Transportation Accessibility Index

Station Access and Mobility Program (STAMP)

Citizens for Sustainability (CiFoS) - March 1, 2018


TRANSPORTATION ACCESSIBILITY INDEX - CIFOS 1

Table of Contents
Sl No. Content Page Number

1 Key Definitions 3

2 Introduction 4

4 Methodology 5

5 Byapanahalli Metro Station - Pilot 8

6 Index Analysis 10

7 Recommendations 11

8 Way forward 13

8 Annexure 14

Acknowledgements
We thank WRI, India and Toyota Mobility Foundation for the program
support.
We would also like to thank Mr. Vasanath Rao, CPRO and General Manager
(Finance) at BMRCL for all the support and permissions for doing various
surveys at the Byapanahalli Metro Station.
Many thanks to the following for various contributions in producing this
report: Neeraj Singh, Research consultant, WRI for helping write the contents;
Diya and Jenny Pinto, Three Cats Design for creative design; Various transport
and urban planners in the city for guiding CiFoS in this endeavour.

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Key definitions
WORDS IN THE DOCUMENT
Intermediate Public Transport
(IPT)/ Paratransit
Level of Service (LOS)
Lux
Non-motorized transport (NMT)/
Active Transportation
Transit Oriented Development
(TOD)
Trip
First and Last Mile Connectivity
STAMP
CiFoS
TRANSPORTATION ACCESSIBILITY INDEX - CIFOS
DEFINITIONS
IPT refers to modes of transport used on hire for flexible
passenger transportation (could be private or shared), which do
not follow any fixed time schedule and may or may not follow a
fixed route. These can be in the form of cycle rickshaws, auto
rickshaws (or e-rickshaw), taxis, carpools, mini-buses or vans,
subscription taxis/buses and demand responsive vehicles (book
through an app/dial-a-ride).
Level of Service is a qualitative measure used to relate the
quality of traffic service. But, Level of Service can be used to do
qualitative measurement of any service by assigning quality
levels of that service based on the service’s performance
measures defined. Amount and kind of service that, on one
hand, is appropriate to the needs and desires of the customers
the firm wishes to attract and, on the other, is not high enough
to cut deep into the profits.
The unit used to measure the intensity of light or illuminance
per unit area of a flat surface (as defined by the International
System of Units) is known as Lux.
NMT refers to all modes of transport that are not run by a
motorized system, and run only on human/animal power.
Thus, walking, cycling, skating, wheelchairs, push carts, and
animal driven carts are considered as NMT.
TOD is a tool for urban development which emphasizes
compact, mixed use, high density development around mass
transit nodes/corridors to create walkable, low carbon
neighbourhoods and cities.
A trip, can be defined as the entire journey undertaken by a
person from their origin point to their destination point.
The person may be taking a number of different modes of
transport to reach from Point A to Point B. The “First Mile,” or
“Last Mile” refers to the journey from the origin point (eg. gate
of the residence) to the station of transport (eg. bus stop).
STation Access Mobility Program aims to work with
stakeholders to build ground up, participative and collaborative
solutions for improving mobility and access to station areas
through a challenge platform supporting citizen groups and
entrepreneurs.
Citizens For Sustainability is an NGO involved in
neighbourhood level self governance towards sustainable
liveability. Work include both Strategic & Tactical interventions
in social change and physical infrastructure.
3
Introduction
For most people who use public/mass transit services, trips do not simply begin or end when they get
on or off a bus, tram, metro or a train. Trips begin or end with a walk, bike ride, IPT or car ride from
home to the station, or from the station to their destination. These connecting trips before or after
transit - the “last mile”, are often critical links and availability of good last mile infrastructure is
essential to making public/mass transit a viable and convenient choice. However these trips can be
challenging if the surrounding environment is poorly planned and if availability of infrastructure is
inadequate.

Based on these findings, as a first step, Citizens

For Sustainability (CiFoS) identified two broad
areas, among others possible, into which the
solution to these last mile challenges can be
categorised.
1.Physical proximity and interchange efficiency
2.Information deficiency related to the other
modes

The larger objective is to devise more indices that

benchmark all the parameters that affect the
optimal last mile connectivity to public transit.

The above two categories were translated into the

following Indices
1.Multimodal Integration Index
2.Information Dissemination & Way-finding
Index

These indices would produce Scores/LOS which

can be used as a measure to evaluate current
status and measure when changes are made.

The Impact of having a low score in the the above Indices leads to poor uptake of metro services and
a general trend away from mass transit and into private modes. Hence these indices serve to improve
the deficiencies to an acceptable level.

This document describes the methodology adopted, measurements done and Results calculated to
arrive at the Scores/LOS and the recommendations to better the scores if its low. While the
methodology is generic and can be adopted to any station in the world, the results and
recommendation will be specific to the station.

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Methodology
Vision
To create a process to strategically increase accessibility to a transit node (metro stations in this case)
through sustainable modes of transport.

Objectives
To develop a set of indices, quantifying the accessibility and the sustainable mobility options
available to metro commuters.

To ensure that the resulting score is absolute in that it encompasses the station typology and
contextual specifics in the process of assessment so as to compare accessibility with other typologies
of metro stations.

To identify accessibility gaps present in a zone surrounding the metro station and characterise it
using a quantitative index and a qualitative survey such that specific interventions can be proposed
to fill the gaps.

To create a toolkit that enables monitoring the metro station for any interventions and changes
affecting the accessibility and assessing its impact on the Green Score of the station.

Information & Way-finding Audit

To assess the efficacy of the current signages at the metro stations, to communicate information about
the facilities available at the metro and more importantly about the availability of other modes at the
metro station (for last mile connectivity) an audit was conducted. A station signage audit form
(Annexure I) was developed using a standardised guideline for signages required at a metro station.
The station was divided into zones demarcated by decision points along the thoroughfare of
passengers. These are as mentioned: outside entrance gate, entrance gate to ticket counter, ticket
counter to concourse non-fare area, concourse non-fare area to fare area, concourse fare area to
platform and platform.
Signage types across station are identified and divided into sections such as: Consolidated
information points, directional signage, safety signage, handicap signage, emergency signage and
multi modal signage.
These signage types are checked for separately for all zones of the station and appropriate comments
are noted. A score is placed for importance of each question asked (the score currently is indicative

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and has been placed as per discussion with urban planners/experts but for future work a user
perception survey needs to be undertaken to identify this score).
A signage information importance scale is developed to identify signages which are a must for
passengers and ones which can be done without. This helps be developing a final level of service
(LOS) scale which can be used to classify the final score received by the station into various LOS

Table 1: Signage score description

Description Score

Present and follows all standards of functionality, visibility and legibility 1

Present but does not follow all standards of functionality, visibility and legibility 0.5

Not present 0
levels.
The signage form is further divided into one containing questions pertaining to multi modal signages
and one containing others (emergency,
exit, safety, amenities etc.) to get a clear Table 2: Level of Service for Metro specific signage
idea of deficiencies in multi modal Range Level of Service
signage at the station.
80-92 LOS A

Multimodal Integration Audit 65-80 LOS B (Acceptable)

The audit (Annexure II) considers all

the services plying around metro 40-65 LOS C

station with either their boarding and

<40 LOS D
alighting stops being the metro station
itself. Furthermore, because certain
modal facilities around have separate demarcated space for boarding and alighting metro passengers,
thus, after continuous discussion with experts, only the alighting passengers are considered for this
study. Furthermore, because a station
can have more than 1 exits, all exits are Level of Service scale for Metro specific signage
assessed separately for giving scores.
This allows for separate in depth
analysis for problem assessment for
0 20 40 60 80 100
separate exits.
Separate characteristics of individual LOS D LOS C LOS B LOS A

modes are identified in consultation

with experts in the domain. A score is provided for reaching in within certain requirements and 0 for
not being able to provide any facility. These scores are then tallied for individual modes to give a score
for a mode. A final score is tallied for then by doing a weighted sum average for all gates.

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Modes without any demarcated official Table 3: Level of Service scale for Multi modal signage
spaces provided by the metro are given
Range Level of Service
a score of 0 as they tend to ply illegally.
28-37 LOS A
Furthermore, separate exits from the
metro station are assessed separately to 23-28 LOS B (Acceptable)

provide an LOS for the mode. Thus, for 13-23 LOS C

bus as a mode which plies from 2
<13 LOS D
different exits of the metro station may
have different LOS’s for both exits.
A hierarchy of sustainability of modes has been used to define which modes needs to be provided
closest o the metro exit. If any other modal service is provided instead near to the exit will lead to
deduction in the LOS of that mode at the exit.
Individual modes can be given a score
Level of Service Scale for Multimodal signage
ranging from 5 to 20 with a lower score
meaning good intermodal connectivity
and vice versa.
0 10 20 30 40

LOS D LOS C LOS B LOS A

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Byappanahalli - Pilot
The city got its first metro rail in 2011 and is currently the second longest operational metro network
in India after the Delhi Metro. The metro network consists of two color coded lines, with a total length
of 42.3 kilometers and serving 41 metro stations.
Even after 6 years of functioning, the metro still lacks in connectivity to other modes of transport
linking the station to the passenger’s destinations. This is evident by the fact that out of 40 metro
stations, only 20 are connected by Bus Feeder services. The terminal stations on both lines do not have
bus bays to accommodate for large fleets of buses needed to cater to the boarding and alighting
passengers. There is no dedicated auto stands at most of metro stations.
This is further accentuated by no formal signages inside metro stations leading to any of these
services. Thus, the passengers, especially the non-captive ones are left helpless and end up taking
other non-sustainable modes of transport to cater to their last mile needs.

Baiyappanahalli Metro Station

Baiyappanahalli is the terminal station on the eastern end of the east – west purple line. Major
destinations around the station include Whitefield, ITPL, KR Puram, Mahadevpura, RMZ Infinity,
NGEF Layout, Bagmane Tech Park etc. Because of a significant amount of technology centers
propping up around the metro station plus it being the terminal station leading to Whitefield, it has a
huge footfall of
Boarding Passengers Alighting Passengers
passenger going
Byapanahalli Metro Weekly Ridership
to and back from
4000
work during the
Average Weekly Ridership (June

3600
peak hour. The
3200
station registers
2800
daily maximum
2400
2017)

boarding of about
2000
1600 33128 and
1200 alighting of about
800 31530 passengers.
400
0
5 AM - 6 AM
6 AM - 7 AM
7 AM - 8 AM
8 AM - 9 AM
9 AM - 10 AM
10 AM - 11 AM
11 AM - 12 PM
12 PM - 1 PM
1 PM - 2 PM
2 PM - 3 PM
3 PM - 4 PM
4 PM - 5 PM
5 PM - 6 PM
6 PM - 7 PM
7 PM - 8 PM
8 PM - 9 PM
9 PM - 10 PM
10 PM - last train

Time of the day

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Baiyappanahalli Metro Station Exits
EXIT A
Leading to the south towards
Swami Vivekananda Road is the
most prominent one catering to
people going towards Whitefield,
ITPL and is used exceedingly by
passengers. It is also well connected
by public transport (BMTC bus and
feeder services), auto rickshaws,
parking (2 wheeler and 4-wheeler),
taxi and Bike sharing (Metro Bikes).

EXIT B
Exit from the metro station leads to
the Metro Station official’s parking
using a ramp. The exit earlier leads
to the railway station ticket counter
but with the counter now moved
towards the other side of railway
station, lays almost vacant and
underused. The only mode of
transport for people from this exit is
an informal auto parking in front.

EXIT C
Towards north leads to the NGEF side exit and leads to destinations such as Hebbal, Hormavu,
Kasturi Nagar etc. The exit is not prominently used by passengers as it is not well connected to
destinations as well as due to lack of signage. The exit also leads to the railway station which is
directly connected using an over bridge. This give the metro station a higher prominence among all
others as it is the only station along with Yeshwantpur Metro Station to be having a direct connection
with railways.

Information
The station caters to the highest number of passengers boarding and alighting throughout the line.
This is supplemented by the number of passengers using this station to go to and back from work
during peak hours. Thus, it is a task to direct these passengers in and out of the station without
creating any nuisance or discomfort to the passengers.

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Signages present at the station help passengers navigate through and out of the station. These are
present along passenger thoroughfare and follow standard metro guidelines.
These signages include way towards different metro amenities, exit, emergency exits, handicap
wayfinding and prominent locations around metro stations. The signages at the station lack
information about various modes people can use if using an exit. The distance people need to walk to
reach a mode. Other information like real time information about other connecting modes can help
passengers with a seamless transition from the metro to other modes. But with a lack of any general
information, any passenger coming new to the station is left without any information to decide to use
any exit.

Integration
The report in the further chapter explains in depth condition of level of connectivity in terms of
information provided and physical connectivity to different modes.

Analysis
Information Dissemination and Way Finding Score
The signage audit was conducted on 29 January 2018 at Baiyappanahalli Metro Station and the station
received an overall score of 5.5 out of a maximum of 37 possible for multi modal signage and overall
34 out of 92 in terms of other signages (amenities, directional, safety, emergency etc.).
The signages were also found to be very evident and present from the platform until the concourse
non-fare area. After the concourse non fare area till outside the station, the signages were lacking and
not present. Multi modal signages were found to be lacking throughout the station and thus the low
score.

Multimodal Integration Score

All three exits received an LOS C for their multimodal connectivity. This was majorly due to spaces
allocated for different modes at all exits that were not demarcated. With unsustainable modes like 2-
wheeler and 4 wheeler parking in close proximity to the exit, the LOS further deteriorates.
Lack of facilities to cater to these modes like illumination, barrier free and surveillance also was found
to be a major concern deteriorating their intermodal LOS. 


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Recommendations
Information Dissemination and Wayfinding at Byapanahalli Metro Station
The current signages specify directions and location of metro facilities but there is none found for
multi modal services. The recommendations focus mainly onto providing signages specific to multi
modal services around the metro stations. The signages include signboards located at various levels to
direct passengers outside and into the station.
A central signage showing consolidated map of station with facilities 500 mts. around the metro
station needs to be provided at a central diversion point for all people to help in decision making.
Further the map should be supported by direction signages at regular intervals to channelize
passengers to respective exits and confirm that they are on the right track.
The current signages when placed at different places along the passenger thoroughfare would
improve passenger experience by directing them to the appropriate exits and letting them plan their
trips in advance.
With the current recommendations in place, the station LOS would increase to B as to receive
additional scores for directional signages and informational signages from entrance to concourse non-
fare as shown in the before-after picture below.

Existing Way-finding at Concourse level (Fare Area) Proposed Way-finding at Concourse level (Fare Area)

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The signage LOS can further be improved to an LOS A by providing Physical handicapped signages
and emergency signages after concourse non-fare till the entrance as shown in the pictures below.

Existing Way-finding at Concourse Non-Fare Area Proposed Multi-Modal Way-finding at Concourse

(Bayapanahalli Metro Station) Non-Fare Area (Bayapanahalli Metro Station)

Above: Existing corridor connecting

Proposed Multi-Modal Way-finding at various metro station to Old Madras Road
decision making points Below: Proposed Multi-Modal Way-
finding

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Multimodal Integration at Byapanahalli Metro Station
The station received very less score for
Exit wise Multimodal Integration LOS Score
intermodal connectivity manly because of no
demarcated space for any mode to park in front of Exit A LOS C
Gate B which tends to get occupied by auto Exit B LOS B
rickshaws. Furthermore, there is no separate
Exit C LOS C
demarcated space in front of any of the gates of
metro station for taxis to park.
Hierarchy of modes incentivising walking, public transport and shared transport needs to be looked
at. Ease of parking incentivises personnel vehicles thus leading to a low score. Furthermore bad
pedestrian infrastructure also disincentives walking and gives a low score.
Further, no supporting infrastructure facilitates like shelter, illumination, surveillance along with
individual modes leads to a lower score in terms of additional infrastructure.
Ease of transfer also plays a key role with many conflict points with other modes which accessing a
particular mode also creates hurdle to utilise that mode.

Overall LOS Score

Wayfinding Index LOS D

Multimodal Integration Index LOS D

Way Forward
We have found that the Byappanahalli score provides scope for improvements. The broader goal of
providing seamless last mile connectivity depends on these improvements. Apart from BMRCL,
improvements have to be done by other stakeholders also in order for this to be effective. The way
forward has to involve multiple phases
Phase 1
1. BMRCL makes recommended changes in Information dissemination at Byappanahalli.
2. CiFoS provides recommendations on Multi-Modal Connectivity based on the conclusions of this
report.
3. CiFoS evaluates the index post deployment to show improvements.
Phase 2
1. CiFoS takes up assessments at 2 other stations for different typologies and suggests
recommendations.

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Annexure I
Information Dissemination and Wayfinding Audit Format

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Total Score 37
A. For Auditing Multi-modal information and wayfinding signages

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TRANSPORTATION ACCESSIBILITY INDEX - CIFOS 16

Total Score 90.5

B. For Auditing Other information and wayfinding signages

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Annexure II
Multi-Modal Integration Audit Format

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