81985 figure 1 figure 2 figure 3 figure 4 http://upload.wikimedia.org/wikipedia/en/thumb/b/bd/World_Bank_Logo.svg/181px-World_Bank_Logo.svg.png figure 5 URBAN DESIGN CONCEPTS In Support of Sustainable Urban Transport Corridor Development Prepared by Hansen Partnership pty ltd in Association with World Bank November 2012 2 Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development www.hansen-online.com.au Contents page heading XXXXXXXXX Introduction Section I - Urban Design Concepts Transit Oriented Development (TOD) 6 Corridor Movement Hierarchy 8 Modal Share 8 Bus Priority Design Features 10 Bus Priority 10 Route Design 12 Stop Design 13 Shelter Design 14 Identity and Branding 15 Passenger Information 16 Sustainability 17 Pedestrian Oriented Design (POD) 18 Pedestrian Amenity Options 19 Cyclist Amenity Options 20 Processes 21 Resources 22 Section II - Case Study: Wusixi Lu Transit Corridor in Xining Executive Summary 24 Case Study 27 Presentation 28 source: www.zf.com 3 Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development www.hansen-online.com.au Introduction Notions of urban prosperity and modernity have always been In its collaboration with different Chinese cities on urban In a second section, the application of these concepts in closely associated with urban form and transport. The skyline transport matters, the World Bank has promoted the one of the Bank’s integrated transport corridor management of a city, the presentation of its buildings, streets, parks implementation of an integrated corridor management projects is presented, through the end-product of an urban and public spaces, are all essential aspects of how a city is approach, in which improvements to public transport design workshop conducted in support of the Qinghai conceived by its residents and non-residents looking from afar. infrastructure and services are paired with enhancements – Xining Urban Transport Project. Combined, these two In similar fashion, the way people move about the city—be it to walking and cycling amenities, traffic management, and sections exhibit the theory and practice of incorporating cars, transit, walking or cycling—is also an essential aspect traffic safety, to build on synergies in the delivery of more urban design to improve transport efficiency and of how a city is understood and categorized by locals and efficient, safer and environmentally friendly urban transport. sustainability. visitors. Since economic reforms were first introduced in the The logic behind this approach is that the provision of public China’s rampant urbanization pace is expected to continue late 1970s China has experienced an unprecedented process transport services on its own does not achieve changes in fuelled by new waves of rural-urban migration. If current of economic development, and the transformation of its urban transport practices. Instead, a more comprehensive trends continue, the World Bank estimates that Chinese cities is a testament to that process. New economic power approach is necessary to ensure that sustainable transport cities will add roughly 13 million inhabitants every year for is manifested in rapidly expanding urban areas, densified modes are more attractive to users than cars. For instance, the next two decades. As Chinese cities—small, medium urban centres, rising skyscrapers, and new expressways and public and non-motorized transport need to be supported and large—prepare themselves for this incoming rush multilevel interchanges. with priority allocations in terms of infrastructure and traffic of new inhabitants, it is crucial that they consider this As Chinese cities began to grow in size, the initial approach to signals. Similarly, urban design needs to yield environments moment as an opportunity to build innovative new urban address transport demand was to follow the model of many that are more supportive of walking, cycling, public transport environments based on the lessons and mistakes of other cities in industrialized countries and provide increasingly more use, and the overall formation of a more liveable city. cities around the world. Concept like TOD and POD represent and more facilities for private cars—e.g. widened roads, new This publication focuses on that last topic—the role of the best practice in terms of promoting livable cities and expressways and multilevel intersections—at the expense urban design in improving transport efficiency and urban sustainable environments. of public transport and non-motorized transport. However, sustainability. Building on experiences and knowledge from as suddenly Beijing, Shanghai, Chongqing and other major cities all around the world, the publication showcases a cities began to look more like the cities of Europe or North series of urban design and city planning concepts that America, they too began to experience the problems of traffic will play a key role in the successful implementation of congestion and transport inefficiency that are the hallmark of the integrated transport corridor approach in China. These many western cities. In response to this growing problem, in considerations apply to both, corridors in consolidated the last decade or so, the National Government has promoted areas of a city, and corridors in new development areas. the improvement of urban public transport services as a In the first section of the publication, the rationale behind national policy priority. Many cities have invested heavily in different urban design concepts such as Transit-Oriented their public transport systems, buying new buses, and building Development (TOD), Bus Priority Design Features and bus rapid transit and urban rail systems. Yet, in many instances Pedestrian Oriented Design (POD) is discussed in detail. public transport has failed to increase its modal shares, while traffic congestion and pollution have worsened. 4 Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development TRANSIT ORIENTED DEVELOPMENT www.hansen-online.com.au Acknowledgement This report was prepared by Hansen Partnership pty ltd and World Bank Task Team . Participating Agencies from the Provincial Mission Team: Government of Qinghai and the Municipal The World Bank Government of Xining: Mr Fang Ke Provincial Finance Bureau Senior Urban Transport Specialist/ Task Team Leader, Provincial Development & Reform Commission The World Bank Xining Development & reform Commission Mr Jean Paul Velez Transport Specialist, The World Bank Xining Finance Department Ms Zhao Xi Xining Construction Department Transport Specialist, The World Bank Xining Planning Department Ms Ren Shuai Xining Transport Department Transport Specialist, The World Bank Xining Land Acquisition Department Ms Qin Jiayu Chengtong Investment Company Transport Specialist, The World Bank Xining Bus Company Project Management Office International Experts Mr Craig Czarny Director of Urban Design, Hansen Partnership Mr Steve Schutt Director of Landscape Architecture, Hansen Partnership Mr Nigel Ashton Consultant Transport Planner and Traffic Engineer 5 Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development www.hansen-online.com.au page heading XXXXXXXXX Section I Urban Design Concepts 6 Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development TRANSIT ORIENTED DEVELOPMENT www.hansen-online.com.au Transit Oriented Development (TOD) Urban Design Concepts Transit Oriented Development (TOD) is an internationally encourage linear consolidation of activity some 400m to The intensification of mixed - use developments along acknowledged urban planning model that is built on the either side of existing or possible future public transport transit corridors are also designed to maximise access principle that land investment and redevelopment follows corridors. Where public transport routes intersect or end, to public transport. Through facilitating better connection major transit corridors. Transit Oriented Development there is also the opportunity for further consolidation and between pedestrian and cyclists to public transport by is not a new notion. Cities globally demonstrate how substantial investment and redevelopment. improving the public realm experience, ‘Transit Oriented commercial activity typically follows main road corridors or Development’ and ‘Pedestrian Oriented Design’ encourage To deliver Transit Oriented Development, a suite of railway or tramway lines. Transit Oriented Development in a more sustainable and competitive transportation options strategic planning tools are recommended to address the the 21st century is more complex in that it encourages a for growing urban centres. following: higher density and intensity of development and a mixture of land uses alongside and around public transport routes, The strategic location of TOD sites; interchanges and terminals. The appropriate urban forms, land use mix and As opposed to the typical urban model of a centralised city densities; form or the alternative of dispersed activity nodes within Consideration of urban for and structure adjacent to an urban system, Transit Oriented Development seeks to transit corridor to maximise activity and investment. Identify strategic transit corridor location Introduce rapid transit system Intensification of development potentials along transit route Facilitate better pedestrian/ cyclists accessibility & improve Encourage sustainable urban growth and regeneration public realm experience through ‘Pedestrian Oriented Design’ TRANSIT ORIENTED DEVELOPMENT 7 Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development www.hansen-online.com.au Principles Urban Design Concepts The key principles of Transit Oriented Development are: Include high quality civic spaces (e.g. Small parks or Examples: Curitiba in Brazil & plazas) as organizing features and gathering places for the Balston Corridor in Arlington, USA. Create a compact development within easy walk of public transit and with sufficient density to support neighbourhood; patronage within a preferred radius of 400-800m of Encourage a variety of housing types with higher densities In summary: walkable distance. near transit facilities available to a wide range of users; Transit Oriented Development (TOD) is the Ensure improved access to and cross connections Incorporate a vertical mix of uses including retail functional integration of land use and transit with transit routes at regular intervals; and offices at ground level with housing above; through the creation of compact, walkable, mixed Align public transport routes to connect with Recognize that all TODs are not the same each use communities within walking distance of transit and integrate successfully with potential development is located within its own unique context and corridors or nodes. development precincts; serves a specific purpose in the larger context; TOD brings together people, jobs, and services and Make the pedestrian the focus of the development Extend transit services to new and existing high density is designed in a way that makes it efficient, safe, strategy without excluding other modes of movement; residential developments, major employment areas convenient and attractive to travel on public transport and major concentration of health services, shops in a sustainable way. Attract investment and redevelopment on key sites along and around transit route and transit stops; and education; Ensure compatibility and connectivity with surrounding Plan a safe, coordinated and multi- modal transportation neighbourhoods; system on the basis of existing and future development needs and travel patterns. Curitiba, Brazil Rosslyn – Ballston Corridor, Arlington, USA Typical TOD Arrangements 8 CORRIDOR MOVEMENT HIERARCHY Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development www.hansen-online.com.au Corridor Movement Hierarchy Modal Share Corridor Movement Hierarchy Urban Design Concepts high high Daily, millions of trips take place within a city’s road network, all varying in origin, destination, purpose, mode, among many other features. The establishment of a road hierarchy system recognises the need to find a balance in efficiently serving all these different travel demands. The classic road hierarchy system classifies roads according to criteria the movements that they serve, from short neighbourhood freight travel, to inter-district travel, and beyond. This classification car transit is a practical tool for traffic management, providing: cyclist Consistency to resolve traffic management conflicts; pedestrian low low local road bus priority arterial Necessary steps to make the road system safer for all types of users; Proper recognition of both traffic service and local amenity where conflicts may occur; Local Roads Bus Priority Arterial Clear statements of priority for different types of vehicles. These roads provide direct access to properties and should These are higher capacity roads in the city, connecting Moreover, understanding that roads play numerous non- be of low speed, primarily for local/ in-neighbourhood key neighbourhoods and districts with high travel demand transports functions, a road hierarchy allows that those travel, where the priority facilities are given to pedestrians patterns. Bus priority is given to ensure efficient people functions are better protected and stimulated, while and cyclists. movement. achieving better urban distribution and functionality. City districts, neighbourhoods, are more clearly defined by the presence of a road hierarchy. Similarly, public amenities, such as parks, museums, hospitals, shopping areas, etc, can be better located in relation to a clearly defined road hierarchy. In selecting a road for a bus priority corridor, road hierarchy needs to be put in consideration. The road logically needs to provide an efficient connection between key areas in the city and have the capacity to support busy bus operations. Beyond transport, the road needs to offer different amenities that attract travel, or at minimum the potential to be able to develop such amenities in the future. The classes of roads that should be defined are as follows: Amsterdam, the Netherlands South Road – Xian, China CORRIDOR MOVEMENT HIERARCHY 9 Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development www.hansen-online.com.au high high high Urban Design Concepts criteria freight car transit cyclist pedestrian low low low principal arterial secondary arterial motorway Principal Arterials Secondary Arterials Motorways These roads are alternative high capacity roads. Their main These roads provide for faster in-neighbourhood travel, Motorways are defined as being roads that have limited function is to carry large volumes of inter-district traffic. and supplement principal arterials in providing for inter- points of access, have grade/ separated interchanges and district travel. whose function is to serve large volumes of regional traffic, including freight trucks, regional bus services and private motor vehicles. Hoddle Street – Melbourne, Australia Riversdale Road – Melbourne, Australia Central Motorway Junction – Auckland, New Zealand 10 BUS PRIORITY DESIGN FEATURES Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development www.hansen-online.com.au Bus Priority Design Features Bus Priority Urban Design Concepts The notion of a bus priority system is a simple one, however On the next page (page 11), the different levels of bus it can be realised in a number of different ways. The priority are presented. Defining the level of bus priority purpose of a bus priority system is to ensure that buses awarded should be determined based on demand, and the are provided all the necessary amenities to move people urban development patterns that want to be promoted on efficiently along a transit route, irrespective of the effect the corridor. that granting such priority may have on travel by private car, motorcycle, or other motorized modes. Different urban systems can accommodate for varying degrees of bus priority. New urban development areas can be conceived to award anything from a dedicated bus lane to a full-fledged bus-rapid transit system with segregated lanes and other specialised infrastructure. Existing urban areas are more challenging as they are required to integrate bus priority facilities within an existing (in use) carriageway and road reserve. Depending on the bus priority system in mind, this can mean anything from reducing the road space available to private vehicles, to completely banning private vehicle movement on the chosen road. BRT ticketing system – Bangkok, Thailand BRT Bus and Station – Guangzhou, China Principles The following bus priority principles are common across the spectrum of different bus priority options: Ensure that clear movement of buses along the route is unimpeded by other modes of transport; Ensure ease of access for public transport users to the bus network with regularly spaced stops and terminals; Provide the opportunity for linkages and connections between bus routes and other public transport modes at key locations; Design junctions and intersections to ensure the free movement of buses ahead of cars, trucks and other modes of movement. BRT Station Entry – Bogota, Colombia BRT Control Centre – Brisbane, Australia BUS PRIORITY DESIGN FEATURES 11 Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development www.hansen-online.com.au Urban Design Concepts Bus Priority – the Spectrum C C C B B B C C C B B B rapid transit bus lanes dedicated bus bus rapid transit bus dedicated priority/ bus lanesmixed traffic bus rapid bus priority/ transit mixed traffic high high high BRT (Bus Rapid Transit) low Bus Lanes Dedicated low of Bus Priority/Mixed Traffic Conditions Areas low Examples: Curitiba, Bogota, Guangzhou Examples: Jakarta, Sydney Examples: Melbourne, Perth This means of bus priority is achieved through the Dedicated Bus Lane identified within an existing Limited Bus Priority System, allowing for bus travel dedication of a separate bus roadway exclusive of other roadway (at kerb side location or within a central together with private vehicles within the road reserve vehicles (either at grade or an in elevated position) position) with clearly distinguishable and identifiable and at key locations in the form of a dedicated bus lane with bus stops arranged in a platform format at regular lanes for bus movement. (i.e. At intersections or at points of passage through core intervals. This system functions separately from an commercial areas). abutting roadway network. Bogota, Colombia Sydney, Australia Melbourne, Australia 12 BUS PRIORITY DESIGN FEATURES Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development www.hansen-online.com.au Route Design Route Design Urban Design Concepts Strategic and Accessible Location (Bus Routes) Bus lane should be demarcated with pavement Bus lane should be located along the kerb side to allow Bus lane should be aligned along routes that markings, preferably comprising a coloured surface for better pedestrian access to bus services. Where connect into key destinations and activity nodes. application for the full width of the bus lane, or as a appropriate, bus lane could also be located along the minimum comprising a solid unbroken line delineating median side to facilitate better bus operation efficiency Bus lane width must be at least 3.5 metres the edge of the bus lane. as commonly seen in BRT model. and preferably 4.0 metres. Where application of a coloured surface to the full Bus stops should be located at no more than width of the bus lane is not achievable along the route, 500m distance apart. this treatment should as a minimum be provided to the full extent of the bus stop. Bus lane on the median side – Quito, Ecuador Changzhou, China Minimum bus lane width Melbourne, Australia London, UK BUS PRIORITY DESIGN FEATURES 13 Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development www.hansen-online.com.au Stop Design Urban Design Concepts Stop Design Safe and High Quality Stop Design Appropriate parts and surface materials should be used, Bus stops should be designed as ‘precincts’, including anti-slip, anti-trip, visibility, tactile indicators. with coordination between the siting and design of Encourage visibility throughout stop structures shelters, signage, other furniture, pavement treatments and passive surveillance. and soft landscaping. Potentially adapt modular design to cater for various Bus stop design treatments should be implemented scales, location and future growth. at every stop on a route to promote an identity for Integrate stop design and pedestrian crossings, junction, that route. or other traffic calming devices as appropriate. The design of stops should ensure clear separation between it and the carriageway except at the bus embarkation / exit point. Coordination between stop design and street furniture – North Carolina, US Separation with other road users Materials delineating pedestrian movement 14 BUS PRIORITY DESIGN FEATURES Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development www.hansen-online.com.au Shelter Design Urban Design Concepts Shelter Design High Commuter Amenity Shelters must be located above a hardstand area abutting the kerbline. Shelters must be provided with lighting. Shelters should be provided with seating, except in circumstances where provision of seating will inhibit pedestrian movement. Shelters must provide a minimum roof area of 6m2 for protection from rain, sun and snow with a minimum plan dimension of 1.5m. Shelters must be constructed from materials which are suited to the environmental conditions within which they will be located, such as to withstand the weight of Shelter design Incorporated seating snow. Shelters should provide heating devices in areas prone to extreme winter conditions. Provision for extreme winter conditions – Coventry, UK Adequate shelter – New York, USA Sufficient lighting BUS PRIORITY DESIGN FEATURES 15 Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development www.hansen-online.com.au Identity and Branding Urban Design Concepts Identity and Branding A Singular, Distinctive, Uniform Identity Shelters and associated furniture should be designed as a coordinated set of elements, with consistency in materials, colours and forms. Shelter design should make provision for appropriate branding in a manner which is highly visible and recognisable. Shelter design should make provision for the incorporation of advertising signage if desirable. Potentially allow for revenue generation via advertising without diminishing the main identity. JC Decaux bus stop Consistent identity for stops and elements – Melbourne, Australia 16 BUS PRIORITY DESIGN FEATURES Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development www.hansen-online.com.au Passenger Information Pasenger Information Urban Design Concepts Clear and Easily Obtained Information Regarding Bus Services Bus stops must be provided with appropriate signage Passenger information must be clearly visible which identifies the route number, stop number, stop and easy to understand. Where appropriate, location and route timetable information. information should be provided in multiple languages. Bus stops should be provided with electronic ‘real-time’ Provide information accessible via website information, both in the form of signage and in a and smart phones. form which is accessible via smart phone or other Provide information at other transport hubs, electronic device. such as train stations, ferry ports, other bus stops. Bus stops should include clear wayfinding information relating to major destinations/attractions within close proximity of the bus stop location. Service information – Sydney, Australia Intermodal time table – Dublin, Ireland Smart phone tram tracker – Melbourne, Australia BUS PRIORITY DESIGN FEATURES 17 Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development www.hansen-online.com.au Sustainability Urban Design Concepts Sustainability Achieve Triple Bottom Line Sustainable Outcomes Bus shelters should be designed in accordance with the principles of environmentally sustainable design. Bus shelters should incorporate materials which have low embodied energy. Lighting for bus shelters should be solar-powered. Bus stops should be landscaped with street trees and associated garden beds where space permits. Bus shelters and associated furniture and signage should be designed to require minimal ongoing maintenance, and should be constructed using materials which are High quality landscaping & greenery – Brisbane, Australia Intermodal Opportunity - Barcelona, Spain able to be recycled at the end of their design life. Conduct responsive regular review to monitor and maintain to ensure services are delivered where needed at the acceptable level. Allow for flexibility in design by adopting modular design strategy to accommodate changes and growths over time. Bus shelters should be strategically located to form better integration with other non motorised transport mode, such as shared bicycles. Solar powered bus stop – San Francisco, USA Modular design – tube bus stop, Curitiba, Brazil 18 PEDESTRIAN ORIENTED DESIGN Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development www.hansen-online.com.au Pedestrian Oriented Design (POD) The designation of a bus priority system is of little value Principles Pedestrian Oriented Design (POD) Urban Design Concepts unless patrons can effectively be connected with it and Foster human-scale development that emphasizes Promote pedestrian safety by increasing safely and comfortably obtain access to the bus route. The pedestrian and cyclist rather than vehicular features the visibility and vitality of pedestrian areas. adoption of a Pedestrian Oriented Design (POD) approach by incorporating consistent and active urban street Provide a connected network of sidewalks is central to a transit corridor system as it ensures sound frontages. and multi- purpose paths. linkage between the bus network and its users, wherever they may come from. Promote pedestrian oriented buildings, pedestrian Encourage street activity to support liveable amenities, and landscaping that contribute positively neighbourhoods and vital commercial areas. Matters which are relevant in considering Pedestrian to an appealing streetscape. Oriented Design include the design and presentation of Encourage designs that promote crime prevention public space, the provision for associated facilities to Promote an environment where developed areas, and personal and community safety. encourage walking and cycling along the transit corridor. recreational areas and pedestrian/ bike paths are accessible to all. The intensification of developments and improving the public realm experience along the transit corridor makes it possible to reduce trips made on private motorised vehicles. It is therefore essential to apply the principles of Transit Oriented Development and Pedestrian Oriented Design together in order to ensure optimal results. Pedestrian priority space – Bogota, Colombia Pedestrian friendly streets – Amsterdam, the Netherlands Well lit and active urban street frontages – Macau PEDESTRIAN ORIENTED DESIGN 19 Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development www.hansen-online.com.au Pedestrian Amenity Options Urban Design Concepts The improvement of pedestrian safety through the provision of bus shelters, bus shelter area lighting and the provision of real-time bus information. The improvement of pedestrian way finding through the use of devices such as street signage and bus route identification and branding. The provision of a high degree of pedestrian amenity through the provision of comfortable bus shelters that are accessible to all and include necessary seating and shelter. The assurance of a high degree of pedestrian accessibility through the necessary management of level changes, ramps, steps and kerb upstands. BRT station – Bangkok, Thailand Public transport shelter – Lyon, France The identification of a clear pedestrian area image, through the beautification of stop locations including the addition of greenery, art works and feature paving. safety pedestrian amenity/comfort physical accessibility high amenity urban environment traffic separation clear separation shelter disabled access well designed landscaped areas visibility pedestrian scale urban environment seating ease of access well maintained areas lighting information 20 PEDESTRIAN ORIENTED DESIGN Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development www.hansen-online.com.au Urban Design Concepts Advisory off- road bike lane – Antwerp, Belgium Coloured bike lane and bicycle sharing system – London, UK Dedicated bike track – Hangzhou, China Cyclist Amenity Options The facilitation of accessibility, safety and visual separation The encouragement of bicycle use as an alternative The provision of direct, safe, comfortable and attractive for cyclists by providing clear signs, sufficient lighting, line mode of public transport to travel short distances routes which prioritise the access and mobility of large marking, and logos for clearway bicycle lanes to separate within designated urban areas through the provision of volumes of cyclists. cyclists and automobiles. accessible, efficient and affordable bicycle sharing, or The assurance of a high degree of cyclists accessibility bicycle rental system. The provision of secure bicycle storage areas at strategic through the necessary management of level changes, locations and to create opportunity for intermodal ramps, steps and kerb upstands. connection with other public transport modes. Bike lane parallel to the bus route – Barcelona, Spain Bike path on car - free zone – Antwerp, Belgium Bicycle trail – Amsterdam, the Netherlands 21 Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development www.hansen-online.com.au Processes The process of generating a green, urban transport corridor is one that Urban Design Concepts Urban Design Concepts Urban Design Concepts must be underpinned by sound research, investigation and ‘whole of government’ collaboration. It is necessary for a holistic approach to city planning and transport integration to be undertaken for such a project to be effective. The following steps are considered important: Undertake fieldwork to determine appropriate route for bus rapid transit or bus priority system. Undertake fieldwork of both the site context and the route to determine whether the bus route can influence or affect investment and redevelopment. Consider the role of key destinations along and around the route to determine if the route should be reorganised to connect with key destinations and linkages. Undertake the necessary mapping of the urban systems so as to determine the best possible bus route in terms of efficiency and passenger connection. Some of the key matters to be mapped include: Land uses and urban form along the transit corridor; Definition of the transit corridor as a public space; Establishment of the neighbourhood systems and supporting distinct characteristics of each precinct; Key destinations along the transit corridor; Key redevelopment and focal points along the corridor; Key cross connections and feeder links ; Locations for dedicated and express bus routes with bus stops located at strategic locations. A multidisciplinary and whole of government workshop approach is often the best way to bring together the many interests associated with the definition of a green, urban transport corridor. This should include the presentation of the above mapping and the negotiation of the preferred route and associated stops. 22 Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development www.hansen-online.com.au Resources Urban Design Concepts Urban Design Concepts Urban Design Concepts TOD and POD Buses Public Transport, Guidelines for Land Use and Transit Oriented Development Advocate Bus Rapid Transit Planning Guide, 2007; Institute for Development, 2008; Department of Transport, http://www.todadvocate.com/ Transportation & Development Policy (ITDP), State of Victoria. Planning Western Australia – Transit Oriented New York NY USA. Transforming Australian Cities, 2009; City of Melbourne, Development Bus Priority, The Way Ahead, Resource Park, Edition 2, State of Victoria, Australia. http://www.planning.wa.gov.au 2004; Department of Transport, United Kingdom. Transit Oriented Development, Guide to Community Urban Ecology Australia – Transit Oriented Development Characteristics of Bus Rapid Transit for Decision-Making, Diversity, 2010; Department of Infrastructure and http://www.urbanecology.org.au/topics 2004; United States Department of transportation. Planning, Queensland, Australia. transitorienteddevelopment.html Bus Priority Guidelines, 2003; Vicroads, Innovative Land Use Planning Techniques: A Handbook Urban Ecology Australia – Walkable Cities Melbourne, Australia. for Sustainable Developments, 2008; http://www.urbanecology.org.au/topics/ Bus Infrastructure Guide, 2011; New South Wales Section 3.1: Transit Oriented Development walkablecities.html Government, Transport , State Transit. Section 3.2: Pedestrian Oriented Development SubRegional Planning – Planning Tools: Metropolitan Transportation Authority (MTA) – New York Pedestrian Friendly Design http://www.mta.info/mta/planning/sbs/whatis.htm New Hampshire Department of Environmental http://subregional.h-gac.com/ Services, USA. BRT Policy Center walkinginfo.org – Pedestrian and Bicycle Information http://www.gobrt.org/dbfront.html Evaluating the Performance of Pedestrian-Oriented Center - Walkability Checklist Developments, 2010; The Center for Resource Efficient OzeBus – Bus Rapid Transit: The Future of Public http://www.walkinginfo.org Communities, University of California, Berkeley, USA. Transport – Australia Pedestrian and Transit Friendly Design: A Primer for http://www.bic.asn.au/ Smart Growth, 1999; Ewing, Reid Road Classification Urban Ecology Australia – Bus Rapid Transit Smart Growth Network: http://www.urbanecology.org.au/topics/busrapidtransit. Road/ Amenity Classification www.smartgrowth.org html Road Safety and Traffic Authority, VicRoads, Australia Transit Oriented Development.org Future Directions Optimising Our Transport Corridors http://www.transitorienteddevelopment.org Government of South Australia, Department of Planning, Center for Transit Oriented Development Transport and Infrastructure, Australia http://ctod.org/index.php CORRIDOR MOVEMENT HIERARCHY 23 Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development www.hansen-online.com.au Urban Design Concepts Section II Case Study: Wusixi Lu Transit Corridor in Xining 24 EXECUTIVE SUMMARY Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development www.hansen-online.com.au Executive Summary The following presentation is the output of an Urban Successful TOD and POD projects are always underpinned In addition to a review of the broader transport network, Case Study: Wusixi Lu Transit Corridor in Xining Design Workshop carried out in support of the Qinghai by considerable research and investigation that critically the Urban Design Workshop also carefully examined the - Xining Urban Transport Project. In the context of this documents the source and destination of transit users and potential to improve opportunities for investment in the publication, it is used to showcase how the application of critical paths of activity. In this case, field examinations form of urban regeneration and redevelopment along the principles of TOD, Bus Route Design Features and POD and data analysis of the Wusixi Road corridor and the the corridor. This ensures that more people benefit from (described in the prior section) can be applied to a real life relationships formed between its component parts, including good access to public transport with direct linkages to urban corridor with the aim of creating more sustainable The Xining Downtown, Cheng Xi, Hai Hu and the future key destinations to both the east and west and along the urban environments. growth precinct of Xi Chuan Were conducted. This led to route. It is not adequate to rely on a simple arrangement The corridor under review is Wusixi Road, a 16 km avenue the confirmation of the Wusixi Road as the key opportunity of building sites along the corridor; rather it is necessary in Xining connecting the downtown/central area of the city corridor for the establishment of a Bus Priority Route. to arrange new development precincts so that they with a series of urban precincts to the west – some well- The identification of the dedicated Bus Priority Route address the transit corridor with convenient pedestrian consolidated areas, others in the process of development, must also be considered in the context of the broader access to the public transport route. The improvement of and others projected for future development. While movement hierarchy within the City. In Xining, this requires intersecting streets, lanes and open spaces that connect the existing and future urban precincts have been a redistribution of different modes of movement off Wuxisi into the transit corridor and promote its use are central to well planned by government to date, there is every Road onto parallel arterial roads and motorways that can this consolidation initiative. possibility of a breakdown in the urban network once more efficiently deliver private cars and heavier vehicles to What can be gleaned from an analysis of both the transit the settlement areas are fully occupied by the projected their destination. The objective of the Bus Priority Route is networks and the urban system in Xining is that there are new residents if the private car is the dominant mode of not to prohibit private car use onto Wuxisi Road, but rather 3 districts which can enjoy different degrees of transit transport. The Urban Design Workshop was tasked with to reduce its capacity as a private route and increase its priority as a function of the Wuxisi Road width and its developing a proposal for this urban development corridor, capacity as a public transit thoroughfare. associated activity. accommodating the expected population growth while avoiding the kind of transport crises that have plagued other developing cities in China. This is primarily achieved through the establishment of a dedicated Bus Priority Lane in various urban forms along the Wusixi Road. The starting point for considering the application of TOD and POD in Xining is a holistic appraisal of the urban transport network and a careful examination of growth corridors and their capacity to invite a new resident community as well as employment and associated services. Bus Rapid Transit (BRT) System – Guangzhou, China Transit Oriented Development (TOD) and Pedestrian Oriented Design (POD) – Bogota, Columbia EXECUTIVE SUMMARY 25 Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development www.hansen-online.com.au The established and more confined development area of form buildings to either side of the corridor in combination Chengxi East – 40m corridor with bus priority bus lane, Case Study: Wusixi Lu Transit Corridor in Xining Chen Xi requires a very different configuration compared to with the use of strong street tree planting and boulevard on-road bicycle lane, wide footpaths and central median. that within the new growth area of Hai Hu, which is also effects. Given the variance in width of the corridor along A case study of stop location is provided at Xining Plaza; different to a future anticipated growth precinct further its length, the establishment of a single (centrally located) Chengxi West – 40m corridor with bus priority lane, to the west in Xi Chuan. Rather than envisaging a transit median containing both vegetation and strong lighting off-road bicycle lane, wide footpaths and central corridor as one that directs movement primarily in a single (in association with banner and flag poles) provide the median. A case study of stop location is provided at the direction (ie from the urban fringe to the downtown or opportunity for a single unifying urban design that is the University; back), the identification of designated employment and trademark of the Wusixi Road corridor. It may be that this activity nodes within new growth areas is necessary median can one day form the basis for additional transit Hai Hu – 60m corridor with bus priority lane, off-road to ensure a more balanced and efficient distribution of infrastructure. This ‘uniform’ effect can be reinforced bicycle lane, wide footpaths and central parkway. A movement in both directions along the transit corridor. through the adoption of common public street furniture case study of stop location is provided at Huang Chuan and bus stop design including seating, shelter and School; While the differences along the corridor highlighted the need for some distinction between bus priority treatments landscape effects. Xi Chuan – 60m corridor with dedicated bus-only lane, in different localities, Wusixi Road also represents an Within each of the 4 identified precincts along the Wuxisi additional bus priority lane, off-road bicycle lane, wide opportunity to establish a signature ‘Great Street’ for the transit corridor, different bus priority Lane and Street layout footpaths and central parkway. city with unifying elements that connect its many parts is recommended in keeping with the available width of The case studies presented in section 6 of the and reinforce its image as a strong urban boulevard. The the road reserve and designated destinations that occur presentation articulate each of these precinct treatments Urban Design Workshop recommends that this unifying within each precinct. The following configurations are with illustrations in plan and 3D and a detail provided at image is realised through the establishment of podium recommended: key destinations where express stops can be achieved. Xining, China - Existing Urban Form (Cheng Xi) Xining, China - Existing Urban Form (Hai Hu) Xining, China - Existing Urban Form (Xi Chuan) 26 EXECUTIVE SUMMARY Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development www.hansen-online.com.au While the Urban Design Workshop examined the physical Case Study: Wusixi Lu Transit Corridor in Xining opportunities for the establishment of a bus priority, there is also important work to be done to ensure the effective management and operation of travel priority systems. While the establishment of the bus route (or lane) is an important step, it must be supported by excellent provisions for pedestrians (wider footpaths), bicycles (dedicated bicycle lanes) and other forms of non-motorised transport. Furthermore the system needs to allow for the coexistence of express bus services along the corridor and the connectivity with other local and neighbourhood bus services that extend into more distant settlement areas (or employment zones) to either side of the corridor. The investment in bus priority infrastructure and technology (including real time passenger information or traffic control systems) can ensure efficient movement of buses and other modes along the corridor, as is the establishment of clear policies in relation to the use and availability of car parking on-street where it has the potential to be in conflict with bus priority or pedestrian Proposed Xining Illustrative Masterplan areas. The Urban Design Workshop demonstrated that it is both possible and highly beneficial to retrofit the existing city and plan in new growth areas for the introduction of TOD and POD. What can be learnt from this process is that careful analysis of urban systems and transit routes in association with holistic corridor design can deliver considerable benefits in terms of increased investment in abutting land and substantial increases in usage of the public transport system. Proposed Streetscape - at Haihu in Between Bus Stops CASE STUDY 27 Urban Design Concepts in Support of Sustainable Urban Transport Corridor Development www.hansen-online.com.au Case Study Case Study: Wusixi Lu Transit Corridor in Xining Qinghai Xining Urban Transport Project – Introduction The World Bank commissioned Hansen Partnership Participating Agencies from the Provincial Mission Team: (Australia) to carry out an Urban Design Workshop in Government of Qinghai and the Municipal The World Bank support of the Qinghai – Xining Urban Transport Project. Government of Xining: Mr Fang Ke The aim of the workshop was to generate an urban design Provincial Finance Bureau Senior Urban Transport Specialist/ Task Team Leader, proposal for the Wusixi Road transit corridor incorporating The World Bank the concepts of TOD and POD. The workshop was Provincial Development & Reform Commission conducted over a period of ten days, with design proposals Xining Development & reform Commission Mr Jean Paul Velez being developed based on site visits and field analysis, and Transport Specialist, The World Bank Xining Finance Department interactions with public officials. Ms Zhao Xi Xining Construction Department Transport Specialist, The World Bank Specifically, three formal meetings with public officials were held in order to discuss the principles of TOD and Xining Planning Department Ms Ren Shuai POD, and proposals for their application in Xining. Public Xining Transport Department Transport Specialist, The World Bank officials in turn provided direction and feedback in relation Xining Land Acquisition Department Ms Qin Jiayu to the local context and expectations for the development Transport Specialist, The World Bank of Wusixi Road. As a result, the output presented here is Chengtong Investment Company a collaborative product built on the consensus reached Xining Bus Company through those meetings. It offers highly visual tools as a Project Management Office International Experts basic guide for the detailed design process of Wusixi Road. Mr Craig Czarny Director of Urban Design, Hansen Partnership Mr Steve Schutt Director of Landscape Architecture, Hansen Partnership Mr Nigel Ashton Consultant Transport Planner and Traffic Engineer The Mission Team Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au Concept Design encouraging integrated development & sustainable transport Outline 1.  what is tod & pod 2.  great streets 3.  corridor principles 4.  corridor movement hierarchy 5.  corridor urban design concept 6.  corridor street concepts 7.  corridor transport concepts 1 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 1a. what is transit oriented development (tod) focusing redevelopment ‘around’& ‘along’ transit stops Typical TOD urban arrangement TOD - Curitiba, Brazil 2 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 1b. what is pedestrian oriented design (pod) creating ‘walking friendly’ streets and spaces New Road - Brighton, United Kingdom Times Square - New York City, USA 3 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 2. great streets creating a memorable, defining, active, people friendly corridor copocabana, rio brazil: urban form orchard rd, singapore: retail activity & shelter St kilda rd, melbourne, australia; city entry & public transport 4 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 3. wusixi corridor principles Avenida Jimenez – Bogota, Colombia 5 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 3a. urban planning & design principles 1.  compact mixed-use development, concentrating high quality urban life along the corridor. 2.  employment and service opportunities in proximity to residential areas. 3.  place making: diversity of destinations and local identities, attracting inter - district travel. 4.  high quality public spaces ranging from large parks and plazas, to smaller squares and pockets of greenery and urban furniture. 5.  common thread elements unifying the experience of the corridor together. Madrid Rio – Madrid, Spain 6 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 3b. transport principles 1.  corridor travel priority is as follows: pedestrians; nmt; public transport; private motorized vehicles; freight. 2.  generous sidewalk, complemented by a dense network of secondary and tertiary paths. 3.  segregated bicycle lane always guaranteed. 4.  public transport services within a brief walk, provide efficient travel to multiple locations. 5.  car use is not discouraged, but alternative roads should provide a faster option. 7 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 4. wusixi corridor movement hierarchy •  length of 16km •  east-west aligned •  existing & proposed roadway 8 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 4a. wusixi corridor movement hierarchy the urban context •  four districts to the east of da shizi •  activity centres shown in red 9 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 4b. wusixi corridor movement hierarchy the bus priority route •  route connects all activity centres except xi gong •  possible termination at railway station 10 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 4c. wusixi corridor movement hierarchy the peripheral motorways •  motorway routes are high capacity routes catering for regional traffic movements •  can provide quick access to da shizi 11 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 4d. wusixi corridor movement hierarchy the principal arterials •  arterial roads provide for inter district private motor traffic •  private motor traffic should access destinations from these roads 12 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 4e. wusixi corridor movement hierarchy the secondary arterials •  secondary arterials supplement principal arterial roads 13 •  also provide for local access and should preclude inter district traffic Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 5. wusixi corridor urban design concept Brisbane CBD, Australia 14 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 5a. preliminary corridor concept hai hu emerging city: xi chuan refine: new town: consolidate & cheng xi realise: humanise existing city: innovate & regenerate: independent infill & improve 15 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 5b. corridor land use framework •  consistent mixed use model •  emphasis of active cross streets •  employment opportunities to west 16 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 5c. corridor urban form concept •  strongest urban form at junctions •  consistency of form along the spine •  tapering of form to xichuan 17 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 5d. corridor public space framework •  establish a chain of events •  define wusixi corridor as a public space •  recognise open views to mountains 18 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 5e. corridor district & neighborhood framework •  support distinction between districts •  establish neighbourhood systems •  encourage walkable neighbourhoods 19 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 5f. corridor attraction/ destination framework •  ensure well distributed destinations •  coordinate stops around key attractions •  connect with secondary destinations 20 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 5g. corridor image opportunities •  identify locations for taller landmarks •  consider the experience of passage the route •  define focal points at key junctions 21 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 5h. corridor permeability & linkage framework •  ensure linkages from north and south •  open new development to the street •  support lane and pedestrian links to wusixi road 22 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 5i. corridor bus lane concept •  establish a dedicated bus lane •  locate express bus routes at key destinations •  allow local bus stops at regular intervals 23 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 5j. corridor illustrative concept 24 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 5k. corridor unifying elements podium form banners median lights linkages street trees 25 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 6. corridor street concepts: 26 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 6a. corridor street concepts: site studies Pedestrian Oriented Design (POD): •  pedestrian priority •  amenity and functionality 27 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 6b. corridor street concepts: chengxi east: street layout between bus stops pedestrian pavement bicycle lane bus lane other vehicles median 28 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 6c. corridor street concepts: chengxi east: street layout at bus stops bus shelter pedestrian pavement bicycle lane bus lane other vehicles median 29 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 6d. corridor street concepts: chengxi east case study Image to come 30 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 6e. corridor street concepts: chengxi east case study 31 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 6e. corridor street concepts: chengxi east case study 32 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 6f. corridor street concepts: chengxi west; street layout between bus stops median pedestrian pavement bicycle lane bus lane other vehicles 33 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 6g. corridor street concepts: chengxi west; street layout at bus stops bus shelter bus shelter median other vehicles pedestrian pavement bicycle lane bus lane 34 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 6h. corridor street concepts: chengxi west case study Image to come 35 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 6i. corridor street concepts: chengxi west case study 36 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 6i. corridor street concepts: chengxi west case study 37 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 6j. corridor street concepts: Haihu; street layout between bus stops median other vehicles bus lane pedestrian path bicycle lane 38 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 6k. corridor street concepts: haihu case study Image to come 39 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 6l. corridor street concepts: haihu case study 40 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 6m. corridor street concepts: xichuan street layout between bus stops median other vehicles bus lane median bus lane bicycle lane pedestrian path 41 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 6n. corridor street concepts: xichuan street layout at bus stops pedestrian path bicycle lane bus lane median bus lane other vehicles median 42 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 6o. corridor street concepts: integrated furniture & pedestrian treatments 43 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 7. corridor transport concepts Concept Plan for Sydney Cross City Route, Australia 44 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 7a. corridor transport concepts transport in xining: corridor travel priority 1.  pedestrians 2.  non-motorised transport 3.  public transport 4.  private motorised vehicles •  optimizes people movement, rather than vehicle trips. •  minimizes carbon emissions and noise pollution. 45 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 7b. corridor transport concepts transport in xining: provisions for pedestrians and nmt provisions for pedestrians: •  maintain a wide and continuous footpath along the corridor, unimpeded by parked vehicles. •  dense network of secondary and tertiary paths. •  safe crossings of wusixi road every 250m. provisions for bicycles, nmt: •  segregated bicycle lane always guaranteed, ideally located off the road. •  bicycles parking facilities provided at bus stops and key destinations. 46 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 7c. corridor transport concepts transport in xining: public transport Public Transport should be available within a walk of any location ideally 250m. The following services would achieve this objective: •  Express Services making limited stops at activity centres, connect key trip generators and attractors, allowing for fast corridor-length travel. •  Local Services with stops at a higher frequency (every 500m on average) to allow easy access to additional origins and destinations. •  Neighbourhood Services to connect adjacent residential, retail and employment areas within a neighbourhood, and also to connect with the Express and Local Services operating on the corridor. 47 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 7d. corridor transport concepts transport in xining: bus priority infrastructure bus priority •  dedicated bus lanes •  special signals at intersections •  part of traffic control system real time passenger information •  special signs at bus stops •  timetable information •  linking with other route information •  coordination of express & local buses 48 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 7e. corridor transport concepts transport in xining: private motor vehicles Bus Priority has been recommended on Wusixi Corridor. This does not mean prohibiting car traffic, but results in reduced capacity in Wusixi Road only. The Principal Arterials would absorb displaced traffic. Computerized control should improve traffic operations on Xining’s Arterial roads. Kunlun Road a high capacity Principal Arterial road parallel to Wusixi Road 49 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 7f. corridor transport concepts transport in xining: area traffic control Existing Signals. Fixed Time is old technology Future system. coordination of signals Example of Hong Kong’s sophisticated traffic control system 50 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 7g. corridor transport concepts transport in xining: car parking Parking on the sidewalks should not be an obstacle to pedestrian and nmt travel. On-street parking on Wusixi Road should be prohibited, to allow efficient operation of bus priority scheme. Access into setback parking lots needs to be better designed so that cars do not queue back into Wusuxi Road creating conflict with buses. Setback parking on Wusixi Road, Cheng xi district. 51 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 7h. corridor transport concepts transport in xining: car parking policy Parking supply needs to be better managed to achieve more efficient urban mobility outcomes. •  Demand- supply analyses. •  Space designation. •  Pricing. •  Enforcement. 52 Xining Urban Transport Project: Wusixi Transit Corridor www.hansen-online.com.au 53