No land, no Metro parking

Most stations being built under phase-2 have no large space for parking lots. BMRCL cites the huge cost of land acquisition.

Land acquisition can be prohibitively expensive. But is that justification enough to cut down on parking space in Phase-2 Namma Metro Stations? As commuters struggle with last-mile connectivity, the lack of such critical spaces has triggered a debate whether shared mobility can be an alternative.

First, the problem: The five stations at Konanakunte Cross, Doddakalasandra, Vajrahalli, Thalagattapura and Silk Institute on the Phase-2 stretch from Yelachenahalli to the Institute have no parking for cars. The space is very limited for two-wheelers too. Bangalore Metro Rail Corporaton Ltd (BMRCL) cites unavailability of land as a factor.

Read | Some stations can do without parking lots, not all

In a city notorious for its grossly inadequate public transport infrastructure and near lack of inter-modal connectivity, this compromise on parking space can seem inexplicable. But can this hasten the switch to shared bikes to cover the last mile to their homes and offices?

Shared mobility

For years, players in the shared mobility space had struggled to find commuters at Metro Stations. A few young travellers opted for the Yulu’s, but it never became a trend. For the average Metro commuter deprived of adequate parking even in the older stations, the roadside has always been the alternative. Yet, this could all change with the hefty costs levied by the new parking policy. Paid parking as a decongestant strategy attempted in the city’s centre could soon be expanded outward. When this starts to pinch people without deep pockets, can shared mobility turn into the only viable option?

Read | Can Public Bike Sharing be a viable last-mile option?

Controversial

Now, this is complicated. “Taking away vehicle parking spaces can be quite controversial because this means making space for alternative facilities that people aren’t completely used to. Agencies need to make a case to the public about what they are trying to do, and how it can be beneficial to the community,” notes Nikita Luke, Senior Project Associate at the World Resources Institute (WRI) Ross Center for Sustainable Cities.

However, she points out, “it is absolutely key to ensure that our streets are designed keeping the vulnerable road users in mind and provide stress free, safe infrastructure for people of all age groups to make it easier to cycle, walk, take feeder bus and the Metro. That’s the kind of recipe for a city’s success.”

Feeder bus issues

Feeder buses are indeed part of the Metro’s idea of linking the last mile. However, there are issues here as well, as Shaheen Shasa from the Bus Prayanikara Vedike contends. “In an ideal world, it is a good idea to rely on feeder buses. But when the BMTC’s fleet of 6,000 buses is itself inadequate to cater to the city’s needs, how can they divert them for the feeder service,” she wonders.

Smaller, economically viable buses could be introduced. But, as Shaheen says, this has to be based on the catchment area of a Metro Station. “Have they done an assessment on the demand, the number of people requiring it, the distance to be covered? Do they have a framework?”

Demand assessment

Scientifically sound studies of commuter numbers, movement and travel patterns are critical to fix the frequency and capacity of the feeder buses. “The problem is they build these massive infrastructure and then think about these factors. Do they really plan before finalising the alignments.”

Forget parking, even space for feeder bus bays and pedestrian accessibility has been an issue with the Phase-1 Metro Stations, says Ashish Verma, mobility expert and Convenor, Sustainable Transportation Lab at the Indian Institute of Science (IISc).

At the Sandal Soap Factory station, for instance, no provision has been made for inter-modal connectivity. “Even walking up to the station is a treacherous affair. These basic requirements should be planned well in advance if the Metro is to gain ridership,” Verma notes.

‘Kiss and Ride’

On the city’s outskirts where distances from the Metro Station to residential areas could be spread out, the need for adequate parking bays is critical. Verma also talks about the ‘Park and Ride’ and ‘Kiss and Ride’ concepts prevalent in Washington DC and Brisbane as alternatives.

The ‘Park and Ride’ concept is particularly key to decongest the city centre. “Commuters park their personal vehicles at stations on the outskirts to avoid bringing them into the crowded CBD area. Under the ‘Kiss and Ride’ concept, commuters are dropped off by family / friends at a Station on the outskirts and picked up later,” he explains.

Both concepts demand space, provisioned with better planning. If land acquisition is a costly affair, why not change the architecture of station designs to integrate multi-level parking / halting bays? This, of course, requires innovative thinking!