IMPACT OF METRO OPERATION - ANALYSIS TRANSIT USER SURVEY

Gender Purpose of Travel Usage of Metro

30 28 20 19
18 17
25
16
20 14
17 11 11
12
44% 56% 15 10
8 7
10 8
6 7 7 6
4 3 3
5 2
2
0 0
32 Female Respondents 41 Male Respondents Education Leisure Work < 6 months < one year 1-3 years > 3 years

41 Male and 32 Female responses were recorded on three Greater portion about 53% of the Metro trip were Work related as 35 % of the riders are utilising the Metro transport system
stations based on the population trends in the city. the metro route is aligned along the Business district of the City. from more than 3 years and 34% are utilising for more than 2 years.

Age group Frequency of utilising Metro transport system Previous mode of Travel to Work place
30 20 19
35
31 18
30 24 16
25 16
26 14
25 14
20
16 12
20 9
15 10
15 10 8
10 9 6
10 7 7 6 5
10 4
6 4
5
5 2
0 0
0
daily Monthly Weekly Auto-Rickshaw Cab/Taxi Own Vehicle BMTC
15-25 years 25-60 years

80% of responses were between the age group of 15-30 50% of the Metro users were daily commuters, who travel There is 44% rider shift from public mode of transport to
and 20% were between 30-60 years. daily to work place, and the rest commuters use metro on monthly/ Metro and 28% shift from own vehicle users.
weekly basis for leisure.
Source: Primary survey at Metro stations

Impacts of Metro Stations in their Immediate Urban Neighbourhood Iteration 4 | DRP 2021 | Masters of Urban Planning | CEPT University
 IMPACT OF METRO OPERATION - ANALYSIS TRANSIT USER SURVEY

Previous mode of Transport What Promoted to Metro? Profile of bus to Metro shift

49% 39%
65%
Shift to Metro Travel Time Avoid Traffic & Pollution
From other public
modes of transport

8% 4%
Source: CSTEP,2018 Total metro users Shift from bus to metro
Comfort Reasonable Metro Fare
There is 65% shift to Metro from other public Based on the Research by CSTEP, there is and average of 55% shift to Metro from BMTC among all
modes of transport in the city. the metro stations in the city.

Travel time in metro Vs others Cost of the travel High passenger shift to Metro

65% shift from public modes of transport 35% shift from Own vehicle

95% 5% 93% 7% Inferences

• With the implementation of Metro system in the city, there is a 65% shift to the
metro system from other public modes of system and 35% from own vehicle users.
< Other Same as Reasonable Expensive • Travel time, comfort and to avoid the traffic and pollution are the main reasons for
Modes others modes the transit shift in the city.
Source: Primary survey at Metro stations

Impacts of Metro Stations in their Immediate Urban Neighbourhood Iteration 4 | DRP 2021 | Masters of Urban Planning | CEPT University
 Transit User Analysis - Survey

Objective 1 (b) : Assess the LOS and accessibility around the station area

Impacts of Metro Stations in their Immediate Urban Neighbourhood Iteration 4 | DRP 2021 | Masters of Urban Planning | CEPT University
 LEVEL OF ACCESSIBILITY - ANALYSIS TRANSIT USER SURVEY

Gender Mode of travel to Metro station Availability of Pedestrian Footpath

20
18
18
16
14
12 47% 53%
44% 56% 12
10
10 9
8 7
6
6
4 No, Lacks in Yes, there are
4
2 Pedestrian footpaths Pedestrian footpaths
2
32 Female Respondents 41 Male Respondents 0
Auto Bus Own vehicle Walking Activities on Existing Footpaths
41 Male and 32 Female responses were recorded on three 35% of the metro users walk to metro stations from their
stations based on the population trends in the city. residences and 30% travel to metro stations on their own vehicle.

Distance from Residence to Metro station Travel time (walking) to Metro stations 53% 47%
18 30
16
16
14 25 24
14 13
Undedicated space Parking & vending
19 Encroachment
12 20 for walking
10 9
8 15
12
8
6 6 % of commuters prefer to walk to station
6 10

4 5 5
5 3
2 1
0
< 500m 500m - 2km 2 - 4 km > 4 km
0
1 - 5 min 5 - 10 min More than 10 min
76% 24%
A larger group of residents 44% were situated within a Since a greater portion of commuters are residing around metro
radius of 500-2km around the metro station and 30% users were stations the average walking time is more than 10 min.
situated 4 km away from the station. Yes NO
Source: Primary survey at Metro stations

Impacts of Metro Stations in their Immediate Urban Neighbourhood Iteration 4 | DRP 2021 | Masters of Urban Planning | CEPT University
 Change in land use, land value increment and built form

Objective 2 : To assess change in land use and land value increment and built form along the Bangalore metro corridor
at different points of time (i.e., Initial speculation period, During construction and post-completion).

Impacts of Metro Stations in their Immediate Urban Neighbourhood Iteration 4 | DRP 2021 | Masters of Urban Planning | CEPT University
 ANALYSIS FRAMEWORK

Investment in major transport projects such as Metro Rail system leads to change in land
use, change in land value, in built form densification and in transit accessibility.

Built form
Change in Land use Impact on Land values
Densification

Metro project cycle

Stages of Metro Project Year Land use
Project Inception/
Stage 1 (1998 - 2002) 2000
Speculation stage

Stage 2 Project formulation (2003 - 2007) 2005

Stage 3 Project Construction (2007 – 2014) 2010

Stage 4 Post Completion (2014 – 2020) 2020

Detail analysis - Three stations

LEGEND
Active Metro
Urban Multimodal Predominant Land
Proposed routes Line Station Name Ecological Network
Zones Integration use
Core Urban
MG road Metro St Core Urban Intra city Commercial Green Network
Urban High
Sub-urban Sandal soap Metro St Urban High Intra City Industrial

Peri-urban Puttenahalli Metro St Sub-urban Regional Residential Blue Network

Map: Land use map - BDA

Impacts of Metro Stations in their Immediate Urban Neighbourhood Iteration 4 | DRP 2021 | Masters of Urban Planning | CEPT University