of Lalhagh Fort etc. are maintainable (Map 3.1). Tslampur, Shakari Bazar and Tali Bazar are the most congested with pllcca buildings: Bllt about (33%) houses are still semi pucea made of CI sheets (beside Nawabgonj 'Road, Waterworks Road, Islampllr Road, northern part ofBaribad Road etc which arc mentionable). About 1%lhouses are kuteha constructed by mud walls and roof tinl straw ele.
Structure types vary from one story to muHi story of different varied dimension, size and shape. The numbers of buildings are shm'{T]ill Table (3.3. & 3.4). The locations of buildings are shown in Map-3.t
14 - Table 3,3' Building Type
StruNnre Type No, Duilding\ Pucc. 13842 Semi Puce. 7601 Tm Shed 1686 Katoha 132.
Total 23261
Table 3,4: Building Height (Floor)
Floo Numb. Structure Tvoe 11596 , 4132 ; 2611 ; 2163 Seen.P,,,,,, ; 1620 ;, ," .00 '"' ~" " " Total 23261
3.2.2 BuildingAge
Old buildings in dilapidated conditions and very bad state of repair are still in use. Theses structures are not only in the state of collapsing but also hazardous for health, as they are not well ventilated As most the structures date back more than 200 years, there is high risk of collapsing with medium scale earthquake,
Most of the buildings in the study area already crossed sixty years. And about, 720 buildings are constructed before 100 years, some are visible in Naya Bazar and some are in Milatola (Map 3.2). Table 3.5: Ex/sling Detaiaratmg, SlrUCIW"es onslrnetion Yo •• ~Uding Ag. A•••.••g.(y.ar) o.ofBoildings Beforel850 185t-1900 '" " 11901-1950 '" '" 6", 1951-2000 "' 20423 000+ " Recent 1393 Dial 23261 ,
15 Photo 3, I: Old building bonded with tI~w Photo3.2 :Building needs restoration
3.2.3 Major problems of housing
Housing situation has somepmblems. 1bey arc:
• Most of the land has problem of olVllership There is more than one Owncf.
• Near the embilllkment most of the hol.l.Sesarckateha and unauthorized and unhygienic,
• Since the study area is thoroughly built up without any open spaCe: vertical expansion is creating problem for open space and utilities and roads.
• There is large-scale low-income population concentration in the cast along the embankment. Also there located several low income rarely serviced. neighborhood, Comprising Hajaribaj, kasmiritola, Amligola, Rasulplur, lslambag and Kamrangir Char. But Kamrangir char has massive squatter settlement, slums without having any physical infrastructure facility,
16 , l • - . ~_ ••_ -I
I INDEX MAP' MAP 3.1: PHYSICAL FEATURE SURVEY OF THE STUDY AREA
+ + + !. + + + -I • + ~ ,I ~ It • ,,~ j ..., /<~ZlE" 1'10"0+ • I + "'''OB, + +
LEGEND • ._nMwa'k OW-body + 1\ -I SUIy••.•••--I)' • --CI ""'" IC:::I Semi Pucca 0 C1K_ . < I UNo_"to , 0 I / + \~+', '.~ '. . • + ~III - I \ ----1"",- , 0• • '" • • "'\ 0, + + + + RIll€" , II N G ~ :n 1 'III •• ~ \ G!;, -" ~\l I I MEA IlFROVENENT PLAN ~~- ~ I.. ~...o"~IH ClU) l:» + ',\f(1/)1 I I -,\l.:'..fr: , • I 1'1•.•\11";\. I LEGEND • «.<:«'h - . \':I"-~..Y:o-~'t\~:;'~\-!-..•..I'~L:iI~?\..""\l) ~Ii'f)~ ~V",'J\ I I ., .~~k , - . ,"-~-,-' '::I;i:,\~ ...... £WQ'"." . + ~ICJ-- IlIlj - -" '. ) - , ' ~.~.~ ~ -, " D kJdy •• lM;loRla". StNc~All" (Con$JtJdion ~I _ IBS1.1000 1901_1950 im,-2OQO 0 < "".Beltn leeo • 0 + • + # lM1-I900 z e.fbnolll&1 0 # • , \~ '" z• z \ 0, + + + RI -"G' .-REA IWROVEMEHT PlAN ,," 0' ,.... ~ Lo\l8IIG AR£A IN OlD DHAKA 1+- ~; lj + + + + ,. i N ••••••••••• - , 11.1 A 9lM.-. Ph)5lalI F••••.•• Ill....., 2008 ""...... I~ +. .l • -_. : + + '. + • + + + I i , I • , "'" J.J GENERAL LAND USE ANALYSIS Being in the heart of old Dhaka, the Lalbagh area is surrounded by a dense built up environment. The exisling land use pattern (Map 3.3) surrounding the site has evolved considerably since the IS,h century and the intensity ofland use has increased both horizontally and vertically. Nearly all-possible horizontal development has taken place in the area and now this area has a very compact and intensive land use. 3.3.1 Landuse Type The surroundings eonlam a complete cross section of all types of urban adivities - residenlial, commercial and euluu-al. The key land lIses of lhe suiroimdings include several wholesale markels and bazaars which arc of citywide and even of national importance such as Chawkbazar and Moulavihazar. In additIon there are several near by smaller markets and wholesale centers which serve local and cily needs. Ward wise Landuse pattern is shown in Tahle 3.6. The land use pattern in the study area can be grouped as: # Residential land use # Road Nelwork #Commercialland use #Retention pond # lnstitntional Landnse: # Inslitutional # Mixed land lise # Special Use: # Recreational Landuse: #Restncted use Existing landuse patlem of the study anoa Re,"'"'" u~B"cl,'u,,F°mm,,,,,'_ R""""lonal 10'••.•"on.1 4% -0% 1% 0% 6%" ' , Fig 3.3: Existing Landusc pattern offheLalbagh area 3.3.1.1 Residential fand use: Residential land uses surrounding the site are mainly gathered in its northern region and about 23% of tolal hmduse. Hossaini Dalan Road starting from the Bakshi Bazar 20 intersection and ending at Nazimuddin Road has accommodated these residential lots. Narrow lanes emanating from this road are the access roads for these lots. Densely built up structures have housed the residential uses in this area. A lot of antiquated houses arc situated here. Urdu Road and Umesh Dutt Road in the western part of the site also have accommodated residential lots. Densely built up structures without maintaining proper setback is a common characteristic of the residentIal lots here. Commercial centers surrounding the Chak Avenue have some residential hotels, which are being used to accommodate the businessmen coming in the region from around the country (Map 3.3). 3.3.1.2 Commercial land uses: Under this category would come the different whole sale market areas hke Chawk Bazar, Moulovi Bazar and other small wholesale markets. Godo\'>'TISandbanks are also categorized under this type of land use and it is about I% of total landuse.Chawkbazar situated• in (he south of the central jail, is the centre of entire commercial activity. The area is dominated by whole sale business, Chawk Bazar commcrcial area not only servcs Dhaka city, it caters to wholesalers throughout the whole Bangladesh. Major business item~ are plastic and rubber goods, textiles (rayon and cotton), trunks and suitcases, aluminum, paints, stationery, paper cutting and pnnting and' other commodilJes., Service facilities inelude hotels, restaurants and ~oarding. Chawk Bazar is also ~rowded by hawkers and street v.e!!dors(Map3.3). More (holl 70 percent of the whole sale shops have under ground storage space (Source: Ficld Survey 07), The market is bl.lll!up of small shops with narrow lanes intersecting the whole market. Another unique featllre of this area is its Hler morket during the month of holy Ramadan, This seasonal market has a great historical value for its massive variety in food items which it has been serving for about two hundred yeors. This market is not• only famous lU Dhaka but also in Ihe whole counlry. • Moulavi Bazar, Shakhari Bazar etc, well known as a whole sale market, has been . ' operating since the ninetcenth, century. Both perishable and non perishable goods are offered here. • In addition to Chawk Bazar, Moulavi Bazar and Begum Bazar large volume of wholesale business is carried out along the main roads e.g. waler work roads, Moghuhuly road, Mitford Road (i,e. Chawk Bazar Road) etc. The liter market gathered on the Chawk Avenue during holy Ramadan is mainly of the temporary I 21 , makeshift seasonal shops. Due to space constraint, this seasonal markct<:an't flourish .in its present location adding. to the trnnie congestion in the adjacent region. Commercial land uses are mainly clustered along the main transportation channels of the site namely Nawabpur Road, North South Road, Hazi Osman Goni Road and Kazi Alauddin Road. j 3.3.1.3Inslitutional Landuse: Dominant Landuse in the northern part of study area IS Institutionallanduse. Whole area beyond Asian Highways is occupied by Dhaka University, University of Engineering and Technology, Dhaka Medical College and several degree colleges. Student's hostels ainU, B.U.E.T and D.M.e arc located within the study area (Map 3.3). There are degree colleges, schools and the largest Madraaa of Bangladesh, situated within the study area, North 01' Central Jail, whIch together generates a significant amount of traffic. Institutional Landuse provldes huge area of open space in the locality. , 3.3.1.4 Mixedland uses: The physical feature survey reveled that about 42% area is used for varities purposes which is tenned as mixed Landuse and it includes residential slruCtures with retail shops, bonks, factories and workshops, hotels (both residential and non residential), rdigiolls ~enters, etc. along the whole business areas, retail shops arc also found in the area. Most of the main roads, secondary roads, and even the lanes and by leans contain many shops. Residential accommodation is scattered through out the whole area. The residential density has increased very much III recent years in this area. Extensions have been , bullt to the houses and mauy of this arc now in multiple occupation where once they have contained only one• or two families. 3.3.1-5 Retention Pond: , The retention pond is ~sed to retain water from surrounding area for a certain period of time. A certain portion ofKamrangir Char is using for retention pond about 11% of tota! area. According to the S!rllcture Plan, a planned area needs 12% for retention pond which must be opened and low lying. I I 22 3.3.1.6 Road Network: Thc land dcdicated for road network is about 10% which clearly mdicates the shortage of circulation space. But, only about 10% of these roads arc serving the inner part of the site and another 7.14% roads are mcludcd in thc North South Road and Nawabpur Road that are bemg used as major transportation routcs for linkage with the other parts of Old Dhaka, The Physical Fearnre Sun'ey oflhe existing road netv,.orks revealed that various types of roads exist having different widths and without a proper circulation pattern. 3.3.1.7 Recreational Landuse: The area contains only 0.46% open space; major portion of which is also incorporated with the Shurilola Gov!. Primary School. Lack of any open space for any active or passIve recreation in the site has created a dense concrete jungle where adequate mental or physical growth for its inhabitants is just impossible. Even schools, othe~ than that one in the Shuritola possess no open space for their students. 3.3.1.8 Restricted Use: About 56 acres of land is using for rcstrictcd purposes where Dhaka Central Jail and BDR are maintainable. A smal1 part ofBDR falls WIthin the study area. 3.3.1.9 Special Use: A7impur Graveyard and Lalbag Fort are calted special use in existing landuse paUern. Table 3,6: Existing Landuse pal/em oJthe "'udy area, La/bagh fLanduse Type Area in Acre, % ixe 23 3.3.2 Dwellers Opinion about Existing Landuse The conditions of the recreational facilities are not good, There is no well regulated playground in the total, area. The Satisfaction level with recreational facilities is only 35% and most of the residents are.sot satisfied with the existing recreational facilities for the Inadequate numbers of open space and amusement parks, lack of adequate numbers of playgrounds,, Inadequate numbers of auditonums among the total respondents. From the table below it implies easily. Tahle 3.7: Dwellers opini~n aboU-lrecreational facililies in Lalbugh , Rccorruru:ndation' • % of respondents KumtJ.ersofauditoriums U Numbersofcinemaballs , Numbersof openspaceandamusementparks Numb,,~ofplaygrounds " Numbersrecreationalfacilities ", Numberswaterbodiesforrefr.sJuncnt , , Dwellers Opinion About Existing Open Spaces There are two parks (Bolda garden and lslapur park) in the Lalbagh area but one of these is not properly maintained by the respective authority and so its inward condition is almost unsatisfactory, The need of park, water body, lake and green pocket space is vital to meet, the proper refreshment and to increase the aesthetic view of the site. Most of the respondents of the ward have suggested it. From the tables it can be observed. Table 3,8: Dwellers positions aboui ihe existing open spaces;n Lalbagh Recommendatwn,., % Ofrespondents '" Waterbody - " Lake " Greenpockel'pace • • " Dwellers Opinion Reereational facilities which developments are vital Most of the respondents have expressed their opinion for the development of the recreational facilities. The conditions of the existing facilities provided by the 24 authority are not satisfactory. Development of the playgrolUlds and establishment of new playgrounds are very necessary for the refreshment of the dwellers of the area. Table 3.9: Friodly based development features nf recreat;nnaijaciiilies Recommendation Rating' % Of re,pondent< Increasing cinolllil halls , • Development of playgrounds , '9 E 3.3.3 Major Problems of Landuse • There is no landuse plan inthis area. As resullthe total area is developing as a mixed use spontaneous zone. • Recreational facility is very poor in this area. • The existing road network not sufficient according to the standard 3.4 TRANSPORTATION PLANNING AND MANAGEMENT Three major transportation routes have crossed the site in north-south direction. These are Kazi Alauddin Road, North South Road and Nawabpur Road etc. And these roads have distinctly divided the site into three broad portions. Again these three portions contmn internal road networks of their own. Siddique Bazar Lane, Ilazi Osman Goni Road and Majed Sardar Lane are the major roads in the east-west direction, whieh are doing the job as linkages among these three portions. The Physical Feature Sur:vey of the existing road networks revealed that various types of roads exist having different" widths and without a proper circulation" pattern. The total area covered by lite road network within this area is 140 acres (10% of total area) of which 95% road are pucca (bituminous roads). The remaining 5% ofthc roads are partly semi-pucca and partly katcha. The road networks which are playing significant role are described below to analyze the traffic movements (Map 3.4). 25 0• awo~ NOSNllor z Z ~ •~ + Wz ~O 0< z~ o55 . z< Fw ~~ w>..0 • ., + + ; ..~ .w ;" • I i ~ + ~ ? • •• ~, + +"! J •, -"" ---• •! \ ,. Table 310: E:ns/ing Road Length by types and hy n,ana in La/bagh Road Length Road Type Thana Name (m) . Pucca (m) Semi-pucca (m) Katcha (m) Lalbagh 90.555 83.0655 6,052 1.437 Kotwali 49.864 49.817 0 0.047 Total 140.419 132.8825 6.052 1.484 Thana wise road length (m) Lalbagh Kolwal; _._------~-- I:lTotal Length(m) ElPuce" (m) [:J Seml-pucca {m) o Kutcha (m) I 3.4.1 Road Network in the study area: 3.4.1.2 North $outll Road: North South Road is onc of the major thoroughfares of the city, which leads towards Sadar ghat in the southem region. Gldistan, thc main transportation hub of the city is the origin of this street. Commcrciallots along this road are highly served by its casy mobility character. Again, mixed use of both motori7.cd and non-motorized vehicle and illegal occupancy of road spacc by thc business owners create traffic jam during the pcak hours. Width of this road varies from location to location. Maximum width , of1his road is about 75 ft. (Almanitola) and minimum width is about 60 ft (Fulbaria) along the site. It contains footpath along both of its sides that is about 5 ft- J 0 fl in width. Bm, about 50% of both the footpath and the road space is constantly occupied by the business activIties. Again, dustbms beside the Suritola Primary Schools add to the ha;>;ardsof this roiu:l(Map 3.4). 27 Fig. 3.4: North South Road 3.4.1.2 Nawabpur Road: Nawabpur Road is renowned for the electronics markets along its two side~. These markets arc the attraction point for electronics business of the whole city. As a result, this road ha~ to bear a heavy transportation load daily. Al the same time, 11is used as the main access road for the localities in the southern part of the site. This road has a maximum width of about 50 ft (near Nawbpur) and minimum width of about 30 ft, which varies from location to location. Pedestrian and vehicular traffic is not segregated in this road, which create halard for both of them. Again, full width of the road also can't be used for the illegal parking of vehicles along its two sides. Recently, due to heavy traffic pressure this road has been converted to 'one-way road' in.the north to south direction. But illegal parking and occupancy of road space by construction and business materials didn't help the measure to ea~e traffie jam. , 27 rig. 3.5: Nawabpur Road 3.4.1.3 Kuzi Alauddin Road: Kazi Alauddin Road is one of most prominent linkage for central part of Old Dhaka namely Babu Bazar, Mitford, islampur etc. This road also has to bear heavy transport pressure during the peak periods of the day. Width of this road varies from 20ft, to 25ft. Siddique Baurr lane, Hazi Osman Goni Road, Nazirabazar Lane and Majed Sardar Lane are the prominent collector roads that have originated from this road. it also contains rows of shops along its two sides, which diminish the road width further to create traffic congestion on it. Pedestrian and vehicular traffics are also not segregated on this road, whieh create frequent accidents mainly for pedestrian ones (Map 3.4). Fig. 3.6: Kazi Alauddin Road 28 3.4.1.4 Siddique Baza~, Lane: At the same time Sid4ique Bazar Lane is both collector road and access road. Ii is now highly used by tile through traffics for going to the eastern localities of the site namcly Nawabpur Road, Gulistan, kaptan Bazar, Thatan Bazar etc. As Phulbana road is reserved for the bus,.standprovided there, the non-motorized vehicles have no other way but to pass through Siddique Bazar for going to that region. To accommodate this huge pressure of traffic, 'one-way road' system is now apphed for the road nd network of this area. Siddique, Baz,ar2 Lane, adjacent to the city corporation market is used for east-west, directional traffics and Siddiquc Bazar I" Lane is now being used for west to east directional traffics. Both of Illese roads have a'-widththat varies from 10ft. to 15ft. P'~destrian and vchicular traffics use the same road space for , circulation, which creates, hazard tor both of them. Narrow roads are also not accessible for service ~ehjcles to come in this area. , I 3.4.1.5 Hazi Osman GODi Lane: Hazi Osman Goni Road has a road width of 10ft, to 15ft., which varies from location ; to location. This road lis also highly used hy thc through traffics for linking east and , , ' western regIOn of the site. It onglllat~d from Kazi Alauddin Road and ends at I Nawabpur Road. A portion of this road at the Nawabpur region is coverted to 'one- I way' for easing traffic congestion III that area, This road is also not segregated for r vehicular and pedestrian traffic; and at the same time, not accessible for service , vehicles for managing"emergencysituatIon (Map 3.4). 3.4.1.6 Majed Sardar:Road: Majed Sardar Road, in the southern end of the site, is the major linkage between Kazi Alauddin Road and North South Road, It has a width that varies from 15ft to 25 ft. from location to location. Illegal occupancy of road space has decreased its road width that creates vehicular congestion mainly during peak hours of the day. 3.4.1.7 Nawab Eusul Road: This road connects North-South Road to Buriganga 2"0Bridge. Its maximum width IS 75 ft. and minimum 70 ft, near Buriganga Bridge. It has a good link with English Road which connect with Nawabpur Road. 30 Ill>••• 3.4.1.8 Nazimuddin Ro'ad: This north-south oriented• primary road connects the ;ludy area to new Dhaka Onthe Asian Highways. Thl;, road is used by all types of vehicle including trucks for entry and exit to and from o!d Dhaka (Fig 3.7), Fig3.7:NazimuddinRoad(neJ', th. CentralJail) 3.4.1.9 Jail Road: , ThIs is the continuation of Nazimuddin road and while encompassing the southern periphery of Central Jtiil ar~a it is named as Jail ro~d. The road is very important for , this locality because it passes through the middle of the study area. It connects Chankarpur to Baribad., But the road is about 40 ft, wide beside the northern part of Central Jail and only 20, wide in the southern part of Jail. !ncon;istent road width also creates problems. I' I 30 , .,., Fig. 3,8: Jail Road (ncar Chak Bazar) 3.4.1.10 Urdu Road: The Connoxts of Umesh Dutta road and Bakshi bazaar road acts as another entry and exit road to .and from old Dhaka. Now construction is going on 10 make this road wider by laking land from the Central Jail Wig. 3.9). Fig, 3.9: \lrdu Road 31 3.4.1.11 MughaltulilMitfordRoad: Having different names at different locations, the Mitford road runs parallel to the River Buriganga along east side. It connects Nawab Eusuf Road at the east and Chak Bazar in the west. It's maximum with 35 ft. near Nawab EusufRoad and minimum 20 nCarMaulavi Bazaar (Map 3.4). Fig. 3, 10, Milford Road 3.4.1.12 WaterWorks Road: This road connects with Lalbagh Fort to Chak Bazar. Iu, maximum width is 35 ft. and minimum width 25 ft. This road is the continuation nfMitfort Road (Map 3.4). 3.4.1.13Shahid Nagar Lane: This road connects to Lalbagh Fort to Baribad Road. Its average width is about 18 ft. (Map 3.4) 3.4.1.14lslampur Road: It is an important road. It cormeets Shakari Bazar to Nawab Eusuf Road near Salimuilah Medical College. Its road width varies from 30 to 15feet. 3.4.1.15Circular Ring Road (Wastern Embankment): This Road passes through th" southern part of thc study area, It is actually an embankment (western embankment). It links with Buriganga 2,J Bridge to Amin Bazar. Its present pavement is about 15 feet (average). Bangladesh Water Development Board acquired about 300 feet for this embankment. 32 3.4.1.16 Azimpur.Pllkhana.Embankment Road It is an important road for Azimpur and its surrounding people. It passes through the Pilkhana and connects Azimpur to Barihad. The road is now using as secondary road whose width is about 40 feet upto Pilkhana to Azimpur but unfortunalely the road become 15 reet near Pilkhanajust for seveml numbers of buildings. 3.4.1.17 Other Roads: The study area also has a lot of lanes and bi-lanes creating a complex transport netWork system, which are mamly used by Ihe pedestrians. These lanes arc primarily doing the job of access road. Part ofSiddique B:uar Lane, Alu Bazar, Lutfor Ralunan Lane, Takcrhat Lane, Kazi Abdul Hamid Lane, etc are prominent access roads in this area. These lanes arc so narrow in some locations that can hardly accommodate two human bodies side by side, Some of the lanes have created dead ends in certain , locations. Walking through these lanes s?metimcs become so risky for the pedestrians as open man-holes, overflowed sewage waste, garbage disposal, building construction etc. poses continuous threat for easy movement here. Table 3,11: Width and length of some major roads ill La/hagh Road Name Existing Road Max. Road Min. Road Length (m,) width (ft.) width (ft.) NorthSouthRoad n' "" NawabpurRoad 1020 '" '" NawabEusufRoad "" "" KaziA1auddinRoad 1010 " '" JonsonRoad 750 "" JailRoad 114() '" '" {!rduRoad m '" " MilfordRoad no " '" Wat.,,-WorksRoad 785 " " Haz,OsmanGOlliLane m " W lslampurRoad m " " MajedSanJaTRoad '" " " ShahidNagarLane m '" " SJddiqueBazarLane "" " W eireuJ.r RingRoad 4732 '" W Azimpur-P,lkhalla-Road 423i '" " ""UTee,' Fi<1d"."' 34 3.4.2 TRAFFIC COMPOSITION AND CONGESTION , In order to identify the major causes of"thc congestion and the nature of the problem m the Lalbagh area, a number of tasks were undertaken, which included among others, socio-economic survey, counting the number of vehicles passing in several number of places for an ho"r, consultatIon wIth ward commissioner, collection of the relevant information specially related to stlldy, etc. Travel Pattern A comprehensive socio-economic household survey was conducted in Lalbagh area to detennine the travel pattern. As anticipated, it was confmned that rickshaw is the dominant mode of transport, accounting for Over 82 % of total trips, followed by baby taxi/tempo and walking. Table-3.12: provides further details of thc mode of transport uscd for daily trips. Table-3.]2 Type of Travel Mode U A",,,",, Type of T•.•jJie C"'"pm;""" Rood",." RroJ~ld,l, P"k "P RI,""'"w c., T",,', """I~w C~G ""'" ,," I~,) '" ","' .',m. Rood ,,, , , ""'" So,", '" n ~."bp",1lood "" ",, , , ", , ; ~",..H","fllood " ,, , , '" ; ,, 1,,1 Roo' ;0" 0 , 0 , DO'" , ; , "'",'''''-"''''''". ""'" ;0 0 ,, , , , , Total , " " ••• v % ", '", , , , " ", "' • Important mformation obtained from socio-economic household survey was about the trip purposes. It was found that nearly 48 % trips arc related to shaping and the next major trip purpose was education which accounted for about 24 % of the trips. Table- 3.14: provides the details of the various trip purposes and their relative weight age. Table-3.13 Type of Travel Mode UsedJor Daily Av""." Rood Rood N,,,,, ,,,' "I' R~k,"'". ",d<' 1ft) ,,' C" In,," R"',h,,, Cl'G """,,," ''" "'~ , , ""'"' So""' Rood ,, , , , , ,, ,,!••,.b,.• _ . , " ,, , ,, ,, , " , , N, •• , "",w""'" " •• , ,, K", AI,,,,,",,, Roo' " , , , , " , " •, , •• Jon"" """" • " , ,, , ,, " , Jo,1 """ • , , ,, , , , , , >. " , , • " , ,, , , , ""'" Roo' " • " 35 M"r"",""" , , ,, , , ,, \\',~,\\'_ Rood " ,, , ,, • , ,, ~." 0",., GornL", " ,, , , " , , , , "~mp~",,' ,,, , , ,, , " , , , ,, M'J" "">I" ""d " , , 'M'" N,,"' Lo", ,, , ,, , ", , 'odd"••I~,.,",,, " ,,, , , ,, , . " , C,,,,,',,R'", ••• - - , , , . , , , , . " ,, ,, . , . Ari""",.''''h>".O,," ,. " , , , Tab/e-3,14.- Tnp purposes in Ihe study are, Lalbagh Trip PUrp From observation it is found that there are variations in traffic compositIOn from road to road. A lllllJor rcason for this is becausc the land uses of lhe area influence the nature of traffic on the road network. Urdu Road and Jail Road are mor~ frequently used for passenger trips as people travel from Old Dhaka to different parts of the city through these roads, A major m?de of traffic is rickshaw for these roads. Flg: 3.11 Rickshaw is the major mode of Fig: 3, 12Tom Tom locally named horse transport In Lalbagh. carnage bears the heritage in old Dhaka. ]6 NazimlJddinRoad acts as the main access to the study area and receives all modes of transport to and from business, commercial, residential and other activity centers. Godowns generate a large number of hand trolley, bullock cart, push carts to carry their goods through Mltford road and Water Works road (Fig 4.12). 3.4.3 TRAFFIC CONGESTION The main cause of traffic congestion i~ simply because the volume of traffic far exceeds the available road space that is demand exceeds supply. The increase in volume of traffic is due to • Changed land use, • increased volume of demand and • Increasing concentration ofroad users at peak periods. Field survey shows that on some internal roads, the volume of pedestrian and head loader is very high. This happens because these roads are very narrow in width but they act as internal roads serving the surrounding market. The reason why road widths do not relate closely to the. total demand is because. they were not originally laid for such volume of traffic but simply evolved. A vehicle requires a reasonable clear uninterrupted run, but in the close crisscross layout of the study area have inter~cctionat frequent intervals, large garbage container placed at intersection (Fig. 3.16), which acts as potential obstruction to the traffic flow. As the study area developed, new land uses have grown up and the road functionshave changed significantly. 37 ---, • • ~ • 1- ..N INDEXMAl' ~'JI,(jifJ\ MAP 3.4: EXISTING ROAD NETWORK INTHE STUDY AREA, LALBAGH I + + I + 2 I ~ ~ • I + HI - • \ w, - '\ + + + fl .•..•.t'-G~-- R, \G p..- ---. "ul' - N // LEGEND ~W~E ,"","'SbJdy Boundal)' _ Road network 5 • Q a_ ~+waler body - I + +- + + Fig 3_13:TrafficCongestioninShankhanBazar Fig 3,14: Alauddin Road in Old Dhaka congested with vehicles piaying in all directions Fig.3.15:unloadingfrombullockcart Fig, 3,16: Garbage container & van parking On the road It is observed from field survey that a numher of large vehicles during morning and evening peak period have a major impact on reducing the flow of the traffic and increasing congestions. It is also noted that congestion occurs most frequently-where the traffic volume is greatest, that is at main connecting roads, internal roads and at jnnctions, particularly where the main road converge (Map 3.5). :rhe major congestion points are described below: Lalbagh fort intersection: The Lalbagh fort is an historical place. About 350 (average) people (source: lalbagh authority) are visiting the place everyday, The existing road width can not tackle the tremendous pressure mainly in holiday. So it creates congestion aroWldand in front of the Fort area. Urdu road intersection: Jail road is an important and busiest road .Urdu road connects with Jail Road. Naturally the flow of direction change in this point. So it creates congestion in absence of traffic police (Fig: 3.13). 39 Chaek Bazar: It is a commercial h<.lb.Different tyPes of people come over here from different part of the city with rickshaw, push card to carry goods and as a result congestion is very common in this area, Jail Road: Nazimuddin Road in front of Central Jail on Chak Bazar, is in good condition comparing to roads in Old Dhaka. So most of the people use this road to save time, Somctimes it creates overload on this road and creates scrious congestion. 3.4.4 User Opinion about Transportation and Management Mode oftrausport RJckshaw is the most used vehicle within the study area. Public bus service is absent and the road network also does not penn it it and the same time, local people do not wish have those. Few people use car and a large number walk (Fig: 3.17) Mode of transport used In the study area ------I ~ Rick,l\aw • Wal~ng 0 Bus 0 O3r I Fig 3,17: Mode of IT-aTl\Portu",d in L"lbagh Traffic Congestion The local people in general are concerned about the limitations of the study area regarding existing transport situatiou. At the same tIme they arc keen to receive social and cultural facilities for them within the study area. Majority of the inhabitants (from sample Questionnaire survey 08) recognized congestion as the main cause of traffic problem. They also voted for safe pedestrian way and proper traffic management within the area. As rickshaw 1$ the predominant vehIcle, the prolific number of them is also a concern. The width of road, which in most cases not sufficient, is of least priority to them. 40 r \ , +, I +, -• ?• + - I I Road network and Traffic management From the questioner survey it can be observed that the conditions of the road network and tralTic management system -arc nOI good. From the questionnaire it implies that only 10% are satisfied with existing transportation facilities among the lolal number oj"the respondents and 90% are not satIsfied beeausc oj"Congestion, Too much on street parkmg, too much rickshaw, Lack of proper traffic management etc. But several numbers of roads like Nazimuddin road, Urdu road, Umesh Datt road etc are the major problems for them (Fig 3. 18). Road network problem ]~%". 15% 20% ~ N',,""""" ,,," --._-,. h",",o,,,-.-~-.-o,c,.-,,c,,c,,c.o, _._"_._._~",," ~u"',,"''' c Ho,,~,D~~".~d_1 FIg 3,18: Road Network problem in Lalbagh Roads that are mostly used According to the survey findings the roads that arc mostly used by the locals are Nazimuddin road, Bakshibazar road, Urdu road, Ahul Hasanat road, Mitford road and Chakbazar road. These arc the primary roads and they take most of the lmffic load. Among the secondary roads the most-used are Horonath Ghosh road and Lalbagh road, They act as the connecting roads towards new Dhaka (Fig: 3.19). Ro.d.lbal.,.. moSllyu•••a "',._ ,,'"""" ., " "'- D~"._."""""ro".e.-,_",,,,•.•.• ....•• •.•. ....,",.. """"",,,,,",'" Flg 3.19, Roads that are mostly used in Lalbagh 42 Dwellers opinion about Transportation Sector: For the improvement of any area it is very necessary to improve the transportation facilities. It is reveled form wish list that about 34% respondent of the study area wants to increase the existing roads, The conditions of the pedestrian ways are not satisfactory most of the place of llie site. The development of parking space, pedestrian ways, street lighting and the provision of underground parking is necessary for the area according to most of the residents. The following tables represent it. T"ble 3.15: Pnonly bused <1evei()pmenlfe,,'ares in Immp()rlalwn sec/or Recommend.hon Ratings % Of J'l'spondents Incre.smg the wldth of road , " Propcr application of traffic rule, , e Creation of ,lIong management system ; Av.U.ble bas services , W" Development of pedestrian ways , Dcvclopmont ofav.il.blc space for parkmg , '" SomITe Q".","""",,.," .Iw=y, J,t,.., 08 3.4.5 PresentProblems Main problems of the road network arc: • Road network is the major problem for the study area. Most of the roads are very narrow and more than one vehicle can not pass at a time. 25 feet maximum wide of this road where there is no footpath and a~ a result walking and driving take part at the same way. The major North South arterial ronte starring from Azimpur road leading to water works road then Midford road and finally to Islampur and Patuatuli TOad are ~xtremely inadequate and has protracted congestion. Considering the present volume of traffic, these toads has narrowness, • encroachments and on- road loading and unloading practices, Same is true for Zahir Raihan Sharani and Kamruzzaman Sharani on the north and Nawabpur road in the west. • No hierarchy in the road network. • Right of way is not same in all the roads. • Surface quality is not saris'ractoryfor smooth movement. • Scarcity of rickshaw, van and truckstand, 43 • Internal intersections are narrow and their alignments are not satisfactory for easy movement. • ReSIdential and connnercial areas have same type ofroad layout and they are not well planned. So they arc not capable for heavy traffic during pick hOllr, • EducatJonal institutions need special type of traffic management for particular times. • Roadside drains are open in the narrow roads. So theymaycause serious accident for the rickshaw and motorized vehicles. 3.4.6 Trend of Transport Development Present trends oftrrmsport development are: • The total area almost alreadydcvclopcd so next time vertical expansion can take in this area and existing narrow road will be needed to wide to improve accessibIlity, • Low income people are livmg beside the western embankment so a bus route ISvery much necessary on this road. • Dhaka Central Jaill'.ill shift soon, so it is a gn:at opJXlrtunityto wide the Jail Road and connect to western embankment. . 3.4.1 Vision, objective and goal of transport development The western embankment road can play significant role by providing bus route to conncet this area with surrounding area. Thc road in front ofLalbagh fort can bc connected with Mirpur road via Azimpur road. This may improve access from the west. Another attentive to this improvement may be linking of Satmasjid road with the road gone through BDR gate and finally linked with Azimpur road. Bazar areas should get highest priority, Commercial areas need easy movement routes for an type oftr.rllic. 44 3.5 INFRASTRUCTURE AND UTILITY SERVICES Utility services i.e. water supply, electricity supply, gas supply, sewerage and drainage facility etc. are the major components for making an area habitable for human bemg in the urban context. For perfonning its functions efficiently, every area 'in urban environment need these services aJequately and of optimum quality. Level of living environment in an area can be identified through the availability and quality of these facilities. From this point of view the study area is lagging behind a lot. Utility services in this area are far below the minimum quality viable for human being. Condition of these services is described in the following points: I 3.5.1 Watersupply Water supply system of Dhaka metropolitan city is provided and maintained by DWASA, from ground water and surface water source by deep tube wells and water treatment plants. There are 37 deep tube wells and 2 nos. of overhead tanks arc operating in this area. Beside the water supply provided by DWASA, there arc somc DTWs operated by private agencies for their own campuses in domestic, commercIal! mdustrial and mixed catcgory uses. The existmg deep tube wells are distributed in variOllSlocations (Map 3.7) and thc two overhead tanks are installed by Dhaka WASA at Siddique Bazar and Shakhari Bazar (beside Jonson Road). The whole area is covered under DWSA. Considering dally requirement of water for each person 160 liter per day Iotal of 115MLD wa[er is required for the area. Table 3.16 Thana wise Location ofnnYand Overhead Tanks SLNo. Ulcation of Pump House .nd NoofDTW No of O>erhoad T""k Tolli< , Lalb.g N , , Kotowali U , Table 3.17: Status OfWaler Supply in Lalhagh Year DTW Av. Tot.l Productlon Lew More '" Consumption consuntpLion by existing production Dt'W per persO!' (MW) DTM (MLD) SOJ"U' DWASA, Dh"*,,, 8""glotl"iJ 45 Provided all 37 DTWs are in operation, and considering average production! DTW to be 3.02 MLD, the total yield in the study area in III MLD, which is less than the requirement of water for the area. So (115-111)=4 MLD more water production is required per day which may be fulfilled by further installing 1 nos. ofDTWs in the area (shown in Table 3.4). (Dally water production is about 1524.87 MLD (Million Liter per Day) with 447 deep tube wells according to DWASA Management Information Report published in May 2006) Dwellers opinion about existing water supply system About 82% housebolds are enjoying water supply from Wasa and only 18 % households are using hand tube well. Mainly (he low income people ncar the western by pass who is unauthorized use hand lube well. There in no reported arsenic contamination in this area. The water is generally shared by households, more than three households sharing water from single source in most cases. Table 3.7 provider data on water supply situation. The wells were mostly installed by users themselves, NGOs and DPHE in that order. ,Quality of water is good ad reported by most users. Table 3,18: Opinion of respondents regarding waler supply", Lalbagh Tap DCC & Wasa Tube well Lalbag 80.9 19 DB Kotwali 84,£3 15.94 Total 82,4 17.78 , 3.5.2' Electricity Supply 3.5.2.1 Existing Electric Supply System Electricity is mainly supplied III Dhaka city area by DESA and DESCO through 132/33 kv grid substation and 331 11 kv ;uhstation, grid to towers and distribution poles. Only one 33/11 kv substation is available In Lalbag area (sec Map 3.7) that supplied electricity its surrounding arca But rapidly increase of re,idential buildings and commercial and industrial uses wherc as the electncity supplied less in comparison to the demand. So load shedding is the common phenomenon to the consumers. Electricity supply condition is also hanlpered by the dense construction in 46 • C••• the study area. Frequent disruption of electricity supply is a common phenomenon in this area. Densely built buildings in a smal1 area have created demand for huge electricity load that can hardly be borne by the transformers installed to serve the area. Table 3.19.- E:m/ing 33/11 levSUbs/a/IOn in operatian/or Ihe study area, Lalbagh SL. Kame 0; No. size CapacilY Maximum Finn RemaTk 110. substatlOllS capacily capacity ; Lalbag 4*10/14 40/56 56 28 _.DESA Again, illegal connection of electric lmes adds to the total hazard. Electricity lines are so haphazardly placed in the area that, it is always posing threat not only to the inhabitants in the blJildings blJt also to the pedestrians on the roads. 3.5.2.2 Dwellers opinion about existing electricity supply system Thc electric cormection of household is in satisfactory level. For lighting more than, 90% of the households use electricity, while less (han 10% are using kerosene burners .as source oflight. But load shedding is the major problem IIIthis area. During the dry season load shedding is very common phenomena. Table 3,20: Housebold Elec/ricity connec/ian Nam" of th~ Than EI"ctricity Supply ", '0 lalbagh "'" " Kotwall 98.4 " Total 98.67 " FIg 3,20; Existing e1eelr;c"upply system in Lalbagh 47 3.5.2.3 Majorproblems ofelectric supply Main problems are: • Electric supply lines from the polls havc been taken by haphazardly. • Industrial and residential areas have samc line. Their sources arc same. • Supply and distribution linc supervision is very poor. 3.5.3 SURFACE DRAINAGE AND SEWERAGE SYSTEM: 3.5.3.1 Existingdrainage system Length type and present condition Almost every road in the study area possesses surface drainage system along its two sides. Some of these drains are open and some are covered. But, irregular maintenance and negligence of the inhabitants have totally deslroyed lhis system in some locations. The stud has a total 01'79 km of drains of which 61km are m Lalbagh and 17.18 km in Kotwali Thana. (Table 3.8). Map 3.6 shows the drainage system of the study area. About 50% respondents reported not have any drains in their area. 50% respondents said that they have drains in their areas and orlhen} 11% expressed theIr satisfaction of having drains in good condition. Present drainage system management is satisfactory according to 19% of the respondents. DCC carries cleaning of drains in ward basis. No local initiatives were found and limited CHO's / NGOs staff was reported to be engaged as such. Overflowed and jammed water of the drains are polluting some areas. Water logging after rain is also common for certain locations as, Takcr Hat, Lutfor Rahamn Lane, Nazira Hazar, some portion of Kazi Alauddin Road and Kazi Abdul Hamid Lane. Most of the drainage channels are connected to the sewerage system with some semi transparent barriers (grills in some cases) to carry the storm water there, But this system ultimately creates water logging in that channel and overflow adjacent areas. At the same there is no StOIDlsewerage in the study area. Storm water drainage outfall in Bunganga River is normally maintained by the DCC workers and control by several numbers of switch gales. J! is adjacent to the Lalbagh area. Major cause of water stagnatIon is rainwater that could not be flashed out due to poor drainage. Other causes of water logging: 48 " • Non-existence of drains (51 % respondents) • Insufficient capacity (25%) • Drains not cleaned (9%) , • encroached & do not have networks (9% each) • Others (6%) Residents opinion on maintenance and participatory • There is problem in communication and movement for poor drainage. • Loss incurred to houses and household furniture and there is Jess demand for house on rental. • Plants and trees die and environment is polluted, crops and vegetables gardens ate damaged, dirty and polluted water create health hazards and bad odor around, disease spread. • Regular cleaning and maintenance of drains is necessary and drains to be widened. • Garbage should not be thrown in the drains. • There is not enough flow in the drains and w~ter is stagnated. • Awareness building on the use of drains. • Slabs should be placed on the drains. • There should be a commiuee to look after the maintenance regularly. ~ig 3 21 E, i,ring Drainage System (ncar Ka~i Alauddln Road) • Table 3.21: Existing Drainage, Network by Types and by Thana!n La/bagh ThanaName Total Length DrainType (m) Pucca (m) Seml.pucca(m) Kutcha (m) Lalbagh 61.81 61,81 0 o Kotwali 17.186 17.186 0 o Tolal 78.996 78.998 0 o 3.5.3.2 Sewerage System: According to "NEW AGE Magazine 'Xtran• Aug. 2008 "New way to deal with sewerage" at prese4nt, only 30% of the population in Dhaka is covered by DWASA's sewerage system. There is only one sewerage treatment plant with a capacity of 120000 meter cube per day. Aboul 30% of the population use 'ieptic tanh while another 15% use pit latrines whieh are not regularly cleaned. within Dhaka city area, there are 881.02 km sewerage, line, 50671 nos. of sewerage connections, 29 nos. of sewer lifting stations and I no. sewerage treatment plants. These facilities are provided and maintained by OWASk The study area is provided with an underground SeWeragesystem to ease the Sewage disposal here, But, as this system also has to carry the water from smface drainage channels, overflow is a frequent problem for certain areas (Alu Bazar, Taker Hat, Nazira Bazar, some portion of Hazi Osman Goni Road and Siddique Bazar Road behind the fire station). Sewerage system ill sueh a high-den,i!)' area needs constant supervision and regular maintenance. whi~h la~ks h~re. At the samc time, open manholes in some of the lanes add to the hazard for the pedestrians. Even a slight rainfall ereate overflow On most of the roads. Recent reconstruction of sewerage system in Kazi Alauddin Road has eased the problem a lot. 3.5.3.3Guidelinefordrainaijedevelopment Main water loggedarea requireshighestpriorityfor development.These areas are important for watermovement. So a wellplanneddrainagesystem b necC5Sal)'sothat presentsituation may improve. 50 3.6 EXISTING COMMUNITY FACILITY There are several numbers of community facilities (like 147 educational institutions, 52 health facilities, 207 religious facility and 117 service facilities) in the study area. But according to the standard on the basic of population, the existing community facilities sufficient for this area but they are not well distributed. See Map 3.7 Table 3,21: Existing Commumty Pacil1ty in Lalhag}, Exisllng Type Facilili •• UniUNo PJima",lNurse", School Seconda", School " Educational Collego " Institution U",versl!y ", Madra•• To"l " Hospital '", Health facility Cllnio ,~, ~" Mosque Religious facility '" Temple!Churcl1 " Tolol PorklOpon space '"', Play ground , Bank Branol1 « Post offi"" , Thana/Poli"" 0"1 post , Service FacUlty Katcha Bazo, Fire .tatl"" ", Graveyard , Community Ceo!ro,~, " Gross Total '" ,\'OUTC<,F,,1d'" Survey 2008 51 , IIIj! •l ' Ibi',<:'I i! ; +, , •> , I • ! +, •• •• I -•, I I - - Ii , . I ~ - - - • ~ ~ ~l5 , ~~ ;s, - i "w". .,I 8~ ''" I ~~ :'...~i z, •.~ I I ~.~0 ' ~w '.> • w, t ;." !Z • .;- ~ •••, ir HISTORICAL GROWTH OF LALBAGH ARE 4.1 URBAN DEVELOPMENT OF DHAKA IN ITS HISTORICAL CONTEXT Dhaka has a glorious historical background. During the eighteenth century, it was one of the best cities in the world.' History of Bangia, 131crof East BangIa and presently , Bangladesh has been circulated centering t11iscIty. Dhaka IS the oldest of the three capitals of Mughal period in BangIa. In 1610 A.D. Samra! Jahangir sent Subeder Islam Khaa to Bangia for elirnmating the powerful Jamidarhs and Rajas of this reglOn. Subeder Islam Khaa established his capital in Dhaka and named it as 'Jahangir Nagar', But, this city was sull known to the general people as 'Dhaka',ln 1905 after 'Banga Bhanga' Dhaka became the capital of a new stale comprismg East Bangia and Assam. But, with the termination or Banga Bhanga, the development process of this city again disrupted. Dhaka again became the capital of East Pakistan in 1947. In 1971, it became the capital or an independent country namcd 'Bangladesh'. Presently it has an area of about 13 sq, mile and population of about one erore. It is important to mention here that, although this city has faced a lot of ups and downs along the passage of time, it had always been in the center of all activity in this region. To understand the development and conservation issues of Dhaka city, history sholild be explored. The history of Dhaka Can be divided into five periods which are given below: 4.1.1. Pre-Mughal Period (700- 1608) 4.1.2. The Mughals Period (160&-1764) 4.1.3. Under the East India Company (1764-1858) 4.1.4. The Bntish Period (1858-1947) 4.1.5, Pakistan Period (t94 7-1971) 4,1.6. Capital of Bangladesh (Since 1971) .4.1.1. Pre-Mughal Period (700- 1608) Dhaka was under the Buddhist'Kingdom ofKamrup in the 7'h and 8'" centuries. From .about the 9th century A.D. it was governed by the Scna Kings ofVikrampur. Some 54 indications of human habitation of the area of the said period have been discovered which provide the evidence of existence of this town or settlement. The town consisted of a few market centers like Lakshmi Bazar, Shankhari Bazar, Tanti Bazar, and a few localities of other craftsmen and businessmen like Patuatuli and Kmnartuli, Bania Nagar and Goal Nagar. After the HinJu rulers, Dhaka was successively under the Turks and Pathans for a long time (1299 lo 1608) before the arrival of the Mughals. The Afghan Fort in Dhaka was located at the present Central Jail. After the Fathans, Dhaka went under the rulers of Sonargaoll from whom the sovereignty of the area was acquired by the Mughals. 4.1.2. The Mughals Period (1608-1764). Islam Khan (1608-1613) was appointed the first Mughal Viceroy of Bengal in 1608. He shifted his capital from Rajmahal further eastwaru to Dhaka in 1610 with a view to subjugate the disturbing landlorJs of Bengal. Islam Khan renamed the new capital as Jahangimagar after the name of the ruling emperor Jahangir (Taifoor 1952.p.xxiv).During the rule of Ibrahim Khan (1616-1620); Dhaka attained great commercial importance and became a trading centre of the whole of South East Asia. The European traders started to come to the city from 1616. In the 1640s the capital was shifted back to Rajmahal by Sbah Shuja anJ in 1600 the old robes were returned to Dhaka with Mir Jumla as the Viceroy. However the greatest development of the city took place under Shaista Khan (1662-1677 and 1679-1689). The city then stretched for 12 miles in length and 8 miles in breadth and is said to have.nearly a million people. Thc old Afghan Fort, reconstructed by Islam Khan, became the administrative headquarters of the Mughals. Here was housed the Civil Secretariat and to its north lay the Military Headquarters. The Chawk, whieh was to the immediate south of the Fort, served as the central business district and was, called Badshahi Bazar (Royal Market). This was rieh in merchandIse and colorful in appearance. The Chawk k was well located to serve both the upper class and the lower class residential areas. It was also close to the Buriganga River, which served as the, principal means of communication. An imporlant aspect of the city's economic life was the cottage industries. They were located largely in the area falling between the two shopping centres, Bangia Bazar and Chawk. The artisans also lived there, In most cases, the same house was used for the factory and the residence 55 I 1 - --- MAP 4.1: HISTORICAL GROWTH OF DHAKA CITY (1600-1991) I, I I I 'I I I -"""""._._ ••..•.- -LEGEND@c:J__ __(1 __ 165__ '_ I ~.-- -•••• __ .""'- ••••••• _ •••• lN7 ------J I f'::=:="'- __ ~_'~__~ .•.r"" It_'" __~__..__= l , ,• .! ~,,. , ""+1'/ 1, 4.1.3', Under the East India Company (1764-1858) At the tail' end of the Mughal rule and the heginning of British power around 1765, Dhaka began to decline in importance and contract m size. The city experienced disastrous famines, floods and fires. Kolkata was growing in importance and it was difficult for Dhaka to compete with Kolkata, which as the Capital of British India enjoyed the patronage of the rulers. The population of Dhaka which was estimated to be nearly two lakh in 1800 dropped to abOld 67000 in 1873 and 51,000 in 1873 (Hunter, 1875), in 1830, the energetic collector of Dhaka, Mr. Walters, founded the' Dhaka Committee under his chairmanship for the development of Dhaka town. The mclusion of Ramna Green Pasture, area from Old Paltan to Nimtoh, Dakesshwari Temple to Azimpur under the town's jurisdiction was done in this period. 4.J.4. The British Period (1858-1947) By thc end of the J 9'h cenrnry, Dhaka was hemmed in between the Buriganga RlVe~ and the railway line. The extension of the city to the east went up to the eastern fringes of Gandaria and to the west up to Nawabganj. But a phase of revival came \vhen Charles Dawes, the 'Collector, began to take interest in tbe development of Dhaka City. He laid out the Race Course in Ramna in 1825. Subsequently in 1829, some roads within the city were widened and new buildings were erected for administrative and educational purposes ncar the present Victoria Park. Finally with the transfer of power from the Easl India Company to the Crown in 1858, Dhaka started to grow more rapidly. Dhaka was eOlUlected for the first time wIth Narayanganj by railways in 1885 and Jater III 1886 the railways extended up to Mymcnsingh. Dhaka City was for the first time electrified in 1878 and facilities of water supply started to be offered to the residences since 1874. The development of the city contmued and later during the Governor Generalship of Lord Curzon, Bengal was partitIOned and a new province of East Bengal and Assam came into being in July 1905. Dhaka was declared the provincial capital. With the new responsibilities, the to\vn of less ~han 100,000 inhabitants slarted to expand rapidly. The increase of population between 1901 and 1911 was about 21 percenl. But Dhaka's phase as Capital of East Bangal and Assam was only short lived. In 1911, the Partition of Bengal was' announced and Dhaka once again lost its administrative robes. As 57 compensation, Dhaka University was established and the administrative buildings were utilized for housing it. 4.1.5. Pakistan Period (1947-1971) Aftcr the independence of Pakistan, Dhaka was madc the capital of the province of East PakIstan. The problem since then has been to house the increasing number of government offices, firms, industrial establishmcnts, government employees, Muslim migrants from India ami people coming from othcr parts of the province, The influx of people cansed thepopn1ation to increase from 335,925 in 1951 to 556,712 in 1961 registering an increase of 65.7 pcrccnt. To accommodate the rising population more houses were needed but the construction of new buildings takcs time, while the incoming thousands had to be housed immediately, Thus growth of Dhaka City in the lllitial years after independence took place in the form of fission or dIvision of existing houses and compounds mainly in the old city, and later expansion started in the open areas of the new city. 4.1.6 Capital ofBan0adesb (Since 1971) After t~e independence of Bangladesh on Decemher 16, 1971, the city's population rose suddenly to about 15,00,000 and in 1974 it was about 16,100,000. The' urbanization activities have been achieving tremendous growth for the needs of the newly independent country's capitaL The city began to expand in all directions including over the low-lying areas on the eastern side, such as in lurain, Goran, Badda, Khilgaon, Rampura, and in the western side, areas like Kamrangirehar, Shyamoli, Western Mohammadpur, Kally,mpur through the earth filliug (Chowdhury, 1991). In 1995, the new Master Plan for Dhaka was prepared for the further development of Dhaka City. As very rapid urban growth along with the fast increase in population and structural" development started to take place in the city, this new structure plan was a must. The population had leapt to 3 million within one decade of the independence of the country and the city covered an area of about 70 sq, kIn. in 1980, The swamps and wetlands of the city started to disappear fast. New areas of residential, adtninistrational, business and commercial importance began to develop. At the same time, numerous slums and unplanned low~income residential areas or squatters also grew up in different areas of the cily. Keeping pace with the magnitudes 58 , of lhese urban growths, the new urbanized areas were being encroached in the low- lying areas in the city and even in some of the adjacent distant areas. Dhaka's origm 'can be traced to have been in the vicinity of the present Central Jail area bulthe exact beginning of it is a maller of conjecture. lkhliyaruddm Muhammad Khiljee in 1204 AD defeated the king of Bengal, Lakshman Sen of the legendary Sen Dynasty, at his important camp de tour at Vikrampur a place very near to Dhaka. 'Under the Muslim rule in south-eastern Bengal during the late 13th and early 14th century, Sonargaon another place south of Dhaka rose into prominence as the capItal. Dhaka's existence as a small town of some importance, during the same period, is proved by the discovery oftwo mosque mscriptions of pre-Mug hal days. Accessibility by river ways from the side of the capital city oC both Sonargaon and Vlkrampur was responsIble for the growth of Db aka in that location. It is quite likely that following the course of the River Buriganga, settlements grew. These, of course, were sporadic growths on the river bank and thcre was an Afghan fort here of the prc-Mnghal days. Mirza Nathan states in his Baharistan-I-Gahb, that the strong pre- Mughal fort of Dhaka constituted a land mark of the city. However, only after Islam Khan Chisti established the capItal of Mughal Subah BangIa here in 1610 A.D. that centering the Fort, Dhaka's political, cultural and social life flourished for the next hundred years. Tn 1826, during the Colonial period, the jail was established in Dhaka at the site of the old fort. From discussions, records an cvidcnces it is known that there remains no trace of the Old Mughal Fort other than the building in which a mental asylum was established. This subsequently became the jail hospital. Analysis and comparison of the present jail wall, with any fort wall of the mediaeval period, will reveal that fort walls, including the example of Lalbagh MughaI For! a! Dhaka, have their perimeter walls with circulatio~., passage of soldlefS along the upper level and ramparts for the defensive position of army. This is not evidenced in the present jail wall. The central jail wall has 14ft high wall as is usual according to jail code ,Wherever due to the necessity of compartmentalization within the jail, a cross wall met the perimeter wall , a "0" wall is there as requirement of jail code so that prisoners cannot scale the wall and escape. It IS further confirmed that the Jail although hUllt at the Old Fort site IS, therefore, a construction of the colonial period. 59 • 4.2 HISTORICAL REVIEW OF THE HERITAGE SITES 4.2.1 AHSAJI'MANZIL The palace has enjoyed a varied hi,tory, ,tarting nom being Rang MalIal (of Sheikh Enayctullah, a Zamindar of Jamalpur pargana (Barisal) during the time of the Mughals) to a French trading centre. Nawab KhwaJa Ahmullah bought it from the French in 1830 and converted it into his residence, effecting necessary reconstruction and renovations. Thc final reconstruction was done by Martin & Company, a European constntetion and engineenng firm, at the behest of Nawab Khwaja Abdul Ghani, who converted this house into the official Nawahi residence. Fig-4.I,FrontViewof the Ahsan Munzil The construction of the palace was begun in 1859 and completed in 1872. Abdul Ghani named it Ahsan Manzi! after his son Nawab Khwaja Ahsanullah. The newly built palace first came to be known as the Rang Mahal. On April 7, 1888, a tornado caused severe damage to Ahsan Manzil -- Andar Mahal, the older part of the palace, was completely devastated. During the reconstruction of the Andar Mahal a good part of the palace was overhauled and repaired, and the exquisite dome of the present Rang Mahal was add~d. Ahsan Manzil was again damaged by an earthquake in 12 June 1897 and again repaired by the Nawab AhsanulJah In 1874, Lord Northbrook, Governor General of India attended an evening function in the palace when he came to lay the foundation of a water works instaUedby Nawab Abdul Ghani. In 1888, Lord Dufferin also accepted the hospitality offered at Ahsan 60 ManziL In 1904 Lord.Curzon, on a visit to East Bengal, stayed in this palace on 18 and 19 February to win public support for the proposed Partition of Bengal. Almost all political activities of Nawah Khwaja Salimullah centered round this palace, Ahsan Manzil was the cradle of the All India Muslim League. Willi llie decline orthe Nawabs of Dhaka, Ahsan Manzil also s13rtedto decline. Recognizing the historical and architectural importance of llie Ahsan Manzil, the government of Bangladesh took the initiative to renovate it. In 1985 Ahsan Manzil and its surroundings were acquired. After the completion of llie renovation work in 1992 under llie supervision of the Directorate of Public Works and Architecturc, it was brought under the control of Bangladesh National Museum (20 September 1992), A museum has been established there. Ahsan Manzil is one.of the most significant architectural monuments of Banglades~ (Fig_3.17).It is established on a raised platform of I meter, the two-storied palace .measures 125,4 m by 28.75 m. The height of the ground floor is 5 meters and that of the first floor 5.8 meters. There arc porticos the height of the ground floor, both on the northern and southern sides of the palace. An open spacious stairway comes down from the southern portico, extending onto the bank of the river through the front garden. There was once a fountain in the garden in front of the stairs that does not exist today. The spacious north and south verandas of both the floors rest on semiCIrculararches. Thc verandas and rooms arc covered Wilhmarble. To constmet the dome of Ahsan Manzi!, the square room on the ground floor was gIven a round shape, with brickwork in the corners. The room was then given an octagonal shape near t.peroorby quenches. This octagonal shape took the form of the drum of the dome. Finally, the kumud kali (buds of lotus) shaped dome was constructed by gradually slanting the eight corners to the peale The dome is 27.13 m above the ground, 4.2.2 BARA KATRA The Barn Katra is a historical and architectural monument located in Lalbagh. It is a palatial building dating to the reign of the Mughal dynasty in the Bengal region. It is situated to the south ofChawk Bazar close to the north bank of the river Buriganga. 61 • Fig-4.2: Photograph of the Bara Kotea Fig-4.3: Ruin.>of the Barn Katra Thc Sara Katra was buill between 1644 and 1646 AD to be the official residcnce of Mughal prince Shah Shuja, who was the second son of Emperor Shah lahan. The' prince endowed it to his diwan and the builder of the serai, Abu! Qasim. According to an inscription composed by Mughal poet Sa'ad ud-Din Muhammad ShirdZi: "Abul Qasim al-Husaini at-Tabtaba as-Simnani built thIS edifice, endowing it with twenty- two shops, attached to it, on the rightful and lawful condition that thc officials in charge of the endowment would expcnd the income derived from them upon the repair.> of the building and upon thc poor and thal they should not take any rent from any deserving person alighting therein. Thc Bara Katra originally encloscd a quadrangular courtyard with 22 rooms on all of its four sides. Two gateways were erected, one each on the north and south. The rums consist of an edifice having a river frontage. Thc southcrn wing of the structure was planned on a grand scale and was marked with an elaborate three-storeyed gate containing an octagonal central chamber. The remaining portion was two-storeyed and encased by projected octagonal towers (Fig-4.2). • 62 , -.' -+ + "OJ"',C :!:::::(Q (/).0 .,- lU + .' OJ-' , - -lU-- - - ::::CO :1:«.,~ • OJ» .~ "'C -:J I 'x"'- (/) • W.,.. ,C N- + o 'c + ..•. ,- w a. , lU , :;;; , z~: ", .: ,• • ~ ••, ,0 I ,, •• ~, ? • + ,, •• , ,, ,, ,, ,, ,, ,, / , + ,,' + , ,.' .,' + \ ----- • • + • • - 4.2.3 CHOTO KATRA Choto Katra one of the Katras built during Muglmrs regime in Dhaka, Bangladesh. It was eonstmcted in 1663 by Subahdar Shaista Khan and the architectural work was done by him, Choto Katra is rectangular m a plan of 101m X 92m. It has two gateways, one to the north and (he other to the south. Basically it was built to accommodate some officials and Shaista Khan's expanding family, It has the tomb of Champa Bibi, whose history and identity is mysterious. The small mosque within its boundary has disappeared. Choto Katra is slightly smaller (han Bara Katra, but similar in plan and it is about 185 meters east to Bara Katra (Fig 4.4). Fig-4.4: The rums Oflhc Cholo Katra 4.2.4 HOSSIi'l1 DALAN Rossini Dalan, also >pelt Husaini Dalan, is a Shia shrine In the old part of the Dhaka, Bangladesh. It was built in the 17th century during the Mughal Period. This commemorates the martyrdom of al-Hossini, grandson of the Holy Prophet of Islam Mohammed, during the battle of Karhala on 10 October 680 CE ( Fig 3.25 &3.26). •, 64 • C-'~" : ~-, .•. Flg-4.5: Front (north) face of the I[ossini llalan l'ig-4.6: South lace ofthc Hossmi Dalan It is said that onc Sayyid Murad built the bllilding during the Subedari (Governorship) of Shah Shuja, son of Mughal emperor Shuh lahun. Although Shuja was a Sunni Muslim he patronised Shia institutions too. ugcnd has it that Sayid Murad bllilt the building aftcr a vision of al-Hllsain. Smce then, the building has been enhanced and rcnovated many times. During the rule of the East India Company, irwas repaired in 1807 and 1810. After an'ear!hqllake damaged it in 1897 it was further extelided and reconstructed. Although most of the people of Bangladesh are Sunni, there is a small number of Muslims Shia Muslims in Dhaka, Dunng the first 10 days of Muharram, it beeomes a eentre of mourning and religious ec1ebrahon in Lulbagh area. Boih the Sunni and the Shia followers join the mourning, ending in the festival of Ashuru when a great procession parades through the streets. 4.2.5 LALBAGH FORT Lalbagh Fort (also known as "Fort Aurangabad") is an incomplete Mughal palace fortress at the Buriganga River in the southwestern part of Dhaka, Bangladesh. Construction was commenced in 1678 by Prince Muhammad Azam during his 15_ month long vice-royalty of Bengal, but before the work cOllld eomplete, he was recalled by Aurangzeb. His successor, Shaista Khan, did not complete the work, though he stayed in Dhaka up to 1688. 65 - FIg 4.7: The Lalbagh Fmt and the Tomb ofl'ari Bibi 'For long, the fort was considered to be a combination of three bLlildings: • The mosque; • The tomb ofBibi Pari; and • The Diwan-i-Aam, comprising two gateways and a portion ofthc partly damaged fortification wall.. Recent excavations carried out by thc Department of Archaeology of Bangladesh, however, have revealed the existence of other stfLIclures, and it IS now possible to have a more or less complete picture or the fort. In the present fort area of 18 aCres (73,000 m'), excavations have revealed the remains of cither 26 or 27 structures, with elaborate arrangements for water supply, sewerage, roof gardens, and fountains, Renovation work by the Archaeology Department has now put Lalbagh Fort in a much-improved shape, and it has now become an interesting spot for tourists and ~isitors. 4.2.6 DHAKA CENTRAL JAIL Before the Mughal era, the Hindu and Muslim rulers of Bengal had established their capitals at various sites slUTounding Dhaka. Evidences show that Dhaka flourished dunng the ascendancy of the Hindus and also under the independent Sultans of the BengaL The Mughals wrested Bengal from the Sultans in 1575. In 1602, Rajput general Man Singh sent by Emperor Akbar established his headqllarter in Dhaka after defeating the Zamindars of East Bengal. Dhaka came into limelight under MLlghal 66 • subadar Islam Khan Chisti during Emperor Jahangir's rule, when he established the capital from Rajmahal to Dhaka in 1608. The Mughals had a fort in Dhaka, often referred to as the old fort, before the arrival of Islam Khan, which stood on the present site of the Dhaka Central JaiL Fig-4.8: Main gate of the Dhaka Central Jail I , Islam Khan's settlements in Dhaka grew around the old fort (fig 3.30) close to which was the Badshahi bazaar, noJ,. known as ChawkbuaT. In order to bolster the city's defense, Islam khan rebuilt tHe old fort and excavates a canal linking the Bunganaga and Dholai canal. This artificial canal separated the new and old sections of the city. I He also constructed several spacious roads of which the Islampur Road still bears his name. -The city extended frok Chawkbazar in the west to Sadurghat in the east, measllnng a little over 1 mile. In 30 years, city grew to Maneswar at one end and Narinda and Fulbaria at the other, more than 3 y, miles in length. Although Subadar Sultan Mohammad Suza officially returned the capital to Rajmahal for some 20 years from 1639, Dhaka remained the main trade center of the province and its building construction continued unabated. MentlOnable among the buildings bUllt then are the Bara Kal.ra as the residence of the princely governor, The Hossaini Oalan, The Chutihatta Mosque. Shah Sllla's successor Mir Jumla brought baek the capital to Dhaka again. He built, renovated_and repaired some forts around Dhaka and some streets for the movements of troops. The extent of the city dunng h,~ !lme can be ascertained from the gate he had built at the northern entrance to the city that stood neaT where the present Mausoleum for the Huee leaders is situated, In 1663 with the appointment of Shaista Khan as Subadar of the province, the golden period of Bengal commenced. His most, important contribution was th,e Chota Kalra, built in 1663, which housed the' merchants coming to and staying temporarily in Dhaka and the Chawkbazar Mosque 67 I \ 'built in 1676 and also another Mosque in Babubazar.Prince Azam Shah succeeded Shalsta Khan and built the fort at Lalbagh. He also constructed the first brick built pucca road in Dhaka. • I I I I • I 68 I CHAPTER 5 I, I HIGHER lEVEL & INSTITUTIONAL FRAMEWORK FOR URBAN DEVELOPMENT & IMPLEMENTION 5.1 HISTORICALREVIEW There arc some 30 governments! semi- government organJ7,ations dealing, to some aspect or degree, with the development of Dhaka Urban Area. Bllt there is no effective institutional structure or framework to coordinate the policies, prognunmers and projects for such development on the scale required to meet the massive growth ofurhan area and population. Since 1963 four seriOlls PToposals and a number of less ambitious attempts to bring about different degree of coordination m the development of Dhaka has been made. Gazette notification of may 27 1976 formeq a coordination committee with the_heads .of Capital Development Authority (RAJUK) , Power Development Board (POW) , Dhaka Water and Sewerage Authority (DWASA), Public Hcalth Engineering (PHE) , Roads and Highways (R & H) and Dhaka Metropolitan Police (DMP) . But simply legislating a new committee into existence does not necessarily solve the problems. 5,2 EXISTING HIGHER LEVEL & INSTITUTIONAL FRAMEWORK FOR DEVELOPMENT The previous higher-level plans are Dhaka Master Plan and Dhaka Metropohtan , Development Plan. The Dhaka Master Plan prepared in 1959 and Dhaka Improvement Tr:ust (DIT) was the custodian of the project. The area of first Master Plan was 290 sq. kIn and its population was about 10,00000. It was a complete project and published in the Bangladesh Gazette. The Dhaka Metropolitan Area Integrated Urban Development Planning Study (DMAlUDP) Study), undertaken by the Government in 1981, provides a useful summary of the nature of strategic planning and struclllre plans. Aclillllly it was a strategic plan for Dhaka Metropolitan area. It was unapproved and not published In Bangladesh Gazette. In 1995, RAJUK prepared a DMDP Plan Package and its area 590 sq. km. It's a long tenn strategy for 20 ycars (1995-2015), Dhaka Strllcture Plan and 68 • ! Urban Area Plan were completed, approved and published in the Bangladesh Gazette (August-1997) Mllnlcipality is the only channel for collective efforts of redevelopment because it is a representative body and the forum for citi7,en participation in city redevelopment but its resources are too meager to bring about any considerable improvement. As stated before, there is no coordination between development agencies like capital Development Authority (RAJUK), Dhaka Municipal Corporation (DMC) Dhaka Water and SC\\'cragc Authority etc. institutional framework has developed a lop down planning structure which might be Ideal for developing new suburbs but insulated from existing cOimnunities or collective millative,. RAJUK or other development agencies has lesser stake in Old Dhaka but it is observed that political alignment to the ruling party could boast of a bigher level of service and facilities. Lalbagh and Moulvi Bazar etc. are the example receiving more investment and arc bettcr endowed than the others. Old Dhaka has necessary leverage to deal with supra- local development bodies like RAJUK, OW ASA etc, due to its ability to act in union and 'en mass' a characteristic absent III new town. Therefore, any attempt to institutionalize coordinated efforts without citirens participation, particularly in case of Old Dhaka, arc not expectell to bring desired resl.lHs. 5.2.1 THE DHAKA MASTER PLAN IN 1959 The Dhaka Master Plan, submitted in 1959, covered the then Dhaka lmprovement Trust (DlT) area covering roughly 290. 'q rnlles, with a populatlon slighlly exceedmg I millio~. Of thIS population, approximately 575,OOGwere in Dhaka City. The Dhaka Master Plan comprised a short report supplemented by a map of the DIT area at 1:3960 scale, and a • map of the Dhaka City area to a scale of approximately 1:20,0.0.0. • The Dhaka Master Plan assumed an average population increase of 1.75%. The Dhaka Master Plan provided for major expansion areas at Mirpur. Tongi and Gulshanl BananiiBadda and proposed large-scalc reclamation at Keraniganj, Postogola and part of .the DND triangle. It was estimated that these areas would accommodate a population increase of25o.,o.o.o.between 1958 ami 1978. • I 69 • ,I A number of the Dhaka Master Plan's reconunendations were followed and it still remains the legal basis for controlling deveiopment in areas covered by the Dhaka Master Plan. Implementation of 1959 Master Plan The 1959 Master Plan was prepared for a period of lwenty years that expired in 1979. However, all its development proposals not fully implemented for various reasons. The identified major reasons for nOlJ-lmplementation of development proposals can be summarized as follows. • Scarcity of Resources There has been acute shortage of resources for execution of development activitIes in various sectors of the economy, Agricultural and industrial development was priority sectors of development. So government allocated fewer funds for urban development projects, This policy of the government hampered implementation of Dhaka Master Plan de~elopment proposals. • Lack oflmportance to Urban Planning at Policy le\'el At policy level less importance was laid on urban planning. This attitude was reflected ill al10calicln of' fund for urban planning and development and restructuring and str~ngthcning of urban planmng ~_,slitutions_ Due to weak institutil?nal support the impkmentalion of plans and their timely amendment were hampered. The Town Planning Department of RAJUK lacked manpower for undertaking plan based projects and other plan amendments activities. Failure to undertake these initiatives seriously affected plan implementation. • Rigidity ofthe Master Plan Master Plan is a rigid concept. Any modification of the plan proposal requires a lengthy process of project formulation-approval-fund alloeation_ Though many initiatives WCfe taken for amendment of the plan but at many stages continuity were lost, as a result project could not be approved for amendmcnt and proposal implementatlOn. Failure 10 anlend thc plan proposals caused many of thc plan proposals to tum obsolele over the time. 70 I , Major proposals in 1959 Master Plan in the Context of the Project Area • Development of three north-somh roads loading into the old town, comprising an extension to Mymensingh road, and by-passes to the southern end of Mirpur Road and to Johnson Road and Nawahpur Road. • The enlargement of the pubhc blllidings zone on the west side of Jolmson Road, which includes the Col1ec!orate, is envisaged, as well as a small public buildings zone near the Chank bazaar. • Rebuilding the Chauk bazaar on a more spaCIous site, part of which is now occupied by the jail. • Reclamation of pan of the river foreshore behveen Milford hospital and Lalbagh fort for stor"ge and warehousing and the use of land for similar purposes at kamalapur and Tejgaon. • Dacca Jail occupies a 39 acre site in the congested central area of the tovm. The buildings are out of date and the site is much too smalL Removal of the jail to a site of 250 acres at Tongi is recommended. 5.2.2 DHAKA METROPOLITAN AREA INTEGRATED URBAN DEVELOPMENT PLAN (OMAIUDP) The DMATUDP Study, prepared in 1981, cvolvcd from a series of Report and Missions concerned with storm water drainagc and flood proteetwn. The Study was funded jointly by ADB and m'DP. The ADB strongly ITcomm~mkd that further flood protection 'investment should await the outcome of a broad multi-scctoral strategic study to evaluate metropolitan planning options . .The DMAIUDP Study argues a coherent case for a slrategy of long-term northern expansion, to accommodate an urbanized population of approximately 9 million by the year 2000. The strategy has partly been overtaken by events, however a nllmber of DMAlUDP study assumptions have proved accurate and the Study still provide a comprehensive and widely llsed and useful data base. It remains alueid statement of the urban development issues facing Dhaka, 71 '.• 5.2.3 THE STRUCTURE PLAN The DMDP Strueture Plan provides a long-tenn strategy for the 20 years to 2015 for the development of the greater Dhaka sub-region. For the purposes of these plans and reports the term "Metro Dhaka" refers to the 590 square mIle are administered by RAJUK under the Town Improvement Act 1953. 'I'he DMDP Structurc Plan consists of a written report and policy document with various support maps and a 1:50,000 or as appropriate scale composite map, The report Identifies the order-of-magnitude and directlOn of anticipaled urban growth and defines a broad set of policies considered necessary 10achieve the overall plan objectives. The Dhaka Metropolitan Development Plan (DMDP) was a three-tier plan package which covered Structure Plan, Urban Area Plan and Detailed Area Plan. The DMDP Structure Plan provides a long tern strategy for 20 years (1995-2015) and the Urban Area Plan provides a mid term strategy for 10 years (1995-2005) for development within the RAJUK'sjutisdiction, Qut of the above mentioned three components, Structure Plan and Urban Area Plan were completed in 1995. The policies and strategies relating to development in the area covered by the study area are discussed below: • The sludy area is proposed. as urban area WIth a water retention pond near the Kamrangir char and some parts are recommended for special area. • DMDP Structure Plan also included proposals for construclion of strategic roads. In the area covered by study area, there was one major road, two link roads, which were proposed for developmcnt. Please see also Map 5.1 5.2.4 URBAN AREA PLAN The Urban Area Plan provides a mid tern strotegy to the ycar 2005 for thc development of the existing urban area and those areas likely to Corne under urbanization pressure over the next decade. In this plan, the total DMDP area was divided into 19 zones which are called SPZ (special planning zone). The study area is in SPZ 03 (Old City). Several numbers of opportunities were proposed for future development of this area, The opportunities are given below: - • Relocation ofCentra1 Jail will provide much needed open spaee and other supporting public areas, • All the.historieal buildings including Lalbagh fort, Shasan Manjil, Hossaini Dalan, Bara katra, Choto Katara etc should be preserved as heritage sites. • Completion of the western ffool! protection embankment olTers an opportunity to provide additional access into the zone by widening the embankment as an access road. • Detailed Area Plans are required for the varIOus neighborhoods to promote urban renewal of the zone. • Detailed traffic management plan is required to allow the two north-south roads and tbe network of lanes and by -lanes to function properly and also to pro~ide efficicnt access for firc fighting vehicles. • The area should be linked with the mass translt scheme, if any, fonnulated for the overall transport development of Dhaka, • A widening project for the road in front ofLalbagh fort and its conncetion with Mirpur Road via Azimpur may improve access from the west. • Community based developed technJque~ for urban renewal to be initialed. • Preparation of utility developmcnt plans of all utility facilities to adeq lIately meet the serviee needs of this most de:n~eand con~olidating part. 5.2.5 STRATEGIC TRANSPORT PLAN Besides DMDP, one of the recent (2006) mitiatives taken by the Government of Bangladesh (GOB) was to undertake a 5tudy on "Strategic Transport Plan (STP) for greater Dhaka, Before suggesting strateglc transport network for Dhaka, SIP considered thrcc Land D,e Scenarios, as indicated below, developed witbin the context of the updated Structure Plan (See Map-S.l): a) A strong Central Spine Scenario in which strong north-south axial characteristics of Dhaka were recognized b) The Growth Pole Scenario was one thal could profitably be applied to planning and investment decisions at the national level. For the purposes of-the-STP study, the principles were applied at the regional level within the bounds of the study area. 73 I - I ~ c) A dispersed settlements Scenario in which the size of a settlement was a function of the size of the hinterland it would serve and of its hierarchical relationship to other settlements The plan IS mainly transport base, which is developed by considering the future growth centre of the city. The SIP recommended three roads over the study area and water way around the Dhaka city (Set Map 5.1). • A dual hvo lane circular road over embankment from Buriganga 2nd Bridge to Sayar. • A dual two lane road from Buriganga 2,d Bridge to MothijheeL • A dual two lane road IS also proposed Kamrangl char to rajas; 74 r il , 0 . !!.',.' -+. . - 0 I• + - . - - - t I l i j •> .lid!!. 0$ ji'fjl • • ~ PI~~z<:'I ~Uhh~~> , • ~I []U IDID I' , • z S ~ a.•.o~ N08NHor W ~ ~ ~ u ! ~ + ~ ~ 0~ 0 ~w < o~ 0 W « 0z 0 ~~ Om 1 , Sj + ,• +1, °zW_ < 0 • 0 ~ 0 ~ ~ i N • & ~ : ~ I;1 + -•• + + ~ i j• I CHAPTER-6 RECOMMENDATION AND IMPLEMENT/ON GUIDELINE 6.1 INTRODUCTION Some principles can be sctiwhich will serve as guideline for setting proposals for the redevelopment scheme. The proposals arc prepared considenng the present soclO-economic, cultural and academic aspects, commllnJ!Y facilities, recreational facliit;e, along with environmental condilJon and traffic and transportation system in the adjacent region. With this end in view traditIOnal settlement pattern is studied and translated into proposed design to meet present day needs. Language, life-style and mannerism of Old Dhaka population makes it a distinct entity in the city, therefore, in any redevelopment effort mass shift of population is discouraged. HowevCT, decentralization of certain functions is proposed which will significantly reduce the intensity of Landuse and traffic and utilities. Basic strategic proposal is for decentralization of piers which will considerably reduce heavy vehicle traffic from the study area, 6.2 PROPOSED LANDUSE Distinct character of Old Dhaka is it's land use hierarchy following the spatial network although the cIty generally appears as an area jumbled up with mixed usc. The futUre plan needs to sustain the features of a traditional city like Old Dhaka which are (i) The commercial or mixed land lise, along the important roads. (II) Predominantly residential usc with ~anctlty of areas in the inner parts of urban blocks, which arc bounded by important roads (III) A built fabric where contempontry building rules can rarely be applied (1V) Very dense development with lack of open spaces. In the above context the land use decisions for this area are as follows • Mixed use I Commerei3l use can only be permitted along the Primary and Second3ry roads of Old Dhaka. • Residential use should be 3110wedin the inner 3reas of every urban block. 77 ••- .1 •. Only community facilities can be allowed inside the urban blocks. • Density should be controlled through height restriction. • Manufacturing and Processing usage needs to be removed from Old Dhaka to improve the livability of the area. • Old Dhaka existing scenario should be changed by provIding sufficient facilities (enough wide roads) but the facilities should be provided to solve the existing problems only. Beside these general land use rules, some specific land use is proposed for this study area- (a) Central Jail Area: Road improvement surrounding the Central Jail has been proposed. Open Space, community centre, parks i. c. recreation zone curved out of vacant centra! 'jail area is proposed. A part of this area will be used for residential purposes preferably for them who are affected by the development actIVIties. A belt of commercial area closely suited to nearest Chawk bazaar envisaged (southern part). The Central part will bc for recreational and communily facilities. For ensuring the green ncw of the area, proposal has been made to keep all the large, medium trees on thcir rcspective places. (b) Shakhari Bazar: Parts of the antlquated Shakhari Bazar area will be declared lInder "Heritage Site". Proposals have been made to preserve the site as historical relic sites. Res! of the dilapatcd building should demolish. Prepare a well throughout land development plan showing apartment sites, play field, day care centre or community centre, schools, comer shops elc. arrange with the people of Shakhari Bazar to participate to a "Community based development" scheme where (hey will get better serviced flats instead ofplols. (c) River Site Development: A wide pedestrian promenade is proposed along the river bank and recreational facilities are proposed in two adjacent parts (Chawk Bazaar and Kamalbag area) with particular focus for womcn and children. ,I " 78 (d) Historic Zone: Area near Ahasan Monjil is proposed as historic zone and beside these Chota Katm and Boro Kalra must be preserved with sufficieut road facility. 'j (e) Urban Renewal in Shahid Nagar, Lalbagh area where most of the houses arc temporary and low rise structure. This area needs to develop as riverside esteemed residential area of Old Dhaka with Land Readjustment process, (f) The Iraditional market of Chawk Bazaar will bc enhances and extended from Southern part of Central Jail area 10 nver bank along the both side of Champatuli lane. (g) A major part orWard-Ml1s still vacant so this area can be used for low income housing. , :\, , , ,I, ,I 79 I " ~ i . il i i ffi~;~!~I!i~i'!,~. ~~JIBddi ,-Ii. ~~ I DDDIDBOOD • l :r \l •• o"o~ OIOllNHor ~ Q z • :l + + • Q W ••'"0 , iil • •~ •• ~ = 0 ! •• + L 0- ? ~ - - -- , 6.3 PROPOSED ROAD NETWORK: CirculatIOn systems are vilal linkage, which relates activities and uses on the land. The vehicular circulation system IIIparticular produces one of the primary s!ructurinJ? elements of a land use plan. This system rorms hierarchy of flow or change of scale .from major to minor roads ,WIthin thc project ami also COilllcctswith ofr-site networks bringing people and goods to thc site. On the site, and in conjunction with buildings or recreational activities, the circulation pallem must solvc the difficulties of approach, drop-off and parking, and services, all m clear and organized sequence. The study area is fully built up. A review orthe existing land use pattem oftlus area shows that mixed use is the most dominanlland use (42%). The other major land uscs arc residential (23%), institutional (6%) and restricted (4%), The land dedicated for road network is about 10% which clearly indicates the shortage of circulatIOn space. In the road network system, it was round that the roads which are performing a<; primary nctworks are very narrow and in the inner areas of the zone there are many mIssing links, and there is no proper circulation network in most or the areas, Similarly the internal roads are also vcry narrow. In most of the internal roads, N,o vehicles moving in opposite directiOllS can not cross, as a result Severe traffic congcsllon are faced in most of the areas. Over and above, the mixcd use as well as residential area.; were found to be densely built up in whIch new roads ean be rarely in served. The total road network left the nver 8ide unattended by d"eIlers'. It is true that wide road nchvorks are for Old Dhaka. On the other hand, it is also tme that the Old Dhaka is highly congested and it not so easy to wide the existing narrow roads, By considering all these constants four roads arc suggested to improve the , accessibility and reduce congestion. Circular Ring Road (Western Embankrnent) In order to promote proper circulation on southern part along Buriganga River, it was recommended by STP that the' road loeate i1ual 2-lane road, as part of a circular inner ring road, This was the only main road which was suggested by STP and was accordingly incorporated many roads are proposed to cormect the circular irmer ring road from the rover parts to the outer side 81 III of Old Dhaka. In near future, tillS road can be used for bus services which can reduce congestion in inner road of Old Dhaka who are usmg Jail road and North-South road living ncar embankment. The road is suggested for 100 feel wide. Bangladesh Water Development Board acquired 300 Feet (avenlg~) both the sides of the existing embankment. DMC Hall 10 Boro Kalra The road is very important for the study area. Most of the historical sites are located in this area. Huge numbers of people are visIting this sites everyday and as a resnlt traffic congestions are occurring e_veryday (Map 3.5). So It ISvery much necessary to widc this road. If the Dhaka Central Jad is shilted 500n, It will easy to implement thc project. Azimpur to Western Embankmen The road is wide enougb except two or three sports where the road becomes very narrow (Map3.4). Most of the affected buildings arc one storied (Table 5,2), So it is the best time to take nccessary action to wide the road . •~-1l'--- '"..-...I~'-I"1'<'1 Fig 6.1: T~p VIewof80 feel road (design ,ample) The next step was to provide proper internal circulation system so that mobllity in the neighborhoods can be easier [bY acces, roads. Completion of a number of missing links and widening of several roads, have therefore been proposed to establish a proper cOllllected pattern so that several alterative routes are available or movement within thc planning area. The access'roads arc conSIdered to 20" whIch wilt be preferably I 82 •• used by non-moiorized vehicles and pedestrians thus access roads will also ensure the entry of emergency vehicles like ambulance, fire brigade etc. in the selection process the existing road network is eon&iJereJ and only is after required of places new roaJs I are proposed. Considering 'the fabric of old Dhaka a dead-end pattern will also prevail to keep the scantily of traditional soeicty living here. In this process aceessibihty is to some extend Testrieted insidc the neighborhoods. Howevcr, converge of five brigade equipmcnts s also considered in this process to ensure five safely in the hIghly dense blillt up area of old Dhaka. Once the STP proposed roads are lmplemented and the proposed missing links arc . . completed together with widening of some of the roads proposed by this thesis, the land dedicated to road nehvork for circulation would increase to 12% from the previous level of 10%, Although thIS proportion is low compared to desinlble standard of say, 25%, it was not possible to increase the space further hecause of the densely built lip stTUcture. Table: 6,1. Proposed Road Networks of the stu.dy u.rea Existing Propos.d ,~, Lengt~ Road Typo Road Name or (Orlg;n to oestinalion) Width t Road ,-, " >1 Wldlh(F) , Primary Rood Azimpur To Woslem Embankmen 00 1666 , PIimary Rood C;rrular RloO Road (Westem Embankmont) " , 20 '00 4682 Primary Road Dholi Khal Bash Po~ry to Kapla" Bazar 00 "0 2035 • Secondaoy Roa~ Hazarib.g 'oShyampur '" '" 4285 ; Seco"~,ry Rood DMC Holl to Boro Karra 20 " 1559 Table: 6.2: Possible number and area (acre) ofbulldmgs affected by the proposed roads , , , , , , ,. , " ., R""d Name Stoned SLo"ed Slo"e~ Stonod SLo"d SI",,,d Storieo S'o"od ,,' Azlmp"rTo 6",ld'09 ,, '''' '" " • , , Embankmen ~, " " '" , 0'" 072" 0"' o 167 0272 "m I "wld,"O m "" , '"' '"' , C",,"'ac R,"O W • • , 0 '", 0313 , , " '" .~ '''' o 04' 00'2 000' o 027 o '0' 0,'" 1 Dho"Khalto 8,,'d,"0 , , , , , - • • " Ka,,," a"" ,., ,m 05<4 " " ,- ,'" ". o 4~ 00. 0416 ",.. :t••• , H,,,,,,OO(] 6",ld'09 II' , LoShyamp", ,,<8'" " " " ," 777 " " 27'" 288' 2450 021< , 262 '",17" DMCH.II,o auilOing , "", , ,,,'"' - - " " f e"", ~a1", 051. ~,%1 0.351 0092 0.'-'1 ,"' , 0402" •.7>," " .- 3,411 W, '"' , '"' " ", II' ., Gross Total ("'Mea) 44\7 4,22 '" .,e~ on "' 2'),233 ,.",. '"' ,." ,," "" 83 • I 6.4 PROPOSEDUTILITY SERVicES Water supply, electriciJ:, gas, telecommunications and drainage are services provIded to the general tublic at certain fixed charges. DWASA and the utility. , companies are by their constitutions, expected to be self-financing covering their' costs via user charges. Whilst improvements to this end have been occurring over recent years and with rating systems becoming increasingly progressive, cost recoveTYfor the most part remains a target rather than accomplished fact and provision is still less than adequate. Table 6.3 shows the recommendation for utility services for the study area Table6,3 AI a glance uilliry ,'ervice proposal Name , Recommended Facilities of the Water SeYlerage Drainage Electricity G" Telecom Thana DWASA DWASA Proper Dhaka Titas Go; Both eo, should sho'llid construction for Electric supply 00. '0' replace repl,~ce" drainage both Supply should private'" , ", half the' hslf surfsce water Authority adopl mobile cenfury century '0' rain water requires schemes network ,10 00 ,,' "" " " " " sewerage sewerage recommended, Invoived 5.5% "'" expsnded Lslbsgh line line most See F,g 5.2 " cover gets extension " <0, rest 1.2% covered. lines '0 " not, "'" required work. .. . ,,, rest '00 17.52% connected open "'" drain" ", sging DWASA According " Dess Rest 4.0% Both sewerage should <0, drainage requires area' BBTB line must replace type, slope " " household '00 " half most involved private Kotwall replaced century considered I"" fo cover covered" mobile & WASA '" drainage rest 1,2% through network requires sewerage design, S" ",w extend line I" Fig 5.2 "'" schemes" expanded line" better 84 I " benefit Extension Present ,., ~"DESA ""e rn", Both of Sewerage'" solve drainage requires 5% of HIH BTTS and Sewerage Iloe 'e problem in built be must go private facility , replaced up end nSTrQw involved" under gas mobile Total required ,Md ood it is cover line network fo; rest also easy rest" 1.2% extension be 1644% handle. " HIH facility expande<:l from ," W>SA , The o"erall urban utility facility is extremc1y again old, and dilapidated. The Sewerage line is 50 yean; old and connected to open drain in some wards in the WASA setup water lines. Electricity load shedding is frequent here and also msufficient of water supply. Proposed drainage Principles Unfortunately, minimal importance was given in planning and implementation of starn] sewers in this city. Existing drainage nelwork is not an exception to it. In the existing urbanized areas one will find, tertIary, secondary and primary drains of various sizes having no relationship with the catchments they are serving. 1/5 % of the road can be used for surface drain which will survive both sides of the road and it will connect to the sewerage (pa5S through the central part of the road) line by (he chamber (100m interval). 24' .--- • • 18' DOUBLE LANE FOOT PATH WITH DRAIN __ , 1, _ " 'i---"" --...: r,' UTIUTY CHANNEL i! ! I , , Access Road with O",inall" and Utility Chan net FIg 5.2: Proposed Drainage and Ut1litychannel 85 • The restrictions on width mentioned ahove are applicable to developing areas where urban development will expand in the future. In the existing densely populated urban areas, since the primary, secondary and tertiary drains arc already in existence, the width restrictions mentioned above will not he applicable. Here, the urban area will try to increase the existing dram sizes to the aforementioned required level by offering some incentive to the plot O\VIlerS, if possible. By utilizing land fe-adjustment technique, the city authorities Can implement schemes like widening of roads and drains. In any case, tertiary drains in the existing dense urban areas should he, at the least, 1.5 ft m WIdth. ", I, il I I II I ,I " !I ',I ;I 86 I -+ I I ! I , -,-. I 0'" '" ,I ~ + , 0",!:iLlj 0","'''' o"'",eli I W~ • 0.~:5 0"'+ + g:~ • ";, , .-<>-. "'"0. • t • • :! L ,'0 I 0•••••1•• + + - l 1 6.5 PROPOSED SOCIAL AND PHYSICAL INFRASTRUCTURE Various facl1ities have been proposed in the catchments area, depending on the projected population or 2011, EXIstmg facihties and their area coverage of the regarding facilities have b,een properly evaluated during the proposal of various amenities. Various facilities like police outpost, post office, cinema hall, community center, secondary school, kitchen market, parks and play ground [or recreational purposes have been proposed in the catchments area of the study part. The table 7.3 below represents the comparative SCenano between existing and proposed different facilities of this area. Il _ Table 6.4 Existing and propose!1 sodal and physical infrastructure Existing Pr<>posod TOlal Foeilities 'W' U"IVNo UnlVNo Unl\INo , PrimarylNursery SeIl",,1 , , Secondary Sell",,1 " W ~" 0 c College n" , c Universi!)' , , , g• 'I " , Madrasa , 0 ,> Toto] " " " Hospital '", ", '", Clinic , l 0 ~0 • Totall " , " • " " , Mosque , ::; 0 0 • TemplelChurch '"~ , '"~ •• , , Tot.I'f , Park/Open space '", ,,'" PlaYQround , , , Bank Branch , ~, Post offico ", , ", , Thana/Pallce Dul post ; , , , ,• Katoh. B•••• ' , 0 Fire sta~on ", , ", • 'I G,alleyard , , , CommUni!)' Cenlre , Total n," , " Gro •• Tot>l '" '" " '" Eduealionallnstitulions At present there are 71 primary or nursery schools, 12 sccondary schools and 11 colleges in the study area. But it is not sufficient for the present population. So to 'I 89 keep pace with the present population 2 primary schools, 12 secondary schools and 4 colleges are necessary in this area. Playground There are eight formal playgrounds in the study arca. But this number is not sufficient for the whole area. Though the study arca is highly congested and built up so it not possible to create new additional playgrounds. In this situation the existing educational institutions can be used for this purposc, 6.6 IMPLEMENTATION PROCEDURE Implementation of the proposal should go through somc systematIc procedure, whICh can be shown through the followmg stages: 1, A particular government ageney should undertake this project WIth assistance of other Ime agencies, This would fonn a high level committee with effectIve manpower. 2. The conmuttee will conduct detail ownership and structure smvey along the proposed routes" and therehy foml a firm database for the projecL 3, Demolition of existi~g structures within the study area except the proposed struclLlre for conservation, 4. Construction of amenities and other civic facilitlcs in the site i.e. roads and other utility scrviccS~ .. .11 '11 5.S Igllmg contact willi, the developcrs who WI construct the structures. on the site. The government agency would have thc broader share than usual cases as a client. 6. The committee WIll then announce notice for the affected stakeholders to accept their share mtthe floor spaces. I 7. Widening of the roads will then be started according to the proposed plan. 8. A civil society should be fonned to monitor the whole implementation process. 6.7 PHASING THE EXECUTION OF THE PROJECT 90 • The first phase of the development is scheduled for the two years covering the period 2007 to 2009. The principle guiding this first phase is to ensure, by taking immcdiato; and positive steps towards better management that the future investments in .infrastructure will not be wasted and will be based on a system which is working efficiently. The second phase of the devcIopment is also scheduled for the two years covering the period 2009 to 2011. Redevelopment scheme may be divideJ inlo three basic phases: .:. Rehabilitation phase .:. InfrastTllcture development phase .:. Land sale and construction phase The first phase would comprise of about two years. Rehabilitation areas will be built first to move business effected in area and thus clear the sites for second stage of development. Money rose from the third stage development and commercial land sale from the southwest part of the Central jail, will from the seed fLIndfor lotalland development. Simultaneously in this phase, development agencies would be mobilized, to take up the work of infrastruetnre development in the next phase. r I , I 91 CHAPTER-7 Conclusion Dhaka, the over populated capital of our country is crippled with a lot of problems. Population is increasing here day by day and the city is expanding without any control on it. But, city expansion is not a viable option for obtaining sustainable living environment. It is also difficult to manage such a big city by any authority. At this moment, Dhaka needs some treatment i.e. improvement programs in its inner portion, where decaying environmental quality is leading the areas towards some inhabitable localities. And Old Dhaka is the place where this kind of improvement program needs the highest priority. The improvement plan for Lalbagh is not for this region rother it is for whole Old Dhaka and this project can be used as a sample. lbis hazardous region with highly congested and dilapidated building structures is always under the threa1 of any natural disaster. A simple tremor can kill thousands of people at any moment in this area. But it is tme that it is not possible to change this area within a very short time. So we have to take long term vision to improvement the area. Though the area is highly congested and the road networks are very narrow. So the road widening proposal or some., new link roads proposals can be taken for 100 years. With the help oflocal authority,' community based area improvement program will be very fruitful here. By considering the future generations we must improve the Lalbagh area or day by day the Old Dha,ka become totally unhealthy and unhygienic city. The study tried 10 identify the probl~tns, risks and hazards prevailing in the study area Laibagh I and Kotwali thana of the Old Dhaka. Some improvement proposals are also prepared through this study. From the social and economical point of view of our country, these proposals can be an appro~ate guideline for improving part of Old Dhaka. l 'I II " REFERENCES: 1. Khan, LM (1985): Livability in Old Dhaka, Evolving Residential Pattern in Mohallas, vides 'Regionalism in Architecture' series two. Concept Media Pvi. Ltd.,Singapore. 2. Gakenheimer, R & M.D Meyer (1990): 'Urban Transport Corridor Planning' in "Transport Planning for Thm:l World Cities", edited by H,T.' Dimitriou and assisted by G.A. Banjo,Routledge, London. 3, Lin J.F. (1983): Cities in the Developing World: Policies for EqClitable and Eriicient Growth, Oxford lj.P, for W.B.. 4. Mowla, Q.A.' (1989):'Ali Mia's Talab and Snrrounding Area -A case for conservation' lAB News letter issue No, 13 & 14. '5. Zahavi, (1976): Travel Characteristics in CIties of Developing and Developed Countries, World Bank Working Paper-230, Washington D.C. 6. SarkissIan, Wendy and Kelvin Walsh (1994), Community Participation in Practice: Casebook, Perth, Western Australia: lnstitute for Science and Technology Policy, Murdoch University. 7, Khan, M. S. A. (1996), Land Development Techniques for Realizing Plan Objectives, Proceedings of the National Symposium on World Habitat Oay'96, "Urbanization, Citizenship and Human Solidarity", 7'h October, Dhaka, Ministry of Housing and Public Works, Gov!. of Bangladesh. 8. Frank, S. S" Stollman, 1, Beal, F. and AmolJ, D.S. (1979), The Practice ofwcal Government Planning, leMA, Municipal Management Series, USA. eh, 19, 9. Dhaka Improvement Trust (1959): 'Master Plan of Dhaka'. 10. Ahmed, T. (1987), Decentralization and Peoples Particlpatlon in Bangladesh, BARD, Kotbari, Comilla, Bangladesh. , 11. Zahavi, (1976), "Travel Charactcnstics in cities of Developing and Developed Countnes", World Bank Working, Paper-DO, Washington D. C. 12. Mowla, Q,A. (1990), "Study of Urban Development Opportunities for Lalbaghl Kotewali Zone and Urban Design Vision for the Land to be vacated by Dhaka Central jail Located at the Study area" Master Thesis Hong Kong. 13. Alam, M.N., 1989, .'Population Growth and Land Use Changes in Peri-Urban Areas: A Case Study of UUara East", Master Thesis, Iahangimagar University, Savar, Dhaka. 14. Ansari, I,H" 2004, "Urban Planning and Development Reforms in India", lTPl Journal, Vol-l;No.l pp. 7-17 ~ 15. DMDP (1995-2015), Dhaka Metropolitan Development Plan, Vol-I, Structurc Plan, RAJ1JK, Goverrunent"of Bangladesh. 16: DMDP (1995-2005), Dhaka Metropolitan Development Plan, Vol-H, Urban Area Plan, RAJUK, Governmentl~fBangladesh., 17. Islam, N., 1996, "Land Use)estructllTing III Contemporary Dhaka", Dhaka: From City to Megacity, Urban Studies Programme, Department of Geography, University ofDhaka,pp.32-40 , ! 18. RaJdhani Unnayan Kartipakkha '(RAJUK), 2005, "Preparation of Dctailed Area Plan for Group-C (Draft)" 19. Mohammad Atiqullah & Fazle Karim Kllan (1965). Growth of Dacea City: Population and Area, l608-1981l University of Dacca. p. 10 20. Ahmed, Sharifuddin (1991). Dhaka: Past, Present and Futurc. The Asiatic SocIety, Dhaka. ISBN 984-512-335-0. " APPENDlX-01 Fonnat of the Questionrlaire Survey Department of Urban and Regional Planning Bangladesh University of Engineering and Technology (SUET) Dhaka, Bangladesh Thesis Title: Area Improvement Plan for Lalbagh area in Old Dhaka (Survey data "ill be u.,cd lor Study Pumo,e Only) A) Personal Information I) Name oflhe Respondent .. ,., . 2) Address: ,.. ,., '" .. ,...•.. 4) Sex: #' Male Ji' Female 5) Place of Job, tf' Old Dhaka ? New Dhaka 6) Occupation: _ B) Transportation 1) Wbat is tbe available mode of transport? i) Bus ii) Tempo iii) Rick,haw 'v} Others 2) Are you satisfied wit.'! tranSPGrtation: facilities? iYe, 1Nb, If no, Why'! What are the major problem regarding tra&port" ,iluation according to you'! I • Congestion • Unavailability of 'I Vchicles • Lack of Pro r Traffic Mana cmcnt • u.ss Width of Road • Too Many RIckshaws. Un,afe PedeslJ"ian • Wa, • Absenee orBns Services • Too many street , oarkm ' 3) Name the roads you use daily Onpriority basis a) .. _ ",.. ", . b)...... __ ,",., ,"""', . e) ,." , ,. d) . e) , "., . D ,.".." , ------,',.., . 'I• ~ ••• I 4) Where is the major congestion point in this area and ",hy? a)._ b) . cl , . d) e)._ C) UtiJif)' Services Information (Ill Utilitv Services T, , Satisfact" Water Su 1 Gas Su ;]V Electricit Su Se\",ers c'l) Water What is the source ofwatu supply? r • WASHA + Private Domest!c Tap • Tube well • Others CZ) Electricity Is the load.\hedding .overe problclruj? • Yes • No C.3) Drainage and Sewerage Sy.lcm What is the condition of drainage system? • Covered • Uncovered Is 'water logged in rainy real"n? 'I • Yes I .' No D) Soclal Infrastructures and Landuse:' 1)W""tL1.'"aOIltIes you thmk - are not adequale?:1 o Number of schools I! o Number of colleges o Communitycenter I o Health services o Rchgious centers o Post office o Pollee Station o Bank o Others.. " .. "., . 2) What type of recreational facihties should be developed m your area? o Open 'pace o Amusement parks o Playgrounds o Cinema Hall o Auditorium o Others E) Development and Con,ervation. Issues, I) For which sedor the development iJ:very n~e"ary in your ward (~'ouCan apply ratings) o Transportation .. """."II . o Education. ~... ,.".""." .... o Health .. , . " o ResIdential Areas._ ' o Industry .. ",., !. o Utility Services :... o Sewers and Sanitation.. o Recreational facilities. ,,,,., .. , . o Open Spaces . ,. 2) For Transportation Sector what developments" are necessary? . II .Q' Incrcasmg the W1dth,ofroad o Proper application 0'£traffie rules o Creation of strong management system o Available bus servic~s o Development ofpeMstrian ways o Development ofava'ilable space for parking [I Provision for underl,round parking D' Development of sIre'.t lighting rJ Development of skills of drive", 7) For utility services w~at developm,,:L. are n"ce"ary? I o Regular power supply o Regular water supply o Development of SI",,/ers o Development of sanitation o Proper monitoring f6r preventing corruption o Development of eldtric poles and wire, o D,,,lo,mrnl OfW"lI ,1"lin" milwoke,""'ily j • •• I , 8) For rea.a/ional facilities what developments are necessary? I o Increasing.. cinema:halls, o Development ofp,aygrounds o Establishing an indoor stadlUm o EstabI. lshmg an amusement" park o Establishing new playgrounds 9) For open spaces what developments are neees,ary? o Development of eXlsting open spaces o Development ofadjacent area around lakes o Development of water bodies o Taking initiatives for preventing ponution In water bodies o Tree plantation , 10) For conservation what steps should be taken? , o Renovation of hist(lric sites o Preserve historic structures as it is o Development of .,Ilisting heritage and cultural sites o Formulation of comprehensive, polic,., for conservation 16) Forwhich sector the development IS very necessary in your area (you can apply ralmgs) o Transportation . o Education .', , o Health , " ,"" .. , . o Residential Areas.' . o UtllityServices., ..~.,"", . o Sewers and Sanitation . o Others .. , ," , . 2) For efficient travel within old Dhaka and better connection with new Dhaka what developments are necessary? I . o 'fucreasing the.width of road 1. ., . 2. . "',"" . J. . " ,"., .. "",,., 4. '., . 5. . ,', .•... , '''' ,,, .. 6. . ! ,',., " ,.. , Proper application of traffic rules , Available bus services , Development of pedestrian way' , . Development of available sp"ce for parking , others THANK YOU •