सर्वे�भर्वेन्तुसुखिनः,सर्वे�सन्तुनिनरामयाःसर्वे�भद्राणि�पश्यन्तु,

माँकणि�त्दुभागभरे्वेत

… where everyone gets opportunity to be happy,to dream for himself,

opportunities might not be equal but at least everyone should get some…

PROLOGUEInclusive… 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 individual’s 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; it’s 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.

CONTENTSCOVER PAGEPROLOGUEACKNOWLEDGEMENTCONTENTS

1. INTRODUCTION1.1 INTRODUCTION TO THE TOPIC1.2 RESEARCH QUESTION1.3 SCOPE AND LIMITATION1.4 METHODOLOGY1.5 CHAPTER’S BRIEF

2. INCLUSIVE: OVERVIEW2.1 DEFINING INCLUSIVE/INCLUSIVITY 2.2 DEFINING CITY2.3 WHAT IS THE INCLUSIVE CITY?2.4 THE INCLUSIVE SCENARIO IN AN INDIAN CITY

3. ANAND VIHAR (TRANSIT HUB): INCLUSIVE3.1 OVERVIEW OF ANAND VIHAR3.2 TRANSPORTATION: DEFINE3.3 MOBILITY AND TRANSPORTATION3.4 TRANSPORTATION: PARAMETER TO FIND INCLUSIVITY

4. ANALYSIS4.1 PARAMATRIX STUDY4.2 OBSERVATION

5. CONCLUSION5.1 ANALYSIS CONCLUSION5.2 PARAMATRIX5.3 CONCLUSIONS

6. BIBLIOGRAPHY

1INTRODUCTION

1.1 INTRODUCTION TO THE TOPIC1.2 RESEARCH QUESTION

1.3 SCOPE AND LIMITATION1.4 METHODOLOGY

1.5 CHAPTER’S BRIEF

1.1 INTRODUCTION TO THE TOPICWalking 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 residents—including the most marginalized of poor workers—have 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 don’t 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 BUENOS AIRES, ARGENTINAexclusivity is not uniform,

concentration in some parts can be seen

rich villas cropping up, increase in exclusivity

the privatisation of basic services could exclude poorer areas from receiving an adequate level of

the rich have avoided contributing to the costs of services at the city level

services

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 city’s 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 CHAPTER’S BRIEFCHAPTER 1: INTRODUCTIONThis 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: OVERVIEWThis 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): INCLUSIVEIn this chapter Anand Vihar is taken as a point of focus. It’s identity as a transit hub has been discussed. The answers to questions like, what’s the importance of this place? What’s 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 wayCHAPTER 4: ANALYSISOur analysis is based upon observation of different activities and movement pattern, further by developing x axis – User based (gender, class, religion, age group) and y-axis Function based (affordability, comfort and ease, transportation patterns, homeless, migrants, environmental issues)CHAPTER 5: CONCLUSIONThe conclusion is drawn for the above analysis so as to answer the research question and defining the tool to measure the levels of inclusivity.

2INCLUSIVE: OVERVIEW

2.1 DEFINING INCLUSIVE/INCLUSIVITY2.2 DEFINING CITY

2.3 WHAT INCLUSIVE CITY IS?2.4 INCLUSIVE SCENARIO IN INDIAN CITY

2.1 DEFINING INCLUSIVE/INCLUSIVITYThere 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 DevelopmentOpportunities for everyone to participate fully in the economy of the city, with access to a variety of quality jobs.

2. Housing and NeighborhoodsSafe neighborhoods with a range of housing types and price levels to accommodate diverse socio-economic backgrounds and lifestyle choices

3. EducationFull access to quality education choices.

4. Access and MobilityViable, multimodal and interconnected public transit systems.

5. Habitat Protection and a Safe Public RealmConnected, safe, functional and green connections.

6. Community Facilities and Gathering Spaces.Well-maintained and usable open space.

7. Cultural MeaningSpaces and places to create and display social and cultural rituals and symbols that have meaning for all residents.(Inclusive design criteria's andpolicies, 2007)

Inclusive mobility

INCLUSIVE CITY

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

(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 city’s 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

Inclusive mobility

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.

3ANAND VIHAR (TRANSIT HUB): INCLUSIVE

3.1 OVERVIEW OF ANAND VIHAR3.2 TRANSPORTATION: DEFINE

3.3 MOBILITY AND TRANSPORTATION3.4 TRANSPORTATION: PARAMETER TO FIND INCLUSIVITY

3.1 OVERVIEW OF ANAND VIHARAnand 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 intra-city (DTC & DT) and inter-state (state buses from UP & Uttarakhand).

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: Authorhere 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

Source: AuthorEntrance to Anand Vihar terminal

Source: Authora 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 stillin progress, after which it will become an interchange station with inner ring road and people will find easily connected with Yamuna bank and Mukundpur.

USERS/COMMUTERSThe 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.

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.

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

Source: AuthorGate 1, Anand Vihar metro station

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 Terminal’s Phase 1 construction started.

1

2

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.

3

4

(Source: Google Earth images from timeline)

3.2 TRANSPORTATION: DEFINEDIn 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.

5

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 INCLUSIVITYSeamless • 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 TRANSPORTATIONTransportation 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.)

4ANALYSIS

4.1 PARAMATRIX STUDY

4.2 OBSERVATION

4.1 PARAMETRIC STUDYParametric 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: 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?

FUNCTIONS

USERS

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 situationBy 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

A

SET A

D

C

B

SET B

e

f

g

h

Inclusive function where all elements of Set A are directly related to all the elements of Set B

(Source : Author)

FROM ANVR TO METRO, BUS ETC.FROM AUTO TO METRO, BUS ETC.FROM METRO TO BUS, AUTO ETC.FROM BUS TO METRO.TO ANVT (COLLECTIVELY FROM ALL).

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) .

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.

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.

DECREASING INTENSITY OF PEOPLE

1. MORNING 6AM – 11AM

2. NOON 11AM – 5PM

3. EVENING 5PM – 7:30PM

4. NIGHT 7:30PM – ONWARDS

• 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.

• 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.

1.Analysis:Comfort level of disabled passengers is very low and they feel disconnected to the space because the space does not allow them to move freely without any difficulty and also safety is a big issue 2 .Analysis:Water logging and bad infrastructures creates problem for passengers, no defined pathways, lacks of proper signage results in poor interconnection between different modes of transport

OBSERVATIONAL ANALYSIS disabled /aged people

com

fort

and

ea

se /s

ecur

ity

and

envi

ronm

enta

l

1 2

passengers Para-transit and DTC

No ramps at level differences

no specially designed sitting/toilet/ticketing area for disabled people

Comment : poor

Comment : poor

pot holes and water logging at entrances

no shades on pathways .use of slippery materials at paving

3.Analysis:Holding capacity of waiting room is not sufficient for passengers therefore ,they prefer to sit outsideBecause of Lack of basic amenities like no proper air conditioning/water coolers etc passenger feels discomfort

sufficient amount of parking parking for everyone : four wheeler, two wheeler.

4.Analysis :Parking is not a headache for People coming by their private vehicles ,ample amount of parking given at all three modes of transport. Whether it is defined or used as parking on abandoned land

passengers at railway/ isbt and metro

com

fort

an

d ea

se 3

All

4park

ing

waiting area at railway is not connected to all platforms ,people use to prefer waiting for train at platforms or outside even in bad weather conditions

sitting space is not sufficient at isbt people sit on floors and at sitting space for stalls

Comment : poor

Comment : good

5.Analysis:There is no defined pathway for people coming from halt line. Number of people comes from there but still due to the undefined route it is very unsafe specially during dark.

6.Analysis :There is defined pathway for freight movement along the platform with a railing to segregate due to which pedestrian movement is hassle free.

passengers at railway / isbt and metro

Safe

ty

and

secu

rity

5

All

6Fr

eigh

t rel

ated

se

rvic

e pr

ovid

ers

people coming from halt line cross the railway tracks which is unsafe and uncomfortable

freight movement have defined movement.

Comment : poor

Comment : good

no defined cycle tracks, if present but not continuous Safety is a big issue with cyclist because of no define tracks.

coolie present at drop off area of railway building.

7.Analysis:Parking for cycle in not a problem but the movement is an issue, road structure is such that it discourage using cycle

8.Analysis :Coolie at drop off area provides ease to passengers specially for disabled and old age. but coolie service is not interconnected within three modes.

passengers/service providers with cycle

mov

emen

t / sa

fety

7

passengers with luggage/service providers (coolie)

8m

ovem

ent/

co

mfo

rt a

nd

ease

Comment : good

Comment : poor

5CONCLUSION

5.1 ANALYSIS CONCLUSION5.2 PARAMATRIX

5.3 CONCLUSIONS

5.1 ANALYSIS CONCLUSIONAccording 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 :

USERS

FUN

CTIO

NS

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

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