REIMAGINE HOPPERS CROSSING STATION
RENA LI 583008 2017/S1 MSD STUDIO 35 : WESTERN SUBURBS TRANSPORT STUDIO
PREFACE DESIGN PROPOSAL
APPENDIX: SITE ANALYSIS DATA COLLECTION CASE STUDIES REFERENCE
PREFACE Hoppers Crossing Station is one of the busiest station of the Werribee Line. There are more than 5000 passengers using the station to go to work, school or do other acitivties everyday. As stated in Plan Melbourne 2050, the UGZ opposite to the station will be developed into a new Werribee employment Precinct and new residential zone. It is expected that there will be significant population growth in that area. This project will envision how the area around Hoppers Crossing Station could change as this provides good opportunity of exploring how suburban cities in Australia could be developed in the future. Unlike normal architecture student projects, it focuses more on urban planning and urban design around Hoppers Crossing Station, instead of the architecture of the station.
DESIGN PROPOSAL
DESIGN STRATEGY ... is to revamp the current public transport network first and then to unlock the development potential along the network. This strategy has been used widely in different cities, such as Hong Kong and Singapore, and has proven successful. It is not widely used in Australian as we heavily rely on private vehicles and not as densely populated as those cities. Despite of this, the current Victorian public transport network is not up with the international standard or even able to meet the future development needs. If we want to create a 20-minute neighbourhood as stated in Plan Melbourne 2050 and develop sustainably, the current public transport network has to undergone revamp to reduce the reliance on private vehicles and the land being underutilized (e.g. ground level parking lot) could be used for other purposes.
REVAMP THE PUBLIC TRANSPORT NETWORK
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UNLOCK THE DEVELOPMENT POTENTIAL ALONG THE NEW PUBLIC TRANSPORT NETWORK
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REVAMP THE PUBLIC TRANSPORT NETWORK
CURRENT PUBLIC TRANSPORT NETWORK Similar to other intermodal transfer hub in Victoria, Hoppers Crossing Station only provides one intermodal transfer which is from bus to train, or vice versa. And there’s no public transport linking north and south. People going to Point Cook (south) from Tarneit (north) have to change at Hoppers Crossing Station. And the level crossing at Old Geelong has worsened the traffic there and ground level connectivity.
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PROPOSED PUBLIC TRANSPORT NETWORK Light rail is added to the public transport network to link the northern area and the southern area. And multiple intermodal transfer would happen at Hoppers Crossing Station and it could become a major intermodal transfer hub in the western suburbs, especially for Tarneit, Werribee, Point Cook and Hoppers Crossing. Also, level crossing would be removed using “rail over� method and this would greatly improve the traffic, ground connectivity and create potential for development.
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NEW HOPPERS CROSSING TRANSFER STATION Old Geelong Road has split into two sections to allow traffic separation of light rail and vehicles. Unlike most of the stations in Australian, there will be multiple access points and so as intermodal transfer. Most of the intermodal transfer point are located within 100m walking distance, including the new light rail station. Parking will be located further away which may provide incentive for people to use public transport over private vehicles and multistorey parking will be replaced ground level parking lot to reduce land occupancy.
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HOPPERS CROSSING TRAIN STATION
NORTHBOUND BUS STATION
PLATFORM 1
PLATFORM 2&3
PLATFORM 4
SOUTHBOUND BUS STATION
PLAN
SECTION A-A
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NORTHBOUND BUS STATION
SECTION B-B
TRAIN STATION FACILITIES UNDER THE OVERPASS (e.g. ticketing machine, office & toilets, parkiteer)
SOUTHBOUND BUS STATION
0 2
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10m
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UNLOCK DEVELOPMENT POTENTIAL
CURRENT LAND USE There are large underutilized land around the station and the UGZ located at the south of the station will be redeveloped into new Werribee employment precinct. Moreover, there are underutilized land around the station as they are occupied by ground level parking lot.
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PROPOSED PUBLIC TRANSPORT NETWORK Ground level parking will be replaced by multi-storey parking so some land will be released for other development. Also, using “rail over� separation could unlock development potential under the overpass.
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PROPOSED LAND USE “Rail over� level crossing removal method separation could release the land previously occupied by rail and the space under the overpass could be used for other purposes, such as recreational and retail. Also, area around the light rail station could be developed into public plaza.
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STREETSCAPE REVAMP Since the road network and land use have been changed, the streetscape will include additional pedestrian space and bike lanes.
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PRINCES HWY
50kph
OLD GEELONG RD
50kph
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POTENTIAL LAND USE ALONG THE OVERPASS
SPORTS/ RECREATIONAL USE AROUND/ UNDER THE OVERPASS
NEW RESIDENTIAL ZONE
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NEW MIXED-USE ZONE
RETAIL USE UNDER OVERPASS
NEW MIXED-USE ZONE
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APPENDIX: SITE ANALYSIS
DATA COLLECTION
CASE STUDIES
LEVEL CROSSING AT HOPPERS CROSSING STATION Level crossing at Old Geelong Road has worsened traffic situation in the area, in particular peak hours. During the two-hour morning peak, 25 trains pass the level crossing and the boom gate is down for 31 minutes. The delays are less severe now than before V/Line began use the new line, but it is expected the waiting time would increase when new railway services are added to the timetable.
POOR WAITING EXPERIENCE here is one island platform with two faces, serviced by Metro Train’s Werribee line services. There are not enough weather protection, lighting and seating facilities at the station. Also, only a kiosk and toilet are there. This design doesn’t expect people to stay there long.
POOR GROUND LEVEL CONNECTIVITY There is only one access point to the station and has worsened the ground level connectivity. And the level crossing at Old Geelong Road often creates traffic congestion during peak hours.
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LX
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INTERMODAL TRANSFER
SINGLE ACCESS TO THE INTERMODAL TRANSFER HUB There is only single access to the transfer hub from the station. People often have to wait there to cross the level crossing to to the station.
Most of the intermodal transfer is located within 100m walking distance, and the furthest one is the car park in the westside of the station, which is within 200m walking distance. Car park (Northside of the station): 170 spaces Car park (Westside of the station): 370 spaces Bus: 7 bus routes Parkiteer: 150 spaces Taxi stand: 3 spaces Car drop off: 4 spaces
WAITING FACILTIES There are enough weather protection facilities at the bus stop. Although everyday there are considerable amount of people accessing the station, it feels deserted there. Also,there is only one zebra crossing at the bus terminal, and it is dangerous to walking around there. NOT MEETING WITH FUTURE NEEDS There are only 4 car drop off spaces. Sometimes drivers have to drop off at the bus bay as there are not enough spaces especially during morning peak hours.
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LX
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BUS NETWORK
Patronage percentage of bus in 2012:
Bus is the second major access method to the station after car. All the bus routes were scraped and the bus network was reorganized in 2013. So the train access survey done in 2012 by PTV is outdated and could not be used directly. However, by looking into the area that they serve and the patronage data, it could give a better understanding of the demographic structure of the passengers.
Bus 413: Laverton - Pacific Werribee SC via Hoppers Crossing Station (5.9%)
Buses serving Werribee and Tarneit area have higher patronage percentage than others. More people from these areas access the station.
Bus 416: Laverton - Hoppers Crossing Station (4.8%) Bus 436/437/445: Werribee - Hoppers Crossing Station (1.3%/7.9%/1.1%) Bus 442/444: Hoppers Crossing Station - Tarneit (2.2%/13.5%) Bus 448: Pacific Werribee Plaza - Manor Lakes SC (0.5%)
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Bus 153: William Landings Station - Werribee Station via Hoppers Crossing Station Bus 160: Hoppers Crossing Station - Tarneit Station Bus 161: Hoppers Crossing Station - Werribee Station
Bus 166: Hoppers Crossing Station - Wyndham Vale Station Bus 167: Hoppers Crossing Station - Tarneit Station Bus 181: Hoppers Crossing Station - Werribee Station Bus 498: Hoppers Crossing Station - Laverton Station 26
GROUND LEVEL CONNECTIVITY Poor ground level connectivity could be demonstrated by different scenarios and the reasons behind it could then be analyzed SCENARIO 1: Residents working in CBD; Catch citybound train during morning peak hours; Different modes of transport to train station
There is no pedestrian walkway from carpark to station. People have to walk through the car park which is dangerous. Car park is usually full before 8 and drivers have to park at the carpark next to the level crossing.
There’re only 3 drop off spaces. When they are full, people have to get off at the bus bay.
The level crossing separates the access point and the station, it often creates bottleneck and people have to wait there for quite long to cross especially during peak hours. 27
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GROUND LEVEL CONNECTIVITY SCENARIO 2: Residents finish working in city; Buy groceries nearby, then go home by driving/ bus
There is no proper pedestrian walkway from the station to the supermarket. People have to walk through the car park and driveway.
There is only one crossing at the level crossing. If people want to go to car park 2 from local stores, they are to cross main road first, then the level crossing and then cross main road again. This route is detrimental and not pedestrian friendly.
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5 MINS WALK D CBBD TOO C T
8 MINS WALK
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IBE
RR
WE
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GROUND LEVEL CONNECTIVITY SCENARIO 3: Mobility aid users go to hospital for regular checkup; Staff working at the hospital
Uneven crossing surface and flangeway gaps cause hazards for wheelchair and mobility aid users, housewives with big shopping bags and baby prams. There is insufficient warning times for slower moving pedestrian. Limited space sometimes inhibits passenger from moving safely through the crossing and accessing the platform.
Going to hospitals and universities in the south of the station has to pass through the arterial road, which involves crossing at least 4 sets of traffic lights. The journey is very detrimental and has long waiting time. 31
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13 MINS WALK
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GROUND LEVEL CONNECTIVITY SCENARIO 4: Residents driving to work everyday
Uneven crossing surface and flangeway gaps cause hazards for wheelchair and mobility aid users, housewives with big shopping bags and baby prams. There is insufficient warning times for slower moving pedestrian. Limited space sometimes inhibits passenger from moving safely through the crossing and accessing the platform.
Because of the boom gate of the level crossing at Old Geelong Road, sometimes it would cause traffic congestion in the arterial road. 33
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GROUND LEVEL CONNECTIVITY REASONS CAUSING POOR GROUND LEVEL CONNECTIVITY
Only one access to the station
Level crossing at main road causing traffic congestion and creates hazard to users
Non pedestrian friendly design around the station
Too many traffic lights at the arterial road which causes traffic congestion and not pedestrian friendly 35
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LAND USE AROUND THE STATION
2017
Large area of UGZ located to the south of the station will be developed into Werribee Natiomal Employment and Innovation Cluster. However, there are still large area of underutilized land around the station as they are used as ground level parking.
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2050
The new Werribee National Employment and Innovation Cluster will be a mixture of hospital, education, business and residential use.
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FACTS & STATISTICS ESTIMATED POPULATION GROWTH In 2016, the total population of Hoppers Crossing was estimated to be 38134 people. It is expected to decrease by over 418 people to 37716 by 2036. While in Point Cook, the population is estimated to increase by over 20685 people to 71301 by 2036 when compared to 50616 people in 2016. The population growth would be contributed by the development of the UGZ in Point Cook and the proposed Werribee employment.precinct.
WORKER’S PLACE OF EMPLOYMENT Wyndham North (includes Hoppers Crossing) and Wyndham South (Point Cook) provide the most number of jobs in the area, where major employment centres are located. The information will assist in planning and advocacy for public transport provision. 46.6%
53.4%
People who worked in the City of Wyndham also lived in the area People who worked in the City of Wyndham not lived in the area 39
Methods of travel to work Methods of travel to work Methods of travel to workTrain Train ESTIMATED POPULATION GROWTH Bus Methods of travel to work 1% 1% 0% Taxi 1% 12% Train Methods of0% travel to workBus 7%1% 1% 12%1% 1% 0% Taxi 1% 7%1% Car - as driver
Bus Car -- as Train Car as driver passenger Taxi Train Train Car as passenger Bus Truck Car as driver Bus Bus Truck Taxi Motobike Car as passenger Taxi Taxi Motobike Car - as driver Bicycle Truck Car -- as Car as driver driver Bicycle Car - as passenger Walked only Motobike Car Car - as as passenger passenger Walked only Truck Other Bicycle Truck Truck Other Motobike Walked only Motobike Motobike Bicycle Other Bicycle Bicycle Walked only Walked Walked only only Other Other Other
1% 0% 1% 12% 1% 0% 1% 7%1% 1% 0% 1% 1% 0% 1% 12% 7%1% 1% 1% 0% 1% 1% 1% 12% 1% 0% 1% 7% 12%1% 0% 7%1% 1% 0% 76% 1% 0% 76% 76% 76% 76% 76%
The commuting statistics reveal the main modes of transport by which residents to get to work. Residents prefer private vehicles over public transport in general. Among all the public transport, train is the main method. Commuting data is very useful in transport planning as it informs the availabiltiy, effectiveness and utilization of local transport. Nearly 50% of residents live in the City of Wyndham and work in that area, however majority of people prefer driving to work over using public transport. If the government wants to promote 20-minute neighbourhood, the public transport network has to improve to attract people to choose it over private vehicle. Also, planner should consider whether the design of the public transport facilities affect the choice of the commuting method.
Title ChartChart Title
ACCESS METHOD TO THE STATION
Car
Car
Bus
Bus
Cycled
0.60%
Cycled
16.40%
Other
0.60%
Other
Car
Walked all the way
Walked all the way
45% 37.40%
Bus
As expected car has the highest share of access mode to the station (45%), and bus comes second with 37.4%, 8% less than than car. Probably because Hoppers Crossing is one of the major bus transfer hub in the western suburbs with 7 bus routes serving the station.
Cycled Other Walked all the way
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CASE STUDIES QUEENS QUAY, TORONTO Queens Quay is a prominent street in the Harbourfront neighbourhood of Toronto. The street was originally commerical with limited public space. The city closed two car lanes, replacing with light rail, bike lanes and additional pedestrian space. The experiment resulted in an improved public realm, more visitors to the waterfront area, and various development.
HONG KONG HOUSING DEVELOPMENT In Hong Kong, the Mass Transit Railway Company invests in residential development in adjacent with railway network. Hong Kong is a densely populated city so public transport is more preferable over private vehicles. Although western suburbs in Victoria are significantly less populated than Hong Kong , the development pattern could be studied to see how public transport would have positive effect on land use along the network.
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REIMAGINE HOPPERS CROSSING STATION 2017/S1 MSD STUDIO 35 : WESTERN SUBURBS TRANSPORT STUDIO RENA LI 583008 Contact: renali0911@gmail.com