A critical observation and recommendation on accessibility,

connectivity and land use of Delhi Metro stations

1. Mukesh Ray, 2. R Shankar 3. Aali Pant
1. 3017, Sector 23, Gurgaon, Haryana, India
2. Department of Architecture and Planning, IIT Roorkee, Uttarakhand
3. B107, Parshavnath Majestic, Indirapuram, Ghaziabad, UP
1. mukeshray.vnit@gmail.com 2. shardfap@iitr.ernet.in 3. aali.pant@gmail.com

Abstract: Delhi metro was conceived foreseeing the rising concern of traffic and
transportation in and around the Delhi region. Though after initiation it did help in reducing a
considerable amount of traffic off the roads of Delhi. Metro presently carries more than 5
million commuters per month and undoubtedly has become the life line of Delhi [1] [2]. It is
one of the main transit modes after bus and provides fast and comfortable journey but this is
only when commuters are inside the train. Delhi metro is a young system and there is a lot
has to be done in terms of accessibility, connectivity and land use to make it a sustainable
transportation mode.
This paper tries to identify the various concerns and issues related to accessibility,
connectivity and land use surrounding metro stations and propose guidelines which can help
in transforming metro corridor into a vibrant space which is safe, comfortable and seamless
for commuters.
Keywords: metro stations, accessibility, connectivity, land use, transit oriented development, multi-
modal

Introduction
Delhi metro is the second mass rapid transit system of India which is fast growing into an
elaborate transportation network. Right now the metro stations are just seen as a place to
move people from one place to another and its surrounding areas are not integrated with it to
provide commuters a seamless, comfortable and safe access to transit stations. This paper is
influenced by the fact that the station and its surrounding can be a multifunctional hub to
provide commuters various kind of activities. Most of the major cities in European, American
and Asian [3] countries have developed their transit system (especially metro) and converted
it into a hub of multifunctional, round the clock activity and Delhi requires the same. This
will not only socially uplift the stations premises and provide commuters safe and
comfortable transit access but will also create revenue generating opportunities for several
stakeholders.
Observations
Delhi metro was laid down into the already congested urban environment which in fact is a
challenging job both for urban and transport planners. But to make this system work in a
sustainable way this development has to be taken on further levels. There are many issues
which have to be resolved in order to make the metro system work in sync with its
surrounding. The observations below are based on comparative study of Delhi metro with
that of transit systems in cities like Paris, Frankfurt, Munich, Amsterdam and other places in
Europe:
  Places surrounding the metro stations lack well delineated land use.
 Connectivity with surrounding important nodes is abrupt and unreliable
 Lack of pedestrian friendly footpaths and cycling tracks connecting to metro stations
 Unavailability of safe crossing points for pedestrians.
 Promotion of bicycle friendly movement is not encouraged
 Integration of metro stations with other modes of transport is not thought of.
 Traffic management around metro stations is not controlled and results in congestion
during peak hours.
 Surrounding land use is not properly regulated causing in abrupt and unsustainable
development.
 Lack of proper information system outside the stations can be planned for the
convenience of tourists.
 Tourist information systems are not present at all the stations.

This points does not incorporate all the concerns facing Delhi metro but tries to shed light on
the fundamental aspects of station planning.
An Overview of Station Access Planning
A successful station planning is integral to the overall development effort of the transit
system. Planning is needed for improving the existing facilities and designing of new ones.
The major idea is to reach to a common consensus from various groups involved in the
station access planning process. The other objective is to chart a multi-modal way for station
access planning and decision making. The success of transit station access can be defined in
terms of outcomes and process. Outcomes can assessed on the basis of services offered, their
quality, community compatibility and their integration, spillover effects and access
utilization.
Based on the unique components of planning there is an eight step planning process for
access to transit stations. It is a general outline of the process, from identifying problems to
engaging stakeholders at the outset to ultimately developing and implementing a preferred
option [4].
1. Identify the need
2. Establish a collaborative environment
3. Develop objectives and principles
4. Establish evaluation criteria
5. Build a rich set of appropriate options
6. Predict outcomes and apply criteria
7. Trade-offs, negotiations and choice
8. Implementation and monitoring

Recommendations
Based on the above observations in Delhi and abroad the following guidelines can be
implemented for better station planning and access.
Pedestrian Access to Stations: Pedestrian access to transit should be the priority for the
accessibility of the station premises. This is the part where Delhi metro lacks. Right now
areas around Delhi metro station is seeing haphazard growth which is impacting the seamless
pedestrian access to station. Few of the recommendation on which the station premises can be
developed are:
 Directness and speed of route: Pedestrians want direct walking routes, with
minimum delays when crossing streets.
 Safety and security: Pedestrians need to perceive that their route is secure and visible
to other road users, particularly in the evening. Highway safety is also important,
particularly when crossing busy roadways. Overall roadway design issues are
discussed in the chapter on automobile access.
 Pedestrian-friendly design: Lighting, building setbacks and orientations, and
sidewalks are important factors of whether a pedestrian feels like an “unwelcome
guest” or perceives that the street is designed to meet their needs. They should be
designed at a “human scale.”
 Information: New, occasional and visiting travellers particularly need way finding
information to reach local destinations.

Accessibility for Bicycles: Bicycle access to rapid transit stations improves transit service
quality, increases mobility options, and reduces reliance on auto access. It can also enhance
rapid transit ridership by:
 Extending the range that patrons cover to reach rapid transit stations, particularly in
locations with limited park-and-ride capacity; and
 Increasing the flexibility that customers have to reach destinations at the end of a
rapid transit trip. Bike sharing facilities at destination stations can help passengers
reach more distant destinations without having to bring a bicycle on-board a rapid
transit vehicle.

Proposal for Bicycle Access: Many cities throughout the United States, Canada and Europe
have undertaken a range of measures to improve bike–transit integration. The main groups of
measures are:
 Bike paths, bike lanes, and other on-street routes leading to stations.
 Bike parking at rapid transit stations with varying degrees of shelter and security.
 Multi-functional bike stations that provide not only parking, but also a range of
services such as bike rentals, repairs, and accessories; and
 Special accommodation of bikes on-board transit vehicles through racks, hooks,
designated loading doors, or other means.

Also there should be regulations regarding

 Bicycle Access Routes
 On-board accommodation of Bicycles
 Bike Sharing
Integration with Delhi sub-urban railway: Delhi already has an existing sub-urban rail system
which is also called ring rail. The sub urban rail of Delhi has very low rider ship compared to
other modes of transport as it has poor connectivity and services are not up to the standards.
Poor frequency and old style coaches are also other factors which discourage people from
using the service.
The already laid infrastructure is a huge boon for the system and it can be put to use by
integrating with the metro network as in future it will be difficult for metro to handle the
transport demand alone.
Sub-urban rail intersect with phase I and II
lines of metro network at 6 points and this
areas can be transformed into a multi-
modal hub with respect to TOD as it will
not only bring life to sub-urban railway
but will also transform the area along its
corridor. Frankfurt already has S-Bahn
(commuter rail) which acts in conjunction
with metro network and the stations are a
vibrant, multifunctional space with major
activities like shopping, eating,
recreational etc. along with transit of Fig 1: Inside Hauptwawche metro station in
commuters. Frankfurt, Source: Author

Access to transit station by Bus: Bus is the major alternative to driving for rapid transit
riders that live more than 500 m from rapid transit stations. It can expand the station
catchment area considerably, particularly for riders that do not have a car. It is also an
important access mode for the elderly and mobility disadvantaged. Finally, it reduces the land
requirements around stations that would otherwise be required for park-and-ride. Bus access
to stations generally accommodates about 25 to 35 percent of station boarding.

Automobile Access and Park-and-Ride: Park-and-ride facilities are integral parts of

modern rapid transit. They enable rapid transit and automobiles to operate in the
environments that each is best suited to serve. They are essential to attract rapid transit riders
from residential areas where densities are too low for walking and bus trips. They extend the
reach of rapid transit lines and make rapid transit feasible in suburban settings. Their primary
function is to provide a convenient transfer point between autos and rapid transit.

Kiss-and-Ride: Kiss-and-ride facilities should be provided wherever possible. These

facilities at rapid transit stations typically include areas used for dropping-off and picking-up
transit passengers, as well as taxi stands and provisions for para transit vehicles and private
shuttle buses.
Transit Oriented Development
TOD can be defined as ‘the planning and design of a mix of medium- or high-density land
uses around a transit station that serves as the focal point of the development. Its goals are to
better integrate the transit system with the surrounding community, increase transit
ridership, and enhance non-motorized access to transit’ [5] [6].

TOD advantages

 It can make the transit station

environment more cohesive with
the surrounding areas.
 It generates fewer motor vehicle
trips per unit of development,
compared with similar uses
located elsewhere.
 Under specific circumstances, it
can reduce the development’s
parking demand by up to 50
percent, compared with similar
uses elsewhere. Fig 2: Transit Oriented Development of Metro
corridor, Source: Google maps, graphics by author

Table 1: Table showing various levels of TOD, Source: Google maps, Compiled by author

Within 500 metres from the station or 5 min

walk the following features should be there.

 High density, high rise development

consisting of mixed land use areas of
residential, commercial and Office
complexes.
 Primary mode of arrival should be pedestrian
 Park and Ride facility should be avoided
On the ground level.
Within 1000 metres or 10 min by walking the
following features should be there.
 High density housing
 Informal retail
 Commercial
 Public spaces
 Mode of arrival should be pedestrian or by
bicycle.
 Multi storey car parking.

Within 1500 m or 5 min by cycle or Rickshaw

 Low density, low rise apartments.

 Incorporation of bicycle lanes in street
design.
 Feeder services for places beyond 1500m.
 Big Public places like parks, ponds etc.
 Supermarkets.
 Arrival by bicycle, auto rickshaw or
rickshaws.

Technically Unified Network: The two major

transport network in Delhi i.e. the metro and
bus network are not technologically integrated.
In European countries the system is unified by
allowing passengers to buy tickets from the
same ATVMs for all the networks like tram,
bus, train and metro services. It becomes easier
for commuters to travel in any mode with the
same ticket. The system also provides real time
information about the connecting modes of
transport for further journey. This system Fig 3: Tram and Bus running information in
should be applied in Delhi metro integrating it Germany, Source: Author
with the Bus and Indian railway system so that
people can know the running information of all the services and can travel with the same
ticket.
Conclusion
If Delhi metro has to have a sustainable transit corridor it has to follow the guidelines and
policies and implement it on the smallest details. The rapid growth of Delhi and NCR region
is completely dependent on this system and various aspects related with it. The major
problem associated with metro stations of Delhi relating to accessibility, connectivity and
land use appeared to be similar irrespective of the area where the station exits. It still lacks
the basic designing principles which the other developed countries have mastered and thus
calls for an urgent need to tackle those issues.
There is also need to think beyond the existing infrastructure and try to bring more new
modes of transport which will work in coherence with the existing because the pressure will
keep rising as this is city is fast growing beyond it capacity. Delhi metro is expanding rapidly
with its 3rd phase and 4th phase and in near future it will be a dense network of metro corridor
and if this problems are not resolved now than it can have bad consequences for the future of
transportation in Delhi and NCR [2]. There is also a huge need to make people aware of the
system and make them disciplined in using it and that includes from crossing the street to
boarding the train. The system cannot function without the support of socially responsible
people.
Delhi is a global city and gateway to India, it deserves a world class transportation system not
only to serve its people but also to guide and inspire other major cities of India and Delhi
metro is the first step in this process as many cities are now coming up with their own metro
systems based on MRTS of Delhi.

References

[1] S. Gupta, Interviewee, D.Y.C.E. Planning. [Interview]. Thursday May 2012.

[2] D. M. R. Corporation, “Detailed Project Report: Phase 1,” DMRC, New Delhi.

[3] J. Calimente, “Rail integrated communities in Tokyo,” Journal of Transport and Land Use, vol. 5,
no. 1, pp. 19-32, 2012.

[4] T. 153, “Guidelines for Providing Access to Public Transport Stations,” TCRP, Washington, 2012.

[5] T. Litman, “Introduction to Multi-Modal Transportation Planning,” Victoria Transport Policy

Institute, Victoria, 2009.

[6] MARTA, “Transit-Oriented Development Guidelines”.

[7] Wikipedia, “Rapid Transit,” Wednesday January 2013. [Online]. Available:

http://en.wikipedia.org/wiki/Rapid_transit.

[8] M. N. Christopher Kost, “Better Steets, Better Cities,” ITDP, 2011.

[9] John, “Wikipedia/Transit,” 2010. [Online]. [Accessed Wed April 2013].

[10] UTTIPEC, “Guidelines and Development Control Norms for MRTS Influence Zone for Transit
Oriented Development,” Delhi Development Authority, Delhi, 2012.

[11] UTTIPEC, “Street Design Guidelines,” Delhi Development Authority, Delhi, 2010.

[12] UTTIPEC, “Transit Oriented Development- The Road Map,” UTTIPEC, Delhi, 2009.

[13] UTTIPEC, “Transit Oriented Development-Policy and Implementation Framework,” Delhi

 Development Authority, Delhi, 2010.

[14] wikipedia, “MRTS,” Wed Jan 2005. [Online]. Available: www.wikipedia.org/mrts. [Accessed
Thursday Feb 2013].

[15] wikipedia, “Transit Oriented Development,” 2011. [Online]. Available: www.wikipedia.org/tod.

[Accessed Thursday Jan 2013].