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Safe Access Manual Webinar 1: Enabling Safe Access to Mass Transit Stations


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This webinar was hosted on February 27, 2015 and was conducted by Sahana Goswami (Senior Project Associate, EMBARQ India) and the guest speaker will be Mr. Vasanth Rao (General Manager – Finance, Bangalore Metro Rail Corporation Limited).

Providing safe access to mass transit stations is a critical urban issue that urgently needs to be resolved in Indian cities. A growing number of Indian cities are building mass transit systems such as metro rail, light rail and BRTS to meet the mobility needs of citizens. Enabling safe access to these transit stations is essential to improve the user experience and ridership numbers.

Mr. Vasanth Rao presented learnings from the Namma Metro experience in Bangalore, while explaining BMRCLs approach to enabling safe access to mass transit.

This was the first webinar from the Safe Access Manual (SAM) webinar series that will run over the next few months, where featured guests and EMBARQ India staff will highlight critical issues discussed in EMBARQ India's latest Manual - The Safe Access Manual: Safe Access to Mass Transit Stations. The manual focuses on key findings on providing safe access and highlights learnings from EMBARQ’s own experience from working with various government agencies in cities such as Bangalore, Mumbai, Gurgaon and Hubli-Dharwad.

Safe Access Manual can be accessed here -

To join upcoming webinars, click here -

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Safe Access Manual Webinar 1: Enabling Safe Access to Mass Transit Stations

  1. 1. Safe Access Manual Webinar 1 Enabling Safe Access to Mass Transit Stations
  2. 2. Sahana Goswami Senior Project Associate, EMBARQ India Vasanth Rao General Manager – Finance, Bangalore Metro Rail Corporation Limited Enabling Safe Access to Mass Transit Stations
  3. 3. Challenges in urbanizing India 32% of total population of India lives in cities
  4. 4. Challenges in urbanizing India Data from MoRTH Traffic Fatalities 9.1% 3.5% 28.6% 41.2% Traffic Fatalities (2011) 140 000
  5. 5. A recent strategy has been to Develop MRT (ex: Metro Rail, Bus Rapid Transit) To counter urban transport issues by creating a sustainable mobility option, reduce congestion on roads and improve air quality Challenges to safe access in urban India 8 BRTS in operation6 Metro Rail in operation
  6. 6. Challenges to safe access in urban India But deploying MRT might have limited efficacy within a city when it is not a part of an integrated strategy to improve mobility and the urban experience
  7. 7. Safe Access Manual
  8. 8. EMBARQ India projects in Mumbai, Bangalore and Hubli- Dharwad are heavily referenced as well as cases from other cities (Indian and global) where innovative mechanisms have been applied to create or improve station accessibility and station areas. Safe Access Manual: Safe Access to Mass Transit Stations in Indian Cities
  9. 9. A station area is a place of connectivity where different modes of transportation come together seamlessly and where work, live, shop and play can happen simultaneously. Station areas around mass transit
  10. 10. The safe access approach In the safe access approach the needs of “PEOPLE” lie at the centre of the strategies developed for station accessibility plans and station area improvements.
  11. 11. Mechanisms to Plan and Implement SAP
  12. 12. State or metropolitan authorities need to ensure coordination between multiple agencies. Planning & implementing station accessibility plans
  13. 13. Critical need for public engagement at multiple stages and good/ relevant data collection Planning & implementing station accessibility plans
  14. 14. Evaluating Station Accessibility Plans
  15. 15. The need for good data at evaluate station accessibility plans Evaluation through user surveys and other metrics at multiple stages Evaluating station accessibility plans
  16. 16. Evaluating station accessibility plans
  17. 17. Bangalore Metro Rail Corporation Safe Access
  18. 18. The namma metro corridor  The BMRCL Metro E-W & N-S corridors are Located in an area with a high density of employment, retail activity, and/or population and generally within walking and bicycling distance.  However, despite this planed feature BMRCL recognizes that if ridership has to increase, a lot more has to be done.  Safe access to Metro rail is two fold:  A. Safe Access to within the station boundary including the train and;  B. Safe access to the station from public street.
  19. 19. Access within the Station Boundary  Safe access within the Metro station boundary should answers whether it is:  easily accessible from the street front the commuters in general and to the physically challenged and the aged and the infirm.  Safety and comfort of the commuters.
  20. 20. Access within the Station Boundary BMRCL station design answers these two issues adequately  stations access are designed for the peak load with sufficient entry and exits including emergency exit.  convenient ramp entry, escalators and lift for the persons with disability and the aged and infirm. Within the train there is a defined spaces for wheelchair. There is a disability audit in place. For the safety the commuters  both at the stations and in the train cars state of the art 360 degrees surveillance cameras.  For the comfort of travelling the trains are air-conditioned and well maintained.
  21. 21. The challenge  While the design of the metro station sufficiently answers the definition of ‘safe access’ the challenge is the access to the metro station using non-motorized transport.
  22. 22. The challenge  Walking and bicycling to the metro station can be inconvenient, uncomfortable, and/or unsafe, owing to a lack of good pedestrian and cycle path.  The width of the footpath is highly reduced by trees and electrical poles making them safe ‘Tree path’ and safe ‘pole path’ rather than safe pedestrian path.  The fact is that the Metro Stations have bicycling facilities yet there are no users for the simple reason that the roads are not safe enough.
  23. 23. Problems with stakeholders  There too many stakeholders claiming ‘ownership’ of the pedestrian pathway- apart from the pedestrians and civic agencies - the tree crusaders, cable operators, hawkers, kiosk, two wheeler parking.  The selection of appropriate tree species has been a problem. In Urban cities we need a green cover, not a forest.  Multiple cable operators and unscientific laying of cables and complete absence of a duct system.  Hawkers – livelihood issues and hence pose a problem with NGOs working for them.  Restaurants using footpath for vehicle parking
  24. 24.  With a multitude of ‘occupants’ of the footpath, the question is how to improve access to the metro stations ?  BMRCL does not have the jurisdiction beyond the station boundary  BMRCL is prepared to work with various government and private agencies towards the last-mile connectivity and greater accessibility for the commuters.
  25. 25.  Improving access to the metro stations  BMRCL is already working with BMTC for the feeder route services and though the feeder route plan for each of the stations has been designed, it can become effective once the Phase 1 operational.  Bus bays are planned at stations and a common mobility care is also in the offing.
  26. 26.  BMRCL is working with BBMP for allocating proportionate spending on roads and footpath and drains.  However, with multitude groups staking ownership of the footpath and road, BBMP is far from finding a solution that fits all for a safe access especially for non-motorized transport.  With interest groups working at cross purpose, its is becoming difficult for BBMP to draw clear guidelines, though substantial work has been done by city planners for equitable access to the metro stations.  Apparently BBMP is not able to take leadership as each stakeholders has a point of view which does not converge with other groups to arrive at a meaningful solution.
  27. 27.  There is no running away from the fact that it is the BBMP that has to take the leadership as far as civic roads and footpaths are concerned.  Since stakeholders have their unyielding point of view, the onus now appears to be directly with the community to come together and decide what is good for them.  Community is ultimately the owner of the city, the community, along with the city planners, has to take a greater role to evolve a consensus for safe access.
  28. 28. End