Last mile connectivity lmc for enhancing accessibility of rapid transit systems
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LAST MILE CONNECTIVITY (LMC) FOR ENHANCING ACCESSIBILITY OF RAPID TRANSIT SYSTEMS. Chidambara Assistant Professor Department of Urban Planning, School of Planning and Architecture , New Delhi. INTRODUCTION. Burgeoning population pressure,

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Last mile connectivity lmc for enhancing accessibility of rapid transit systems

LAST MILE CONNECTIVITY (LMC) FOR ENHANCING ACCESSIBILITY OF RAPID TRANSIT SYSTEMS

Chidambara

Assistant Professor

Department of Urban Planning,

School of Planning and Architecture, New Delhi


Introduction
INTRODUCTION RAPID TRANSIT SYSTEMS

  • Burgeoning population pressure,

  • changes in life-style and socio-economic conditions in metropolitans

  • accompanied by alarming growth of private modes of travel

  • traffic congestion and rise in pollution levels

  • Growing concern for the need of efficient public transport system;

  • more and more metropolitan cities opting for rapid transits such as metro rail and BRT .


  • Public transport systems limited by their lower accessibility (in terms of direct access from trip ends);

  • Private modes offer a variety of advantages such as demand mobility, comfort, status, speed, and convenience.

  • Possible to influence factors such as accessibility, mobility, and even comfort and convenience of public transport systems, through better understanding of and planned approach to the provision of “last mile connectivity” (LMC).


What is lmc
What is LMC accessibility (in terms of direct access from trip ends);

  • Implies connecting services to the end point.

  • In transport, it refers to both the initial and final leg of delivering connectivity

    • from origin to transit system and from transit system to destination.



Scenario in delhi
Scenario in Delhi incorporates:

  • Last Mile Options (modes available)

    • Feeder bus service – limited availability and reach

    • Auto Rickshaws – often expensive except in the case of shared autos; unorganized operation

    • Cycle rickshaws – non-motorized, provides direct connectivity to the O/D points; available only in certain areas


Study findings
STUDY FINDINGS incorporates:

Metro Users


Modes used for covering last mile
Modes used for covering incorporates: ‘Last Mile’

  • cycle-rickshaw and walking are the most favored mode in ‘O-M’ (with an almost equal share between the two); together they comprise almost 3/4th of all the modes put together

  • In case of ‘M-D’ walking is the predominant mode


  • Approximately 60% of the incorporates: commuters who choose to walk while reaching the boarding metro station, also opt for the same while reaching the destination from the alighting metro station.

  • more than half of those who took a two-wheeler in the O-M stretch, opted to walk at the M-D end

  • 3/4th of the commuters who took a cycle-rickshaw in reaching the metro, walked to their destination from the metro.

  • not a single commuter took an auto-rickshaw at both ends of the journey


Time and cost of last mile
Time and Cost of incorporates: ‘Last Mile’

  • The average times spent from origin to metro, in-metro, and metro to destination were 12.8 mins., 28.9 mins., 7.7 mins. Respectively.

  • The average transport cost incurred from origin to metro, in-metro, and metro to destination were Rs.12.50, Rs.17.10, Rs.2.40 respectively.



Problems perceived
Problems Perceived is 42%

  • The problems cited out by metro users ranged from

    • over-crowding in peak hours,

    • low frequency of metro services,

    • too long walking distance,

    • high costs incurred in LMC

    • unavailability of proper feeder services at either of the ends

    • Unsafe walking environment from/to metro station


  • More is 42% than 90% of the users had at least one problem related to LMC:

    • high costs of LMC - 45% users

    • lack of adequate feeder services option - 15%

    • long walking distances in at least one trip-end – 38%

    • unsafe and tiresome walking environment - 36%

      • More than half of those who cited problems in the last two categories were women and elderly



  • 11% of the respondents cited reasons that were directly related to LMC (time-taking, expensive or lack of feeder service).

  • More than half of those who indicated ‘other’ problems (comprising 15%) included reasons that also allude to relationship with LMC (viz. unsafe walking, tiresome walking).

  • Approximately 20% said longer overall journey time was the reason for not using metro, which also has some bearing to LMC.



CONCLUSION provided with better feeder services;


  • The significance of LMC can be gauged from the fact that: provided with better feeder services;

    • 65% of current metro users mentioned problems related to LMC.

    • The average time spent and cost incurred in LMC is considerably significant (more than 40%).

    • Inconvenient and unsafe walking and cycling conditions are also deterrents.

    • More than 40% of private mode users point to reasons directly or indirectly related to LMC, for not using metro.

    • More than 50% private mode users are willing to use metro if provided efficient feeder services.








Way forward
WAY FORWARD last mile connectivity, at present, is very low.

  • Proper planning for cycle-rickshaws, shared autos, low capacity-short distance feeder bus service

  • Feasibility of each of these modes may vary with landuses, densities and overall intensity of activities and hence requires judicious planning

  • Provision of walking and cycling friendly infrastructure and environment on all major and minor roads leading to transit stops



Thank you
THANK YOU specially for the elderly and the differently-abled, all aspects of the last mile planning needs to be well-knit into transit system planning.


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