North Geelong. Case Study Report
-·"' .'.i{~r: .
'· '. ·!
A ENERGY· . " Department of G ENVIRONMENT ERDC VICTORIA Infrastructure ENERGY RESEARCH ~-'-I PROTECTION - '\------Go\'emmenl AND DEVELOPMENT 1rgy S.ave Money AUTHORITY . of Vk1oria CORPORATION 711-.43 099451 URB:NG copy 1 ~g; ~~~~iii:· .:Jl ·i~~l~~ 4f~; l~~31 n: ~~~~L m:== ~Ir.
North Geelong Case Study Report
Prepared by Fisher Stewart Pty. Ltd. in conjunction with Ecologically Sustainable Design Pty. Ltd.
PLANNING & EPA for LIBRARY City of Greater Geelong Environment Protection Authority, Victoria Energy Victoria Department of Infrastructure Energy Research and Development Corporation
ISBN O 7306 9311 2 (- - _,.-~ ----·-~ 711. 43 Urban villages project I August 1996 099451 North Geelong case ' URB:NG study report copy 1 PERSONNEL INVOLVED IN THE PROJECT
Peter Krstic Fisher Stewart Pry. Ltd. Charrette Man~er Chip Kaufman Ecological Sustainable Design Leader of Charrette and Urban Design George Simic Fisher Stewart Pry. Ltd. Senior Urban Designer Debra Williams Siteworks Pry. Ltd. Urban Designer Jim Higgs TIM Consulting Traffic Engineer Claire Ferres TIM Consulting Urban Designer Peter van Wyk Fisher Stewart Pry. Ltd. Civil Engineer Peter Edgeley Peter Edgeley Pry. Ltd. Illustrator Neil Savery City of Greater Geelong Council Representative Kent Dogshum City of Greater Geelong Council Representative Scott Pedder City of Greater Geelong Council Representative Yvonne Rust Department of Infrastructure Project Assistant Nathan Alexander Energy Victoria Project Co-ordinator Wendy Morris Department of Infrastructure Working Party Member Martin Halpin Student Working Party Member Sophia Schyshow Environment Protection Authority Project Manager Beverley Smith Energy Victoria Working Party Member CONTENTS Page
1 Introduction 5
2 Existing Conditions and Issues 6 2.1 Function of the Site 6 2.2 Physical Character 6 2.3 Land Use 13 2.4 Zoning 13 2.5 £.P.A. Buffers 13 2.6 Community and Employment 16
3 Developing the Proposal 18 3.1 Objectives and Targets 18 3.2 Approach 18 3.3 Consultation Process 18 3.4 Draft Concepts 19
4 Proposal 22 4.1 The Vision 22 4.lA The Mixed Use Urban Village Precinct Plan 22 4.IB Catalyst Developments 26 4.2 Financial Analysis 33 4.2.l Viability of Overall Concept 33 4.2.2 Supporting Public Sector Investment 34 4.2.3 Short Term Development Potential 35 4.3 Energy Assessment 35 4.4· Implementation Strategy 35
5 Conclusions 39
Appendices 1 Charrette Schedule 40 2 Materials Distributed to the Public 42 3 Schedule of Public Consultation Events 50 4 Residual Land Value Analysis 51 5 Energy Assessment 52 6 Recommended Directions 53 LIST OF FIGURES Page
1 Regional Context Plan 8 2 Loe Map 9 3 Public Realm Map 10 4 Ped Shed 11 5 Urban Structure Table 12 6 Land Use Plan 14 7 Zoning Map 15 8 Residential Scaciscics Table 17 9 Mixed Use Urban Village Precinct Plan 23 10 30 View of Housing in Drainage Reserve 28 11 30 View of New Retail in Station Square 31 12 30 View of New Building Next co the Arena and 32 Pedestrian and Vehicle Crossing at Victoria Street West 13 Schedule of Actions 37 1 Introduction
The Urban Villages Project lead by the The eight selected sites are in the following Environmental Protection Authority (EPA) municipalities: Energy Victoria and the Department of City of Nunawading (Blackbum) Planning and Development, is a joint Moreland City Council (Brunswick) initiative of state and local governments. City of Yarra (Richmond) This project is overseen by a steering City of Greater Geelong committee comprising of local and state City of Stonnington (Prahran) governments, the Commonwealth Energy City of Darebin (Preston) Research Development Corporation, and Bayside City Council (Sandringham) chaired by the EPA. This project emerged City of Knox (Bayswater) from the Greenhouse Neighbourhood Project which found that substantial This report is for the North Geelong savings in transport and housing energy Proposed Urban Village' in the City of requirements and greenhouse gas emissions Greater Geelong. The study area could be achieved through the application incorporates an 800 metre radius from the of sustainable urban design principles. North Geelong Railway Station, extending to lnkerman and Mackey Streets to the The project is centred around 8 s!tes that north, Wattletree Road to the south, Corio were selected around Melbourne and Bay to the east and Thompson Road in the Geelong which have the potential to be west. developed as Urban Villages. As part of the project consultants were instructed to The radius of 800m was chosen instead of produce design concepts and undertake 400m as in the other proposed urban economic assessments for development villages, because of the larger lot sizes in within the urban village. Some funding the industrial and residential areas and the may be available from the State vacant saleyards area that took up much of Government for development of designs the area. and implementation plans. The project was conducted within the Urban Villages are considered to be format of a Charrette. A Charrette is an compact, defined communities intensive interactive process where all the incorporating high density development, required information and specialists are high pedestrian movement and a present to enable the relevant issues to be community or commercial focus, well considered and firm decisions to be made. serviced by public transport, generous The process is open to all interested parties, public spaces and high quality urban is significantly quicker than other methods design. They are also based around and seeks to provide ownership to all who sustainable development principles such as have participated. As part of this project a energy and resource conservation four day Charrette was held in April 1995, incorporating design features to minimise the outcomes of which are part of this waste production and water consumption. report. Each village is based around a transport hub, whether it be a train station, tram or bus terminal or a combination, and some kind of commercial area.
5 2 Existing conditions and an audience from Geelong, Melbourne and . often interstate. The amount and type of issues use this stadium is subject to can vary. Besides being used for basketball it is also 2.1 Function of the site used as a concert, theatre, promotions and school productions venue. Presently the The proposed North Geelong Urban Village Arena is still establishing itself as an site is located about 65 kilometres south entertainment venue, therefore accurate west of Melbourne on the Princes Highway information as to the usage trends is the main thoroughfare between Geelong difficult to obtain. and Melbourne. It is centred around the North Geelong railway station situated on The position of North Geelong in a regional the western side of the highway. All context is shown in the regional context country passenger services operated by plan included as Figure 1. This plan shows V /Line stop at this station on their way in the location of other major retail, and out of Geelong, to or from Melbourne, commercial and community services, the except for those to and from Warmambool. Geelong city centre, Corio Bay, the industrial area to the north, the proposed To the north of the 'village' is the major freeway and major parks and gardens. industrial area of Geelong which is host to many heavy industrial activities. On the 2.2 Physical charact1:r west of Princes Highway within the study area is a Light Industrial area which acts as North Geelong generally operates as two a buffer to the residential areas to the south separate areas with little interaction and east. between. The railway and Princes Highway split the area into east and west The Geelong City Centre is located about 3 portions. The east being predominantly to 3.5 kilometres to the south near the residential and the west being a Geelong Railway station. Located in this combination of industrial and residential. area is the major shopping area, Council offices and a variety of retail and The general street pattern in the area is a commercial services. Pedestrian trails grid formation with some back lanes along the foreshore also link the proposed located to the east and south east of the urban village to the Geelong City Centre. station. A lot map showing the layout of the area is included as Figure 2. Other major retail centres near the study area are: the Corio Village Shopping Centre Access to the station from the east is limited to the north and small strip shopping areas by an underpass for pedestrian traffic and along Pakington Street and Shannon an overpass for vehicular traffic. Some Avenue to the south. parking for the station is located in the service lane on the west side of the A number of primary and secondary highway. Dwellings to the east of the study schools are located to the north east. area are constructed of brick and weather board in the Federation and California The Midland Highway or Ballarat Road Bungalow styles. joins the Princes Highway just south of the •·. study area offering excellent access to Within the industrial area to the west the Ballarat. predominant building type is the large warehouse type building constructed of The Arena on the western side of the brick or highway adjacent to the station is the home steel. The buildings in the north are of the Geelong Supercats Basketball team generally older while those to the south are part of the National Basketball League. newer and more modem. Dwellings to the From this association the stadium attracts
6 west and south of the industrial area are North Geelong area much of the north-west predominantly brick. area is outside the 400 metre walking distance indicating poor street efficiency in Landmarks in the study area include the area. The eastern area has good street Osborne House, Lunan House and The efficiency despite the only access across the Arena. These highway is at Victoria Street. sites are also significant heritage and cultural features that contribute to the identity of the area. Rippleside Park also contributes significantly to the character of the area due to its size and location on the Princes Highway and Corio Bay. There is a total of 62 intersection within the 800 metre radius from the station and 24 within the 400 metre radius. These ~tersections range from a major intersection at the Princes Highway and Victoria Street east to small intersections requiring only minor traffic treatment.
The major views from the study area are from the eastern boundary on the western shores of Corio Bay. From this location the landscapes of Point Henry and Clifton Springs can be viewed along with that of Eastern Beach.
The most significant physical boundary to the site is Corio Bay to the east. The overpass over the railway yards to the north also act as a boundary as it disrupts the street pattern and the pattern of development. The highway also acts to divide the eastern and western parts of the study area.
The public realm map included as Figure 3 shows the relationship between public and private land. Private land and land not available to the public 24 hours a day is coloured black leaving the public area, including the streets, in white.
The pedestrian catchment map included as Figure 4 shows the degree of efficiency the current street system provides pedestrians in serving the train station. This is presen~ed by colouring all lots within a 400 metre (about 5 minute) walking distance from the station. This can highlight those areas with poor access. A continuous black line shows the 800 metre (10 minute) walking distance from the station. As can be seen from the map generated for the
7 --=--::::..-=:,~= ----:... =-- FIGURE 1 -- --. __ • ------=
,•. ~~- · ·. ..
L
• ,'" r- ~ I I 9• I I i "' ••1 . .." "7."' ' . C:? 2 :; ~ H ,..i ~ .. ! ·"',. · ·[ ~ "' H i J ~ r ;> i ~: ·l'r· g ~ J !'. "! q· • f 3 -! r I 3 ~ ~ • 8 [ 1· I f l· [ ~ l APRIL 1995 i ~ ~ LOT PLAN
800m Radius
9 FIGURE2. PUBLIC REALM MAP
Private Land
D Public Land
10 FIGURE3 PEDESTRIAN CATCHMENT MAP
0 <( \ 0 0: \ \ I I 0 <( 0 0:
\ RIPPLESIOE BEACH /
WHARF
...J ...J "'- CDCl) 0: CD ;~ T ::>
Area within 400m walking distance from the station
Area within 800m walking distance from the station
400m & 800m radius FIGURE4 11 Figure no. 5 Urban structure statistics
Item Unit Existing Target Proposed
Site radius Metres 800 - 800
Site area Hectares 173.59 - . 173.59
Centre function - Neighbour - Neighborh
hood ood
Public transport modes Train, bus - Train, bus
No. of street intersections No. 62 - 114
Public realm % 30.6 - 33.2
Five minute walkability index % 59.9 >65 % 62.9
Parkland % 13.79 5-30 % 16.39
Area within 200 m of local parkland? % 17.2 - 100
12 2.3 Land use commercial and community services, the industrial areas, car parks and vacant land. The proposed North Geelong Urban Village This plan is a very important tool in site has a limited range of services which establishing the potential re-development cover the areas of commercial, industrial sites. and education. 2.4 Zoning Community facilities available in the North Geelong area include: a primary school, There are a number of areas set aside as local municipal offices, sporting grounds public purpose reserves in favour of the and a basketball stadium. following authorities: Powercor, Gas and Fuel, Education Department, the Council A small retail strip is located along the and the Geelong Harbour Trust. eastern side of the Princes Highway which includes: a small supermarket/newsagent, The Commercial Centre along the highway car yards, take away food, florist, fishing is zoned 'Service Business'. The objectives shop and a Telecom phone exchange. of this zone are to provide for service industry, light industry, business and The main thoroughfare through the site is certain semi-retail uses located adjacent to via the Princes Highway, the eastern side of the Central Business, District Business and which is accessed by a service road. The larger Local Business zones. This zone only access points to the highway from the effectively prohibits 'shop' type uses apart western side are from Church Street to the from a Convenience shop (subject to certain south of the study area and from an conditions) and residential buildings. Its overpass linking Baxter Road and Victoria intention is to provide for peripheral sales, Street. The streets on the eastern side of the motor vehicle sales etc .. Princes Highway are primarily residential being fairly narrow with car parking on The planning controls also nominate a both sides. Some traffic calming methods number of Historic buildings and Heritage have been employed along Victoria and Conservation Areas. A number of David Streets. The streets on the west side buildings have been identified by the in the industrial area are quite wide due to controls. There are a number the lack of parking bays to provide for of Urban Conservation Precincts within the truck movement. study area being as follows: Urban Conservation Precinct N o.1, Drumcondra The industrial area is host to a variety of and Urban Conservation Precinct No.2, The industries including furniture restoration, Esplanade. The current zoning map is auto repairs, housing supplies, textiles, taxi included as Figure 7. company, asphalt manufacturers, kitchen manufacturers and school supplies. 2.5 EPA Buffers
Some of the urban area to the east·has the Substantial parts of the study area contain a potential to be re-developed whilst keeping number of industrial land uses which by in accordance with the intentions of the virtue of their potential offensive nature are Urban Conservation Controls. The western affected by E.P.A. Buffer requirements. side has a number of opportunities suitable These buffers potentially preclude the for re-development to provide more development of residential land use within employment, commercial and residential prescribed distances of certain industrial purposes. land uses.
A plan showing the existing land uses is The saleyards located in Weddell Road are included as Figure 6. This plan shows the affected by a 500 metre buffer which location of a number of land uses including precludes new residential development medium and low density residential, retail, from occurring within the buffer. The Ferro
13 / i ; ~ • I._,, ,. ,. I " NORTH / GEELONG . ,\ ... ,, 1 .. -- URBAN VILLAGE PROJECT
_ __, i_ • ""'·--·· l ~ l' I~ r-; f JF · -- : [ § :_--- __ §= ,_,~-:-~ __ c::::J ._.__, t:S:J ,.,,.. i.... c::::J= ·-··· &:;11c:::;;i ·~-.....
l/J " i
EXISTI G CON DITIONS u t PL AN .. !: uo
"" .:' / "~''' ... l. ,_,, ~,-l-•r"!- \ l .. ::.u,, f ~ -; :; .. ·- : \ \ -r '' ..... ;, j l - - - -· FIGURE 6 ·- - I r!Jr;:I";--;:;------1'------__:;'!,.,o-
FIGURE 7 chemical and Hoechst chemicals premises machine operators and drivers category as in the Douro Street area are affected by a compared with 7% for the MSD. 300 metre buffer which also precludes residential land use from occurring within Travel to Work(% of population} the buffer area. The transfer station in Geelong MSD Douro is also affected by a 300m buffer and Train 4.4 7.5 the Pillington Glass Premises in McKay Bus 3.5 2.7 Street is affected by a 500m buffer. Car 68.7 65.5 Bicycle 1.9 0.8 2.6 Community and employment Foot 3.8 2.9 Motorcycle 0.6 0.3 In order to understand the statistics Live/work 3.0 3.4 gathered for this area from the Australian Not work 6.5 8.3 Bureau of Statistics comparisons have been Ferry/tram 0.6 2.5 made with the Melbourne Statistical Other 7.0 5.5 Division (MSD). A smaller percentage of the population in The study area is contained within five North Geelong use the train as their method Collector's Districts (CDs). These CDs to travel to work compared to the MSD. A include an area of some 1000 metres from greater percentage however, use a car, the North Geelong Railway Station. bicycle and foot to get to work than the MSD. Age Characteristics(%} Geelong MSD Generally the study area has a higher 0-9 11.9 14.1 incidence of smaller households and a 10-19 12.8 14.9 lower incidence of larger households than 20-34 22.9 26.0 the MSD. The majority of households in the 35-49 17.7 21.2 North Geelong area are occupied by one 50-64 13.5 13.2 (30.6%} and two (31.7%) persons compared 64+ 21.1 10.7 to the MSD (20% single and 29.4% are two person households). The general age structure of the study area corresponds with the MSD, however a In the North Geelong area 48.2% of those greater aged 15 or more earn below $12,000 per percentage of the population is 65 years annum, compared with 38.2% in the MSD. and. over compared the MSD In the study area 65% of the population in 1986 lived at the same address compared Birthplace (%} with 58.5% in the MSD. 21 % came from Geelong MSD another area in Victoria, 2.2% from Aust. 77.0 68.0 interstate and 1.9% from overseas. In the English MSD 19.9% came from another area in speaking 6.6 8.3 Victoria, 2.8% from interstate and 5.2% Yugoslavia 3.7 1.9 from overseas Italy 2.7 3.1
A greater percentage of the population of the study area were born in Australia and Yugoslavia than the MSD.
Generally the percentage of people in various occupations in the study area reflects that of the MSD. However, 11 % of the population is employed in plant,
16 Figure no. 8 Residential statistics Item Measure Existing Target Proposed
Residents Total no. 1730 - 2985
Per hectare 9.9 25 17.2
Household size Average no. 2.32 - 2.32
Workers Total no. 1074 - 1880
Per hectare 6.1 - 10.8
Residents and workers Per hectare 16.1 >50 28
Balance of residents to workers 100: x 100:62 - 100:63
17 3 Developing the proposal
3.1 Objectives and targets level of interaction with the majority of The major site issues that needed to be those interested in the site. Conventional addressed as part of this project were: planning process are sequentially re-active • the contamination of some industrial and often take a long period of time to land finalise with participants becoming • the EPA buffer for the saleyards and potentially adversarial given the inherent other industries fragmented approach. The Charrette is a simultaneously inter-active approach • the need to link the areas separated by whereby the team work of Town Planners, the railway and highway Urban Designers, Architects, Engineers and • the isolation from other mixed use other Specialist Sub-Consultants, Local activities and areas Government Officials, Landowners, • to improve access to station Residents, elected representatives and any • to increase worker density in the other interested party produce a planning industrial area strategy in a short period of time, generally four to five days. ':file Charrette process is • encourage the use of the railway where the major decisions and designs are • pedestrian access, safety etc .. undertaken in so far as the preparation of particularly in industrial areas and concept plan, draft local structure plan and across the highway and railway draft implementation strategy is concerned. • increase pedestrian amenity, perceived safety, and access to the Station as the The North Geelong Urban Village Charrette urban village centre, from its entire 800- was held at Osborne House in Swinburne metre walkable catchment; Street, Corio from Tuesday the 4th of April • strengthen economic and community to Friday the 7th of April 1995. See vitality of the North Geelong centre; Appendix 1 for Schedule. The Charrette team involved the following participants • increase housing and worker densities and live/work opportunities; Chip Kaufman Charrette Spokesperson • preserve and expand economic, social, Peter Krstic Charrette manager and work place diversity, adaptability, George Simic Urban Designer and affordability; Debra Williams Urban Designer • improve public transport usership; Jim Higgs Traffic Engineer • be politically and financially feasible. Claire Ferres Town Planner Only those opportunities which can Peter van Wyk Civil Engineer actually be implemented were Peter Edgeley Renderer · investigated. 3.3 Consultation process • wherever possible, identify and design opportunities for development on all In the weeks leading up to the Charrette a developable land which is presently number of advertising mechanisms were 'encumbered' by other uses such as car employed to inform the public about the parking or playing fields. if more Charrette and to ensure that all those with appropriate alternative sites can be an interest in the site had an opportunity to found. participate. These mechanisms included ·letter box drops within the study area of a 3.2 Approach brochure included as Appendix 2, and articles in the local newspaper. Over the In order to carry out this project, a modified first two days meetings were held with a Charrette process was used to enable a high variety of stake holders, with preliminary
18 design commencing as early as the first day. opportunities were investigated. By the Among those asked to address the end of the Charrette, a comprehensive Charrette team were representatives from design direction had evolved forNorth V/Line, VicRoads, the City of Greater Geelong involving an array of alternatives, Geelong and from the Department of which are explained below. Planning and Development, the Environmental Protection Authority, 'The A guiding principle was to concentrate a Arena' (Geelong Basketball Stadium), the higher population engaged in compatible Gas and Fuel and Powercor Australia. activities within the walkable catchments of Meetings with interested residents and. the station, and reciprocally to locate less community groups were also conducted. A populous and less compatible activities, combination of the information gathered such as some industries, between these from these guests and the skills of those in catchments. This principle suggests that the Charrette team contributed to form the some adjustments in the present Geelong basis of the design concepts. A public Regional Planning Scheme (1988) may be meeting was held on the first night to brief necessary. the public and interested persons on the Charrette process and the aims of the All the design alternatives presented here project. After the briefing the meeting split attempt to address the above intentions. into small groups with one member of the team to facilitate a workshop session. This Re-Connect Victoria Street with the was an opportunity to find out the Princes Highway strengths, weaknesses and problems associated with the site from the point of Perhaps the biggest impediment to the view of the residents, local business people potential of North Geelong as an urban and interested persons. village is Victoria Street no longer having at grade vehicular access to the Princes The third and fourth days were mainly Highway. Restoring this connection is used for design purposes. The Charrette fundamental to the success of North studio remained open during the day to Geelong as an urban village. allow members of the public to view the design process and give some input. All schemes assumed an on-grade A public presentation at Osborne House pedestrian and vehicular reconnection of was held on the Friday night to present the Victoria Street with Princes Highway across final concepts and answer any questions. the railroad tracks. This represents a large expenditure with a commensurately large Post Charrette activities included the fine gain. The pedestrian crossing at the tuning of some design concepts and the railroad could take place before the analysis by the consultants to ensure energy complete re-connection, but full re and financial viability. connection is ultimately tantamount to establishing an Urban Village at North A schedule of the public consultation events Geelong. held as part of the Charrette are included as Appendix 3. EPA Buffers
3.4 Draft concepts Prior to and during the charrette, the the E.P.A. buffers and their impact on potential During the North Geelong Charrette, by new residential development was means of interaction with the stakeholders researched and investigated. Written and the site itself, specific deficiencies and advice from the E.P.A. was received which opportunities in the urban fabric emerged advised .that the guidelines are intended to related to maximising North Geelong as an operate in a general sense and that project urban village. A number of design options specific information when tested may related to these deficiencies and reduce guideline buffers in a case by case
I PLANNING & EPA - ' 19 J_ LIBRARY basis, depending on the effects of pollution 3. Removing the Powercor building and control equipment and other matter. For substation and re-developing the entire example, the Ferro Chemicals plant in area, relocating the oval and soccer Douro Street had just recently completed fields as per option 2. This is a the installation of in plant equipment that considerable development opportunity, according to its managers reduces known whose returns to Council are seen as emissions by 98 %. In the case of the Sale able to help fund the relocation of the Yards, it is understood that within 5 to 20 Powercor facility. years they are expected to become obsolete and herein stop pollution being emitted The playing fields, the land west of the SEC from the site. On this basis design options building and substation, and the lands showing how it could be redeveloped in the adjacent to and including the Sale Yards are future were produced. all owned either by the Council or V /Line, which means that such a transfer is The E.P.A. also advised that this matter relatively feasible administratively, should be addressed at the implementation assuming that sufficient benefits can be stage and that designs and concepts should shown to accrue. be produced that show the outcomes that are relatively unencumbered by buffers. Adjusting the Industrial zoning in the Geelong Regional Planning Scheme: Electricity substation and playing fields Much of the land west of the rail is zoned Another source of pollution and visual industrial, possibly due to circumstances of impact, due to the size of the structures, is earlier municipal boundaries and attempts the Powercor building and its substation to provide opportunities for industrial north of Osborne House. Three alternatives development. However, this industrially to cover all anticipated eventualities were zoned land is to a large extent vacant and produced: does not seem likely to be developed easily for industrial uses. With the possible lifting 1. Keeping the Powercor building and its of the EPA buffers to residential substation, and relocating the existing development (explained above), oval adjacent to the substation, thereby industrially zoned land becomes a freeing up land to be developed for development opportunity to help invigorate medium density residential, north of North Geelong as an urban village. At the Swinburne Street. During public same time, some of the existing industrial interaction it was established that the land is well used and an important source active playing fields are used mostly by of Geelong's economy and those industrial people from outside the locality who uses should be supported by this plan. drive there, and therefore their location could be flexible. Therefore the options developed for residential development near existing 2. Keeping the Powercor building and its industrial development were predicated on substation, and relocating both the oval the condition that adjacent development and the soccer field to land adjacent to should be fully accepting of on-going the Sale Yards. This option freed up still industrial land use. A 'seam' area between more land for medium density the predominantly residential and the development north of Swinburne Street, industrial areas, called Live/Work while increasing the amenity of the west Industrial, where industrial is the dominant side of the urban village, which is very street level use, and residential or other short on amenity compared to the east uses are subordinate has been provided. side. This also set the stage for re This design involves a proposed adjustment development of the Sale Yards by to the 1988 Geelong Regional Planning bordering them with these new playing Scheme, which is reflected in the preferred field amenities. Plan in this report.
20 Victoria Street were identified, predicated Many other site-specific alternatives were on reconnecting Victoria Street in order for developed. It was acknowledged, for customers from both sides of the sub-region example, that a supermarket is important to to access the facility. Other details of the the urban village and could be provided options will be explained with the preferred once population has been increased. Sites plan later in this report. on both sides of the Princes Highway at
21 4 Proposal
4.1 The vision existing and future land owners to Two strategies are combined in the final undertake these changes, at a time when and urban village plan: if they choose.
• a new Mixed Use Urban Village Precinct For example, some particularly deep parcels Plan as an alternative to the Section 16-D presently zoned in one use like residential or of the 1988 Geelong Regional Planning industrial, may now have two adjacent Scheme Map; 'precincts' across that parcel, with a • 'Catalyst' Developments, to be initiated potential road reserve across the rear of the mostly by the public sector, to catalyse property where none existed before. A case private sector re-development of North in point is the group of parcels west of the Geelong as an urban village, whose rail, south of the overpass, and east of Baxter development revenues in tum would Road, presently used for light industrial and help fund the catalyst developments. about 100 metres deep. These businesses The developments are categorised into generally back on to the Princes Highway. short-, medium-, and long-term actions The Plan proposes a road reserve along that in this report. frontage at some future date, with an access from the south as well as a potential ramp ·Not all the developments need be onto the overpass approach, plus a back lane implemented for a successful project; but down the middle and this re-configuration there is also comment on how crucial each allows the owners of these parcels to choose component is to full project success. co-operatively to redevelop some time in the future with assistance being provided by 4.lA The Mixed Use Urban Village Precinct Council. The plan provides for about 50 Plan (Figure 9) metre-deep commercial lots with good Highway exposure for their fronts, plus 40 The purpose of the Mixed Use Urban Village metre-deep lots fronting a traffic-calmed Precinct Plan is to provide a planning Baxter Road for medium density housing. structure to encourage and guide the private The commercial frontage would exclude sector re-development of North Geelong as chain stores and other uses in conflict with an urban village. Geelong' s policy of strengthening its City Centre. The large Industrial A zone west of the railroad in the 1988 Geelong Regional This initiative would be jointly funded by Planning Scheme map section 16-D limits the landowners and the Council. The the full potential of North Geelong as an incentive for the private sector is increased urban village. The Regional Structure land value and a gain of land for the Diagram enclosed in this report illustrates southerly parcel as shown, by means of the principle of concentrating a mixed use slightly re-configuring the flood plan 'basin' population within walkable catchments to gain this new land above the 100 year around the station. The Mixed Use Precinct flood plan with a good aspect of the park to Plan embodies this principle and is the south. proposed as an alternative to the present Section 16-D. Precinct areas within the Mixed Use Urban Village Precinct Plan are derived from the The Mixed Use Urban Village Precinct existing urban structure and existing land Plan does not intend to force changes on uses. For example, it proposes a Live/Work existing uses. Instead the Plan proposes a Industrial Zone to bound those present choice for owners by incrementally re industrial areas that are functioning well developing their properties according to the and that should be protected to support Plan. The Plan endeavours to enable Greater Geelong's economy.
22 ' /
. .. ::' \'
. \ ~ \ ' ~'. ·
I J
Lo w Demit) lt c !>
l\frdiuen Dc 1 .. it )' it l.' s
Co mmen·ial
Rt.' ta il
Co mmu111l )•/ ln!> l1 tul io na l Live/ Wu rl.. lnd u!> lri.1 1 0
1'.1 rkl.1ml Ca rp.tr'-. 0
~--, llXEDUSE I URBA I VILLAGE I l'REC ll\CT PLAN J
FIGURE 9 :, with buildings taller than three storeys The proposed Mixed Use Urban Village subject to Council approval. Parking for Precinct Plan embodies changes to Section such conditions is explained below. Each 16-D of the 1988 Planning Scheme, which are residential use in this precinct would require intended not to interfere with existing viable either at least 6 square metres of balcony or land uses within the 800 metre walkable other private outdoor space including usable catchment or with the gradual direction of and accessible roof surfaces, or else redevelopment which is taking place at this proximity to a public open space within 400 time. metres.
It is intended that Geelong's Urban Predominantly medium-density residential Conservation Areas would stay in force, and at street level, encouraging but not requiring that incremental redevelopment should second storeys with new or re-development continue to take place in these areas, as activities, shown as Yellowed Orange on the presently underway. plan. As of right home occupations and home businesses (not to exceed 70 sqm of The Different Precinct Uses: half the street level floor) should be encouraged, but this area should stay The Mixed Use Urban Village Precinct Plan predominantly residential, with other uses has several precincts of mixed uses as noted secondary. Parking for such conditions is on the Plan and as explained in greater explained below. Some of this area is within detail below. These are not single use zones the Geelong's Urban Conservation zone, and which often create difficulties between uses all of this area should be subject to the at their edges. Rather each of these precincts Victorian Government's Good Design Guide encourage multiple uses, planned such that for Medium Density Housing. they are compatible at their edges with adjoining precincts. Uses in one precinct Predominantly light industrial at street also are encouraged in adjacent precincts, level, with secondary uses of residential where only their emphasis or location permitted as of right, shown as Lavender on changes in relation to the street. the plan. Office and residential activities must be secondary to light industrial Community and institutional uses such as activities, where noise and other impacts churches and schools such as the Geelong associated with light industry are kept as of North Primary School, shown as Mahogany right in this precinct. This is specifically Red on the plan. intended to keep these areas more affordable both for light industry as well as Pedestrian-oriented retail at street level, incubator businesses and residential with commercial or residential uses development. While 'gentrification' of most encouraged in upper floors, shown as areas within the walkable catchments of the Crimson Lake Red on the plan. All station is being allowed, the protection of buildings new or re-developed in this area these areas by means of the light industrial should be at least 2 storeys high. Such designation is important to the overall improvements should be permitted as of economic, social, and environmental right and expedited by Council. Residential viability of the sub-region and this approach shop-top uses should be encouraged by intends to protect those viable industries means of measures such as those in place for operating within the present Industrial A zone. the City of Port Phillip. Parking for such conditions is explained below. Car Parking Scheme:
Commercial uses at street level, with more The provision of car parking is essential to commercial or residential uses encouraged increasing the worker/resident population. in upper floors, shown as Vermillion Red on Most of the present parking capacity both the plan. All buildings new or re-developed for the station and for the Supercats Arena in this area should be at least 2 storeys high, across Victoria Street from the station is on
24 developable land adjacent to and west or It is about 300 metres from the station, or a south of the station. The present capacity of four-minute walk. This hill consists of a clay these lots is somewhere between 550 and 650 capping over contaminants which are now spaces. If this land were to stay as car 'stabilised' and designated as non-polluting parking, then some of the most important according to the EPA. Ferro is responsible land for urban village development, so close for the maintenance of this capping and had to the station, would not be developed and a fenced this private property off, however, it bleak sea of parking would discourage is understood that there are no plans pedestrian access to the station as well as to proposed for its future use. the Arena. Non-developable land nearby where the present car parking for the station This site was recognised during the and Arena might relocate was explored. Charrette as an alternate site for car parking, to free up the developable land adjacent to The following car parking proposals, all on the station. Discussions with Ferro 'non-developable land', provide for over management were held to establish whether 1000 spaces within less than a five minute they might be amenable to such a use, as this walk to the Station and the Arena could generate revenue to help pay for the (compared to the 550 to 650 presently maintenance of the clay capping. It was available), and will also 'free up' the present established that the clay capping is quite car park for urban village development. durable, could accommodate a bitumen or other surface for car parking, and could I. Re-located parking capacity on the support cars driving over it in a car parking Princes Highway and Geelong Railway capacity. The land has an approximate car reserves parking capacity of 450 spaces. The Ferro Hill is shown green on the plan to suggest The plan shows over 330 car spaces gained that most of it might be surfaced with a by extending the present car parking in the material such as Grasspave'. Grasspave is a service road west of the highway, and by material with a strong plastic grid, made increasing the efficiency of its parking lay from recycled materials, on top of which · out. grass can grow and cars can drive. Such a treatment would give this parking lot more II. Increased parking in existing road amenity and the cost is roughly comparable reserves to that of bitumen.
By altering the line-marking on the existing Residential parking permit arrangements paved roads (on 20 metre-wide reserves) should be enforced in these areas, especially within 500 metres of the Station to angle after business hours. parking, about 260 additional spaces above the parallel parking presently in place can be Transferable Parking Requirements by obtained. This on-street parking re means of Council initiated Parking. configuration narrows the road pavement for cars such that the 'design speed' of these It is proposed that Council affect an roads would match the presently 'posted arrangement whereby any development speeds', thereby inci:easing pedestrian within 300 metres of the above new car amenity along those streets and also parking areas could transfer on-site parking substantially increasing potential patronage requirements and costs to funding these of businesses in the centre, including the parking facilities. Because those parking station. areas would be accessible to the public, they could be shared at night for residential and III. Parking on the "Ferro Hill" by day for commercial and retail. Thus the overall demand for parking spaces can be Ferro owns a parcel about 1.3 hectares in diminished and the on-site parking size, bounded by Roseneath, Douro, and requirements should be commensurately Victoria Streets, which is a shallow grassy reduced. hill with a chain link fence on its boundaries.
25 redevelopment to be guided by the Mixed · Angle Parking throughout all 20-Metre Use Urban Village Precinct Plan. These Wide Street Reserves Catalyst Developments are intended to mend existing deficiencies in the fabric of It is proposed for all new development the Urban Village and to trigger nearby within the urban village, that adjacent on private re-development. Most of these street car parking capacity from this angled Catalyst Developments are proposed to be parking should be credited to help satisfy initiated and possibly funded by Council, V parking requirements. This would free up Line and/ or other public funding sources. more private land development (with reduced on-site parking), while putting the Areas on the Plan involving Catalyst public road reserves to better use slowing Developments have street trees shown in travel speeds at the same time. their road reserves, some of which are new road reserves. Street Tree Scheme: These Catalyst Developments are designed Conjunctive to the transferable car parking to be "win/wins" both for the owners requirements a street tree planting scheme involved, as well as for the entire should be established, whereby any private community. They often involve inter development within the walkable catchment jurisdictional or land owner co-operation, of the station should be required to plant which will only take place if the initiatives are street trees both out front and en route to the seen as beneficial to all parties. station from the development site. Those trees should be generally located in or near The funding strategy is detailed below in the road reserves to slow the design speed of section 4.4 Implementation Strategy. the roadway. For example, trees should be planted on either side of the road pavement The Catalyst Developments are discussed in to constrain traffic flow, or they should be the following by sector on the plan. planted as part of a chicane for the same purpose. These improvements should be The Osborne House Sector part of a co-ordinated overall traffic management and pedestrian and bicycle The proposed relocation of the playing fields amenity plan for the area, which could be to near the Sale Yards and the Powercor undertaken by Council, through a special facility, combined with proximity to the Bay levy. and Osborne House amenities, may make the Osborne House Sector a very marketable Public Bus Re-Routing development opportunity. The Sector is owned by Council, V-Line, and some private Public bus lines presently run along owners along the Princes Highway and Thompsons Road and the Princes Highway. Baxter Street, including the corner The reconnection of Victoria Street enables a windshield bending factory. The scheme junction of these routes to serve the North proposes an adjustment to the angled south Geelong Station, the Arena, and other east boundary with the railway tracks to anchors within the North Geelong Urban follow the right-angled road reserve shown Village. Such route adjustments should on the plan. A new grid of inter-connected improve service to the wider region and be streets forms blocks with back lanes quite co-ordinated to that end. efficient for small lot residential development, with good aspects to Corio Bay past the vacated Powercor site. 4.lB Catalyst Developments This development proposes an urban fabric The second component of the final design similar to that of Drumcondra, with the strategy is the Catalyst Developments, added benefit of Osborne House and the intended to trigger the incremental private newly configured boulevard park along
26 Swinburne Street. The boulevard park along new rear Janeway. This plan may involve Swinburne Street celebrates the entry views some minor re-configuration of the drainage to the Bay from the Princes Highway and reserve basin as to locate the lots above the retains a passive park for existing residents 100 year flood plain. The road at the on the south side of Swinburne Street. frontage of this development is meant to be located beneath the 100 year flood level. A new block of commercial development is proposed along the Princes Highway with a This plan will need co-operation of several new service road as shown. land owners for it to take place.
It is intended that proceeds from this The Sale Yards development would help to fund the removal of the SEC facility and the re The Plan proposes the retention of the Sale location of the playing fields. Yards for the duration of it viable lifecycle. If and when the Sale Yards become obsolete, The Hume Property then the development shown dotted in and faintly coloured could take place, which The Hume Property is generally bounded by involves medium density residential Douro Street, the rear of the eastern lots development taking advantage of the facing Giddings Street, Victoria Street, and amenity of the area i.e. newly relocated Enmore Street to the north. Presently zoned playing field. industrial, it has not been fully or successfully developed, although reports of The soccer field is proposed to be located on recent sales of some parcels presumably for the former abattoir site. The oval is industrial use at the time of sale have been proposed to be located on the drainage taken into account with the design reserve presently being filled, and it features proposals. This development assumes a small pavilion as shown. future EPA authorisation for residential development. Concurrent to re-development of the Sale Yards is the proposed road running a long The development proposes two small parks its western boundary and connecting to with medium density residential Victoria Street. It is proposed that this road development fronting them, and otherwise reserve be gazetted soon and that its 15 dwellings/per gross hectare on average implementation should limit future residential allotments. development across it. Another proposed road reserve and land run along the north The block fronting Victoria Street is shown edge of the oval, is intended to be used for as commercial, and the apparently un-used more future medium density residential that Wellington Street is proposed to be sold by will front the oval, and to back onto a new Council to help fund this urban village live/work industrial area to its north as initiative. shown.
New Housing Commercial and Live/Work Industrial area south of Victoria Street. Opportunities fronting the drainage reserve in the vicinity of the Multi-Cultural Hostel. A new Live/Work Industrial area is located behind a new Commercial area on the south Opportunities exist for a new row of side of Victoria Street. Uses encouraged in medium density terraces fronting the north these areas are described above in the Mixed side of the drainage reserve and facing the Use Precinct Plan and the explanation of its multi-cultural hostel, as shown by the 3D colour code. drawing included as Figure 10. These dwellings are proposed to front a narrow The Catalyst Developments, as detailed road, with tuck-under parking access off a above, are intended, in their combination, to
27 N CX>
FIGURE 10 maximise the full potential of North Geelong beneath this pipe (approximately 6 metres as an urban village. above grade), and new protective fencing around the vertical supports only, if this is Douro and Roseneath Streets possible. This is yet to be determined, and a different road configuration may also work The Plan intends to preserve the viable for this area if the one proposed turns out industrial activities along these streets, as not to be tenable. well as to allow the existing residential development to continue as is. The light New Supermarket industry precinct with live/work industrial frontages show re-development Within the station area and directly behind opportunities that must accept the pre the two historic brick buildings is proposed existing industrial activities and impacts, but a 1500 to 2000 sq.m. supermarket. This which allow secondary residential to take development is proposed when the place for those who wish to live on their proposed village population has grown work premises. This arrangement is a good enough to support it. The location is very economic means of encouraging "incubator" well exposed to passing traffic on Princes small businesses. Highway and access off the re-connected Victoria Street is quite good. The The Station Area supermarket, the Arena, and the Station should work in support of each other. This This area is bounded by both frontages proposal is illustrated by Figure 11. along Sevin Street, Victoria Street, the railroad, and a proposed new road reserve The station development assumes the about 200m north of Victoria Street. parking arrangements as discussed above in Commercial development like that shown in this report. Figure 11, is encouraged. Higher value commercial development is appropriate for New Building next to the Arena this the new centre of the urban village, and such real estate returns, starting from a A new commercial building is proposed on relatively low land 'basis' value, may be the south side of Victoria Street next to the needed to address possible contamination Arena and abutting the proposed new on on site. grade crossing of the railroad. This will be a key comer with the re-connection of Victoria This also assumes re-location of Boral or its Street, and should be capitalised on. From re-development to a higher use. An information received V/Line owns this land, alternative site might possibly be facilitated and proceeds from its re-development could in another industrial estate controlled by the help fund the parking within the highway City of Greater Geelong, to address impacts road reserve and/ or the on-grade crossing on Boral, if any. of the railroad. This is a possible area for expansion of the Arena and is illustrated by Boral is one of the EPA' s possible buffer .Figure 12. sites, but, if no road building materials are produced here (only stored), then this buffer Development north of Station Area · may not be binding. Boral and the EPA will need to resolve this issue. The Plan proposes development north of the station area, where presently rail related There is a sizeable above-ground gas line in activities take place as they seem to be this area (approximate location shown on spatially inefficient. It is proposed to the plan) that is presently fenced and rationalise the land to the north of Victoria represents a constraint to the re Street, allowing V /Line to develop it as part development potential of this area. The plan of the urban village. The development proposes a reconfiguration of the protective shows live/work industrial fronting the fence, to allow a road actually to pass railroad across a new road reserve, with
r 29 maximise the full potential of North Geelong beneath this pipe (approximately 6 metres as an urban village. above grade), and new protective fencing around the vertical supports only, if this is Douro and Roseneath Streets possible. This is yet to be determined, and a different road configuration may also work The Plan intends to preserve the viable for this area if the one proposed turns out industrial activities along these streets, as not to be tenable. well as to allow the existing residential development to continue as is. The light New Supermarket industry precinct with live/work industrial frontages show re-development Within the station area and directly behind opportunities that must accept the pre the two historic brick buildings is proposed existing industrial activities and impacts, but a 1500 to 2000 sq.m. supermarket. This which allow secondary residential to take development is proposed when the place for those who wish to live on their proposed village population has grown work premises. This arrangement is a good enough to support it. The location is very economic means of encouraging "incubator" well exposed to passing traffic on Princes small businesses. ' Highway and access off the re-connected Victoria Street is quite good. The The Station Area supermarket, the Arena, and the Station should work in support of each other. This This area is bounded by both frontages proposal is illustrated by Figure 12. along Sevin Street, Victoria Street, the railroad, and a proposed new road reserve The station development assumes the about 200m north of Victoria Street. parking arrangements as discussed above in Commercial development like that shown in this report. Figure 11, is encouraged. Higher value commercial development is appropriate for New Building next to the Arena this the new centre of the urban village, and such real estate returns, starting from a A new commercial building is proposed on relatively low land 'basis' value, may be the south side of Victoria Street next to the needed to address possible contamination Arena and abutting the proposed new on on site. grade crossing of the railroad. This will be a key comer with the re-connection of Victoria This also assumes re-location of Boral or its Street, and should be capitalised on. From re-development to a higher use. An information received V /Line owns this land, alternative site might possibly be facilitated and proceeds from its re-development could in another industrial estate controlled by the help fund the parklllg within the highway City of Greater Geelong, to address impacts road reserve and/ or the on-grade crossing on Boral, ifany. of the railroad. This is a possible area for expansion of the Arena and is illustrated by Boral is one of the EPA' s possible buffer Figure 12. sites, but, if no road building materials are produced here (only stored), then this buffer Development north of Station Area may not be binding. Boral and the EPA will need to resolve this issue. The Plan proposes development north of the station area, where presently rail related There is a sizeable above-ground gas line in activities take place as they seem to be this area (approximate location shown on spatially inefficient. It is proposed to the plan) that is presently fenced and rationalise the land to the north of Victoria represents a constraint to the re Street, allowing V /Line to develop it as part development potential of this area. The plan of the urban village. The development proposes a reconfiguration of the protective shows live/work industrial fronting the fence, to allow a road actually to pass railroad across a new road reserve, with
30 FIGURE 11 llr-f'o--~ etl?!Jtr 1-+-t--+--+--+-+-+--' 7?~ ~~~~~~~~~~~
,..·
FIGURE 12 medium density residential to the west Parade to slow its design speed (without connecting to the existing residential on impacting its capacity). A slower approach Slevin Street via two new road reserves, for south bound traffic on the highway is located on vacant land. also proposed to make it a more pedestrian friendly intersection and to increase "North Geelong boulevard" and Victoria interconnection between the east and west. Street Re-Connection The intersection adjustment might cost around $30,000. The Princes Highway, with its present speed limit of 80 kph and very difficult connection Pedestrian Crossing to West at Bell Parade. with Victoria Street, presently severs the potential of the North Geelong Urban An on-grade 3 metre-wide passage is Village. proposed to run beneath the rail line presently running on an embankment. This Conjunctive with the present "Boulevard passage would be must safer and pleasant Project" of street tree planting, the plan than sub-grade crossings, in that pedestrians proposes a narrowing of road pavements and cyclists will be able to see straight and a reciprocal widening of median nature through this passage to the Bay and back to strips and shortening of pedestrian crossing the west. This crossing may cost about distances. This is detailed in several $150,000 to construct. additional plans.
It is proposed that a pedestrian gate at-grade 4.2 Financial Analysis crossing of the railroad at Victoria Street take place as soon as possible, at cost of 4.2. l Viability of Overall Concept about $150,000, to replace the sub-grade crossing, which is perceived as being unsafe Melbourne Road and the railway divide the by the local community. proposed urban village site and limit pedestrian/vehicular access from the east The full on-grade re-connection of Victoria side (predominantly residential), and from Street (with no right turning access for south Melbourne Road to the west side bound traffic on Princes Highway) may cost (predominantly industrial and residential). about $400,000 including the related switching needed for both the train and the The proposed concept plan for the proposed traffic signals. We see this as money well North Geelong Urban Village is considered spent for its return of stimulating an entire to be viable in the long term subject to the urban village. This component of the Plan satisfactory provision of supporting needs more detailed designing and pedestrian/vehicular infrastructure linking resolving with the parties involved. the east and west precincts. The main land use and development elements include:- Pedestrian Bridge over Rail and Highway at Bay Street. Osborne House Precinct
This pedestrian bridge is proposed some Medium density residential development is time in the future, when the west side has proposed comprising 132 single detached begun to gain significant population, to swellings (average 450 sqm) and 2 storey allow new school children to reach the units comprising 44 lots (average 240 sqm North Geelong Primary School on Bay each) overlooking Corio Bay. This Street. Its cost may be about $150,000. development relies upon the relocation of the playing fields to the Western precinct to Bell Parade Streetscape Design and Traffic make the site available for development. Calming. There is an existing Powercor on this site and its removal would be desirable but not The Plan proposes the construction of a essential. The site has good accessibility and central median with street trees along Bell
33 excellent bay views. Osborne House's ownership, and car parking and access historical significance adds significantly to along Melbourne Road would need to be the amenity of the area. A majority of the improved. land is currently owned by Council with the balance being former Powercor land. The current lack of a supermarket to service this area together with likely increases in Victoria Avenue local population, and access/ exposure from Melbourne Road, would justify a Vehicular and pedestrian access across supermarket development in the short term. Melbourne Road, via Victoria A venue, to link the east and west precincts to the 4.2.2. Supporting Public Sector Investment success of the concept plan. The proposed infrastructure development includes leaving The successful development of the proposed the current vehicular overpass, altering road North Geelong Urban Village will be alignments to provide left in/left our dependent on significant public sector vehicular access from Melbourne Road, and investment. In particular, the infrastructure at-grade pedestrian access to the western and amenity upgrading works that are precinct, and to slow traffic down along this critical to the financial viability of the section of Melbourne Road. proposal include:-
Western Precinct • Road/ pedestrian link to facilitate access from Melbourne Road to the west The proposed long term western precinct precinct and improve on-street developments include:- parking/ traffic management. Estimated costs include:- • Commercial and industrial infill development. This redevelopment is -Pedestrian crossing at Victoria Street over likely to occur over time and the rail line $150,000. provision of improved vehicle access is -Princes Highway "Boulevard Design" critical. $250,000 (excluding the budgeted $200,000 for the existing Boulevard project). • Residential development on existing open space (where open space is not • Relocate existing oval, soccer field and replaced). It is considered that this pavilion from Osborne House precinct to development would be viable in the long infill site adjacent to hostel (west). The term subject to the resolution of the 500m existing sporting facilities are used buffer zone around the saleyards. mainly by regional sporting clubs and require upgrading. Construction costs Supermarket are estimated at $120,000 per oval and $100,000 for the pavilion (including car Two alternative development sites for a park) 1,500 sq m supermarket are as follows:- • Relocating some P.T.C. commuter car • West: to be developed on part of the parking in order to make land available current P.T.C. car park site. The viability for sale, for retail development. Cost of of this site is dependent on the provision new car parks are estimated at $120,000 of vehicle/ pedestrian access from for retail parking and $150,000 for station Melbourne Road. parking.
• East: comer Victoria Avenue and • Other improvements which would be Melbourne Road with rood top parking. desirable from an amenity and traffic This site has good exposure however point of view include:- short to medium term development is constrained by fragmented land
34 - pedestrian crossing under rail line - others in this study. For this reason, it will $150,000 be particularly important to ensure that a - pedestrian overpass to school - $150,000. high standard of energy efficient building -Bell parade Intersection at highway - design is promoted in this location. Despite $30,000. these uncertainties, realistic standard - Douro/Weddell Road intersection - dwelling types were modelled, and an $400,000. average score of 21 points was achieved. -Bell Parade traffic improvements - $400,000. This comfortably exceeds the minimum requirement. The details of the assessment 4.2.3 Short Tenn Development Potential are included in Appendix 4.
The Osborne House medium density Almost a third of the proposed dwellings residential development is considered to be scored between zero and 10 points - most of viable in the short term, subject to the these were oriented east-west. Their energy relocation of the regional sporting facility ratings would be substantially improved by (i.e. oval, soccer field and pavilion). Based external shading, or by design strategies on current residential land values and an which located windows to the north. overall lot yield of 176 lots it is estimated that this area could generate up to $2.3 Overall, this development is an interesting million to off-set the cost of relocating contrast to Sandringham, in that it achieves sporting facilities and improving access to the required average score with lower the western precinct. density development, much of it oriented to take advantage of the winter sun, while the The proposed supermarket development on Sandringham urban village relies more pat of the current P.T.C. car park site (West), heavily on sharing of walls, floors and with access/ exposure to Melbourne Road is ceilings to overcome the inefficiencies considered to be viable. The estimated associated with poor orientation. value of the land for a 1,500 sqm supermarket is around $150 - $200 per sqm 4.4 Implementation strategy and this would cover the cost of the relocating the existing car park and generate The Implementation Strategy combines surplus. actions by both the public and private sectors. It is proposed that Council's role 4.3 Energy Analysis should be to target and solve problems within the urban fabric and planning Development of the North Geelong Urban scheme that presently limits successful Village concept is proposed for several urban village private sector development, by precincts which are mostly existing open means of Council's adopting the proposed space or industrial land. Land values in this Urban Village Mixed Use Precinct Plan and area are relatively low, so it is unlikely that its Catalyst Developments (to be adopted in high density multi-storey development principle). would occur, except near the bay, where there are views of Corio Bay. The designer The Urban Village Mixed Use Precinct Plan estimates that more than a third of new may serve as both a short and longer-term dwellings will be on lots of around 450 guide for private development. Ideally this square metres. while the remainder will be a Plan should replace the present Planning medium density development on lots of Scheme Map Section 16-D. around 240 square metres. Conjunctive to the Urban Village Mixed The characteristics of this site make it very Use Precinct Plan is the Catalyst difficult to specify accurately the energy Developments, which are described efficiency characteristics of may of the above in some detail as short, medium, proposed dwellings, as the lots do not or longer-term projects. The short-term constrain the building designs as much as measures should be initiated as soon as
35 possible; their capital costs are relatively within the urban priorities clearly low. identified in the Prime Ministers Task Force Report of 1994. In that this These catalyst developments typically development can be shown directly to involve potential win/ wins both for the affect systemic energy efficiency. community and associated landowners and developers. Council co-ordination A possible source of funding might be is required for these initiatives, in that from the development of the Council multiple ownerships are sometimes and V /Line -owned car parks west and involved, whose co-operation can best south of the station. be achieved by Council. Were Council to take a pro-active role with The most important Catalyst these Catalyst Developments, seeking Development is the re-connection of partnerships with the private sector, then Victoria Street; this should receive the quick results might ensue. highest chronological and funding priority. It may be possible to seek Commonwealth funding for more detaileddesigning of this development and/ or its implementation, as it falls
36 Figure no. 13 Schedule of actions
No. Name of action Predecessor Fallaw-on Impediments Lead agency Cost Possible funding action actions sources Short term (0 - 5 years) 1 Parking in road reserves None Detailed None City of Greater Low City of Greater strategy Geelong Geelong or Private Developers 2 Parking in road reserves Existing lines New layout None City of Greater Low City of Greater and re- Geelong Geelong marking 3 Angle parking None Detailed None City of Greater Low City of Greater strategy Geelong Geelong or Private developers 4 Street Tree Scheme Existing street Strategy None City of Greater Low City of Greater trees Geelong Geelong 5 Bell Pde. Streetscape None Detailed None City of Greater Low City of Greater strate~ Geelong Geelong 6 The Osborne House Sector None Detailed Land City of Greater High City of Greater strategy ownership and Geelong& Geelong, finance Powercor Powercor & Private developers 7 The Hume property Applications Alterations Regulatory City of Greater Low Private for permit to planning Geelong developers controls 8 EPA Buffers - issue resolution Buffer Detailed Regulatory City of Greater -- guidelines investigation Geelong & EPA 9 Pedestrian Gate at railway Underpass Investigations None City of Greater Medium City of Greater Geelong Geelong No. Name of action Predecessor Follaw-on Impediments Lead agency Cost Possible funding action actions sources 10 Pedestrian crossing at Bell Parade None Detailed Finance V/Line Medium V/Line strategy 11 Victoria Street re-connection None Detailed Regulatory V/Line High V/Line & strategy and finance VicRoads 12 Public Bus Re-routing Victoria Street Prepare new None Local Bus Low Local Bus connection timetable Company Company Medium term (5 - 10 years)
1 Princess Hwy & railway reserve Princes Detailed Finance VicRoads & City of High Federal, State or parking Highway strategy & Greater Geelong Local Boulevard under Project construction 2 Parking on Ferro Hill Site capped Detailed Regulatory Ferro chemicals & Medium Private strategy City of Greater developers Geelong 3 New Supermarket None Detailed Population City of Greater Low Private strategy threshold Geelong developers 4 New building next to the Arena None Detailed None V/Line Low Private strategy developers 5 Pedestrian bridge at Bay Street None Detailed Finance VicRoads Medium VicRoads strategy 6 Station area development None Detailed Regulatory City of Greater Medium Private strategy and Finance Geelongand developers V/Line Long term (10 - 20 years) 1 The Sale Yards Site and land - Regulatory City of Greater High City of Greater · investigations Geelong Geelong 2 New Housing along drainage None Detailed None City of Greater Low Private sector reserve investigations Gee long 5 Conclusions
North Geelong has the potential to become a successful urban village, by means of Council taking a leadership role to stimulate and facilitate private development, and to redress weaknesses in the urban fabric, as described above, that will otherwise limit the future of North Geelong.
The designs and development mechanisms generated during and subsequent to the North Geelong Charrette provide the means to achieving a greatly improved urban village. The critical component of these results being the Mixed Use Urban Village Precinct Plan which Council may be well-advised to consider adopting.
The Consultant Team, Fisher Stewart Pty. Ltd., wishes to thank the City of Yarra and other sponsors of the Urban Village Project for providing an opportunity to participate in this exciting project.
39 Appendixl Charrette Schedule
CITY OF GREATER GEELONG NORTH GEELONG URBAN DESIGN CHARRETTE SCHEDULE 3/4/95
Tuesday the 4th of April 1995
9.30 am Set up studio at Osborne House, Swinburne Street
10.30 am Study area inspection
12.30 pm Lunch in studio
1.00 pm Briefing:
• Traffic/Movement (Jim Higgs) • Planning Issues (Peter Krstic)
2.00 pm Meeting with P.T.C., Vic Roads
3.00 pm Meeting with Council Officers
4.00 pm - Meeting with N. Savery and N. Alexander re 4.30 pm E.P .A.Buffers
5.00 pm Prepare for evening presentation
6.00 pm Dinner
7.00 pm Introductory presentation at Osborne House, Swinburne Street to commence at 7.30 pm with informal discussion from 7.00 pm (Attachment I).
Wednesday the 5th of April 1995
8.30 am Strategy meeting in studio Design commences
9.30 am Department of Planning - Rod Duncan
10.00 am Studio open until 2.00 pm for all interested parties to visit and input.
40 2
1.00 pm Lunch
2.00 pm E.P.A. re Contamination Carl Schaller.
3.00 pm Meetings in studio with;
• The Arena - John Bigg (3.00 pm) • Boral, Gas & Fuel & S.E.C. (3 .30 pm)
6.00 pm Dinner
7.30 pm Meeting with interested residents, Community Groups etc at Osborne House Swinburne Street (Attachment 2).
Thursday the 6th of April 1995
8.30 am Strategy meeting in studio . Design continues
10.00 am Studio open until 12.00 noon for all interested parties to visit and or input into proceedings.
5.00 pm Mid project review. Presentation of concepts and issues with selected decision makers, interested parties.
6.00 pm Dinner
7.00 pm Strategy meeting Design continues
Friday the 7th of April 1995·:
8.30 am Resume design work on concepts
1.00 pm Lunch
5.00 pm Prepare for evening presentation and clean up studio
5.30 pm Dinner
7.00 pm. Final presentation at Osborne House, Swinburne Street to commence at 7.30 pm with informal discussion from 7 pm (Attachment 2)
41 Appendix2 Materials distributed to the public
The Geelong North Town Planning Charrette
The City of Greater Geelong, the Environment Protection Authority and Energy Victoria have commissioned Fisher Stewart Pty Ltd, Town Planning and Urban Designers to undertake a Town Planning charrette for the area up to 800 metres in all directions, about a 10 minute walk from the North Geelong Railway Station.
What is a Charrette ?
The charrette process is a relatively new process in the field of town Planning in Australia. It offers considerable advantages over methods of plan preparation previously used by the City of Greater Geelong.
1. The process is totally open to all stockholders to enable them to participate in the process.
2. The process is significantly shortened therefore saving participants time and reducing costs involved.
3. The process provides a sense of ownership to all who have participated.
How does the Charrette affect You ?
The process is reliant on your participation. A series of public meetings and workshops will be held. On the first night the process will be explained. Input from residents, landowners, interest groups, government agencies, council representatives, community groups and business groups will be sought and encouraged.
When will it occur ?
The charrette is scheduled to commence on Tuesday the 4th of April, over four days to provide maximum opportunity to participate.
Where will it occur ?
The charrette will occur in Osborne House, Swinburne Street, North Geelong and will be supplemented by three public meetings also to be held at Osborne House.
42 L950025.DOC
City of Greater Geelong North Geelong Town Planning Charrette
Tuesday 4th April 1995 Who can attend
A work/meeting area is set up at Osborne House, Swinburne Street * and a briefing on site conditions and key economic, social and environmental issues commences.
7.00 pm Introductory Presentation at Osborne House Swinburne Street· Everyone! Introduction of the process and team by the Mayor of the City of Greater Geelong at 7.30 pm. Mr. Chip Kaufman, team spokesperson will outline the issues and show examples.
8.30pm Questions about the process.
8.45 pm Group discussion.
9.15 pm Supper
9.40pm Reporting back and informal discussion.
Wednesday 5th April 1995
8.30 am Team resumes development of design concepts. *
9.30 am Detailed discussion will be held with key Government Agencies and local groups. *
7.30 pm Public meeting at Osborne House Swinburne Street structured Interested around specific local issues, ie: Residents • The commercial area, traffic and Groups • Access to the railway station, • Open Space
9.00pm Informal discussion and supper.
Thursday 6th April 1995
8.30 am Team resumes developments of design concepts. *
10.00 am All residents and interested parties invited to visit and/or Everyone! 2.00 pm participate to proceedings.
5.00 pm Informal mid project review in work area with City of Interested 6.30 pm Greater Geelong Representatives and interested parties. Residents and Groups
Friday 7th April 1995
8.30 am Team resumes development of design concepts. *
7.00 pm Chip Kaufman, team spokesperson makes a formal presentation of Everyone! drawings, concepts and principles at Osborne House Swinburne Street. Question time follows. Representatives of the City of Greater Geelong to sum up and discuss what happens next.
• These sessions are intended primarily for council officers, representatives of local groups and consultants. However the work/meeting area will be open every day. If you wish to attend at these times, please ring City of Greater Gee long on ph:
43 THE URBAN VILLAGES PROJECT VICTORIA 1995
SAVING ENERGY · INTRODUCTION THROUGH URBAN FORM
The Urban Villages Project aims to The form of our cities has a demonstrate ways to reshape our cities significant and long--terrn influence on to use less energy, reduce greenhouse the use of fossil fuels for transport, gas emissions and create more livable housd111hi l1c:ating and cooling. places. Changes in how we design and Because our cities sprawl, most build our cities can lead Lu savings of people must use a car to visit friends over 40% in transport and household amJ family, to shop or to piny. The greenhouse gas emissions. The Urua11 u1ic1il:lltion and shupo of our buildings Villages Project is demonstrating this influences the amount of energy used by: to heat and cool them. Suburbs that produce less greenhouse emissions are • preparing urban village concept that have: plans for eight existing suburban those more people per hectare; centres in Melbourne and Geelong; • • more shops, community facilities The proportion of Australia's and mapping other • identifying and workplaces at each local centre; greenhouse gas emissions urban village sites around potential • easy access to public transport; attributable to urban form. Melbourne; • street layouts to maximize solar • assessing the energy use access to house lots; implications of urban villages; and • dwellings oriented for solar access; • proposing changes to the urban - and planning system to ease the • more buildings attached to each implementation of urban villages. other. 44 Urban villages offer improved living environments. They are attractive and safe, with a strong identity and sense of community. An energy efficient urban village has a mix of shops, offices, schools, industry and residences. People have the opportunity to work, shop and undertake their daily activities just a short walk away from their homes. A centrally situated train station or tram stop provides quick, convenient Pllll//p access to other suburbs and the city centre. Parks and plazas are of a high quality and well used. A wide range of housing - apartments, terraces, granny flats and the traditional single storey family house - caters for an equally wide range of ages and lifestyles. Many buildings are two or more storeys and Typical base plan of one many share walls with adjoining of the village sites buildings. Plenty of sunshine streams into indoor and outdoor living spaces beca~se they are built to face the sun. The short distances, interconnected street network and traffic-calmed s.treets create safe and stimulating The Urban Villages Project is suburbs, strip shops and shopping conditions in which to walk or preparing concept plans for eight sites malls, middle and lower income areas. bicycle. With lots of people living and out of over fifty nominated by Each is centred on a train station or working in the buildings overlooking municipalities in Melbourne and tram stop and extends for a distance of the streets, people feel more secure Geelong. The sites vary widely and about 400 metres, about a five minute walking, even at night. include inner, middle and outer walk.
• NORTH GEELONG CITY OF GREATER GEELONG • PRESTON MARKET Centred on the former abattoir site • EAST BRUNSWICK MORELAND CITY COUNCIL Centred on Nicholson and Blyth Streets • PRESTON MARKET CITY OF DAREBIN Centred on rail station • EAST RICHMOND CITY OF YARRA Centred on rail station • GREVILLE STREET, PRAHRAN CITY OF STONNINGTON Centred between train and tram lines • SANDRINGHAM SHOPPING CENTRE BAYSIDE CITY COUNCIL Centred on rail station NORTH GEELONG • BLACKBURN VILLAGE CITY OF WHITEHORSE / Centred on rail station • BA YSWATER SHOPPING 0 10 km CENTRE KNOX CITY COUNCIL Centred on rail station
45 ~ . . OTHER· POTEN;TIAL THE CONCEP.T PLANS : PROJECT REsuLis;: '"f "• • r •" 'l .. ~ ... '• .t • . . · · VILLAGES : ~/"
Urban design consultants will prepare The Urban Villages Project will Future development at the eight urban three alternative concept plans for identify other urban village sites village sites will most likely be based each site in consultation with the local around the Melbourne metropolitan on the concept plans designed during community. These plans will show area. Potential greenhouse gas savings the Urban Villages Project. will be quantified by comparing the possible redevelopment opportunities Some immediate outcomes may implications of urban and proposed land uses and building transport include streetscape works, other with the continuation of urban forms. villages improvements to public space and sprawl. The project will also review design consultant will work with changes to the land use zones and The the existing statutory planning and certain the plans are planning controls to facilitate analysts to make approval process to identify ways to and maximize energy development on private land. cost effective facilitate urban village development. preferred concept will efficiency. A This work will allow the lessons learnt Other changes will occur over many be selected and refined. The then from the eight pilot sites to be applied years, including the redevelopment of concept plans are expected final more widely later. specific sites, probably based on the support from the to have broad concept plans. community and the city council. Each plan will achieve the following The Urban Villages Project will objectives: demonstrate how sprawling cities with dormitory suburbs, large areas of • maximum opportunities for highly single land uses, and a strong reliance energy-efficient dwellings; on cars can be converted to safer, • over twenty-five dwellings and more livable places which use less workplaces per hectare on energy and reduce greenhouse gas average; emissions. • more than fifty residents and workers per hectare on average. and • improved conditions for pedestrians and public transport users through improved personal safety, protection from the weather The Bayswater design at stops and the calming of motor team discussing the traffic. site's potential.
46 New urban village development in Vancouver, Canada. Shops at street level, offices in the middle, apartments on top.
A report detailing all aspects of the project will be available in September 1995. Further information about the project is available from: Nathan Alexander Urban Villages Coordinator Energy Victoria 5/115 Victoria Parade, Fitzroy 3065 Phone (03) 412 5597 Fax (03)412 5677
PARTICIPATING BODIES
Department of eENERGY Pl.:lnning and Development VICTORIA ERDC Ef'ENVIRONMENT } 0 G11vcrnn1cm PflOTECTION . ,• .. oiVir1ori:1 OUGYIUSIUCH Save Energy Save Money lNCIOIYU.OP•!!'T AlJTHORnY a -COllPOtllTIO" The Urban Villages.Project is a government initiative lead jointly by the Victorian Environment Protection Authority, Energy Victoria and the Department of Planning and Development at a cost of approximately $900,000. The Energy Research and Development Corporation has contributed $300,000. Further funding and major assistance has been provided by the City of Darebin, City of Greater Geelong, City of Stonnington, City of Whitehorse, City of Yarra, Bayside City Council, Knox City Council, and Moreland City Council.
47 ------
, i I EAST RICHMOND URBAN VILLAGE A PROPOSAL TO IMPROVE YOUR AREA
The City of Yarra is one of eight municipalities around Melbourne and Geelong involved in an innovative project to develop suburban centres as pleasant, attractive. environmentally sustainable and energy-efficient urban villages.
WE INVITE YOUR INVOLVEMENT IN CREATING THE PROPOSAL. INDIVIDUAL AND GROUP RESPONSES ARE WELCOME.
48 The station and surrounds needs redevelopment to improve presence and amenity
THE SITE THE PLAN
The centre of the F.ast Richmond urban The opportunities for improvement In late March the design consultant, village site is the F.ast Richmond Rail already identified include: Fisher Stewart Pty Ltd, will conduct an design workshop open to the Station. The site extends 400 metres in • redeveloping the railway station intensive called a 'charrette', where three all directions, about a five minute walk. and surrounds to improve its public, will be F.ast Richmond's special characteristics presence and amenity, while alternative concept plans for discussion. These plans include: preserving the historic station prepared will examine redevelopment • excellent rail and tram access; building on the Swan Street side; opportunities and propose new land uses • historic buildings, both residential • using the car parking areas close to the station for other purposes; and and building forms. The cbarrette is an and commercial; opportunity for you to help shape your area; and • shop-top housing along Swan Street • an active and diverse retail future environment. The final concept workplaces and residences and Church Street. • many plan, ready about July 1995, will be walking distance of within easy refined from the charrette designs and is the station and tram lines. expected to have broad community and Council support. It will present an achievable, pragmatic and responsive vision of the site as a vibrant, sustainable urban village with a unique character.
YOUR CHANCE TO BE INVOLVED
To make sure your interests are understood and included, we need your personal involvement. Details of the charrette will be announced in the local newspaper. For further information contact the project manager, Peter Krstic, on 694 1200, or your Council planner, Bill Sibonis, on 420 9600. Wi:. wek:omi:. yuur i11vulveme11l.
A design workshop: an exciting way to be involved m shaping your environment.
49 Appendix3 Schedule of public consultation events
Name of event Introductory presentation Date 4th April 1995 7.00pm Location Osborne House, Swinburne Street North Geelong Type of event Public presentation Participant type Anyone Participant numbers Method of promotion Letter box drop, article in the newspaper Purpose of event Community's attitude on the strengths, weaknesses and problems with the area. Explain the project and introduce people to the Charrette concept. Issues raised
Name of event Public meeting Date 5th April 1995 7.30pm Location Osborne House, Swinburne Street North G~long Type of event Public meeting Participant type Interested residents, community groups, etc .. Participant numbers Method of promotion Purpose of event Clarify issues Issues raised
Name of event Final public presentation Date 7th April 1995 7.30pm Location Osborne House, Swinburne Street North Geelong Type of event public presentation of the final design concepts and discussion Participant type Anyone Participant numbers Method of promotion Purpose of event Present the concepts to the public Issues raised
50 Appendix 4
RESIDUAL LAND VALUE ANALYSIS
DATA SUMMARY INPUT Site Details: Osborne House North Geelono Buildina Details: Proposed sinale detached dwellinas 132 (ave. floor area 450 sa m) Proposed 2-3 bedroom appartments 44 leave. floor area 240 sa ml Land Area - Isa ml Gross Dwellina Density (sa m Per dw) No. of Dwellinas 176 Ave.Sales Price (per detached dwelling) $140,000 Ave.Sales Price (per appartment) $100,000 Gross Realisation $22,880,000 Selling Expenses $457,600 Profit and Risk Factor 15% Construction Costs $620 psm $43,375,200 Professional Fees 7.50% $3,253,140 Interest Rate on Construction C%oal 12.0% Interest Rate on Land C%oal 12.0% Loan to Eauitv Ratio 1.00 Stamp Dutv/Leaals 6.0% Lead-In Period (months) 3 Construction Period (months) 12 Sellina/Lettina Period (months) 6 EN GLOBO LAND VALUE ANALYSIS - -- Lead-in Period 3 months Construction Period 12 months Sellina Period 6 months - -- Total Project Life 21 months
Gross Realisation 22880000 Less Lettina/Selling Expenses 457600 -- Net Realisation $22,422,400
Less Profit & Risk Allowance 3363360 $2,858,856 -- Total Funds Available for Proiect $19 563,544 Less: Construction Costs 43375200 Professional Fees 3253140 Interest on Construction 4196551 -- 50824891 $50,824,891 Total Funds Available for Prooertv -- (includina interest) ($31,261,347) Less: Interest on Property Purchase -5425523 ($5,425,523) Stamp Dutv/Leaals -1550149 ($1,550,149) INDICATED ASSET VALUE ########### SAY -$ 24. 3 MILLION
51 Appendix 5 Energy Assessment
i I : I i I Geelong Urban Village Energy Assessme~t I I No dwell Score Tot IORIENT'N!COMMENTS I MODEL I Beachfront - Osborne House I I I I 41 3 12IE-W !Terrace, S wall exposed GEEL1 4 41 161 11 !Terrace, N wall exposed 361 SI 1801 11 !Terrace, row 231 101 2301 11 11 st, detached I GEEL2 i 109 19 I 2071 I N-S ! 1 st, detached 11 (av N,S) I N-W Precinct I i I 12 19 228 I N-S I 1 st, detached as above GEEL2 17 10 170 I E-W I 1 st, detached as above 41 31 124 N to rear 12 st semi-detached I · GEEL1 11 33 363 11 I2 st row I II 10 I 30 300 IS to rear I2 st semi-detached i 28 32 896IS to rear 12 st row I I 8 3 24 I E-W I2 st semi-detached I 26 5 130IE-W l2strow I Saleyardsl I I I I I 38 I 9 I 342 I E-W I1 st detached IGEEL3 Bl 0 0 E-W 12 st semi-detached IGEEL4 33 7 231 IE-W 12 st row I I II 18 28 I 504 IN-S I2 st semi-detached I I II 103 36 3708 11 12 st row I I " Central Precinct I I I I 6 I 30 180 N-S I2 st semi-detached I IGEEL 1 65 331 2145IN-S l2strow I \ I II 5631 118541 !Average: I 21.1 I I I I I I I ! I I I I I I I I I I
52
J Appendix 6 Recommended Directions
Geelong Urban Village Draft Concept Plans
Recommended directions for future work by the consultant team
The following actions, if included in _the final concept plan, will meet or exceed the project largets:
1 Osborne Bouse area • New northern carriageway and wide median for Swinburne St through to bay. • New residential and home ·occupation area north of Osborne House, including a site for a large new regional tourist facility building on Osborne House. • Show SEC plant removed. • Note in the report the proposed uses for the area if die SEC plant remains, such as the relocation of the football oval to immediab:ly east of the Shell service station. • New road immediately notth of Sbell service station site between Melbourne Road and new subdivision.
2 HJghway and rail lines • New design of highway to improve pedestrian amenity and ease of aossing, to reduce the design speed to 60 kph, and to increase the fonnal geometry of the layout • Need to show greater detail of increasing pedestrian smenity on the highway. • Increased parking provision near station, with greater 'presence' of station from highway. • Vehicle ~d pedestrian level crossirig ofr.Ul tracks at Victoria Street with vehicle enttyfrom eastern side left-in only. All olber vehicle movemencs unrestricted. • New pedestrian crossing of mil tracks at Bell Street wit.bin a pipe if less than $200,000. Otherwise level crossing. • New pedestrian crossing at grade over tracks at Dickens Street • Freight line to be shown as passenger line, with station locations. (Long tenn action)
3 Rippleside area • 'Snake Road' through Ripplesidc Parle to be retained. • Install median in Bell Parade and reduce rum radius from Melboume Road into Bell.
4 Victoria Street and the north-west sector • Ne"\V street system on Htlmes site to provide maximmn pedestrian connecdvity through sice. • North-west sect.or to be industrial and residential uses. • 'Feno Hill' w be used for car parking. • · Supermarket on Victoria Street on wesc of station. No other retailing oo Victoria. • Douro/Weddell link treatment - option B_ (worlting within existing road reservations(?)). • Note in report treatment of buffer zone industries, including Borel' s relocation to beyond site.
5 The south-west sector • Show uew street system in the block boundOO by Victoria Streer, Weddell Street. Ba.llarat Road and Thompson Road. including the O\)Dtinuation of Margaret Street to Thompson Road. • Saleyards to be residential use. (Long term acdoo.) · • New band of residential use on bunt up land on north side of fioodway between Baxter and Weddell, with frontage to new narrow road in floodway and rear lane for access during floods.
53 6 Concentrated Incremental development of medium density housing tn the area • New medium density housing shown in existing residential areas, witb sensitive treatments for the 'St Helens' character area. • The increase in population would help maintain and improve the provision of commtm.ity facilities, increase inf0tmal surveillance of the streets, making them safer, and provide greater housing choice for singles, empty nesters, and.the elderly.
7 Provide local open space . • Ensure that~ residenceS are less than 200 metres frotn local parkland.
8 Genera.I • Show existing and proposed bus services in tile area
9 DeTelop an Implementation plan • To show short. medium and long term action& • J...ead agency and others to be nomiuaced for each acti9n
54