1. Active
Transport
Analysis:
Robina Light
Rail Station
Catchment

2. Page of2 20
Table of Contents
1. Introduction - 03
2. Site Analysis of Proposed C Line Station Catchment - 04
3. Urban Walkability Ped Shed Analysis - 09
4. Recommendations for Proposed C Line Station - 11
5. Conclusion - 18
Conducted by Nicholas Andrews, Raquel Owen
and Lukas Southorn for Bond University on
February 16, 2016.

3. 1. Introduction
During the late 1970’s and 80’s the Gold Coast became the hotspot for an
increased demand in housing permanent residents, and made an urban planning ‘pivot’
to accommodate this change. What resulted thirty years later is a series of disconnected
suburbs and zones, a renewed vigour of the local population for affordable housing and
an increase in want for automobile transport alternatives. It could be said that on the Gold
Coast, the master-planned community rules supreme, and, particularly in the case for
Robina, is in need of serious reform to the existing transport infrastructure.
As it is outlined by Dr. Daniel O’Hare, ‘Robina has been gradually developing… as
an 1850 hectare master-planned community for approximately 25,000 people. Currently,
the major component of Robina’s town centre is a large shopping centre, which opened in
1996,’ (O’Hare, 2008) and has recently been refurbished.
It looks and feels like mid-twentieth century suburbia, and again, to quote the
writings of O’Hare, falls victim to ‘separation of land uses, large areas of mainly low
density detached residential dwellings on large lots, road hierarchies, streets designed
more for individual cars rather than for pedestrians, cyclists and public transport, and
local centres and the major shopping centres designed primarily for access by car, with
other modes of transport being secondary.’ (O’Hare, 2008)
A natural, cost effective and sustainable recommendation would be to extend the
existing G-Link infrastructure to meet the Robina demand, and as such, becomes the
premise of this presentation.
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4. 1. Density
Measuring density is an important step to consider when planning developments
(Landcom, 2011). A measure of density surrounding a proposed development acts to
ensure objectives laid out for the project are met (Landcom, 2011). Density is an
important tool when designing sustainable urban areas (Landcom, 2011).
There are numerous measures of density ranging from residential, population, and
even activity density (Landcom, 2011). Residential density acts to measure “the
concentration of dwellings in a given land area” (Landcom, 2011. p. 6). While population
and activity density focus on the “concentration of people” (Landcom, 2011. p. 6).
This report will address population density within the walkable catchment of the
proposed Robina light rail station on Cheltenham drive, east of Glenside drive.
1.1.Population Density
Population density was calculated using the equation below.
Residential Density x Occupancy rate = Population density (Landcom)
The population density for the walkable catchment area was calculated to be 15.5 people
per hectare.
2. Mixed Use
Adelaide city council (2010) defines mixed use space as, “development which
comprises a mixture of two or more land uses, either comprised within a single building
(horizontally or vertically) or multiple buildings of different uses within a distinct
development site” (Adelaide City Council, 2010. p. 9). Mixed use space offers benefits to
a range of stakeholders including, developers, investors and the public (Adelaide City
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2. Site Analysis of Proposed C Line
Station Catchment

5. Council, 2010). Mixed use space also has the potential to result in environmental benefits,
particularly modern mixed use developments that can incorporate green technologies
within he design (Adelaide City Council, 2010).
The area surrounding the proposed Robina light rail station was assessed for any
mixed use space. The assessment of the surrounding area yielded no results for mixed
use space. However it was identified that the current commercial buildings within the
area, offer potential for redevelopment into mixed use space.
3. Connectivity
The proposed Robina light rail station falls within a prominent residential area with
limited commercial space within a walking distance. The commute from the proposed
Robina light rail station area to down town Gold Coast is a 20 minute car ride, 31 minute
bike ride or 60+ minute walk. As such the Robina area is heavily reliant upon cars as the
main mode of transportation.
An existing bus station is currently located in close proximity to the proposed
Robina light rail station. This would allow for the proposed area to become a high
functioning transport node within the Robina area. Allowing commuters quick, ease of
access to various modes of transportation.
The proposed location for the Robina light rail station offers great potential to act
as a prominent transport node connecting all major infrastructure within the Robina area.
The location of the proposed station is almost equally distanced from the heavy rail
network (1.1km), Robina Town Centre shopping precinct (1km) and the Education Node of
Bond University (1.5km) (Free Map Tools, 2015).
However, in terms of convenience to commuters accessing the Robina Education
node (Bond University). The current and even proposed upgrades in the form of the light
rail station remain disconnected from the Robina education node due to location. The bus
routes from the Cheltenham drive east of Glenside drive station to Bond University,
currently requires commuters to transfer buses at another station and walk anywhere from
300m to 1km. Although the proposed Robina light rail station will connect commuters
from surrounding gold coast suburbs to the Robina area via the existing light rail network;
it fails to provide a convenient connection point in its proposed location, if no upgrades
other than the light rail network itself where made within the area.
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6. 4. Public- Private Interface
Public- private interface refers to the orientation of building facades to the walking
paths/ roads. An example of this is best described as a shop having its frontage facing
out towards the main street, rather than the back façade (Dovey, Wood, 2011). This acts
to create an inviting space for pedestrians and promotes the shop in the best possible
way. Similarly, pedestrian/ cycling paths that are oriented around the frontages of
properties create the sense of a more inviting, connected neighbourhood. It also acts to
create a sense of security when traveling in the evening or early hours of the morning
(Dovey, Wood, 2011).
Surrounding the proposed light rail station, front and back facades of buildings
face the pedestrian/ cyclist routes. Majority of pedestrian/ cyclist routes are met with
building frontages. However the prominent façade at the current bus station (and
proposed light rail station) is of privacy screening, acting as a division between the
residential area and the main road. Which creates a sense of disconnectedness for
commuters, pedestrians and cyclists who frequent the area.
5. Active Frontages
Lake Macquarie City Council (2011) defines active frontages as, “a street frontage
that enables direct visual and physical contact between the street and the interior of the
building. Clearly defined entrances, windows and shop fronts are elements of the building
façade that contribute to an active street frontage” (Lake Macquarie City Council, 2011. p.
2).
The active frontage within the walkable catchment area surrounding the proposed
light rail station is minimal. Currently the only active frontage within the area belong to a
medical centre containing a pharmacist, doctor, dentist and also a takeaway Thai
restaurant.
6. Shade and Shelter
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7. Consideration of local climate is an important aspect of urban planning.
Incorporating shade and shelter is vital to designing inviting and functional pedestrian
areas. The site of the proposed light rail station features ample foliage shelter around the
periphery of the catchment. The current bus stop also offers protection from the elements
with a small bench covered by a shelter. However the majority of the walkable area within
the site is completely exposed to both sunlight and adverse weather conditions.
(See recommendations)
7. Effect of Slopes
Light rail networks are designed to operate on flat low gradient surfaces. However,
light rails trams are capable of traversing inclines as steep as 12% (this percentage may
fluctuate depending on design elements) (Light Rail Now, 2006). Stations positioned on
steep inclines require unique considerations to the design and where possible should be
avoided (Light Rail Now, 2006).
The site of the proposed Robina light rail station is at the base of a steep incline.
As such, this may present a challenge for planners. Other options may need to be
considered such as a tunnel under the hill to make the Cheltenham drive/ Glenside Drive
light rail station feasible.
(See recommendations)
8. Width and Quality of Pedestrian Pavement
Pavement quality and width increases the aesthetics and functionality of an urban
space. Wide pathways that easily accommodate for the elderly, people with disabilities
and people with young children and/or strollers increases the attractiveness of walking.
On the southern side of Cheltenham drive there is a multidirectional shared bike
lane which also serves as pedestrian access. This pathway is in good condition however
the debris covering path from surrounding foliage would present a hazard to skateboards
and potentially cyclists. It is evident that the pedestrian pavement on the north side of the
road has not been replaced for some time and could pose a hazard for some pedestrians.
(See recommendations)
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8. 9. Pedestrian Crossing Conditions
When assessing the walkability of an area, the comfort, safety and functionality for
pedestrians is vital. Pedestrian crossings come in numerous forms such as, zebra
crossings, pedestrian traffic signals, pedestrian refuge islands etc. (NSW Government,
2015). Zebra crossings have a unique role in urban walkability in that they act to provide
immediate right of way to pedestrians.
The proposed site has a zebra crossing allowing for quick and easy access
between the north and south side of Cheltenham road. Pedestrian refugee islands are
positioned to allow for crossing between the east and west side of Glenside drive on both
the north and south sides of Cheltenham Drive. As this is a highly frequented road and
roundabout during peak hour pedestrians and cyclists my struggle to cross quickly and
safely using the pedestrian refuge islands.
10.Night-time Conditions
A less than optimal walkable catchment becomes far worse during night-time
conditions as visibility decreases. Adequate lighting is just one factor to consider within
urban design to create spaces pedestrians and cyclists feel safe in at all times.
Whilst the main road at the site is well lit with street lights, the surrounding
residential areas within the walkable catchment is quite dark at night. Multidirectional
cycling and pedestrian paths are concealed from road view in some areas. Poor lighting
and limited visibility in places fails to create a sense of security for night-time walking or
cycling.
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9. Providing validity to what is essentially theory, utilisation of the walkable
catchment technique is required to further analyse the variables at play at the target
location.
Outlined in detail, the walkable catchment, or ped-shed technique present in
the Western Australian Planning Commissions, Liveable Neighbourhoods, Draft of 2015,
seeks to demonstrate the technique to analyse the theoretical walking distance from any
centre in comparative form to its actual walking distance.
Simply, ‘the walkable catchment is a technique for comparative evaluation of
how easy it is to move through an urban area in order to get to and from these centres or
facilities.’ (Western Australian Planning Commission, 2015.) As it is recommended by the
outlining document, ‘the higher the percentage of the theoretical area, the better the
walkability and energy efficiency of the urban area. A good target for a walkable
catchment is to have 60 per cent of the area in a five-minute walking distance.’ (Western
Australian Planning Commission, 2015)
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3. Urban Walkability Ped
Shed Analysis

10. An analysis of 100 Cheltenham Dr found that the area was limited in its
capacity to facilitate the needs of pedestrians, but instead prioritised the flow of regular
automobiles. The initial map indicates in blue both the 400 meter radius outlined by the
circle, and the viable routes pedestrians can use. As it will be discussed later in depth, the
routes are disconnected, make poor use of natural greenery, and flow off the one major
arterial street, Cheltenham Dr.
The second map outlines the residential lots within the 400 metre radius as
shaded in as purple. It promotes the image of medium-high density living, comprising of
majority one or two story homes, terrace houses and middle range suburban bungalows.
An important factor to be analysed here is at the time of this Ped-shed analysis, the zone
has not yet reached its capacity. Under construction now are more expensive residential
properties, under the umbrella of Bountanique, which will increase active frontages onto
Cheltenham Dr and greatly increase the density of the area. The development utilises one
access road, which runs off Cheltenham, and prides itself on accommodating houses of
the future, green eco living, and ‘bang for your buck.’
The final map is a combination of all three variables and was the final model
utilised to calculate the walkable catchment zone. This was calculated in simple steps:
· First, using a grid of relative hectares, appropriately scaled, calculation of the
approximate area of land that held residential lots, shaded in purple.
· Second, calculation of the area within the 400m radius that held no active lots.
· Discounting the squares that fell outside the 400m radius, and dividing the number
of active lots by the number of remaining grids, it is possible to reach an approximate
calculation of the actual area within the radius that would be reachable in a ten minute
walk.
The results concluded that the percentage of the theoretical walking area came
to be 0.398%, in which a good target for a walkable catchment is to have 60% of the area
in a five minutes walking distance.
The results from this analysis give statistical data to back up future
recommendations, which will be discussed upon the conclusion of the presentation.
As well as this, the utilisation of a Sidewalks and Streets Survey to further
analyse the effectiveness of walkways for the pedestrians of Cheltenham Dr seeks to
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11. compliment the empirical date . This concluded that the overall rating of the survey area
was good, in the sub-sections of:
· Mapping the Walk Audit
· Crossing Streets and Intersections
· Sidewalks
· Driver Behaviour
· Safety
· Comfort and Appeal
Major drawbacks included a sharp incline directly after the Thorngate St roundabout, in
which the feasibility and comfort of pedestrians is neglected.
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4. Recommendations for
Proposed C Line Station

12. Recommendation No. 1
Prioritise the C Line station’s intermodal connectivity
Intermodal connectivity refers to the quality of direct links between different forms
of transport and is an essential feature of a functional public transport network (Transport
Demand Management Encyclopaedia, 2008). Poorly connected transport networks that
fail to easily link their transport nodes can deter commuters from using public transport,
thus encouraging them to utilise private cars (Healthy Places And Spaces, 2009).
Conversely, excellent connectivity deters the use of cars, and instead encourages the use
of multiple forms of sustainable and active transport (Healthy Places And Spaces, 2009).
Furthermore, efficient connections in transport systems have a direct positive impact
upon a city’s economic productivity, as people have far greater access to business
centres, educational nodes and local retail markets (The Department of Infrastructure and
Transport, 2011). It is therefore evident that excellent intermodal connectivity is a vital
attribute of the proposed C Link station. A number of features are recommended in order
to achieve this.
The station development should involve improved cycle cycle lanes on Cheltenham
Drive, particularly between Robina Parkway and Peach Drive. The existing bike path in
this area is a multidirectional shared footpath on the south side Cheltenham Drive. This
should be replaced with segregated omnidirectional bike lanes on either side of
Cheltenham drive, so as to reduce the risk of collisions between cyclists and pedestrians.
Additionally, the station should include ample bicycle parking. This would ensure that
residents of the surrounding area who live outside of the walking catchment can cycle to
the station safely and efficiently, then park their bicycle at the station and resume the rest
of their journey on the light rail.
Currently, two bus stations exist on either side of the intersection of Cheltenham
Drive and Thorngate Drive. As part of the station development, these bus stations should
be integrated with the C Line station, as seen at the Pacific Fair light rail station. This
would ensure greater ease for commuters who are connecting from the C Line to local
bus lines by reducing the walking distance between stations, as well as reducing the
exposure to inclement weather. Pedestrian connectivity to the station could also be
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13. improved for those living within the walkable catchment by introducing green link
walkways and by installing traffic lights at pedestrian crossings. Currently, pedestrians are
only provided with one lined crossing on Cheltenham Drive within the walkable
catchment. More frequent crossings and traffic signals would increase connectivity and
improve safety.
Prioritise the C Line station’s intermodal connectivity
Goal To design a tram station that connects directly with other modes
of transport
Recommendations Secure bike parking and improved cycle lanes
Integrated bus stations
Green walkways and improved pedestrian crossings
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Bike parking at
Amsterdam Central
Station

14. Recommendation No. 2
Protection from inclement weather conditions
It is highly recommended that the proposed C Line station incorporates design
elements which protect commuters from inclement weather. A 2014 study of daily bus
ridership in Brisbane concluded that increased precipitation negatively impacts upon the
number of commuters using local buses (Kashfi, 2014). These commuters opted for
private motor vehicles so as to minimise contact with precipitation (Kashfi, 2014).
So as to maximise usage of the C Line and it’s connected public transport
networks, the proposed station should feature substantial shade structures in order to
offer shelter during precipitation and respite from the sun. This shade should extend
beyond the platform itself, and should be complimented by natural shelter in the form of
trees along pedestrian walk ways. This will ensure that commuters are offered maximum
protection when accessing the station. Increased numbers of trees in the walking
catchment will also provide wind buffers. The station platform should also feature drinking
water facilities, to ensure that commuters can remain hydrated during journeys on hot
days.
Protection from inclement weather conditions
Goal Ensure the maximum level of comfort for commuters in any given
weather conditions
Recommendations Effective shelter for sun and rain protection
Drinking fountains
Landscaping to act as winder buffer
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Effective public
transport station shelter

15. Recommendation No. 3
A safe environment for commuters and their property
A general feeling of safety is integral in ensuring the high usage of a public
transport network. An 2014 survey conducted by NRMA indicated that 38% of
respondents in Sydney indicated that they don’t feel safe at certain stations during certain
times of the day, and only 13% of respondents feel that safety is improving on station
platforms (O’Rourke, 2014).
Implementing mixed use development in the walkable catchment surrounding the
proposed station would effectively enhance the feelings of safety for commuters
(Adelaide City Council, 2010). Mixed use development seeks to combine different land
uses, ensuring that people are drawn to areas for different reasons at different times of
day ((Adelaide City Council, 2010). In conjunction with mixed use development, intelligent
lighting design can ensure high visibility for commuters, thus further increasing the safety
for individual passengers.
Aside from the safety of commuters themselves, the safety property must be
addressed. In October of 2015, several bicycles were vandalised whilst they were parked
at the Pacific Fair G Link station (McElroy & Kinbacher (2015). In planning the proposed C
Link station, it is imperative that all bicycle parking is clearly visible from the road, and is
not enclosed, so that vandals do not have the privacy to damage commuter property.
A safe environment for commuters and their property
Goal Maximise the security of the proposed station to ensure peace of
mind for patrons
Recommendations Visible bike racks
Ample lighting
Intensification of mixed use facilities surrounding the station
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16. Recommendation No. 4
A visually compelling transport node
It is highly recommended that art takes a primary focus in the development of the
proposed C Line station. Global transport development in cities such as London, New
York, Chicago and even Sydney have proven that community engagement with artistic
elements of public transport stations carries a wide range of benefits (Well Village, 2006).
These benefits include a decrease in crime and vandalism and an increase in patronage
and social interaction in stations (Well Village, 2006).
Accordingly, it is important to involve local artists and community members in the
final stages of the stations construction. Local sculptors should be commissioned to build
station signage, such as that seen in the Paris Metro, local schools should contribute to
murals in the the station and walkable catchment and the surrounding residents should
be involved in planting a community garden as part of the catchment’s greater
landscaping development.
A visually compelling transport node
Goal To enhance the light rail experience and increase patronage with
an aesthetically pleasing station
Recommendations Art and sculptures
Community gardening incorporated in catchment landscaping
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Paris Metro entrance
sculpture

17. Recommendation No. 5
Encourage social interactions and cultural engagement
The final recommendation for the C Line station is that mixed use development be
introduced to the walkable catchment. Mixed use development integrates land usages to
boost local economies, increase foot traffic at varying times of the day and add vibrance
to local neighbourhoods (Adelaide City Council, 2010). For the proposed C Line station,
mixed use development in the station itself and the surrounding area are specifically
recommended so as to improve the social aspect of commuting and to increase cultural
engagement.
The station development should intensify Cheltenham Drive’s medical precinct so
as to include nightlife venues, restaurants and small businesses. These facilities would be
easily accessed by the new C Line and will serve as mixed use destinations for the
surrounding residents. Additionally, the station itself should feature a variety of mixed use
facilities. For example, coffee carts and food markets would provide commuters with the
opportunity to engage socially with other patrons and improve the quality of their journey,
thus potentially increasing ridership. A newspaper vender and small book store will
provide an intellectual node within the transport centre and could serve as a site for social
capital development. Finally, mobile phone charging facilities and free public wifi would
further improve the quality of commuter journeys, yet would also provide a valuable
service for local residents who do not have internet access in their own homes
Encourage social interactions and cultural engagement
Goal To improve the quality of the commute through mixed use
development
Recommendations Hospitality venues such as coffee carts, market stalls and nightlife
venues
Small businesses
Newspaper stands, mobile phone charging facilities and wifi on
the platform
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18. With careful consideration of the recommendations and further investment into
upgrading the area and infrastructure surrounding the site, Cheltenham Drive, East of
Glenside Drive is a feasible location for the light rail station.
The benefits to the Robina community and greater Gold Coast region are plentiful.
The connectivity created between the education node, heavy rail network and shopping
precinct will further diversify and increase the desirability of the surrounding Robina area.
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5. Conclusion

19. Adelaide City Council, (2010). Guide to Mixed Use Development. Retrieved: http://
www.adelaidecitycouncil.com/assets/documents/ACC-DIGS-mixed-use-development-
guide.pdf
Dovey, K., Wood, S., (2011). Public/Private Interfaces in the Inner City: Types,
Adaptions, Assemblages. Retrieved: http://soac.fbe.unsw.edu.au/2011/papers/
SOAC2011_0220_final(1).pdf
Healthy Places And Spaces (2009). Connectivity and Permeability. Retrieved:
http://www.healthyplaces.org.au/userfiles/file/Connectivity%20June09.pdf
Kashfi, S. (2014). Adverse Weather Effects on Bus Ridership. 26th ARRB
Conference, University of Queensland.
Lake Macquarie City Council, (2011). Development Control Plan. Retrieved: http://
www.lakemac.com.au/downloads/Attachment%2013%20with%20Report
%20STRAT070211SR_3.PDF
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crime-court/a-group-of-hoodlums-leave-commuters-in-tears-at-broadbeach-light-rail-
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O'Hare, D. (2008). Missing the Gold Coast train? The interaction between private
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