,

where everyone gets opportunity to be happy,
to dream for himself,
opportunities might not be equal but at least everyone should get some

PROLOGUE
Inclusive when we talk about inclusive, it just gives an idea to include; include as
in having everything together. By looking upon the basic definition from Wikipedia
and the Oxford dictionary, we get to know that inclusive means, including all the
services or items normally expected or required and we get to know that it is just an
adjective. Here, in our research seminar, we have tried to talk about inclusivity and
redefine it in our own way within a defined context and scale, that is the CITY and
through a distinct parameter that is TRANSPORTATION. We begin to explore the topic
from an individuals interpretation what does inclusivity actually mean to each of us?
What are the factors on which it depends? How inclusive can a city really be? These
initial questions, translate into an understanding, that different parameters influence
inclusivity in different ways, whether it is comfort,capital and/or time. When we
observe a city, a city can be considered as a city for all, but a different situation
arises, when we say city for all. The question that arises is, till what extent? According
to the observation, we found that nothing can be purely inclusive or exclusive; its
just the extent to which it exits. The observation is enlightened by the pattern study
done by each individual on the site ANAND VIHAR, and the parameter on which
inclusivity is to be found is taken TRANSPORTATION. To make a city inclusive there are
parameters like transportation, open spaces, streets, housing and public spaces.
These pointers can be considered as the basis to study or redefine inclusivity.

ACKNOWLEDGEMENT
This seminar could not have been possible without the support of all who helped its
conception. We would especially like to thanks the following for their efforts and
encouragement..
The coordinators Prof. Dr. Ranjana Mittal and Prof. Jaya Kumar for conducting the
seminar studios with efficiency and patience, for overlooking our shortcomings and
still being encouraging and direction giving.
Our guide architect Archana Gupta for her guidance and vision that helped
formulates this seminar. We are also thankful to her for trusting us with our work and
allowing us to take the seminar in a direction that interested all of us.
Architect Anvita Arora for gracing our seminar presentation as the chairperson and
providing us with her valuable inputs.

CONTENTS
COVER PAGE
PROLOGUE
ACKNOWLEDGEMENT
CONTENTS
1. INTRODUCTION
1.1 INTRODUCTION TO THE TOPIC
1.2 RESEARCH QUESTION
1.3 SCOPE AND LIMITATION
1.4 METHODOLOGY
1.5 CHAPTERS BRIEF
2. INCLUSIVE: OVERVIEW
2.1 DEFINING INCLUSIVE/INCLUSIVITY
2.2 DEFINING CITY
2.3 WHAT IS THE INCLUSIVE CITY?
2.4 THE INCLUSIVE SCENARIO IN AN INDIAN CITY

3. ANAND VIHAR (TRANSIT HUB): INCLUSIVE

3.1 OVERVIEW OF ANAND VIHAR
3.2 TRANSPORTATION: DEFINE
3.3 MOBILITY AND TRANSPORTATION
3.4 TRANSPORTATION: PARAMETER TO FIND INCLUSIVITY
4. ANALYSIS
4.1 PARAMATRIX STUDY
4.2 OBSERVATION
5. CONCLUSION
5.1 ANALYSIS CONCLUSION
5.2 PARAMATRIX
5.3 CONCLUSIONS
6. BIBLIOGRAPHY

1
INTRODUCTION
1.1 INTRODUCTION TO THE TOPIC
1.2 RESEARCH QUESTION
1.3 SCOPE AND LIMITATION
1.4 METHODOLOGY
1.5 CHAPTERS BRIEF

1.1 INTRODUCTION TO THE TOPIC

Walking through the streets of Delhi, you come across many types of people. from a
thelewala selling vegetables to a BMW owner driving his car. Hence, when we
consider the great diversity in an all pervading perspective, the informal sector
assumes a great importance. They are a majority, and in many instances they are
the vast majority. The urban workers in most developing countries are informal
workers. They produce goods at their home; sell food and other household items in
the streets, as well as by moving door to door. They drive many modes of transport auto, cycle riksha and tuk tuk. They can be also found at construction sites, they can
also be seen while gathering, sorting out and recycling garbage which others throw.
On the other hand, there is the formal sector which constitutes of people of a totally
different economic range and who have a different type of life style with higher
levels of comfort, ease and affordability. The sum total of all these people earns
livelihoods to sustain their family while making the contribution to economic growth
and Gross Domestic Product. (GDP)
An inclusive city is one that values all people and their needs equally. It is one in
which all residentsincluding the most marginalized of poor workershave a
representative voice in governance, planning, and budgeting processes, and have
access to sustainable livelihoods, legal housing and affordable basic services such
as water/sanitation and an electricity supply.(Douglas, 2013)
The above definition by Rhonda Douglas, the Global Projects Director for WIEGO
and the coordinating partner for the Inclusive Cities Project images that Inclusiveness
is reflected by evaluating and recognising everyone and their requirements at an
equal level. But cities which are totally inclusive are not achievable, because of less
awareness among people. Presently the major flaw is that, they dont get a
designated place on the decision making table.
Castells, in his work End of Millennium argues: Globalisation proceeds selectively,
including and excluding segments of economies and societies in and out of the
networks of information, wealth and power that characterise the new dominant
system. Exclusiveness increases inequality at a city level, which further leads to risk
for internal securities. The rich try to build up a villa to protect and make their life
secure by which city get segmented into 2 class rich and poor. This segregation is
not uniform but the concentration can be easily viewed around the city. Here is a
comparison study between Mumbai and Buenos Aires (capital of Argentina):
MUMBAI, INDIA
exclusivity is not uniform, concentration
in some parts can be seen

BUENOS AIRES, ARGENTINA

rich villas cropping up, increase in
exclusivity

the privatisation of basic services could

exclude poorer areas from receiving an
adequate level of services

the rich have avoided contributing to

the costs of services at the city level

In the wake of the outbreak of suspected plague in Surat city in 1995, some city
planners came up with the idea of bifurcating the Surat Municipal Corporation into
two -- a corporation consisting of residential areas where the rich and middle classes
live, and another where the poor and industrial workers live and where the plague
originated. Thus, the social and spatial segmentation of the mega-city into citadels
and ghettos takes place, and the citys geography changes.(Mahadevia, 2005)
These measures are short sighted in the long run.
Inclusive city is a type of city where the development includes all types of people
living in a city along with the activity they perform by maintaining a balance
between wealth and creativity.
Need of inclusive cities
(a) city become more affluent and social.
(b) Human resources are marginalized.
(c) Mobilize and enable wider spectrum of people and talent.
(d) Better pathways of social and economic betterment.
(e) Encouraging sustainability, prosperity and comprehensive growth.
(f) Development by ignoring exclusivity.
Who is included?

rich and poor

different ethnicities
businesses and the arts
goods production, knowledge work, learning and play
students, workers and retirees
people and products from the surrounding countryside
children and adults
people of all varieties of ability and disability
new immigrants, visitors, and founding families
Inclusive governance that brings all of these perspectives into the shaping of
the city.

Diverse activities sharing urban

space in San Francisco, Boston,
and Melbourne.

1.2 RESEARCH QUESTION

How inclusive is Anand Vihar, when we look upon Transportation as one of
the parameters for inclusivity?

1.3 SCOPE AND LIMITATION

Scope:

As transportation is the main function focused on in the given site, therefore

the research is primarily on how inclusive is transport at Anand Vihar and how
can it play an important role in defining inclusiveness at AnandVihar

This study is an accumulated conglomeration of all our views as of

observation and interpretation.

Limitations:

As a transit hub Anand Vihar came into existence in 2010 and is still growing in
terms of infrastructure and number of commuters. On the other hand the
data from sources like census/survey by NGO and other organisations are old
like census data (2001) ,homeless survey(2008) taking these into
consideration the research is more based on observation rather than
available data.

Inclusive transport in itself is a broad term, the whole system relating to

transport cannot be covered in a given period of time, therefore the research
limits itself to analysing the existing pattern/movement on site after observing
aspects which are daily /common and can be supported by the means of
photos/sketches and on site survey.

The research is very site oriented, all observation and analysis is done only on
site andthe detailed context of its edge conditions is not taken into in depth
consideration.

1.4 METHODOLOGY

1.5 CHAPTERS BRIEF

CHAPTER 1: INTRODUCTION
This chapter includes the basic definition of inclusivity as an introduction to the whole
research report, by providing examples and bringing up a comparison between
Indian and a foreign country. It furthers provide an idea of what would be the
limitation, scope and identification of studying transportation as an inclusive
parameter or indicator in the context of Anand Vihar. It also provides the basic
research work in the form of literature survey done initially with the methodology
stating how the work will be performed and preceded further.
CHAPTER 2: INCLUSIVE: OVERVIEW
This chapter gives an idea by providing definitions quoted by famous personalities
and their understanding about the inclusiveness. Inclusivity is further studied as an
abstract quantity. Then we have defined city. Which is then further joined with
inclusiveness as a character so there is an idea given as to what an inclusive city is.
Then inclusive city is discussed in an Indian context by taking Delhi as an example.
CHAPTER 3: ANAND VIHAR (TRANSIT HUB): INCLUSIVE
In this chapter Anand Vihar is taken as a point of focus. Its identity as a transit hub
has been discussed. The answers to questions like, whats the importance of this
place? Whats the identity of this place? Have been addressed. Transportation is
defined and discussed along with mobility. And later on the notion of Inclusive
transportation is discussed in a broader way
CHAPTER 4: ANALYSIS
Our analysis is based upon observation of different activities and movement pattern,
further by developing x axis User based (gender, class, religion, age group) and yaxis Function based (affordability, comfort and ease, transportation patterns,
homeless, migrants, environmental issues)
CHAPTER 5: CONCLUSION
The conclusion is drawn for the above analysis so as to answer the research question
and defining the tool to measure the levels of inclusivity.

2
INCLUSIVE: OVERVIEW
2.1 DEFINING INCLUSIVE/INCLUSIVITY
2.2 DEFINING CITY
2.3 WHAT INCLUSIVE CITY IS?
2.4 INCLUSIVE SCENARIO IN INDIAN CITY

2.1 DEFINING INCLUSIVE/INCLUSIVITY

There are many different definitions of inclusive design, which we considered most
relevant to our line of thought.
"Inclusion is the act of involving everyone in all life activities, regardless of ability or
background. Through inclusion we socialize, work and participate in the community
together. Inclusion is an attitude; a right guaranteed to everyone. Inclusion is not
about being separate or only friendly part of the time. Learning from all of the
different abilities people have and building a deeper appreciation for diversity is the
focus of inclusion."
Wartburg College Student Group

An inclusive environment is one that can be used by everyone regardless of age,

gender or disability. It recognizes and accommodates differences in the way people
use the built environment and provides solutions that enable all of us to participate
in mainstream activity equally, independently, with choice and dignity Planning
and Access for Disabled People
A Good Practice Guide (ODPM, March 2003).

Inclusive design is not a new genre of design, nor a separate specialism, but an
approach to design in general and an element of business strategy that seeks to
ensure that mainstream products, services and environments are accessible to the
largest number of people
Roger Coleman, Helen Hamlyn Research Institute at the Royal College of Art.
Contrary to the negative assumption that attention to the needs of users limits
good design, the experience of imaginative designers around the world reveals the
range of applications that delight the senses and lift the human spirit when universal
design is integral to the overall concept
Ostroff and Preiser, (2001).

"Inclusion is not just a matter of putting in wheelchair ramps and accommodating

disabled kids in public schools. Real inclusion must occur in all aspects of daily life."
Shannon Flora

What is meant by inclusivity? (Extract from above definitions)

Inclusive simply means to include all or
concern all. It simply shows the quality of a
thing. For example, if we prefix the term
inclusive with education then it simply means:
Education system which is welcoming to all
and everyone have equal rights to learn and
access it. In the same way when we talk inclusive in the context of architecture, it
means a space defined for all. In a simpler language, a space whether it is open or
built, when it is for everyone and caters to the usage of a person from any class,
gender, religion, etc. is called as inclusive space. These spaces are barrier free and
everyone have has an equal right to use it, giving freedom to action, and also the
right to stay inactive, if so desired.
The above definitions also signifies that, inclusivity cannot be thought only as a
product outcome of design, as it can also serve to be an initiator of design it could
in fact be considredthe very basic first step towards designing. If the approach
towards designing starts with a thought concern for all or include all then only the
final design outcome will be inclusive to a greater extent.

2.2 DEFINING CITY

A city is a relatively large and permanent human settlement(City, 2014)
According to United Nation Habitat research, Cities have been called the highest
forms of social organization. It gives the general concept of a city, but does not
explain and answer things like, when is a town considered as a city, where does a
city begin and can a city die. We often use the term city, as a part of our language,
we might end up saying, "I live in a city" or "I live near a city", but we never realized
the fact that why and what things do we consider by calling a place, A CITY. What
do we mean when we make these statements? It happens because we have
certain ideas in our mind about the city: like tall buildings, bright lights and yes
traffic jam if you live in Delhi.(What is a city?, 1996)
In our words, the main focus point of any settlement (whether city, village, town) is
the people residing in it. Their daily life cycle and their need of interaction with each
other create a complex network of utility, transportation, housing, services etc. This
network when it is looked on a large scale, then can be termed as city.
On a whole, city can be seen as a complex organization, which constitutes of
various things like,

Different type of people.

Different types of services.
Different types of spaces.

The Demographic Definition of a city.

This definition was first codified by sociologist Louis Wirth in his influential 1938 paper,
Urbanism as a way of life (Wirth 1938). Cities, according to Wirth, are defined by
four characteristics:
1.
Permanence,
2.
Large population size,
3.
High population density,
4.
Social heterogeneity.
Though this sounds valid from a theoretical point of view, and it certainly fits
contemporary cities, it raised certain quantitative and qualitative questions in
practice (How many people? How much heterogeneity?). To use the demographic
definition, one looks at a settlement, makes some measurements, and decides
whether or not it is a city.(Smith, 2011)
But perhaps, the intangible variables which constitute a city are more
heterogeneous in nature

Source: Author

2.3 WHAT IS THE INCLUSIVE CITY?

When we relate the term inclusive with the city, we unknowingly relate inclusivity to
the whole complex organization/structure. An Inclusive city includes the following
pointers. These can be seen as a classification of inclusivity at a city level. These are:(a) Social inclusivity,
(b) Economic inclusivity,
(c) Governance inclusivity,
(d) Environmental inclusivity,
(e)Transportation inclusivity.
So, therefore in our opinion, An Inclusive city is a city in which development planning
is multi objective that means it concerns a wide variety of people and activities
(based on social, cultural, environmental etc.) An Inclusive city is a city, which
recognizes every individual and gives them full and equal right to participate and
shape their own environment according to their need and yet maintaining
heterogeneity in the character of a city. From various readings and observation at
this level, we conclude that, Inclusive cities are wealthier and socially better
because of their broad spectrum in policies with concerns about a wide variety of
citizens.
A city can only be inclusive if it is concerned with these elements:
1. Economic Development
Opportunities for everyone to participate fully in the economy of the city, with
access to a variety of quality jobs.
2. Housing and Neighborhoods
Safe neighborhoods with a range of housing types and price levels to
accommodate diverse socio-economic backgrounds and lifestyle choices
3. Education
Full access to quality education choices.

4. Access and Mobility

Viable, multimodal and interconnected public transit systems.
5. Habitat Protection and a Safe Public Realm
Connected, safe, functional and green connections.
6. Community Facilities and Gathering Spaces.
Well-maintained and usable open space.
7. Cultural Meaning
Spaces and places to create and display social and cultural rituals and
symbols that have meaning for all residents.(Inclusive design criteria's and
policies, 2007)

Formatted: Font: 12 pt, Bold

2.4 THE INCLUSIVE SCENARIO IN AN INDIAN CITY:

DELHI
The relationship between city and
inclusive mobility. Inclusive city
makes by concerning all above
points, also inclusive mobility is an
important component to the city

INCLUSIVE CITY

Inclusive
mobility

Inclusive
mobility
(source: Author)

Delhi has been continuously occupied since the 6th century BC. Through most of its
history, Delhi has served as a capital of various kingdoms and empires.This perhaps
has been the deciding factors which gives it a large heterogeneous character. It
has been captured and rebuilt several times, particularly during the medieval
period, and modern Delhi is a cluster of a number of cities spread across the
metropolitan region.(Delhi, 2014)
Today. , It has evolved into a huge progressive metropolis, and attained a global
standards in terms of infrastructural facilities, services like healthcare, education,
sanitation etc. ; also it is home to about 17 million people - most of these people,
along with the thousands who migrate to the city, dream of building their future. The
city is, thus a microcosm of India, wherein people from different parts of the country
and even outside have sufficient space to preserve their cultures and languages,
and to contribute and participate in the citys development while enjoying its
vibrancy.
Being the capital of the country, Delhi is the city with two powers: the union
government as well as Delhi state government. Today, Delhi is among the 40 cities in
the ranking for wealth in terms of per capita income.
In Delhi, public infrastructure like transportation, shows inclusivity to a great extent.
Regardless of which type of settlement they live in, much of the public, enjoy many
facilities such as access to good roads, bridges, flyovers, transportation services like
the recently introduced low-floor buses, metro, flyovers, and public parks among
other things

Another conspicuous feature of Delhi is the huge in-migration that it faces from the
neighboring as well as other states, including even far-off states. Around
75000people migrate to the city largely in search of livelihood and better education
opportunity, reigning optimism and hope for the future. the NCR was planned to
ease some of this pressure (both of migration and natural growth) of the Delhi .there
are some indications that these plans have yielded some results, as the rate of
migration has been stabilizing in Delhi , with the migrants settling in the other areas of
NCR.

Apart from the regular migrants, Delhi also encounters daily commuters and a
sizeable floating population that travels to the city for work, access to medical
care, education and other purposes for period of time during the day. Thus the
multiple facilities in Delhi do not cater only the residing population but also the
additional population which is variable. One needs to take all these ground realities
in consideration, to truly understand the possible extents of inclusivity in a city like
Delhi.

3
ANAND VIHAR (TRANSIT HUB): INCLUSIVE
3.1 OVERVIEW OF ANAND VIHAR
3.2 TRANSPORTATION: DEFINE
3.3 MOBILITY AND TRANSPORTATION
3.4 TRANSPORTATION: PARAMETER TO FIND INCLUSIVITY

3.1 OVERVIEW OF ANAND VIHAR

Anand Vihar, a major transit hub of Delhi located in East Delhi district and Zone E. It
provides a convenient transit node from different states and places.The city of Delhi
heavily depends on transportation to cater the increasing load of passengers to their
destination place. Every day, people coming for purposes like employment,
education, etc. moves to and from Delhi. Since it is the only major transit hub in
Trans-Yamuna area, it has its own importance. And hence acts a Gateway to
Delhi for those who come from Ghaziabad side and other different states. It is a
main connection/interchanging point between Delhi and Ghaziabad as well as
within Delhi. It caters to a very large number of passengers daily.

MODES OF TRANSPORTATION: Various transport modes present on site are as follow:

Bus (Swami Vivekananda ISBT) There is continuous availability of buses intracity (DTC & DT) and inter-state (state buses from UP & Uttarakhand).

SOURCE: Author
here the image shows, inclusivity at some extent. Crowd shows
people from different economic class standing and waiting for
a bus to come and take them to their destination

Train (Anand Vihar local railway station ANVR and Anand Vihar Railway
Terminal ANVT)Daily local passengers can be seen getting off from the local
railway station. This crowd consist local people from nearby areas who moves
every day for reasons like employment and education. On the other hand
the terminal station cater crowd coming from other states (north east bound
trains)

Source: Author
Entrance to Anand Vihar terminal

Source: Author
a view of Anand Vihar halt-line

Metro (Anand Vihar metro station) it is an elevated metro station located on

the branch line of the Blue Line of the Delhi Metro. Phase 3 construction is still
in progress, after which it will become an interchange station with inner ring
road and people will find easily connected with Yamuna bank and
Mukundpur.

Source: Author
Gate 1, Anand Vihar metro station

USERS/COMMUTERS
The people who use the Transit Hub can be broadly divided into the following
categories according to our observation:

People who are on site These people are basically those who are available
there for maximum time or permanently, mainly the service providers. Either
the hawkers or the admin staff of Railways, ISBT, Metro or sweepers, labors etc.

Formatted: Font: Bold

Formatted: Font: Century Gothic, Bold

Daily commuters / coming and going This categorybasically includes the

passengers who are either starting their journey from this point or those who
are interchanging their transport mode. This also includes the homeless
people who generally occupy the space during night time for shelter.

Formatted: Normal, Indent: Left: 0.25", N

bullets or numbering

Formatted: Font: Bold

Formatted: Font: Century Gothic, Bold

Visitors People who visit the site occasionally. For example some people visit
the site during festive season.

Formatted: Normal, No bullets or numberin

HISTORY
The site saw major development post 2000. At that point in time only the Anand
Vihar ISBT and local Anand Vihar Railway Station (ANVR/HALT) existed. These were
the two major crowd points.

In year 2006, clearance of the site for construction of Anand Vihar Terminal Phase 1.
Evolution of Anand Vihar Railway Terminus
To reduce the passenger pressure at the existing stations, the requirement of
additional major passenger terminals was identified by the Northern Railways. The
East-bound trains from Delhi had to cross the bridge over River Yamuna as all the
three major stations are located on the other side of the river. Thus, the area of
Anand Vihar was selected in the trans-Yamuna region to construct a mega-railway
terminal.

In Year 2008, Anand Vihar Metro station and Railway Terminals Phase 1 construction
started.

In year 2010, both metro station and Terminal were in function.

In Recent Years, since Noida Sector 62 became the DTC Bus Stop, hundreds
of commuters who earlier used to go to Anand Vihar ISBT to commute further
to travel to west and south Delhi were shifted to Noida Sector 62 due to which
they are connected to DND flyway.

It has decreased the intensity of people at Anand Vihar ISBT and Metro.

Present (2014), Anand Vihar Railway Station Phase-II is under construction which will
be having 7 numbers of platforms including the existing 3 platforms in the Phase-I of
the project. Anand Vihar Halt (ANVR) will also be integrated with ANVT according to
the proposed design.

(Source: Google Earth images from timeline)

3.2 TRANSPORTATION: DEFINED

In the past recent years, Anand Vihar has evolved as a major transit hub in
Delhi NCR. And it is still evolving (as a Multi-Modal Transit Hub) itself to be
more efficient in future.
Transport or transportation is the movement of people, animals and goods from one
location
to
another.
Modes
of
transport include air, rail, road, water, cable, pipeline and space. The field can be
divided into infrastructure, vehicles and operations. Transport is important because it
enables trade between people, which is essential for the development of
civilizations. The first form of transport was, of course, the human foot.Transportation is
a non-separable part of any society. It exhibits a very close relation to the style of
life, the range and location of activities and the goods and services which will be
available for consumption. Advances in transportation has made possible changes
in the way of living and the way in which societies are organized and therefore have
a great influence in the development of civilizations. This chapter conveys an
understanding of the importance of transportation in the modern society by
presenting selected characteristics of existing transportation systems, their use and
relationships to other human activities. Transportation is responsible for the
development of civilizations from very old times by meeting travel requirement of
people and transport requirement of goods. Such movement has changed the way
people live and travel. In developed and developing nations, a large fraction of
people travel daily for work, shopping and social reasons. But transport also
consumes a lot of resources like time, fuel, materials and land.

3.2 MOBILITY AND TRANSPORTATION

"The movement of people in a population, as from place to place."
Urban residents face multiple mobility challenges. Despite having ahigh share of
non-motorized vehicles, public transport and low vehicle ownership of car,
compared to most European cities, residents are exposed to high level of local
pollution and risk of getting involved in traffic crashes (Tiwari, 1996; Thynell et al.,
2010). It is clear that having the right modal mix and low use of personal transport is a
necessary but not sufficient condition for the provision of clean air, safe roads and
optimal access conditions in cities. One of the major challenges facing urban
regions is to keep a high level of mobility. The cities can sustain only if they can
ensure viable and efficient transport systems. With increasing motorization mobility
increases. Mobility outside homes is related to a purpose. This purpose is to
compensate the existence of local deficits of the origin at the destination. Mobility
can therefore increase if local deficits (could be in terms of lack of opportunities for
employment, education, shopping, etc.) and inadequate access to goods and
services, increase due to poor urban planning, logistics and poor transportation
management. All these deficits have to be compensated by physical mobility. In the
midst of urban transport systems, public transport provides an answer to the mobility
needs of common people and plays a crucial role1. This can be explained by its
high share of trips, its social role and its contribution to reducing energy use and the
damage caused to the environment.(Balachandra, 2010)

Some of the major mobility challenges faced by the user at urban level are
as follows (a) TRAFIC CRASHES Fatalities and injuries caused by traffic crashes have become
a major public health concern in India. Total number of people involved in traffic
crashes as well as rates per million population have been increasing in the last three
decades.
(b) FUEL CONSUMPTION AND GREEN HOUSE GAS (GHG) EMISSIONS The transport
sector contributes about 20% of CO2 emissions worldwide and about 15% of CO2
emissions in India, and this share has been increasing over time. This is important for
India since about 80% of petroleum requirements are dependent on imports.
Moreover, the percentage of imports, the cost of imports and the share of transport
fuels -gasoline and diesel are steadily increasing. (Tiwari, 2011)

3.4 TRANSPORTATION: AS A PARAMETER TO GAUGE

INCLUSIVITY
Seamless
fully interconnected and interoperable transport systems across different
geographies / networks;
Ease and facilitate interchange between modes and services.
Inclusive
Enablers for integration (e.g. ticketing, control systems, tracking and tracing);
Removal of physical, social and cultural barriers (e.g. ageing and mobility,
accident prevention). (Palacin, n.d.)
SOCIAL ROLE OF TRANSPORTATION
Transportation has always played an important role in influencing the formation of
urban societies. Although other facilities like availability of food and water, played a
major role, the contribution of transportation can be seen clearly from the formation,
size and pattern, and the development of societies, especially urban centers.
(a) Formation of settlements - From the beginning of civilization, man is living in
settlements which existed near banks of major river junctions, a port, or an
intersection of trade routes. Cities like New York, Mumbai and Moscow are good
examples.
(b) Size and pattern of settlements - The initial settlements were relatively small
developments but with due course of time, they grew in population and developed
into big cities and major trade centers. The size of settlements is not only limited by
the size of the area by which the settlement can obtain food and other necessities,
but also by considerations of personal travels especially the journey to and from
work. The increased speed of transport and reduction in the cost of transport has
resulted in variety of spatial patterns.
(c) Growth of urban centers - When the cities grow beyond normal walking
distance, then transportation technology plays a role in the formation of the city. For
example, many cities in the plains developed as a circular city with radial routes,
whereas the cities beside a river developed linearly. The development of
automobiles and other factors like increase in personal income, and construction of
paved road network, the settlements were transformed into urban centers of intense
travel activity.(Role of transportation in society, n.d.)

4
ANALYSIS
4.1 PARAMATRIX STUDY
4.2 OBSERVATION

4.1 PARAMETRIC STUDY

Parametric analysis is done to study the 2 different elements, here the 2 elements
considered are users and functions. These elements are taken on perpendicular axis.

USERS

FUNCTIONS

USERS: Here we are considering all the people who are present on the site, whether
they are using the site as a transit hub, or a place to earn their daily wages, or have
a government office running on the site, or is an employee of any transit mode (i.e.
railway, metro, ISBT). So the pointers considered for the study under this elements
are, daily commuters (office/business, labour/worker, education), service providers
(office workers, sulah shauchalaya, IRCTC food and catering, police, tourism
department, transportation department, bus driver, car driver, train pilot, other
minors-sweeper/electrician), hawkers (with kiosk space, mobile hawkers, hawkers
with thella), age-wise (old, mid-age, young, children), others (homeless, migrants,
rag pickers, beggars). These pointers can further e classified into male, female,
transgender.
FUNCTIONS: Here we are considering factors like, functions, affordability, comfort &
ease, transportation pattern, universal mobility, safety, health and environment. Each
of these factors will be further classified in Railway, Metro, Bus, Auto-rickshaw,
Cycle-rickshaw, Grameen sewa, taxi, pedestrian and personal vehicles (2 wheeler, 4
wheeler).
Now the relationship is studied by taking each element from each set with the
others. So to achieve the extent of inclusion. Because it is easy to observe and say
that the respective is inclusive or not, but when the question come How much
inclusive? Then the theory fails. So, by this matrix we will be trying to understand
whether Anand Vihar is inclusive or not? And if it is, then how much?

Inclusive function where

all elements of Set A are
directly related to all the
elements of Set B
(Source : Author)

SET A

SET B

To observe people and get an overall idea, days were selected in form of (a) normal working day
(b) weekend
(c) holiday
(d) day of festival
(e) a day with heavy rainfall/wind/any other disaster situation
By taking these days we will be able to look upon the whole transportation pattern
by covering major aspects. The study also lays emphasis on the time frame as the
crowd is more in the morning during working days as people move from Ghaziabad
to Delhi to fulfil their education and employment criteria. And in the evening same
crowd move in the opposite direction. So these 2 timings are considered to be peak
hours when the density of crowd is highest.

BASIC MOVEMENT PATTERN

1. MORNING 6AM 11AM
DECREASING INTENSITY OF PEOPLE

FROM ANVR
TO METRO,
BUS ETC.

FROM METRO
TO BUS, AUTO
ETC.

FROM AUTO
TO METRO,
BUS ETC.

FROM BUS TO
METRO.

TO ANVT
(COLLECTIVELY
FROM ALL).

2. NOON 11AM 5PM

DECREASING INTENSITY OF PEOPLE

FROM METRO
TO BUS ETC.

FROM BUS TO
METRO, ETC.

FROM AUTO
TO METRO,
BUS ETC.

TO ANVT
(COLLECTIVELY
FROM ALL) .

3. EVENING 5PM 7:30PM

DECREASING INTENSITY OF PEOPLE

TO ANVR FROM
METRO, BUS
ETC.

TO AUTO FROM
METRO, BUS
ETC.

FROM METRO
TO AUTO, BUS
ETC.

TO METRO
FROM AUTO,
BUS ETC.

TO ANVT FROM
METRO, BUS
ETC.

4. NIGHT 7:30PM ONWARDS

DECREASING INTENSITY OF PEOPLE

TO METRO
FROM AUTO,
BUS ETC.

TO ISBT
FROM AUTO,
METRO ETC.

FROM AUTO
TO METRO,
BUS ETC.

TO ANVT FROM
METRO, BUS
ETC.

Huge number of passengers

interchange from local train to
either mode of transport i.e. bus
or metro because people
towards Delhi from Ghaziabad to
go to office/college.

Other main mode of

transportation from Ghaziabad
side to Delhi is sharing auto. then
people are usually disperse to
buses and metros.
Less number of people
interchange from local train to
any other means as there are
less number of trains during this
duration lap.

Interchange of transport
happens maximum happens
between metro, buses, railway
terminal.

People interchange from

metro/bus/railway terminal to local
train to get back their home.

Interchange between other modes is

uniform.

less number of passengers travel by

local trains and hence, less
involvement of local railways

Interchange of transport happens

only between metro/bus /railway
station.

5
CONCLUSION
5.1 ANALYSIS CONCLUSION
5.2 PARAMATRIX
5.3 CONCLUSIONS

5.1 ANALYSIS CONCLUSION

According to observation, by pictures, pattern, chart, each cell of paramatrix gets
filled. the colors defined the extent of inclusivity between element of horizontal axis
and vertical axis .as discussed above, the darker shade of brown gives idea of good
inclusive nature and lighter shade i.e., ochre defines an average level of inclusivity
and the pale shade of yellow defines poor level.

5.2 PARAMATRIX
This extent of inclusivity can be seen as an overview in the paramatrix chart :

5.3 CONCLUSIONS
What do these figures
mean in the context of
inclusivity? It is very
important to understand
that when we look at
these percentage
values, derived from the
point by point study of
the various identified
nodes at Anand Vihar,
they are indicative
figures which point
towards inclusivity. We
can say that the site is
inclusive to an extent as
it gets a score of 3.6 out of 10 in terms of good inclusivity and 6.3 out of 10 in terms of
average inclusivity. The aspects we observed though were that it usually scored well
in terms of inclusive through SOCIAL phenomena rather than DESIGN of the built
environment. Hence in terms of design, much was seriously lacking in the place, but
the social structure of people, mutual co-operation and general concensus allowed
inclusivity to thrive in this multi nodal sphere.
The many kinds of transport coming together also helped to aid the concept of
inclusive as it enabled a larger segment of society to find common meeting & usage
points here.
It is important to note that our complete study is primarily an observation based one.
Our modus operandi was very simple predetermine the area of study amongst us,
go to the site, observe how people use the space, and record them as per the
parametric table. Our major understanding through this process has been our
understanding of the limitation that the variations in elements of study & their
relationships are infinite.
As an afterthought, we also realized that This whole idea of observing taking images
and putting them in color code along with some mathematical calculations can be
taken up on another level by creating an application or a software.
Thus the whole procedure of finding the extent of inclusivity can be performed
anywhere and anytime. It can be developed as a tool to understand and conduct
an in depth study of the nature and level of inclusivity of a place, to enable
designers to retrofit existing spaces, understand where inclusivity works naturally and
eventually also be able to design truly inclusive spaces.
As an endnote it is critical to remember that the study is totally dependent on
different parameters taken, so the study changes along with a change in parameter
and so does the extent of inclusivity. Thus this method could also be culture sensitive
depending on the parameters taken.

6
BIBLIOGRAPHY

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