India Vision Zero 2017: Addressing Safety Through Design for Dindoshi Terminal
•Transferir como PPTX, PDF•
2 gostaram•483 visualizações
Addressing Safety Through Design for Dindoshi Terminal - Draft Concept: Priyanka Vasudevan, Managing Associate, Urban Transport and Road Safety, WRI India Ross Centre
Recomendados
Recomendados
Mais conteúdo relacionado
Mais procurados
Mais procurados (20)
Semelhante a India Vision Zero 2017: Addressing Safety Through Design for Dindoshi Terminal
Semelhante a India Vision Zero 2017: Addressing Safety Through Design for Dindoshi Terminal (20)
Mais de WRI Ross Center for Sustainable Cities
Mais de WRI Ross Center for Sustainable Cities (20)
Último
Último (20)
India Vision Zero 2017: Addressing Safety Through Design for Dindoshi Terminal
- 1. A product of WRI Ross Center for Sustainable Cities Bloomberg Initiative for Global Road Safety 2015- ADDRESSING SAFETY THROUGH DESIGN FOR DINDOSHI TERMINAL – DRAFT CONCEPT Priyanka Vasudevan, Managing Associate – Urban Transport and Road Safety, WRI India Sustainable Cities
- 2. Dindoshi Bus Terminal: Area: 3243 sq.m. Passengers / day: 8331
- 3. Facilities Remarks Area per bus stand 18.75 sq.m Bus parking bays 15 (unmarked) Platforms 4 bays Width of entry/exit points 10 m Parking for 2W / taxi / auto Unavailable Car parking Unavailable Quality of roads Fair Lighting Available Monthly/seasonal pass counter Unavailable within the terminal Resting rooms Available (for drivers) Toilets for staff Available/Inadequate Toilets for passengers Unavailable Passenger shelter & seats Inadequate Drinking water Available Passenger Information Systems Unavailable Tourist info Unavailable Facilities for Differently- Abled Unavailable Existing Layout
- 4. 1% 49% 21% 16% 9% 3% 0% 10% 20% 30% 40% 50% 60% 0-5 6-15 15-20 21-30 31-50 51-60 NumberofPassengers(percentage) Passenger Waiting time (minutes) 13% 59% 26% 2% auto walk Bus 2w Access and egress modes and distance Passenger waiting time at Dindoshi Terminal
- 5. Bus and Pedestrian Movements and Conflicts
- 6. SAFETY ASSESSMENT OF DINDOSHI TERMINAL
- 7. Lack of safe pedestrian crossing facilities
- 8. Dindoshi Bus Depot Dindoshi Bus Terminal Wide median gaps that allow undefined vehicle movements
- 9. Unorganised vending and parked vehicles hamper driver visibility and safe pedestrian movement
- 10. Single entry point for buses and passengers
- 11. Wide entry gate allows buses to speed up to 15- 20 km/hr
- 12. Boarding-alighting activity onto a bus in motion
- 13. Interchanging passengers are forced to walk across the open terminal ground, where buses operate
- 14. Haphazard parking within the terminal increases safety risk while reversing out of the parking spot
- 17. CONCEPT DESIGN: Central island platform with a connection to the adjacent depot PARKING BAYS BUS CIRCULATION AREA PEDESTRIAN WALKWAYS BUS STOPS TERMINAL BUILDING / ACCESS TO COMMUTER SERVICES Goregaon Station DEPOT CONNECTION
- 26. • Goregaon Cattle Market • Marol-Maroshi • Bandra East • Santacruz East LEARNINGS FROM DINDOSHI
Notas do Editor
- In Mumbai, public buses are an extremely integral part of the transport system. As the feeder system, BEST transports 3-3.5 million passengers on Mumbai’s roads, making it a key player when you speak of road safety. Under the Bloomberg Initiative, we have been working with the BEST on improving safety of access, movement, and commuter and bus circulation for their infrastructure. Bus terminals are a very critical part of the bus network and they induce heavy footfalls in their area, when passengers access them. Within bus terminals itself, you can find some of the highest movement of people and buses, often within fairly small, congested areas. So today I’ll speak about the process, key findings, proposal
- Goregaon is a highly dense residential and commercial suburb in the western part of Mumbai. Dindoshi bus terminal is adjacent to the dindoshi depot and staff quarters and training centre. Dindoshi is located in the central area of Goregaon, is surrounded by this dense and high activity zone so caters to a large number of office-goers, retail workers, and other residential areas in Goregaon. So it essentially has heavy traffic in both directions during the morning and evening peak hours. It attracts around 8000 passengers per day, about half of those travel in to Dindoshi and their other half travel out.
- This is the existing layout of the terminal and the sort of facilities it provides its commuters. There’s 4 bus bays for different routes, that are located along the periphery of the site. There’s a terminal building at the back of the site, where drivers have some resting facilities. And they have to report to the terminal building after every shift. There’s an entry and an exit gate, and buses move in a clockwise direction, dropping and picking up passengers from the bus bays. And an interesting part of the terminal is the short term bus parking that happens in the centre of the site. Drivers that have a break park their bus in this area and walk to the terminal building for their driver duties or to rest. And they have all these facilities for their staff and commuters at Dindoshi terminal.
- We collected some data on this, to understand how people were accessing the terminal station, their average waiting time at the terminal, and the distance they generally walked to get to the terminal. We found that half the commuters were waiting for up to 15 minutes for their bus. So that’s how long they spent at the terminal itself. A larger 60% of users would walk to the terminal to catch their bus. And others mostly caught another bus to access Dindoshi terminal. And the third piece of data should that about 86% of people were walking from a minimum of 300m from the terminal. 10% of people were walking from over a kilometre away. This data showed us the influence zone of this terminal basically. To see how people were accessing it, where they were coming from, how they were getting to the terminal. These are extremely important factors, because the terminal induces this walking trip and it shows that the safety of its passengers go far beyond the actual confines of the terminal site.
- Once we collected this data, the next thing we did was to understand how people were using and moving in and around the terminal. We mapped the movements of buses and pedestrians or commuters separately. And this clearly indicated the conflict points in the area. We analysed these conflict points further with those locations where drivers had a slightly hampered vision and those locations where buses tended to speed a little to find the critical points that needed extra attention.
- Using all this background information and analysis, we conducted a safety assessment of the terminal and these were the key findings.
- Firstly, there was no safe way for pedestrians to access the terminal. A marked crossing yes, but no way for vehicles to give way or to ensure that they slowed down or stopped. So pedestrians were essentially darting or running across the road, waiting for really long times to get to the terminal. In some cases, there are multiple movements for a crossing pedestrian to pay attention to, with a large number of buses turning into and out of the terminal and adjacent depot. So it’s an extremely tricky situation just to cross the road to access the terminal.
- Second, there are three wide median gaps that were provided for buses to turn right or left into or out of the terminal and depot. But the length of these gaps are excessive and as a result buses and other vehicles turn anywhere. These creates a location of high unpredictability as a pedestrian and as a driver. And it creates serious confusion.
- At the access points of the terminal, one would find auto rickshaws and other vehicles parked, and several vending stalls. What this does is that it significantly hinders the vision of a bus driver, while entering and exiting the terminal. Where the gates are already quite limiting, the vendors sort of get in the way of the drivers visual path. And of course there is the issue of vending space taking over pedestrian movement space, forcing them to walk on the road and mix with high speed traffic.
- The other key finding is the single entry and exit points available for both buses and passengers. Buses usually tend to speed at this point when they enter the terminal. And at this location, where they mix with a large number of pedestrians, commuters are exposed to a critical safety risk.
- Again, buses take a sharp left turn into the terminal at a speed higher than that allowed and the crossing pedestrian falls out of the drivers field of vision.
- One very critical risk that is common to all terminals and bus activities, is the boarding and alighting that occurs while the bus is in motion. This is a bus that is presumably delayed for its next schedule and the driver has not pulled into the bus bay. He therefore continues at a slightly lower speed and passengers run to board.
- Dindoshi terminal is also an important interchange point for its passengers, though the site itself does not provide safe routes for passengers to move between paltforms to catch their bus. As a result, passengers are forced to cross paths with the bus and walk across the bus circulation area.
- The last and probably one of the most important findings during this assessment was the reversing of buses, when backing out of parking spaces. Thiis heavily congested terminal site provided less space for buses to back out and passengers would often fall within the blind spot of the bus drivers field of vision. This image shows the field of vision of a bus driver and how much of the space behind them is not visible at most times.
- These were the critical findings from this terminal that created important safety risks for its passengers. Following this, we worked out several options for the concept design to incorporate full operational abilities for the bus agency, while also ensuring that these safety risks were omitted.
- The first thing we did was to map the movement of buses, to know how much leftover space there was for other functions. So that way the bus operations were fully functional. This image shows the different bus movements we mapped. We then worked with the remaining space to facilitate seamless movement of commuters.
- High ease of maneuvering for buses High operational capacity because of the number of bus bays High level of pedestrian safety because of the segregation between pedestrians and buses And a easy and seamless transfers between routes provided by the central island platform
- This was the final design. We had to think a little out of the box really, to try and creatively use the adjacent depot space during the day time to provide space for long term bus parking.
- The area outside the terminal was redesigned to provide continuous footpaths, a signalised crossing for pedestrians, with adequate median space to wait. With gaps in the median that would allow only one vehicle to turn at a time. And sufficient parking space for auto rickshaws that commuters to access once they exited the terminal.
- The crossing outside is a recommended signalised one because of the very heavy traffic at this location.
- Once the pedestrian crossed the road, they would enter the pedestrian holding area to wait for any buses that might be crossing at that time. This area is guarded with bollards to demarcate the space clearly.
- Ahead of the holding area and once commuters cross the internal road, they can access the central island platform. The bus that crosses at this location has a slight elevation with a speed hump and so the speed is managed at this one point where pedestrians and buses intersect. Once pedestrians are on the central island platform, they have a few choices. Either they take a stairway to access the BEST operations office on the first level; or if they’re a passenger they would head to one of the six bays. If they are an interchanging passenger, they remain on the same platform and can easily walk over to the required bay.
- In the case of a bus, the driver would enter at the northern gate, which would make the circulation within the terminal an anti-clockwise one. Since bus doors are located on the left side of the vehicle, the island platform can only cater to a bus that moves in the anti-clockwise direction. Once a bus enters, it has the option of driving to the bay to board or alight passengers.
- Or alternatively, drivers can park at the 5 short-term bays located on the periphery of the site. Drivers can alight and their movement to the island platform is facilitated by the 1m footpath provided along the entire periphery of the site. Once they are on the platform, they can access the terminal located on the first level.
- For bus drivers that have a long break at Dindoshi terminal, they have a third option to drive through the internal connection to the adjacent bus depot for long-term parking. Since depots are largely empty during the day, they have the space to facilitate terminal operations. The internal connection minimises access time for the bus, which would otherwise be caught in traffic outside the terminal. The connection to the depot is a two-way one, allowing buses to return when they are ready to join duty.
- These learnings from Dindoshi bus terminal provided good insight into bus operations and how safety can sometimes be overlooked through design of these infrastructure. We are in the process of working out with BEST what the best way to implement the design is. This means exploring funding models and trials. Additionally, using these learnings from Dindoshi, BEST has already incorporated these points into the design of 4 other terminals: Cattle Market in Goregaon, Marol-Maroshi, Bandra East, and Santacruz East.