FRAMEWORK FOR METRO STATION AREA ACCESSIBILITY: CASE
STUDY OF BANGALORE
Gargi Ghosh
Sky Group, India
1. BACKGROUND
Public transport works by concentrating passengers into specific lines of
movement. Success of public transport depends on ensuring maximum use of
mass transit at the same time reducing the trip length outside the long haul
system.Properly planned, safe and barrier free access to metro rail stations
improve transit usage. The modes of access to and from rail transit stations
are both motorized (two-wheeler, auto-rickshaw, taxi, private car and bus) and
non-motorised (bicycle and walking). The non-motorised modes are slower
over larger distances than the other, but they are highly effective in accessing
the rail transit stations within a certain catchment area of it. Recent research
on sustainable transportation focuses on non-motorised modes due to their
environmental implication, congestion reduction and cost. Within nonmotorised modes, while shorter distance could be catered through
walking/pedestrian relatively longer distances could be covered through
bicycles.
In Indian cities people using mass transit as a mode are of two broad
categories – captive and choice riders. The needs and choice of the different
user groups of existing and potential public transport users in the same
geographical region vary widely depending upon their socio-economic
conditions, purpose of travel, their preferred Quality of service. However the
low level of facilities available, high population density, heterogeneous vehicle
mix of different speed, size etc in Indian cities make the scenario quite
different from those of developed countries.
Hence there is a need to investigate the utility of accessibility infrastructure to
access metro stations based on the perception and demand of the users and
demand of the site. This is critical for meeting ridership demand and serving
customer needs. This would help in designing appropriate facilities within the
catchment of the metro stations.
2. OBJECTIVE OF RESEARCH
The aim of the study is to establish a framework for improving accessibility to
metro stations in Bangalore.
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The broad objectives are
1. To analyse transit catchment area for determining user characteristics,
travel behavior and trip characteristics related to access trips and egress
trip so existing rail users.
2. To identify a set of relevant indicators (facilities and infrastructure) which
influence riders‟ perception of transit access trips and determine how they
influence quality of service.
3. To determine the quality of service and facilities that riders desire for each
identified attribute
4. To determine design principles and standards for these key attributes
3. RESEARCH METHODOLOGY
The present study is based on selected metro rail stations and their catchment
areas in Bangalore.
1. The first part of our study relates to identifying a set of relevant indicators
(facilities and infrastructure) which influence riders‟ perception of transit
access trips and determine how they influence quality of service. Extensive
review of national and international literature has been done to identify the
attributes which would be sieved through an expert opinion survey for
identifying relevant ones in determining accessibility to metro stations.
2. The second part of the study investigates the role of these relevant
attributes in existing transit users.
3. The third part of the study is to determine design principles and standards
for these key attributes based on Level of access analysis
4. STUDY AREA CHARACTERISTICS
Bangalore is located in the southern part of India and is also known as the
silicon valley of the east. Bangalore is the 3rd city in India with an operational
metro rail system. The metro rail in Bangalore is a medium capacity mass
transit mode as defined by the (L‟Union Internationale des Transports Publics,
or UITP) as urban guided transport systems "operated on their own right of
way and segregated from general road and pedestrian traffic. They are
consequently designed for operations in tunnel, viaducts or on surface level
but with physical separation in such a way that inadvertent access is not
possible”.
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The Bangalore metro is being developed in two phases1 and 2. The total
length of metro line is 42.30 km out of which 33.48 km is elevated whereas
8.82 km is underground. The north-south corridor (green line) is 24.20 km
whereas the east-west corridor (purple line) is 18.10km in length. It is a
standard gauge system with max speed of 80kmph and average speed of
34kmph. The end to end travel time is 44 and 33 minutes respectively for the
north-south and east-west line. They operate in trains with 3 cars, expandable
upto 6 cars, carrying capacity of approximately 1200 passengers. There are 9
reaches in Phase 1, of which Reach 1 and Reach 3 are operational. Reach 3
stations are the currents area of study. There are 10 stations – 1.Jalahalli,
2.Peenya Industry, 3.Peenya, 4.Yeshwantpur Industry, 5.Yeshwantpur,
6.Sandalsoap, 7. Mahalakhshmi, 8.Rajaji nagar, 9.Kuvempu Road and
10.Srirampura.
Fig 1: Study area
5. LANDUSE & INFRASTRUCTURE OF CATCHMENT AREA
The Jalahalli, Peenya Industry, Peenya, Yeshwantpur Industry and
Yeshwantpur metro stations are located on the National Highway-4(high
speed corridor) while the Sandal Soap factory, Mahalaxmi, Rajaji Nagar metro
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stations are located on the Chord Road. The Kuvempu Road and Srirampura
metro stations are located on the Mahakavi Kuvempu Road.
Each station is also distinct in its urban setting, landuse, mobility network and
street environment. They also vary by their historical evolution, demographic
distribution, activities, and spatial organization. The following figure shows the
landuse pattern around the station areas.
Jalahalli
Metro
Station
Jalahalli
Metro
Station
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Fig 2: Landuse characteristics around metro stations in study area.
The stations are located at a distance of 1-1.5 km with a huge variation in
landuse types between stations. The stations on the Chord Road have a
majorly residential use while those on the National Highway have primarily
commercial and industrial activity around.
The vehicular traffic density on the two roads is as high as 10,000 PCU per
hour during peak hour. The modal split of departing passengers from the
metro station is equally divided between bus and pedestrian modes. Small
number of users departs via personal modes. The use of bicycle as a mode is
negligible. Same pattern is seen for approaching passengers too.
6. ACCESSIBILITY QUALITY OF SERVICE INDICATORS
For the purpose of this study „access‟ has been defined as „a way or a means
of traveling to or from a Metrorail station site, or to or from the station
entrance‟. The modes considered for the purpose of defining the framework
are –a. Pedestrian access, b. Non-motorised vehicle(NMV), c. Public transport
(bus service) and d. Personal vehicles.
Literature review of national and international research and findings give a
host of factors that affect accessibility. While some of the factors such as
safety against crime, weather protection etc are common for most modes,
each mode however present a set of unique factors that are crucial for
defining the Quality of Service for Accessibility to metro stations. Physical
design (walking distances, level changes, universal access), local planning
and landuse (pedestrian vehicular conflict, lack of cycle lanes, drop off areas,
parking), Information and safety and security emerge as the leading factors
that affect accessibility to station areas from international literature review. In
India literature factors such as, street network access, information, street
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design, connectivity with other travel modes, modal interchange facilities
emerge as the strong parameters determining accessibility.
Based on the literature review, expert opinion and review of site and user
characteristics, the following list of parameters were shortlisted for Bangalore.
1. Pedestrian pathways (adequacy, safety)
2. Walking distance
3. Level changes
4. Entrance accessibility
5. Location of entrances
6. Weather protection in interchange area
7. Universal access
8. Surveillance and Safety
9. Distance of para-transit stop from building
10. Performance of para-transit stop(area, weather protection, safety, toilet
facilities)
11. Distance of bus stop from building
12. Bus stop performance(area, weather protection, safety, toilet facilities)
13. Parking areas (bikes, cars)
14. Cleanliness
7. QOS
ASSESSMENT
FRAMEWORK
FOR
ACCESSIBILITY
CONSIDERING PRESENT INFRASTRUCTURE FACILITIES
To measure the Quality of Service from the passengers‟ point of view, a
survey was conducted in all stations. Passengers were asked to mark the
following features in a scale of 1 to 5, one being worst and 5 being best. The
following table shows the assessment of the Quality of Service of the transport
infrastructure around the metro stations.
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Table 1: QoS assessment framework
Parameter
Jalahalli
Peenya Industry
Peenya
Yeshwantpur
industry
Yeshwantpur
Sandal soap
Mahalakshmi
Rajaji nagar
Kuvempu road
Srirampura
STATION NAME
Pedestrian
pathways
4
4
3
2
2
3
2
2
2
2
26
Walking
distance
4
4
3
4
3
3
3
4
4
3
35
Level
changes
2
2
3
2
2
3
3
4
4
3
28
Entrance
accessibility
2
2
2
2
3
3
3
3
3
3
26
Location of
entrances
2
2
2
2
2
3
3
3
3
3
25
Weather
protection in
interchange
area
3
3
3
3
3
3
3
3
3
3
30
Disabled
access
3
3
3
3
3
3
3
3
3
3
30
Surveillance
and Safety
2
2
2
2
2
3
3
3
3
3
25
3
3
3
3
3
3
3
4
4
4
33
2
2
2
2
2
2
2
2
2
2
20
3
3
3
3
3
3
4
4
4
4
34
Bus stop
performance
2
2
2
2
4
4
4
4
4
4
32
Parking areas
2
2
2
2
2
2
2
2
2
2
20
Cleanliness
3
3
3
3
4
3
3
3
3
3
31
35
35
36
35
38
41
41
44
44
42
Distance of
para-transit
stop from
building
Performance
of para-transit
stop
Distance of
bus stop from
building
The assessment framework shows the average score of the parameters as
per the passenger survey. In terms of overall score Rajaji nagar and Kuvempu
road stations emerge as most accessible followed by other stations on the
chord road. The stations on the national highway emerge to be less
accessible. In terms of individual parameters, walking distance to station and
bus stop distance has been best provided at the stations while pedestrian
pathways, parking areas and para-transit stop quality are lagging in majority of
the station areas.
The pattern of accessibility emerging from the survey results show that the
stations on the Chord road, characterized by residential neighbourhoods,
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denser street network & lesser traffic volume are more accessible than those
on the National Highway (high speed vehicles, industrial and residential use).
8. GUIDELINE ON
ACCESSIBLITY
DESIGN
PRINCIPLES
FOR
IMPROVING
The pattern of accessibility along with landuse characteristics of the station
areas show that different design principles required for the stations on the two
roads. Hence two sets of design principles have been derived, for the stations
on the chord road and those on national highway respectively.
Fig 3: Street system and development pattern around stations on chord road
The street system around the Chord Road is characterised by a main subarterial road connected by several collector roads of smaller widths. The area
is a dense residential neighbourhood. Increase development rights (FSI 4)
have been provided for the metro influence zone which has not been utilised
yet. Due to metro connectivity, the area is expected to transform in near future
The design principles are proposed to be accessibility improvement guideline
for the present. As the right of way of the streets are less, segregated
multimodal street designs are not advisable. Streets should be designed as
low speed corridors with dedicated footpaths to provide a pedestrian friendly
access. At grade, signalised crossings, auditory signals & traffic calming
instruments should be incorporated in the residential neighbourhood. Parking
availability is an issue and vacant sites should be identified to provide short
term parking solutions. Short term building development guidelines should
also be proposed to make pedestrian friendly street interfaces.
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The master plan or the local area plan should be prepared to bring about
retrofitting of the influence zone of metro stations with a long term framework.
500m radius buffer should be marked as re-development zone. The plan
needs to accommodate the future transformation of the area. Station specific
TOD (transit oriented development) schedules should be prepared to
incorporate desired components of TOD. Incentives should be provided for
redevelopment and amalgamation of sites. Incentives are to be provided for
developing parking structures. Government sites should be redeveloped into
intensive use along with public parking. Station area specific or zone specific
development control guidelines should be developed. Master plan should
mandatorily mark station area of 150m as transportation zone for
implementation of multimodal integration plan including street design with
segregated right of ways, signalised crossings, modal interchange locations
and parking.
Fig 4: Street system and development pattern around stations on National
Highway
The street system around the National Highway is characterised by a high
speed corridor connected by arterial roads and consequently with collector
roads. The area has commercial and industrial development with big plot
sizes. Increase development rights (FSI 4) have been provided and the area
is fast transforming with pro –TOD like developments.
Since the areas around the metro stations are fast transforming,
implementation of components of multimodal integration plans should be
initiated. These include multimodal street design with segregated right of
ways, signalised crossings, modal interchange locations and parking. Walking
distance to major trip generators in around the stations (industrial hubs)
should be reduced by sky walks, underpasses etc.
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The master plan and the local area plan should be prepared to encourage the
on-going transformation and facilitate TOD. TOD zones should be marked
around the station areas. Government land parcels should be put to intensive
use along with parking development. Station area specific or zone specific
development control guidelines should be developed.
9. CONCLUSION
The study uses passenger perception as a guideline for deriving the design
framework of metro stations. The results show that even in the same
geographical area, station area design requires unique treatment based on
the landuse and user characteristics. The study also brings out the prime
factors affecting accessibility in stations of Bangalore based on review of
national and international literature and expert opinion from the region. Two
sets of design and planning principles have then been proposed to facilitate
accessibility at the present time as well as with a long term time framework.
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