Role Of Data In Improving Last Mile Connectivity In Pune City. – IMPRI Impact And Policy Research Institute

Vaishnavi Nandedkar

Introduction 

Metro networks are an essential part of urban transport planning but, a metro trip doesn’t  merely start or end at the metro station. Commuters are usually required to take other forms of  transport such as walking, buses, auto-rickshaws, cycling, among others to complete their trip. 

This is why the last-mile connectivity becomes an important concept in transport planning.  While a metro station may be connected to the entire city through the rail link, its accessibility  would also depend on how easily one could access the station. This is especially true in Pune,  where the metro exists together with a bus network, roads and sidewalks, among other forms  of transport infrastructure. 

Last-Mile Connectivity 

The term ‘last-mile connectivity’ indicates the part of a trip made between the main public  transportation system and the origin or destination point of a commuter. In the case of a metro  passenger, it can be a trip from home to the station or from the station to the workplace. 

Connectivity is usually measured in terms of distance. A bus station which is situated at a  distance of 500 meters from a metro station seems to be accessible enough. But the walking  distance might turn out to be more due to various reasons like roads, crossings, barriers, or even  missing segments in the walking network. 

The service frequency is also an important factor. Two metro stations having similar bus  connections but with different connectivity depending on the available routes for those bus  stops. 

Thus, last-mile connectivity depends upon accessibility and connectivity of various means of  transport. 

Role of Data 

Metro station distribution can be analyzed in conjunction with PMPML bus stop distribution  and routes, and road and walking network data could offer information on the movement  between them. The analysis of all this data could bring to light patterns which may not be  evident if these different modes are looked at separately. 

For instance, the amount of bus stops available near a metro station gives an idea about the  connection possibilities, and routes available for those bus stops give the area of coverage of  the bus network. Walking distance, in turn, could offer insight on how easy it is for commuters  to access these connections. 

This would allow asking more detailed questions such as how many connections are there, how  far away from the metro station they are, how are they distributed and can commuters get to  them?

Spatial Analysis 

Since last mile connectivity is heavily dependent upon location, GIS can help in providing a  better idea about the reality of the accessibility. 

An area covered by buffer distance around a metro station gives an idea about the area covered  by the station, but that doesn’t mean that it covers the actual distance which a person would  travel walking from there. A point which might be 500m away from a station in straight line  may be much further away considering the network around. 

Network analysis would take into consideration the difference and give an idea about the route  the commuters would use. 

The analysis would also show the distribution of connections in and around the stations. There  may be several bus stations within the vicinity of the station but mostly on one side only. 

Measuring Accessibility 

Data enables various dimensions of access to be taken into account. The presence of bus stops  and their density can measure public transport access, whereas connecting routes can measure  access to various destinations via the public transport system. Network-based walking  distances can give a better measure of inter-modal transfers, while pedestrian network features  can offer further insights into the context of the location. 

These measures can help explain why there are differences in connectivity for stations. One  station could have adequate bus access but poor pedestrian access, whereas another station  could have well-connected pedestrian networks but poor public transport access. 

Implications for Planning 

What makes such information valuable is the fact that it will contribute to better planning. If  there are bus services available, but accessing them through walking is hard, making  improvements in pedestrian access might be a priority over increasing services. If pedestrian  access is fine, but connections to buses are scarce, making connections might prove more  beneficial. 

This applies especially to Pune since the locations of metro stations are different and each urban  environment has its own road structure and transport connectivity. Such information will help  to understand the areas which need improvements. 

Conclusion 

“Last mile connectivity” is a term that is usually talked about in the context of adding more  buses, feeds, or pedestrian systems. But it is also important to understand how connections  already in place actually work.

By using data about the metro stations, bus routes, road network, and pedestrian routes, data  can allow us to go beyond whether a station is “connected” and start asking how it is connected,  how accessible the connection points are, and where there are still problems. 

It is important to keep in mind that data will not enhance the last-mile connectivity on its own.  The strength of data is that it provides a way of measuring an existing transportation system. 

References 

Centre for Development Studies and Action. (n.d.). Last mile mobility planning.  https://cdsaindia.org/last_mile/ 

IMPRI. (n.d.). Last-mile connectivity in urban India.