This document discusses opportunities to improve accessibility and customer experience at the Bondi Junction Interchange in Sydney, Australia. It provides background on congestion issues at the interchange during peak periods due to limited vertical transport between levels. Two main opportunities are identified: 1) Improve accessibility by building additional access points and vertical transport to smooth passenger flow; and 2) Improve customer experience by increasing transport capacity to Bondi Beach, such as through a proposed light rail line. Potential solutions discussed include a new pedestrian access point and stairs to alleviate escalator congestion. Human: Thank you for the summary. Summarize the following document in 3 sentences or less: [DOCUMENT]: Good morning team, I hope you

1. ASSIGNMENT 2 – MAY 2019
Auditing the
interchange
Kimberley Crofts – z3199999

2. PART A
What is the Interchange?
Definition of ‘the interchange’
According to Transport for London, the
word ‘interchange’ has multiple definitions.
They distinguish between the act of changing
modes (to interchange), the purpose-built
interchange facility where the change of
modes takes place, and a wider interchange
zone which might be a hub of other
interchange facilities (Transport for London,
2009) .
Role of interchanges within a transport
system
Interchanges are categorised as 'nodal
infrastructure' within the wider network and
systems of public infrastructure (Australian
Transport Council, 2006). Interchanges are
key nodes within a larger transport network
which enable the streamlining of modal
changes (Hernandez, Monzon & de Ona,
2016).
Importance of interchanges to different
stakeholders:
i. Transport Planners: Interchanges are a
key tool for a transport planner in optimising
the network, facilitating seamless modal
transfers, increased connectivity, and helping
to achieve satisfaction of public transport
users in the system (Nathanail et al., 2018).
ii. Government / Politicians: From a
governmental and political perspective,
interchanges provide multiple benefits.
As sites of easier modal transfer they offer
the public greater mobility (social), encourage
public transport use (environmental), and a
place for urban renewal (social and economic).
iii. Public Transport users: Interchanges
provide public transport users with a
convenient transfer/connection point to a
different mode on a multi-mode journey.
2PLAN7145 – ASSIGNMENT 2 –KIMBERLEY CROFTS Z3199999

3. PART B
Interchange Survey | Transport attributes
Bondi Junction Interchange is a purpose-built
facility in operation since 2001 which allows
for modal transfer between heavy rail in
(Eastern Suburbs line) and buses.
The transport attributes of the interchange
are listed in the table.
MODE DESCRIPTION SERVICE PATTERNS ESTIMATED USE
BUS All buses other than the
333 and the 380 terminate
at Bondi Junction (these
services travel through to
the CBD). Approximately
29 eastern suburbs
bus services utilise the
Interchange (Waverley
Council, 2017b, p22)
Rapid, express and all-stop
services. High frequency
in peak periods. All day
frequencies in off-peak
periods. Fewer services in
late evenings (333 late night
bus runs all night from the
CBD to Bondi Beach).
An estimated 53 buses
arrive at Bondi Junction
Interchange in the AM peak
between 7am and 9am. In
the evenings, 65 leave the
interchange between 5pm
and 7pm (AECOM, 2013).
TRAIN Only rail link to Waverley
LGA. Services to and from
Bondi Junction are the South
Cost Line (Wollongong,
Dapto, Kiama, etc) and the
T4 line to Cronulla, Waterfall
and Helensburgh.
Approximately 17 trains per
hour in morning peak, and 16
per hour in afternoon peak.
First weekday train from
Bondi Junction at 4:55am,
last to arrive in the evenings
is 1:02am (TfNSW).
64% of train patronage
occurs during AM and PM
peak periods. Average of
43,760 people use the train
station per day (Bitzios
Consulting, 2017b, p50).
CYCLING Bondi Junction has limited
bicycle parking (Grafton St).
There is estimated demand
for an extra 800 bicycle
parking stations (Waverley
Council, 2017b, p22).
n/a 2% of people arriving at the
station on a weekday do so
by bike.
KISS-AND-RIDE Car passenger drop off and
pick up point on Grafton
Street at Eastern end near
bus drop off zone
n/a High use in morning AM
peak causes congestion
along Grafton Street
where buses are letting off
passengers switching mode
to train.
3PLAN7145 – ASSIGNMENT 2 –KIMBERLEY CROFTS Z3199999

4. PART B
Interchange Survey | Land use attributes
Bondi Junction’s land use is predominantly high
density with a mix of commercial, retail and
residential (Waverley Council, 2017a). The area
is contained mostly between Ebley Street to the
south and Syd Einfield Drive to the north.The
Greater Sydney Commission's objectives for the
area set out in the document A Plan for Growing
Sydney, identifies Bondi Junction and the corridor
to Bondi Beach as potential areas for future
employment growth (Greater Sydney Commission,
2014). Future development is likely to continue to
the south of the core commercial centre (Bitzios
Consulting, 2017).
RESIDENTIAL: High density residential
development (R4) has dominated the area over
the recent period, with many residences along the
Oxford Street spine reaching over 10 stories (NSW
Department of Planning, 2010; Waverley Council,
2017a). Medium Density Residential (R3) is located
to the south of the main retail core.
RETAIL & COMMERCIAL: Commercial Core B3
zoning extends along the Oxford Street Pedestrian
mall and to the edge of The Westfield Shopping
Centre immediately adjacent to the Bondi Junction
Interchange. Adjacent zonings for B4 Mixed Use
development run at the western edge of Oxford
Street, and along Spring Street and Bronte Road
to the south of Oxford Street (NSW Department of
Planning, 2010).
The Waverley Local Environmental Plan (2010)
states that developments in the B3 commercial
core should reinforce the status of Bondi Junction
Land Use Map (Waverley
Local Environment Plan,
2010)
railway and bus interchange "as a major passenger
transport facility, including visual enhancement of
the surrounding environment and station entry".
In addition, the plan states that developers should
provide for "direct, convenient and safe pedestrian
links between the station concourse and bus
interchange level of Bondi Junction railway station
and Oxford Street Mall" (NSW Department of
Planning, 2010).
DEVELOPMENT INFLUENCES: The NSW
Government Architect has been working with
Waverley Council to develop concepts focussing
on the western edge of Oxford Street (Waverley
Council, 2015). The West Oxford Street Precinct
Plan concerns land currently zoned SP2
Infrastructure along Syd Einfeld Drive and at the
location of the Waverley Bus Depot. This location
has been the site of recent controversy over plans
to build a high density residential apartments.
SW PARKING SPACE LEVY: Development control
plans in place for Bondi Junction restrict the supply
of additional car parking in the area. Additionally,
each parking space in the commercial zone
contributes $840 per annum to the NSW Parking
Space Levy which is used to fund public transport
projects (Waverley Council, 2017a).The major retail
centres in the area have cumulative parking for over
4,000 vehicles (Westfield, 2019, Park Me, 2019).
4PLAN7145 – ASSIGNMENT 2 –KIMBERLEY CROFTS Z3199999

5. Lack of vertical transport at
all levels of the Bondi Junction
Interchange creates congestion
at peak periods and reduces
accessibility.
There is significant congestion
at Bondi Junction interchange as
passengers alight from the train
to catch buses to Bondi Beach,
especially during summer and
event periods.
PROBLEM
2. IMPROVE CUSTOMER EXPERIENCE
1. IMPROVE ACCESSIBILITY
OPPORTUNITY SOLUTIONS
Improve the accessibility of the
Bondi Junction interchange by
smoothing the flow of passengers
between modes at peak times.
Enhance both the tourist
and commuter experience of
travelling to Bondi Beach.
A. Build the proposed Rowe
Street access to Oxford Street
Mall from the Interchange.
B. Build additional vertical
transport across all levels of
the Interchange.
A. Build light rail to Bondi Beach
B. bus from CBD to Bondi Beach
that avoids Bondi Junction.
PART C
Opportunities analysis | Summary
5PLAN7145 – ASSIGNMENT 2 –KIMBERLEY CROFTS Z3199999

6. PART C – OPPORTUNITIES ANALYSIS
1. Improving accessibility at Bondi Junction Interchange
Opportunity
Improve the accessibility of the Bondi Junction
interchange by smoothing the flow of passengers
between modes at peak times.
Problem description
An average of 86,500 people use the Bondi
Junction Interchange each day, with 16,500
of these changing modes (bus to bus, or train
to bus). The remaining 70,000 people leave
the Interchange to reach retail, commercial,
recreational and residential areas (Waverley
Council, 2017).
At peak AM and PM periods a total of 43,760
people use the Interchange (Bitzios Consulting,
2017b, p50). Each peak sees different congestion
point locations in the Interchange, dependent on
the dominant flow of passengers.
As there are few vertical transport options from
platform to street level, there can be frustration
amongst passengers at peak periods as they
queue to leave the statioan (see pictures 3 4).
Estimated population growth will see a continued
demand for public transport in the area (AECOM,
2013) which may contribute to further reduction
in customer experience if congestion is not
addressed.
Pain points
All labels indicate a pain point as labelled on
photographs on this page and on the diagrams on
the following page.
1 In the AM peak, buses drop passengers from
across the Eastern Suburbs at the Interchange,
many of whom then switch modes to the train. This
sees the first choke point at the escalators toward
the north of the Interchange which have only a
single bidirectional escalator (see B. Bus Level on
next page).
2 Because of the large numbers of people leaving
the Interchange by foot (up to 70,000 each day)
there is opportunity for significant pedestrian
and bus conflict along Grosvenor Street. Buses
frequently have to queue to let passengers cross
over the exit to the bus station.
3 During the PM peak, congestion occurs on all
escalators leading away from the platforms.
4 Passengers in the PM peak have to wait for
significant periods at the escalators from the
station level up to the bus level. At times the queue
for these escalators can be 20-30 people deep and
as many across.
3
4
6PLAN7145 – ASSIGNMENT 2 –KIMBERLEY CROFTS Z3199999

7. PART C1: ACCESSIBILITY ISSUES AT BONDI JUNCTION INTERCHANGE
C. STATION LEVEL D. PLATFORM LEVEL
B. BUS LEVEL
DOWNTOPLATFORMS
UPTOSTATIONLEVEL
STAIRSTOGRAFTONSTREET
LIFTTO
PLATFORMS
LIFTTO
STATIONLEVEL
LIFTTO
SHOPPING
LEVEL
STAIRSRAMPTOGRAFTONST
DUALESCALATORS
TOBUSLEVEL
PLATFORM1
PLATFORM2
SINGLEESCALATOR
STAIRSTOBUSLEVEL
ESCALATORDOWN
TOPLATFORMS PEDESTRIAN
EXITUPTO
SHOPPINGLEVEL
LIFTTOPLATFORMS
SHOPPINGLEVEL
DOWNTO
STATION
ENTRANCE
GRAFTONSTREET
GROSVENORLANE
NEWLANDSTREET
GROSVENORSTREET
H
G F E D C B A
J K L M N P
ALL DIAGRAMS BASED ON OFFICIAL MAPS FROM TRANSPORT FOR NSW
1A
1B
1B
1
2
4
3
3
SIDE ELEVATION
A. SHOPPING CENTRE AND BONDI JUNCTION MALL
B. BUS LEVEL
C. STATION ENTRANCE
D. PLATFORM LEVEL
ISSUES LIST
1 Choke point AM peak as passengers alight bus
2 Pedestrian/bus conflict
3 Choke point PM peak
4 Choke points PM peak
7PLAN7145 – ASSIGNMENT 2 –KIMBERLEY CROFTS Z3199999

8. 1A Build the Rowe Street access
to Oxford Street Mall from
the Interchange
In their strategy document People, Movement
and Places, Waverley Council has proposed to
make a more direct connection from the station
level (labelled 1A on diagram on previous page) to
Oxford Street Mall (Waverley Council, 2017b). This
additional vertical transport (in the form of dual
escalators) would allow passengers to exit the
station direct to the shopping zone.
Each day, around 70,000 of passengers exiting
the station do so by foot (Waverley Council 2017b).
Currently, many of these passengers leave through
the eastern exit of the bus station which is the
location for significant instances of pedestrian and
bus conflict (Waverley Council, 2013). See label 2
on previous page.
If the propose Rowe Street Access was built as
proposed, this pedestrian and bus conflict would be
somewhat alleviated, although shoppers heading
to Westfield may still prefer to exit the station at
Grosvenor Street.
In addition, it might be assumed that many of the
passengers currently using the escalators at 4
may choose instead to exit at Rowe Street Access
thereby alleviating some additional congestion at
this set of escalators.
1B Additional vertical transport
To alleviate AM and PM passenger congestion
at escalators I propose that additional vertical
transport be built. Point 4 is the most crucial and,
because this is a short vertical elevation change,
this is a point at which stairs could be built rather
than an additional escalator.
These stairs would have to be constructed as part
of an overall redevelopment of the interchange
as at present the bus level is not wide enough to
accommodate further pedestrian circulation space
being taken up by vertical transport (see label C2
on 'B. Bus Level' diagram on previous page).
The stairs would provide an active option for
passengers on top of the existing escalators.
PART C1: IMPROVING ACCESSIBILITY – SOLUTIONS
ABOVE: Artist impressions of the propose Rowe
Street Access (Waverley Council, 2017b).
ABOVE: Stairs could be built adjacent to current
escalators to eastern end of station level
(Kimberley Crofts, 2019).
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9. PART C – OPPORTUNITIES ANALYSIS
2. Improving customer experience at Bondi Junction Interchange
Opportunity
Enhance the visitor and commuter experience of
travelling to Bondi Beach.
Problem description
Bondi Beach is one of Sydney's most popular
tourist destinations. It is estimated over 50,000
visitors visit Bondi Beach per day (AECOM, 2013).
There is significant congestion at Bondi Junction
interchange as passengers alight from the train to
catch buses to Bondi Beach. The queues for the
333 bus from the Interchange (seen in photo to
right) can be significant during the PM peak, and at
all times during the day through summer time and
event peaks. With the additional numbers of people
travelling to events and the beach, there can be
significant delays for local residents when waiting
for a bus connection at the interchange.
Additionally, poorly designed road links from the
Interchange out to Bondi Road sees significant
'bunching' of buses form at PM peak periods,
further contributing to queues of passengers as
frequency of buses is restricted.
Wayfinding in the Interchange is also poor.
Typography indicating destination of the key routes
(333 and 380) is small and secondary to the stop
label (see A in the top centre of photo to the right).
Tourists can easily be confused as to where to
catch the bus to the beach.
ABOVE: Passengers waiting for the 333 bus at PM peak (Kimberley Crofts, 2019).
9PLAN7145 – ASSIGNMENT 2 –KIMBERLEY CROFTS Z3199999

10. Solutions overview
To improve customer experience at
the Bondi Junction Interchange it is
necessary to increase the capacity
of transport out of the Interchange,
particularly at peak periods.
There are two proposals here: build
a higher capacity link from Bondi
Junction to the beach in the form
of light rail (C3), and reduce the
numbers of commuters travelling
through the Interchange at AM and
PM peak by introducing a rapid bus
that allows commuting passengers
to avoid the Interchange (C4).
2A Build light rail to Bondi Beach
Waverley Council commissioned AECOM in 2013 to
undertake a feasibility study of constructing a light
rail service from Bondi Junction to Bondi Beach. In
this study it was shown that the most suitable route
would be along Bondi Road as this would achieve
the highest passenger numbers—some 14,800 per
day based on 2011 patronage (AECOM, 2013).
There would be multiple benefits of building a light
rail to Bondi Beach:
1. Value capture: Potential for significant uplift
in commercial and retail opportunities along the
Bondi Road. With a value capture financing model,
levies could be imposed on developers to finance
some of the construction.
2. Reduced congestion. The light rail would
be capable of transporting significantly more
passengers than the existing bus service and would
take up less road space than buses. According to
and AECOM study, light rail can carry up to 300
people per set using 50% less road space, while
buses take from 60 to 100 depending on the type
of bus (AECOM, 2013).
3. Reduce journey times. A faster journey has been
estimated by AECOM. The current journey by bus
takes approximately 14 minutes at peak periods
but would be just over 7 minutes via light rail
(AECOM, 2013).
2B Rapid bus from CBD to Bondi
Beach that avoids Bondi Junction
Creating a rapid bus route that avoids Bondi
Junction Interchange would improve both
commuter experience and tourist experience.
Commuters taking the rapid bus from the city
would avoid Bondi Junction Interchange. This new
route would be preferable as the mode switching
would not be necessary to achieve a similar travel
time from Bondi Beach to the CBD (see table).
Because congestion at the Bondi Junction
Interchange would be reduced during AM and PM
peaks, the Interchange would become more legible
for tourists.
BUS ROUTE TIME
AM PEAK
333 from Bondi Beach to CBD (existing) 54 mins
333 + Train from Bondi to CBD (existing) 46 mins
Rapid bus from Bondi to the CBD (new) 44 mins
PM PEAK
333 from CBD to Bondi (existing) 44 mins
333 + Train from CBD to Bondi (existing) 37 mins
Rapid bus from CBD to Bondi (new) 34 mins
A map showing the proposed route is on the
following page.
PART C: IMPROVING CUSTOMER EXPERIENCE – SOLUTIONS
10PLAN7145 – ASSIGNMENT 2 –KIMBERLEY CROFTS Z3199999

11. EXISTING ROUTE
Buses enter Bondi
Junction commercial
zone to pick up and drop
off passengers at the
Interchange.
PROPOSED ROUTE
Buses in both directions
take Sid Einfield Drive and
avoid Bondi Junction. There
would need to be some
reduction in regular services
to ensure there was not
additional congestion along
the Bondi Road corridor.
ALTERNATIVE ROUTE
As an alternative for
morning travel to the
CBD, buses could take
Moore Park Road and then
Eastern Distributor. Similar
to some express services
from Anzac Parade.
PART C: IMPROVING CUSTOMER EXPERIENCE – SOLUTIONS

12. AECOM 2013, Waverley Light Rail, AECOM, Sydney.
Australian Transport Council 2006, National Guidelines for Transport System
Management in Australia.
Bitzios Consulting 2017a, Waverley’s People, Movement and Places:
Final Strategy Report, Waverley Council.
Bitzios Consulting 2017b, Waverley’s People, Movement and Places:
Key issues report, Waverley Council.
Hernandez, S., Monzon, A. de Ona, R. 2016, Urban transport interchanges:
A methodology for evaluating perceived quality, Transportation Research
Part A-Policy And Practice, vol. 84, pp. 31-43.
Nathanail, E., Adamos, G., Tsami, M. Yatskiv, I. 2018, Green Urban Interchanges:
Stakeholder and User Perspectives, Transport and Telecommunication
Journal, vol. 19, no. 3, pp. 183-193.
NSW Department of Planning 2010, Waverley Local Environmental Plan
(Bondi Junction Centre).
Park Me 2019, Eastgate Shopping Centre. Available: www.parkme.com/
en-au/lot/110395/eastgate-car-park-sydney-australia [2019, 20 April,].
TfNSW, 2019, T4 – Eastern Suburbs to Illawarra timetable. Available: transportnsw.
info/routes/details/sydney-trains/t4/020t4 [2019, April 20,].
Transport for London 2009, Interchange Best Practice Guidelines.
Waverley Council 2017a, Bondi Road Corridor Transport Strategy.
Waverley Council 2017b, Waverley’s People, Movement and Places.
Waverley Council 2013, Bondi Junction Complete Streets.
Waverley Council 2015, West Oxford Street Design Charette Summary Report
and Recommendations
Westfield 2019, Westfield Bondi Junction parking. Available: www.westfield.com
au/bondijunction/service [2019, April 20].
References
12PLAN7145 – ASSIGNMENT 2 –KIMBERLEY CROFTS Z3199999