O-Bahn City Access Project
Non-Aboriginal Heritage Impact Assessment DA153127 : Revision C : 10.08.15
Table of Contents Table of Contents ...... 2 1 Executive Summary ...... 4 1.1 National Heritage listing ...... 4 1.1.1 Background ...... 4 1.1.2 Heritage Impact Assessment ...... 6 1.2 State Heritage Places ...... 9 1.3 Local Heritage Places ...... 10 1.4 Archaeological Potential ...... 11 1.5 Summary ...... 11 1.6 Further recommendations ...... 12 2 Introduction ...... 13 3 Scope ...... 13 3.1 Project Scope ...... 13 3.2 Scope of Assessment ...... 14 4 Heritage Places ...... 15 5 National Heritage Places ...... 16 5.1 Scope of Listing ...... 16 5.2 Historic Context ...... 17 5.3 Assessment Breakdown ...... 29 5.4 Sector 1: Park 13 / Park 14 ...... 29 5.4.1 The City Grid Layout ...... 30 5.4.2 Views and Vistas ...... 35 5.4.3 Park Lands Layout ...... 37 5.4.4 Aesthetic / Social Qualities ...... 41 5.4.4.1 Recommendations ...... 48 5.5 Sector 2: Hackney Road ...... 49 5.5.1 Park Lands Layout ...... 50 5.5.2 Aesthetic Qualities / Landscaping / Use ...... 53 5.5.2.1 Carparking adjacent National Wine Centre ...... 54 5.5.2.2 New shared footbridge over the River Torrens ...... 54 5.5.2.2.1 Recommendations ...... 55 2
5.5.2.3 Stormwater Sump and Pumping Station ...... 55 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C 5.5.2.3.1 Recommendations ...... 56 6 State Heritage Places ...... 57 6.1 Potential Impacts Arising From Nearby Construction ...... 57 6.1.1 Recommendation ...... 58 6.2 Potential Impacts to the Context / Setting of State Heritage Places ...... 59 6.2.1 Bicentennial Conservatory, Adelaide Botanic Gardens ...... 59 6.2.2 Hackney Bridge (former New Company Bridge) ...... 60 7 Local Heritage Places ...... 63 7.1 Carriageway Entrance Gates, Hackney Road, Botanic Park ...... 64 7.2 War Horse Memorial Trough and Obelisk ...... 65 0.08.15 0.08.15
7.2.1 Recommendation ...... 66 8 Archeological Potential ...... 66 8.1 Recommendation ...... 68 9 Summary ...... 69 Appendix A ...... 70 National Heritage Listing ...... 70 Adelaide Park Lands and City Layout ...... 70 10 Adelaide Park Lands and City Grid ...... 71 Summary Statement of Significance ...... 71 Official Values ...... 72 Description ...... 74 History ...... 76 Appendix B ...... 84 Bibliography ...... 84
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1 Executive Summary I Jason Schulz, Director of DASH Architects, have been engaged by The Department of Planning Transport and Infrastructure (DPTI) to undertake a Non- Aboriginal Heritage Impact Assessment of the proposed O-Bahn City Access Project.
In broad terms, this project consists of the establishment of a designated O-Bahn access way down Hackney Road from the existing Linear Park exit. This access way then converts to a tunnel from the National Wine Centre, travelling under Park 13 (Kadlitpinna/ Rundle Park), existing within Park 14 (Mullawirraburka/ Rymill Park) within the vicinity of the Grenfell Street/ East Terrace intersection. The current proposal is at a conceptual stage only. The intent of this report is to review the current proposal, and provide commentary pertaining to potential heritage impacts, with particular regard to: • The National Heritage listing of the Adelaide Park Lands and City Grid; and • State and Local Heritage places. It is not within the scope of this report, nor my expertise, to consider issues associated with Regulated Significant Tree legislation or protection, or issues associated with indigenous heritage. In preparing this report I have: • examined documentation provided by DPTI titled ‘NCRN O-Bahn City Access & Parkland Rejuvenation Project Tunnel Concept Design’; • reviewed the heritage listings of places potentially affected by the proposed works; • researched the history of the development of the Adelaide Park Lands and City Grid Layout; and • inspected current site conditions. The following commentary has been provided to summarise the findings of this report. It is recommended, however, that the report be read in its entirety to appreciate the background, history and reasoning for the opinions as outlined. 1.1 National Heritage listing 4
1.1.1 Background 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C The Adelaide Park Lands and City Grid Layout is identified as a place of National Heritage Significance. For reference, a copy of the listing has been included in the appendix of this report. The Statement of Significance identifies the following key attributes as being of National Heritage value, as applicable to this project: • the Adelaide Park Lands and City Layout is a significant example of early colonial planning which has retained key elements of its historical layout for over one hundred and seventy years; • the Plan reflected new town planning conventions and contemporary ideas about the provision of common or reserved land for its aesthetic qualities, public health and recreation; 0.08.15 0.08.15
• the Park Lands, in particular, are significant for the longevity of protection and conservation and have high social value to South Australians who regard them as fundamental to the character and ambience of the city of Adelaide; and • the city layout is designed to take full advantage of the topography, an important innovation for the time. The streets were sited and planned to maximise views and vistas through the city and Park Lands and from some locations to the Adelaide Hills 1 In terms of the intent and purpose of the Park Lands, the National Heritage listing provided the following commentary: • the Adelaide Park Lands may have been provided as a form of enclosure to concentrate the population in the City and to control the supply and value of land; • it has been argued that the town layout was planned to control social relations, by maximising the visibility of the population and encouraging the formation of social groups within well defined areas; • the concentric zoning may have been intended to shape economic and social relationships; • the layout may have provided democratic access to public lands for health and recreation; and • it has also been suggested that the park belt was intended to provided protection from a perceived threat of attack by Aborigines. Having reviewed the National Heritage listing and historic context (including early and subsequent plan layouts) it is acknowledged that the fundamental layout of Light’s 1837 plan remains substantially intact and is still recognisable. Changes to the Park Lands and City Grid layout have nonetheless still occurred as the City has evolved and modernised. This evolution can be attributed to a number of factors (and to varying degrees), including (but not limited to): • the growth of the city, including increases and distribution of population; • modernisation generally; • developments in transportation including changes in the needs/ demands of traffic; and • changing cultural and social values within the community. 5
Research indicates: 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C • landscaping within the Park Lands has generally changed and evolved over time. By 1850, the Park Lands had been cleared of any original plantings whereafter Council commenced a replanting programme 2 (this process continues today); • historic land use of the Park Lands (on the affected sites) included utilitarian and at times unsympathetic operations including a rubbish dump (1850s) and a Sewer/ Waterworks (1879 – 1929);
1 National Heritage Listing Summary Statement of Significance, www.environment.gov.au/cgi- bin/ahdb/search.pl?mode=place_detail;place_id=105758 2 ibid 0.08.15 0.08.15
• the early layout of the roadways through the Park Lands were very informal. Light’s 1837 plan shows these roadways in diagrammatically only.. Accordingly their set out, location and alignment was not specifically intrinsic to the ‘concept’ or set out of the City Grid or Park Lands (refer Light’s 1837 Plan of Adelaide – Image 2); • the outer boundary of the Park Lands does not appear to have been established until the survey of the outer lying areas was complete (refer 1839 District of Adelaide Country Sections Survey Plan – Image 3 and 4); • the primary influence for the provision, location and alignment of roadways and transportation connections through the Park Lands appears to be need / demand. This resulted in many of the City’s major streets being simply extended through to connect with major thoroughfares of the outer lying areas; • realignment and changes to roadways and transportation connections through the Park Lands have continued to occur throughout the history of the City, including in relatively recent times; and • roadways and transportation connections have also historically formed part of the aesthetic make up of the Park Lands. These roadways/ connections divided the expansive Park Lands into a series of smaller parks, which in turn evolved to develop their own landscape characteristic and social identity. Therefore, while the City Grid and outer boundaries of the Park Lands have remained comparatively fixed in their layout, the Park Lands themselves have been subject to an ongoing evolution. This evolution has been both physical and cultural, seeing an ever-increasing shift in the character and emphasis of the Park Lands, from early utilitarian attributes to that characterised by social and aesthetic qualities. In this context it is reasonable to assume that the National Heritage listing of the Park Lands envisages an ongoing evolution, both in the physical form and the cultural values of the place. 1.1.2 Heritage Impact Assessment In assessing the potential heritage impact of the proposed works on the National Heritage significance of the Adelaide Park Lands and City Grid Layout, the following attributes were considered to be of particular relevance: 6
• the City Grid Layout; 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C • views and vistas; • the Park Lands layout; and • aesthetic qualities, landscape qualities and use. City Grid Layout Potential impacts of the works to the City Grid Layout are primarily limited to the proposed realignment of East Terrace, between Grenfell Street and Pirie Street (and Barton Tce). The current alignment of East Terrace is different to the original set out of the roadway in Light’s 1837 plan. Originally East Terrace ran as a straight length between North Terrace and Pirie Street, diverting after East Terrace in response to 0.08.15 0.08.15
localised topography. This section of road was realigned in the 1960s to improve vehicular access from Hutt Street into East Terrace3. These works were reportedly in response to traffic orientated urban planning principles of the time 4. The allotment (and resulting built form pattern) in this location remains, however, to the original setout, providing a legible interpretation of the original road alignment. Notwithstanding this, this earlier road realignment has had an adverse impact on Light’s original Grid Layout, and associated National Heritage values. The proposed O-Bahn City Access Project seeks to once again realign this section of East Terrace in response to traffic management issues. While, as noted above, I consider the 1960s realignment to have adversely impacted on the original City Grid Layout, the proposed adjustment by this project is not considered to further contribute to or exacerbate these previous impacts. The Park Lands Layout While the O-Bahn City Access project does not change the fundamental layout of the outer or inner boundaries of the Park Lands (with the exception of minor kerb realignments to Hackney Road), it does propose changes to the configuration of roadways and transportation connections through the Park Lands, namely: • minor changes to Rundle Road (bike lane to outer side of carparking, pedestrian crossing points); • amendments to the Rundle Road and Dequetteville Terrace intersection, reducing it’s footprint through the removal of the wide sweeping turning lanes; and • tunnel ‘portal’ exit at East Terrace and Grenfell Street intersection. This work also includes the transferring back to landscaped Park Lands of land associated with the reduction in roadway footprints arising from: • the amendments to the Rundle Road and Dequetteville Terrace intersection; • minor amendments to the East Terrace and Rundle Road intersection; and • the realignment of East Terrace between Grenfell and Pirie Streets. In assessing the impact of the proposed works on the configuration of roadways and transportation connections through the Park Lands, I have considered the following historic context: • roadways and transportation connections through the Park Lands were 7 not specifically intrinsic to Light’s Park Lands and City Grid layout. Rather, 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C the primary driver for their provision, location and alignment appears to have been based on need / demand, with many of the City’s major streets simply being extended through to connect with outer lying areas; • over the history of the City (and its Park Lands) these connections have increased in number and size, and at times been realigned in response to the growing demands of an expanding (ie population) and modernisation Capital City. While not formally identified in the National Heritage listing,
3 Jones D, Adelaide Park Lands & Squares Cultural Landscape Assessment Study, Corporation of the City of Adelaide, p233 4 Llewellyn-Smith M, Behind the Scenes: The Politics of Planning Adelaide , University of Adelaide Press, pp63-64 0.08.15 0.08.15
such transportation connections are nonetheless part of the historic context and physical make-up / aesthetic of the place. They are representative of the ongoing ‘evolution’ of the physical form and cultural values of the Park Lands, have served to divide the expansive parklands into a series of smaller parks, which in turn have gone on to develop their own physical and social identify; and • the line of the c1908 Kensington Gardens tramway, which traversed the Park Lands on a raised embankment. This tramway remained in operation until the mid-late 1950s with the remnant embankment remaining visible today. In contrast to the c1908 tramline, the O-Bahn proposal incorporates a tunnel for the majority of its length. The provision of this tunnel is largely in response to the increased social and cultural values of the Park Lands, and the desire to minimise any associated physical and social impacts. In this context, the proposal seeks to balance the needs the growing and evolving City against the social, aesthetic and landscape qualities of the Park Lands, and in doing so demonstrates their evolving cultural values. This approach is consistent with the National Heritage values of the place. Aesthetic / Social Qualities The aesthetic / social qualities of the Adelaide Park Lands are intrinsic to the National Heritage values. As the City grew and evolved, so did the aesthetic / social qualities of the Park Lands. During the earliest years of the colony, the Park Lands were used for relatively utilitarian (and at times unsympathetic) purposes, including (for this location): • a rubbish dump (1850s); and • a Sewer / Waterworks infrastructure (1879-1929, with the former Valve House remaining today)). Similarly, while most of the original vegetation had been cleared from the Park Lands by 1850, there was a recognition by Council of the importance of the landscape characteristics of the City’s green belt, with planting programmes dating back as early as this era 5. This evolving nature of the Park Lands is an integral part of their history, and in many ways not surprising, given their relatively informal and natural characteristics. Park 13 and Park 14 (as particularly relevant to the proposed works) have evolved 8 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C to become one of the most utilised sections of the City’s Park Lands in large part due to their proximity to the higher density residential and retail precinct of the East End. The aesthetic / social impacts on the Adelaide Park Lands associated with new O- Bahn City Access Project will be largely limited to the Tunnel exit portal, with the majority of the new busway being accommodated in an underground tunnel.
5 Jones D, Op Cit, p218 0.08.15 0.08.15
The construction of the proposed new O-Bahn tunnel exit, and associated roadway, will have an impact on the aesthetic and social qualities of the Park Lands in the location of the affected areas. Such impacts, however, are not inconsistent with the National Heritage values of the place. Roadways and transportation connections have historically formed part of the aesthetic attributes of the City’s Park Lands, dividing the expansive green belt up into a series of smaller parks that in turn have evolved to develop their own landscape character and social identify. Rundle, Botanic and Bartels Roads are all examples of this. The acceptability (or otherwise) of such impacts on the aesthetic and social qualities of the Park Lands needs to be considered, however, in the context of the evolving (and ever increasing) cultural values of the place. The proposal seeks to significantly mitigate any adverse aesthetic and social impacts arising from the growing demands on the City’s transportation infrastructure by undergrounding a vast majority of the proposed new bus way. This, in itself, is a clear representation of the significant aesthetic and social values of the Park Lands, and accordingly (in principle) consistent with its National Heritage values. 1.2 State Heritage Places There are numerous State Heritage places within the vicinity of the proposed works. Potential impacts to the heritage values of these places are primarily limited to: • those arising from the nearby construction (ie potential ground vibration); and / or • changes to the context (or setting) of the place. Impacts arising from ground vibrations cannot be quantified at this stage of the project. It is recommended that a Construction Noise Vibration Management Plan (CNVMP) be prepared at an appropriate stage of the concept’s development to identify levels of ground vibration associated with the works, and their potential impacts on nearby heritage structures. The CNVMP should then be used as a basis for a subsequent assessment of the potential risk of damage to heritage places by a suitably qualified heritage consultant. This subsequent assessment (which may required additional structural input) should assess the condition of the potentially affected heritage places, and provide recommendations regarding appropriate mitigation requirements, or temporary protective measures. 9 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C Any development which in the opinion of the relevant authority materially affects the context within which a State Heritage place is situated is referred to the Minister administering the Heritage Places Act (1993) for assessment of the potential impacts on the heritage values of the affected places. The majority of the potentially affected State Heritage places identified above have their primary setting to the existing street frontages, which are not affected by the proposed works. On this basis, I do not consider there to be any material affect to their context, nor accordingly their State Heritage values.
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The exceptions to this are the following places: Bicentennial Conservatory, Botanic Gardens Set back from Hackney Road approximately 160m, the Bicentennial Conservatory’s setting is not to a primary street frontage, but rather the surrounding park lands and botanic gardens within which it is sited. Works proposed within the vicinity of the Bicentennial Conservatory are fundamentally associated with the upgrade of the existing road corridor. While Hackney Road does provide ‘glimpsing’ views of the Conservatory, neither these views, nor the place’s setting to Hackney Road are intrinsic to its State Heritage values. For these reasons, I do not consider the proposed O-Bahn City Access project to materially affect the context within which this State Heritage place is situated. Hackney Bridge (former New Company Bridge) There are two bridges over the River Torrens at the Hackney Road crossing of the River Torrens: one accommodating the city inward bound lanes (eastern bridge); and one accommodating the outward bound lanes (western bridge). The State Heritage listing applies to the eastern bridge only. At this stage I understand that no physical works are proposed to the State Heritage listed Hackney Bridge by the O-Bahn City Access project. A new footbridge over the Torrens is proposed on the western side of the two bridges. At present, the (1960s) Company Bridge largely obscures the views (and setting) of the State Heritage listed Hackney Bridge from this western side. Further, the State heritage significance of the Hackney Bridge said to lie in its construction techniques and technical accomplishment. I consider that such attributes will not be materially affected by the proposed new footbridge as indicated in the supplied documentation. Notwithstanding this, the Hackney Bridge is an aging piece of infrastructure, and as such consideration should be given to undertaking preventative maintenance at the time of undertaking the project construction works. 1.3 Local Heritage Places Under the Development Act, road works are not considered development , with the exception of such works undertaken within the City of Adelaide park lands. 10 Potential impacts of the proposed works on Local Heritage are therefore limited to 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C those places located within the Park Lands, namely: Carriageway entrance gates, Hackney Road, Botanic Park The Carriageway Entrance Gates, located at the northern Hackney Road exit of Botanic Drive, are identified in the City of Adelaide Development Plan as a Local Heritage Place (City Significant). The O-Bahn City Access project does not propose any physical works to the Carriage Entrance Gates, nor any works that would adversely impact on their setting or ongoing use. Rather, the proposal seeks to upgrade the current gravel footpath into a sealed “Off Road Shared Path”. 0.08.15 0.08.15
For this reason, I do not consider the proposed works to adversely impact on the setting of this Local Heritage place. War Horse Memorial Trough and Obelisk, corner of East Terrace and Botanic Park, Rundle Park Adelaide. The War Horse Memorial Trough and Obelisk are located on the corner of North and East Terraces, Adelaide, and have been identified in the City of Adelaide Development Plan as a Local Heritage Place (City Significant). Works within the vicinity of the War Horse Memorial are limited to kerb re- alignments, which in itself is not inconsistent with the setting of this Local Heritage place. While the setout of these realignments is clearly somewhat indicative, they currently show encroachment within very close proximity to the Horse Trough. Such encroachments, if accurate, would also necessitate the relocation of the memorials plaque. Any kerb realignment should also afford some curtilage around the Obelisk and Horse Trough. The current setback distances should be used as a guide. 1.4 Archaeological Potential The proposed O-Bahn City Access project will involve extensive excavation associated with proposed tunnel component of the project. Historically, Parks 13 and 14 have been used for a wide variety of purposes, including a rubbish dump (c1850) and a Waterworks site (c1880-1980). Protocols should be established to monitor excavations within these areas to enable the identification and careful retrieval potential archaeological deposits of significance. 1.5 Summary In many respects, the proposed O-Bahn City Access project continues the historic pattern of development of the Park Lands and City Grid Layout. Since the earliest years of colonisation, the City has evolved to accommodate the changing requirements of modernisation and growth. This evolution has for the most part been undertaken in careful measures, resulting in a City today that has been recognised for the National Heritage values associated with its Park Lands and City Grid Layout. In addition to this, the City accommodates places of State and Local Heritage significance, all of which contribute to the tangible and intangible character of the 11 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C City of Adelaide, and broader State of South Australia. Having considered these diverse heritage matters, I find that the O-Bahn City Access proposal as outlined in the documentation provided to me as being, in principle, consistent with the heritage values of the affected places. That said, the limited design resolution of these infrastructure elements during this early stage of conceptual development means it is not possible to undertake a thorough assessment of their final impacts on the aesthetic National Heritage values of the Park Lands and State and Local heritage places, and accordingly this support of their heritage impacts should be considered conditional. Any further development of the proposal will need to be highly cognisant of this, and seek ongoing input on the impact of such changes by a suitably qualified heritage expert 0.08.15 0.08.15
with detailed understanding of the National Heritage values of the Adelaide Park Lands and City Grid Layout and State and Local heritage places. 1.6 Further recommendations Inappropriate design resolution of proposed infrastructure, or ‘scope creep’ beyond that currently identified in the documentation provided may result in impacts of an unacceptable nature on the National Heritage listed aesthetic qualities of the Park Lands and State and Local heritage places. As such, it is recommended that any design development of this infrastructure seek input from a suitably qualified heritage expert cognisant with the National Heritage, State and Local values of the affected places.
12 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C 0.08.15 0.08.15
2 Introduction This report has been prepared by Jason Schulz, Director of DASH Architects. I have over 20 years experience as a heritage architect, with particular expertise in heritage policy and impact assessments. I also have a detailed knowledge of the State’s planning system, including relevant legislation (Development Act & Regs, SA Heritage Places Act & Regs), and Council Development Plans. This collective expertise has afforded me the following past and present postings: Present • Local Heritage Advisory Committee (since 2011); • South Australian Heritage Council (2011-2014, 2015 ongoing); and • City Centre Design Review Panel (ODASA). Past • Deputy Presiding Member, City of Unley Development Assessment Panel; • Presiding Member, City of Adelaide Urban Design Advisory Committee; • City of Adelaide Heritage Advisor; and • Salvation Army Advisory Board. 3 Scope 3.1 Project Scope I have been engaged by The Department of Planning Transport & Infrastructure (DPTI) to undertake a Non-Aboriginal Heritage Impact Assessment of the proposed O-Bahn City Access Project. This project consists (in broad terms) of the establishment of a designated O-Bahn access way down Hackney Road from the existing Linear Park exit. This access way converts to a tunnel from the National Wine Centre, travelling under Park 13 (Kadlitpinna / Rundle Park), exiting within Park 14 (Mullawirraburka / Rymill Park) to then provide a realigned roadway through the parklands to the Grenfell Street / East Terrace intersection. Additional works associated with this access way include: • the realignment of East Terrace between Pirie and Grenfell Streets; 13 • amendments to the Rundle Road and Dequetteville Terrace intersection; 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C • minor changes to Rundle Road (bike lane to outer side of carparking, pedestrian crossing points); • new O-Bahn busway tunnel commencing on Hackney Road adjacent the Botanic Garden’s International Rose Garden, extending under Parks 13 and 14 and exiting within Park 14 to terminate at the East Terrace and Grenfell Street intersections; • underground substation (with stair access); • stormwater sump and pumping station (adjacent the National Wine Centre); • tunnel ‘portals’ at tunnel entrances and exits; 0.08.15 0.08.15
• removal of carparking adjacent Botanic Park between Plain Tree and Botanic Drives (off Hackney Road); • expansion of off street carparking adjacent the National Wine Centre and International Rose Garden; • new cycleway to the northern end of the affected portion of Hackney Road; and • new shared footbridge over the River Torrens. This assessment is based upon the following documentation prepared by DPTI titled “NCRN O-Bahn City Access & Parkland Rejuvenation Project Tunnel Concept Design”: • DPTI-SKT-7304-01-1001 (Rev A, dated 19/6/15): General Arrangement – Hackney Road. • DPTI-SKT-7304-01-1002 (Rev A, dated 26/6/15): General Construction – Tunnel.
• Concept visualisation (http://www.infrastructure.sa.gov.au/public_transport_projects/o-bahn_city_access). 23 June 2015 It is acknowledged that the current proposal is of a schematic nature only, and that more detailed design may result in changes to the concept, or additional infrastructure not identified on the above plans. It is important to note that this Heritage Impact Assessment has been based solely on the project scope outlined in the documentation scheduled above, and that any potential changes to this may result in heritage impacts not considered by this assessment. Further, the above documentation also identifies an “over-run” facility for Clipsal at the intersection of East Terrace and Bartels Road (which I have been advised by DPTI will likely be bituminised). No further details are provided of these potential works, and accordingly its potential heritage impacts are considered in this context. I have been advised by DPTI that the proposed works will result in a net 650sqm of land reverted to landscape parklands. 3.2 Scope of Assessment The scope of this report is limited to the potential impact on non-Aboriginal formally identified heritage places, as outlined in Section 4 below. 14 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C While this report will consider the impacts of the works on the National Heritage listed landscape qualities of the Adelaide Park Lands, it is not within the scope of this report, nor my expertise, to consider issues associated with Regulated Significant Tree legislation or protection.
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4 Heritage Places The following places of identified heritage value are located within and surrounding the immediate area affected by the proposed O-Bahn City Access project: National Heritage Listing • Adelaide Park Lands and City Grid Layout. State Heritage Listing • Hackney Bridge (former New Company Bridge), ID 14261; • Bicentennial Conservatory, Adelaide Botanic Gardens, ID 20996; • Former Municipal Tramway Trust (MTT) Hackney Tram (later bus) Depot, including Goodman Building and Tram Barn (now the Plant Biodiversity Centre), Adelaide Botanic Gardens, ID 12349; • National Wine Centre of Australia Administration Building [‘Yarrabee House’], (former Lunatic Asylum Medical Officer’s Residence) and Front Fence, ID 13642; • Stone Wall, Adelaide Botanic Gardens Botanic Road, Adelaide, ID 17067; • Royal Hotel, 2 North Terrace Kent Town, ID 13116; • Former Romilly House, 1 North Terrace, Hackney, ID 14260; • Former Kent Town Brewery and Malthouse, Rundle St Kent Town, ID 10268; • Marshall and Brougham Offices (former Dwelling), 12 Dequetteville Terrace Kent Town, ID 14111; • Botanic Bar (former Botanic Hotel), 309 North Terrace, Adelaide, ID 10847; • Office, East End Market Buildings, 6-9A East Terrace, Adelaide, ID 13921; • PJ O’Brien (former East End Market Hotel), 10-12 (ka 14) East Terrace, Adelaide, ID 13922; • Office, East End Market Buildings, 14-16 East Terrace, Adelaide, ID 13924; • Stag Hotel, 299 Rundle Street, Adelaide, ID 13380; • 26-36 East Terrace, Former Adelaide Fruit and Produce Exchange Facades and Shops, ID 11722; • Tandanya (former Adelaide Electric Supply Company Power Station, 243- 253 Grenfell Street, Adelaide, ID 10984; 15 • Adelaide Electric Supply Company Converter Station, 48-51 East Terrace, 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C Adelaide, ID 10985; and • Former Municipal Tramways Trust (MTT) No.1 Converter Station, 52-60 East Terrace, Adelaide, ID 10986. Local Heritage Listing • Carriageway entrance gates, Hackney Road, Botanic Park; • St Peter’s College, Hackney; • Various dwellings to Hackney Road; • Former Offices, 17-20 East Terrace / 300 Rundle Street, Adelaide; and • War Horse Memorial Trough and Obelisk, corner of East Terrace and Botanic Park, Rundle Park, Adelaide. 0.08.15 0.08.15
5 National Heritage Places 5.1 Scope of Listing National heritage listing has been established to list places of outstanding heritage significance to Australia. Once a place has been designated to be of National Heritage Significance, the provisions of the Environmental Protection and Biodiversity Conservation (EPBC) Act (1999) apply. Procedural matters associated with the EPBC Act are discussed in more detail below. The Adelaide Park Lands and City Grid Layout is identified as a place of National Heritage significance. The extent of the listing is outlined in Image 1 below.
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LEGEND Data Sources: The Adelaide Park Lands and City Layout Cadastre for Australia (SA) - Cadlite RoadNet Comprehensive - Roads Lis ted place RoadNet Comprehensive - Railways © 2008 MapData Sciences Pty Ltd, PSMA National Heritage List Produced by: Heritage Division Canberra, GDA94, 7/11/2008/ Place ID: 105758 File: 3/03/001/0279 © Commonwealth of Australia, 2008.
Image 1. Extent of National Heritage Listing of Park Lands and City Grid A full copy of the National Heritage Listing is provided in Appendix A of this report.
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Extracts for the Summary Statement of Significance for the listing notes: The Adelaide Park Lands and City Layout is a significant example of early colonial planning which has retained key elements of its historical layout for over one hundred and seventy years… The Adelaide Plan was the basis for attracting free settlers, offering certainty of land tenure and a high degree of amenity. Being formally laid out prior to settlement, with a grid pattern and wide streets and town squares, the Plan reflected new town planning conventions and contemporary ideas about the provision of common or reserved land for its aesthetic qualities, public health and recreation. The Plan endures today in the form of the Adelaide Park Lands and City Layout. The key elements of the Plan remain substantially intact, including the layout of the two major city areas, separated by the meandering Torrens River, the encircling Park Lands, the six town squares, the gardens and the grid pattern of major and minor roads. The Park Lands, in particular, are significant for the longevity of protection and conservation and have high social value to South Australians who regard them as fundamental to the character and ambience of the city of Adelaide. The national significance of the Adelaide Park Lands and City Layout lies in its design excellence. The Adelaide Plan is regarded as a masterwork of urban design, a grand example of colonial urban planning. The city grid and defining park lands were laid over the shallow river valley with its gentle undulations, described by Light as the Adelaide Plains. The city layout is designed to take full advantage of the topography, an important innovation for the time. The streets were sited and planned to maximise views and vistas through the city and Park Lands and from some locations to the Adelaide Hills… The tree planting designed and implemented since the 1850s and the living plant collection of the Park Lands, particularly within the Adelaide Botanic Gardens are outstanding features. The encircling Park Lands provide for health and recreation for the inhabitants while setting the city limits and preventing speculative land sales on the perimeter… 17 5.2 Historic Context 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C As outlined in the National Heritage Listing, the City Grid and Park Lands layout is a significant example of early colonial planning which has retained key elements of its historic layout for over one hundred and seventy years. The City layout was designed to take full advantage of the Adelaide Plain’s topography, with the streets planned to maximise views and vistas through the city and park lands and from some locations to the Adelaide Hills. Light’s 1837 Plan was divided into two distinct sections that straddled the River Torrens, locating the City centre to the southern portion. The City had a 0.08.15 0.08.15
hierarchical grid pattern, containing six town squares (five of which were in the southern portion) and entirely surrounded by park lands. The southern portion of the city layout was organized into one large block (with North Adelaide consisting of three smaller blocks). The siting of the blocks reflected the topography of the area, with the main southern block situated on the generally flat ground. The main block, the City centre, is defined by four major roads: East Terrace, North Terrace, West Terrace and South Terrace. The original plan had eleven streets traversing the City east-west, and six traversing north-south. (Refer Image 2: 1837 Plan of Adelaide). While this fundamental layout remains substantially intact and still recognisable, changes have nonetheless occurred to the Grid Layout over the life of the City. For the most part, these changes have been of a relatively minor nature, consisting primarily of the addition of numerous minor streets and laneways, many of which were constructed within a few years after the setout of the City. Perhaps the greatest changes to the City Grid layout occurred in the 1950-60s, during a time when urban planning principles were heavily traffic orientated. This period saw the partial construction of a new north-south roadway, Frome Street, which was originally planned to run through the entire length of North and South Adelaide 6. Other changes during this period included alterations to the roadways through and around some of the City’s squares (most notably Victoria Square), and the realignment of East Terrace between Grenfell and Pirie Streets, to facilitate the easy passage of traffic from Hutt Street into East Terrace 7. While the basic “encircling” layout of the Park Lands remains readily discernable today, approximately one third of its original area has been alienated since the original survey, albeit for generally public use. The extent to which such alienation was part of Light’s intent remains a source of much public debate, however his 1837 plan (Image 2) clearly illustrates a number of public uses, including a Hospital, Barracks, Cemetery, Market, Government House, School and Store House. As noted in the National Heritage Listing: During the first decades after European settlement, the Parklands accommodated stone quarries, clay and lime pits, a mill, extensive olive plantations and rubbish dumps, all of which altered its original character and landform. In 1840, a slaughterhouse was established in Bonython 18
Park and it remained in operation until 1910… The Park Lands were also 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C used for pasturing of sheep and horses. The National Heritage Listing goes on to provide additional commentary on the purpose and intent of the Park Lands: The Adelaide Park Lands may have been provided as a form of enclosure that would concentrate the population in the City and control the supply and value of land, ideas that could have been derived from the work of Wakefield and Bentham. It has also been argued that South Australia’s
6 Llewellyn-Smith M, Op Cit , pp63-64 7 Jones D, Op Cit, p233 0.08.15 0.08.15
planners sought to control social relations by utilising a town layout that maximised the visibility of the population and encouraged people to form small social groups within well-defined areas. Possibly it was used as a form of concentric zoning that was intended to shape economic and social relationships. Providing democratic access to public lands for health and recreation were other reasons. It has also been suggested that the park belt was intended to provide protection from a perceived threat of attack by Aborigines. The Park Lands also reflected new town planning conventions and contemporary ideas about the provision of common or reserved land for its aesthetic qualities, public health and recreational benefits 8. Landscaping within the Park Lands has generally changed and evolved over time. By 1850, the Park Lands had been cleared of any original plantings to the extent that Council commenced a replanting programme 9. This process of re- landscaping the Park Lands continues today, and is reflected in the National Heritage Listing when it notes: The overall landscape planting design implemented by several successive landscape designers/managers incorporated designed vistas, formal avenues, plantations, gardens, use of specimen trees, botanically important living plant collections particularly at the Adelaide Botanic Garden and the strategic placement of buildings and statuary in their settings. The creativity of the city and parkland design is clearly legible in the contemporary landscape viewed from the air or from the Adelaide Hills… The layout of roadways though the Park Lands in Light’s 1837 Plan of Adelaide (Image 2) were very informal, and in some respects diagrammatic (for example roadways were shown exiting the southern end of Pulteney and Hutt Street, however they were now shown specifically traversing the Park Lands belt). The outer boundary of the Park Lands was not established until the survey of the outer lying areas was complete, as illustrated in the 1839 District of Adelaide Country Sections Survey Plan (refer Image 3 and 4). This 1839 Plan also formalises some of the earlier (1837) roadways though the Park Lands. The extent to which this ‘formalisation’ was physical, or intent only, is somewhat speculative, however the outer lying survey has clearly influenced several changes to these roadways as originally illustrated in the 1837 Plan, including the: 19 • eastern extension of North Terrace; 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C • southern extension of West Terrace; • greater detail shown on roadways though the southern park lands; and • evolution and changes to the roadways though the eastern park lands.
8 National Heritage Listing Summary Statement of Significance, Op Cit 9 ibid 0.08.15 0.08.15
In my opinion, these two plans together provide the best insight to the original intended setout and configuration of the City of Adelaide Grid Layout and Park Lands. I also consider, that when read in conjunction with each other: • the majority of the roadways illustrated on the 1837 Plan were indicative, with the possible exception of key connections to Port Adelaide and Holdfast Bay; and • roadways though the Park Lands were intended to simply connect the city to the surrounding areas. This fundamental approach appears to have continued as these roadways became more established though the development of the outer lying areas. Frearson’s 1880 Plan of the City of Adelaide (Ref Image 5) shows the setout of some of the more major roadways through the Park Lands being more closely aligned to that of the existing layout. Changes since the 1839 Map includes: • the connection of Henley Beach Road to Hindley Street; • the western extension of Grote Street; • the Glenelg tramway southward; • a new road running parallel to the Glenelg tramway (called Unley View Road); • extension of Pulteney Street southward; • Glen Osmond Road; • the extension of Hutt Street southward; • the extension of East Terrace southward; • the extension of Wakefield Street eastward; • the extension of Rundle Street eastward; • additional connections from North Adelaide northward and westward; • changes and additional roadways connecting North and South Adelaide (most notably King William Road); and • railway lines associated with the North Terrace Railway Station. While most of the major roadway connections remained in their previous alignment, the 1929 Registered Newspapers’ Street Guide (Ref Image 6) illustrates that the setout and number of roadways through the Park Lands continued to evolve and adapt in response to demand. Key changes during this period included: 20 • expanded railway lines associated with the North Terrace Railway Station; 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C • realignment of the Henley Beach Road connector (from Hindley to Currie Streets); • the extension of Brown (now Morphett) Street southward (Sir Lewis Cohen Avenue); • realignment of the Glenelg Tramway and Unley View Road (now Peacock Road); • a tramway expansion from Grenfell Street eastward though the Park Lands; 0.08.15 0.08.15
• tramway expansions down Wakefield Street, North Terrace, Prospect Road, Main North Road, Hill Street, Port Road, Glover Avenue, Goodwood Road, Unley Road, and Hutt Street; • the new War Memorial Drive; • alterations to roadways from North Adelaide northward and westward; and • changes and additional roadways connecting North and South Adelaide (most notably King William Road). The current setout of roadways through the Park Lands (Refer Image 7) shows further changes to this 1929 setout. Changes during this period have included: • rationalisation and closure of western and eastern connecting roadways from North Adelaide; • realignment of Le Fevre Terrace; • removal of most tramway lines (with the exception of Port Road (which was removed and subsequently reinstated) and the Glenelg Tramway); • closure of the southward extension of East Terrace (Beaumont Road); • minor realignment of the southern end of Peacock Road; • minor realignment of Hilton Road (now Sir Donald Bradman Drive); and • realignment of Montefiore Road to connect to Jeffcott Street (from Palmer Place). In summary, and as illustrated by a comparison of historical plans of the City of Adelaide: • Light’s original plan (1837) for the City of Adelaide illustrated roadways through the Park Lands in an indicative manner only. Their setout, location and alignment was not specifically intrinsic to the ‘concept’ or setout of the City Grid or Park Lands; • The primary driver for the provision, location and alignment of roadways through the Park Lands appears to been need / demand. This resulted in many of the City’s major streets being extended through to connect with major thoroughfares of the outer lying areas; • Realignment and changes to these roadways have continued to occur throughout the history of the City, even in relatively recent times, primarily in response to changing needs / demands as the City has grown / evolved 21
/ modernized; and 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C • Roadways and transportation connections (rail, light rail) have also historically form part of the aesthetic makeup of the parklands. These roadways / connections broke the expansive parklands up into a series of smaller parks, which in turn evolved to develop their own landscape characteristic and social identify. This is not to say, however, that the needs / demands of traffic have been the sole drivers to the setout or modification of roadways and transportation connections through the Park Lands. Historic land use records of the Park Lands indicates an evolving, and ever increasing shift in emphasis from their utilitarian attributes to their aesthetic and social qualities. In relatively recent times this has been reflected in the trend to rationalise (or remove) roadways though the Park Lands around 0.08.15 0.08.15
residential areas (eg the closure of Beaumont Road in the SE corner, and roadway connections to North Adelaide). Some of these closures have been undertaken to consciously reduce through traffic to these residential areas. These aesthetic and social values of the Park Lands are recognised in the National Heritage listing as follows: The Adelaide Park Lands has outstanding social value to South Australians who see it as fundamental to the character and ambience of the city. The Park Lands with their recreation areas, sports grounds, gardens and public facilities provide venues for individual and group activities and events, meetings and passive and active recreation. The Park Lands also have significant social value due to the range of important civic, public, and cultural assets and institutions within it. In summary, the National Heritage significance of the Adelaide Park Lands and City Grid Layout is complex, and consists (in my opinion) of both fixed and evolving attributes. While the City Grid and outer boundaries of the Park Lands have remained comparatively fixed in their layout, the Park Lands themselves have been subject to ongoing evolution in response to the needs of a growing and modernising City, and their changing cultural and social value to the community. In this context it is reasonable to assume that the National Heritage listing of the Park Lands envisages this evolution of the physical form and cultural values to continue. The appropriateness of such evolution, however, needs to be considered against this historic background, and the National Heritage values of the place.
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23 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C
Image 2. 1837 Plan of the City of Adelaide, Colonel William Light. Source: Mapco.net
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24 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C
Image 3. 1839 District of Adelaide South Australia As Subdivided into Country Sections
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Image 4. Extract: 1839 Plan of the City of Adelaide, Colonel William Light. Source: Mapco.net 25 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C
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26 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C
Image 5. Frearson’s 1880 Plan of the City of Adelaide. Source: Mapco.net
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27 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C
Image 6. 1929 The Register Newspaper’s Street Guide to Adelaide and Suburbs. Source: Mapco.net
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28 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C
Image 7. 2015 Plan of Adelaide. Source: Google Maps
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5.3 Assessment Breakdown For the purposes of this assessment I have assessed the proposed works in the following sectors: • Sector 1: Park 13 / Park 14 • Sector 2: Remainder
Image 8. Sector Reference Plan I consider the following attributes to the National Heritage significance of the Adelaide Park Lands and City Grid Layout to be most relevant when considering the potential impacts of the proposed works: • The City Grid Layout; • Views and vistas; • Park lands layout; and • Aesthetic qualities / Landscape / Use. 5.4 Sector 1: Park 13 / Park 14 The proposal seeks to undertake the following works through the Park 13 / 14 sector of the Park Lands: • the realignment of East Terrace between Pirie and Grenfell Streets; • minor changes to Rundle Road (bike lane to outer side of carparking, pedestrian crossing points); • amendments to the Rundle Road and Dequetteville Terrace intersection; 29
• tunnel ‘portal’ exit at East Terrace and Grenfell Street intersection; 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C • underground substation (identified as an unlabeled blue fill along the proposed tunnel alignment to the north of Rundle Road); • minor kerb realignments to East Terrace; and • “over-run” facility for Clipsal), at the intersection of East Terrace and Bartels Road (which I have been advised by DPTI will likely be bituminised) This latter item (ie the Clipsal “over-run” does not for part of this project, however is ‘envisaged’ work arising from the proposal. 0.08.15 0.08.15
Image 9. Sector 1: Park 14 5.4.1 The City Grid Layout Potential impacts to the City Grid layout are primarily limited to the proposed realignment of East Terrace, between Grenfell and Pirie Streets. This section of roadway was originally set out in Light’s 1837 Plan as a straight length between North Terrace and Pirie Streets, where after East Terrace deviated in response to the localised topography. The National Heritage listing noted: The study by City Futures (2007 Vol 1:97) notes that 'the town was surveyed in two stages. The major portion of 700 acres south of the river was laid out first. The fretted edge on the eastern side took advantage of the local topography and provided more lots with a parkland outlook…
[Note: the referenced case study was not able to be sourced for this Heritage Impact Assessment] This response to the local topography is intrinsic to the heritage significance of Light’s plan, particularly when considered in the context of the set out of North Adelaide. 30 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C 0.08.15 0.08.15
Image 10. 1837 Plan of Adelaide extract: Source: Mapco.net (marker arrow added by author) This section of East Terrace is not, however, in its original configuration, having been realigned in the 1960s to facilitate an easy vehicular passage from Hutt Street into East Terrace 10 in response to traffic orientated urban planning principles of the time 11 . 31 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C
10 Jones D, Op Cit, p233 11 Llewellyn-Smith M, Op Cit , pp63-64 0.08.15 0.08.15
Image 11. East Terrace looking Southward, c1905: Source: Adelaide Park Lands & Squares Cultural Landscape Assessment Study, p231
32 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C
Image 12. 1936 aerial of original alignment of East Terrace. Source: Adelaide Park Lands & Squares Cultural Landscape Assessment Study, p233 (marker arrow added by author). 0.08.15 0.08.15
Image 13. 2015 aerial image of East Terrace showing realignment. Source: Google Maps. (marker arrow added by author) This re-alignment of East Terrace is one of the few fundamental alterations to Light’s original Grid Layout of the City of Adelaide. While the 1960s realignment of East Terrace did have an adverse impact on the layout of Light’s Grid Layout for Adelaide (and accordingly its current National 33 Heritage values), it achieved its desired objective of assisting traffic flows from one 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C of the City’s important feeder and mainstreets (Hutt Street) into one the City’s wider East-West Streets, Grenfell Street. Further, the original Grid Layout remains readily discernable due to the alignment of built form to the original allotment setout, and the retention of the Park Lands use to the areas created between the realignment and the original setout. Had the 1960s realignment included the subdivision and redevelopment of this land, such interpretability of the original setout would have been severely compromised. The proposed O-Bahn City Access Project seeks to once again realign this section of East Terrace in response to traffic management issues, as illustrated by the plan extract below (Image 14). 0.08.15 0.08.15
34 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C
Image 14. East Terrace realignment as proposed by O-Bahn City Access Project. Extract of drawing DPTI-SKT-7304-99-0804 While I consider the 1960s realignment to have had an adverse impact on Light’s original Grid Layout (and associated Heritage values), the further reconfiguration proposed by this project (and the ‘envisaged’ Clipsal “run-off” area) are not considered to further contribute to, or exacerbate, these previous impacts. As noted, Light’s original Grid Layout remains readily discernable due to the historic 0.08.15 0.08.15
set out of buildings to the original allotment pattern, while lands accommodating the current roadway alignment will be transferred back to park lands, and landscaped accordingly. The section of parklands proposed to accommodate the realignment currently accommodates an interpretative plaque, noting the general location of the first mass for the Catholic Community of South Australia. This plaque should be relocated within the same general proximity as present as part of the works. Minor East Terrace kerb realignments and amendments to on-street parking north of Grenfell Street maintain the fundamental Grid Layout of the City plan and accordingly are not considered to have any impact on the National Heritage values of the place. 5.4.2 Views and Vistas As noted by the National Heritage listing: The city layout is designed to take full advantage of the topography, an important innovation for the time. The streets were sited and planned to maximise views and vistas through the city and Park Lands and from some locations to the Adelaide Hills… The judicious siting and wide streets maximised views and vistas through the city and Park Lands and from some locations to the Adelaide Hills. The plan features a hierarchy of road widths with a wide dimension to principal routes and terraces and alternating narrow and wide streets in the east- west direction. Light's planning innovation is supported by substantial historical documentation… The key views potentially affected by the proposed works are those looking eastward down Grenfell Street. The proposed works to Rundle Road are considered sufficiently minor as to not affect views and vistas associated with this roadway.
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Image 15. View 1 down Grenfell Street (near James Place intersection) looking eastward, 2015
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Image 16. View 2 down Grenfell Street looking eastward (approaching Frome St), 2015
Image 17. View 3 down Grenfell Street looking eastward (near former East End Market), 2015
Having assessed the key views and vistas down Grenfell Street, I do not consider the proposed O-Bahn City Access project to have any discernable impact on them, nor their associated heritage values. As is illustrated by the above series of photographs (Images 15-17), the primary views from Grenfell Street is to the Adelaide hills beyond, and these vistas are most prevalent when viewed deeper within the Adelaide layout, as the landscaping to the edge of the Park Lands at the 36 intersection of Grenfell Street and East Terrace currently obscures most views of 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C the hills beyond. For the most part, the proposed works will be contained within the existing ground plane, with the exception of the proposed tunnel exit, and associated tunnel infrastructure (which is discussed in more detail in Section 5.4.3 below). Even in such instances however, the extent of possible visual intrusion is unlikely to impact on the views considered above. For these reasons, I do not consider the proposed O-Bahn City Access project to impact on the National Heritage values associated with the views and vistas associated with the City Grid layout. 0.08.15 0.08.15
5.4.3 Park Lands Layout While the O-Bahn City Access project does not fundamentally change the layout of the outer or inner boundaries of the Park Lands, it does propose changes to the configuration of roadways and public transportation connections through the Park Lands, namely: • minor changes to Rundle Road (bike lane to outer side of carparking, pedestrian crossing points); • amendments to the Rundle Road and Dequetteville Terrace intersection, reducing its footprint through the removal of the wide sweeping turning lanes; and • tunnel ‘portal’ exit at East Terrace and Grenfell Street intersection.
37 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C
Image 18. Realignment of roadways through the Park Lands as proposed by O-Bahn City Access Project. Extract of drawing DPTI-SKT-7304-99-0804 0.08.15 0.08.15
This work also includes the transferring back to landscaped park lands of land associated with the reduction in roadway footprints arising from: • the amendments to the Rundle Road and Dequetteville Terrace intersection; • minor amendments to the East Terrace and Rundle Road intersection; and • the realignment of East Terrace between Grenfell and Pirie Streets. As examined in detail in Section 5.2 above, roadways and transportation connections through the Park Lands were not specifically intrinsic to Light’s City Grid and Park Lands layout. Rather, the primary driver for their provision, location and alignment appears to have been based on need / demand, with many of the City’s major streets simply being extended through to connect with outer lying areas. Over the history of the City (and its Park Lands) these connections have increased in number and size, and at times been realigned in response to the growing demands of an expanding (ie population) and modernising Capital City. While not formally identified in the National Heritage listing, such transportation connections are nonetheless part of the historic context and physical make-up of the place. They are also representative of the ongoing ‘evolution’ of the physical form and cultural values of the Park Lands, as discussed in Section 5.2 of this Report. As noted in Section 5.2, this is not to say that transportation needs and demands have been (or should be) the sole driver of the setout and modification of roadways and connections through the Park Lands. The Adelaide Park Lands have significant social and cultural values as recreational areas, sporting grounds, gardens and public facilities, and spaces for passive and active recreation. These attributes will be considered separately in Section 5.4.4 below. The proposed new O-Bahn tunnel within Park 14, and associated portal exit, aligns closely to the line of the c1908 Kensington Gardens tramway. This tramway remained in operation until the mid-late 1950s with the remnant embankment remaining visible today.
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Image 19. Alignment of Kensington Gardens tramway through park lands, 1929
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Image 20. c1955 Kensington Gardens tramway through Park 14 along embankment. Source: Adelaide Remembers When Facebook page, June 2015 0.08.15 0.08.15
Image 21. Remnant tramway embankment, April 2015 While this tramway embankment is of some historical interest, it does not have any specific formal heritage listing, nor necessarily should it. It remains a remnant of earlier transportation connection through the Park Lands, and illustrative of the continual physical and cultural evolution of the City’s green belt. The majority of the new O-Bahn route though the Park Lands will be underground, and accordingly have negligible impact on the layout of the Park Lands. The proposed new tunnel exit within Park 14 will be a notable physical inclusion within the existing landscape setting. This is not in itself, however, inconsistent with the historic pattern of development of the City Grid and Park Lands, being representative of the ongoing growth and expansion of such connections in response to the evolving demands of an expanding and modernising Capital City. Further, the provision of a transportation connection in this location shares many similarities with the historic pattern of development of the City and Park Lands, having once accommodated the noted Kensington Gardens tramline. While the former tramline and current tunnel proposal have their obvious differences, there are nonetheless historic synergies and associations between the two. Image 6 and 19 show the layout of the Park Land between c1908 and c1957, with Park 14 being dissected by the Kensington Gardens tramway. 40 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C In contrast, the current O-Bahn proposal incorporates a tunnel for the majority of its length. This approach is markedly different to that of the 1908 tramway, which simply traversed the Park Lands on a raised embankment. The provision of this tunnel is largely in response to the increased social and cultural values of the Park Lands, and the desire to minimise any associated physical and social impacts. In this context, the proposal seeks to balance the needs the growing and evolving City against the social, aesthetic and landscape qualities of the Park Lands, and in doing so demonstrates their evolving cultural values. This approach is consistent with the National Heritage values of the place. 0.08.15 0.08.15
5.4.4 Aesthetic / Social Qualities The aesthetic / social qualities of the Adelaide Park Lands are intrinsic to the National Heritage values. The National Heritage listing notes: The Adelaide Plan was the basis for attracting free settlers, offering certainty of land tenure and a high degree of amenity. Being formally laid out prior to settlement, with a grid pattern and wide streets and town squares, the Plan reflected new town planning conventions and contemporary ideas about the provision of common or reserved land for its aesthetic qualities, public health and recreation… The Park Lands act as a buffer to the City Centre, and also provide both passive and active recreational uses to the community. They are the setting for numerous public functions, and serve an aesthetic function in defining the city… The Adelaide Park lands have been valued by many South Australians over time for their aesthetic qualities… As the City grew, and evolved, so did the aesthetic / social qualities of the Park Lands. During the earliest years of the colony, the Park Lands were used for relatively utilitarian (and at times unsympathetic) purposes. Park 13 and Park 14 have historically accommodated a rubbish dump (1850s), and Sewer / Waterworks infrastructure (1879-1929, with the former Valve House remaining today). Notwithstanding this, however, this section of the Park Lands continued to be used for recreational purposes 12 . Similarly, while most of the original vegetation had been cleared from the Park Lands by 1850, there was a recognition by Council of the importance of the landscape characteristics of the City’s green belt, with planting programmes dating back as early as this era 13 . This evolving nature of the Park Lands is an integral part of their history, and in many ways not surprising, given their relatively informal and natural characteristics. Today Park 13 and Park 14 stand as a product of multiple phases of re- landscaping. It is difficult to specifically date or interpret any of these phases, with the exception of significant works undertaken by Council in the 1960s, primarily focussed on the provision of recreational spaces. 41 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C
12 Jones D, Op Cit, p218 13 ibid 0.08.15 0.08.15
Image 22. Extract of lithograph of East Park lands published 10 July 1875. Source: Adelaide Park Lands & Squares Cultural Landscape Assessment Study, p219
Image 23. Photograph from Kent Town Brewery looking westward down Rundle Street, c1876. Source: Adelaide Park Lands & Squares Cultural Landscape Assessment Study, p220 42 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C 0.08.15 0.08.15
Image 24. 1880 depiction of planting in east park lands. Source: Adelaide Park Lands & Squares Cultural Landscape Assessment Study, p221
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Image 25. 1936 aerial of eastern park lands, showing landscaping. Source: Adelaide Park Lands & Squares Cultural Landscape Assessment Study, p233 0.08.15 0.08.15
Image 26. Park 14 (Park 14) as constructed or planted 11 July 1962. Source: Adelaide Park Lands & Squares Cultural Landscape Assessment Study, p236
44 Image 27. Park 14 1969. Source: SLSA, B-71906 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C
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Image 28. Park 13 c1960. Source: SLSA B-70593
Image 29. Park 14, 2015 45 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C
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Image 30. Sign in Park 14 providing interpretative material on the “Changing Face” of this section of park lands Park 13 and Park 14 have evolved to become one of the most utilised sections of the City’s Park Lands. In close proximity to the higher density residential and retail precinct of the East End, the parks regularly host major events (such as the Fringe Festival / Clipsal 500), and formed an integral part of the Adelaide Formula 1 circuit during the years of South Australia’s hosting between 1985 and 1995. The aesthetic / social impacts on the Adelaide Park Lands associated with new O- Bahn City Access Project will be largely limited to the Tunnel exit portal, with the majority of the new busway being accommodated in an underground tunnel. While the proposed works will require trees to be removed, and significant civil works to be undertaken within the Park Lands, these changes, if balanced with appropriate relandscaping, would not be inconsistent with the historic pattern of 46 use, nor in turn the associated National Heritage values. 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C The project is currently in an early stage of conceptual development. Design resolution of infrastructure associated with the tunnel exit will require careful consideration to ensure the aesthetic / social qualities of the Park Lands are not adversely affected. Such infrastructure may include (but not be limited to) the design of: • roadway railings (if any); • details of proposed underground substation (which I have been advised will include landscaping over and a small above ground staircase access); • signage (if any); and • the tunnel exit portal. 0.08.15 0.08.15
While details on these aspects of the project are yet to be developed they have been indicatively represented in the computer generated fly-though of the proposal, from which the following images have been extracted.
Image 31. Proposed tunnel exits within Park 14
Image 32. Proposed tunnel exits within Park 14
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Image 33. Proposed tunnel exits within Park 14 0.08.15 0.08.15
The construction of the proposed new O-Bahn tunnel exit, and associated roadway, will have an impact on the aesthetic and social qualities of the Park Lands in the location of the affected areas. Such impacts, however, are not inconsistent with the National Heritage values of the place. Roadways and transportation connections have historically formed part of the aesthetic attributes of the City’s Park Lands, dividing the expansive green belt up into a series of smaller parks that in turn have evolved to develop their own landscape character and social identify. Rundle, Botanic and Bartels Roads are all examples of this. The acceptability (or otherwise) of such impacts on the aesthetic and social qualities of the Park Lands needs to be considered in the context of the evolving (and ever increasing) cultural values of the place. Had the proposal simply been a new busway traversing the parklands (as the historic Kensington Gardens tramway had been in this location) it is likely such impacts would not be representative of the National Heritage values of the place. This is not the case. Instead, the proposal seeks to significantly mitigate any adverse aesthetic and social impacts arising from the growing demands on the City’s transportation infrastructure by undergrounding the vast majority of the proposed new busway. This, in itself, is a clear representation of the high aesthetic and social values of the Park Lands, and accordingly (in principle) consistent with its National Heritage values. The limited design resolution of the tunnel portal exit means it is not possible to undertake a thorough assessment of the final impacts on the aesthetic National Heritage values of the Park Lands. In principle, however, I consider such impacts to be manageable if the recommendations as outlined in Section 5.4.4.1 below are followed. Such ‘in principle’ support is nonetheless conditional on the nature of the final design resolution, and any changes or further details that may arise through the development of the concept. While I have noted conditional support with regards to the potential heritage impacts, projects of this nature, at this early stage of development, risk scope variations as they are developed that may result in increased heritage impacts beyond an acceptable level. Any further development of the concept needs to be highly cognisant of this, and seek ongoing input on the impact of such changes by a suitably qualified heritage expert with detailed understanding of the National Heritage values of the Adelaide Park Lands and City Grid Layout. Inappropriate design resolution of this infrastructure, or ‘scope creep’ beyond that 48 currently identified in the documentation provided may result in impacts of an 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C unacceptable nature on the National Heritage listed aesthetic qualities of the Park Lands. 5.4.4.1 Recommendations It should be noted that the scope of this report is to assess the impacts of the proposed O-Bahn City Access project on identified heritage values. Its scope was not intended to provide design guidelines or heritage management policy structure for the development of design concepts or implementation of the works. The current conceptual nature of the project, in particular the level of design resolution of associated infrastructure, means that it is not possible to undertake a detailed assessment of the potential impacts of all aspects of the works on the 0.08.15 0.08.15
National Heritage listed aesthetic qualities of the Adelaide park lands. For these reasons, the following guidelines are provided to assist the ongoing development of the proposal. As noted in Section 5.4.4 above, inappropriate design resolution of the infrastructure associated with this project may result in unacceptable impacts on the National Heritage listed aesthetic qualities of the Adelaide park lands. Notwithstanding that roadways and transportation connections form part of the aesthetic makeup of the Park Lands, such impacts need to be balanced against the landscape qualities and social use / values of the affected areas. As a result, the design development of the infrastructure associated with the O- Bahn City Access project should seek to mitigate any visual intrusion through consideration of the following: • the proposed tunnel portal exit should work in with the existing topography to minimise the need for infrastructure above the visual eye plane and minimise its overall length; • the length of barriers (which are assumed to be required for the tunnel portal) should be minimised. The use of the sites natural topography may assist this; • ‘cages’ or ‘entry statements’ over the tunnels portals should be avoided; • large overhead signs within the Park Lands should be avoided; • the overall width of the new roadway should be minimised, while still achieving the necessary traffic functional requirements; • the underground substation should include grassed areas over, and minimise the footprint and visual prominence of any required staircase access; and • the design of infrastructure within the Park Lands should be consciously discrete, rather than a bold urban statement (that may otherwise be appropriate for remaining sections of the project outside of the Park Lands footprint). Finally, it is recommended that any design development of this infrastructure seek input from a suitably qualified heritage expert cognisant with the National Heritage values of the Adelaide Park Lands. 5.5 Sector 2: Hackney Road 49 The proposal seeks to undertake the following works along the Hackney Road 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C environs of the Adelaide park lands: • the establishment of a designated O-Bahn access way down Hackney Road from the existing Linear Park exit; • new tunnel portal entry adjacent the National wine Centre; • removal of carparking adjacent Botanic Park between Plain Tree and Botanic Drives (off Hackney Road); • expansion of off street carparking adjacent the National Wine Centre and International Rose Garden; • stormwater sump and pumping station (adjacent the National Wine Centre); and • new pedestrian / cycle footbridge over River Torrens. 0.08.15 0.08.15
Image 34. Sector 1 Hackney Road Environs
As the works are confined to the outer perimeter of the Park Lands (ie Hackney Road) the following National Heritage values are not considered relevant to the works proposed in Sector 2: • the City Grid Layout; and • views and vistas. It should also be noted that the majority of the works proposed in Sector 2 are not within the National Heritage listed place (refer Image 1), but rather the adjacent road corridor. Accordingly any potential impacts of these works on the National Heritage values of the Park Lands will be limited to those associated with their setting. Works within this Sector that are located within the National Heritage listed area are limited to: • removal of carparking adjacent Botanic Park between Plain Tree and Botanic Drives (off Hackney Road); • expansion of off street carparking adjacent the National Wine Centre and International Rose Garden; • stormwater sump and pumping station (adjacent the National Wine Centre); and • new pedestrian / cycle footbridge over River Torrens 5.5.1 Park Lands Layout Since its setout was first illustrated in Light’s Country Section Subdivision Plan of 1839 (Image 3 and 4), the alignment of Hackney Road south of the River Torrens has changed little to its present setout. Exceptions to this included its general formalisation and widening associated with its modernisation, which in 1968 saw 50
the Botanic Gardens relinquish a narrow strip of land to the State Government for 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C road widening. Minor realignments appear to have been undertaken north of the River Torrens to (I assume) smooth directional transitions for improved traffic flows. 0.08.15 0.08.15
Image 35. Ridley’s Steam Mill, 1845, as viewed across the River Torrens, showing Hackney Road to the right (prior to the construction of the original Company Bridge). Source: SLSA, B-2434/16
Image 36. Company Bridge over the River Torrens, showing Hackney Road to right, 1890. Source: SLSA, B-364 51 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C 0.08.15 0.08.15
Image 37. 1890 master plan for the Botanic Gardens, showing the alignment of Hackney Road at the time. Source: Adelaide Park Lands & Squares Cultural Landscape Assessment Study, p160
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Image 38. Hackney Road interface with Botanic Park, date unknown. Source Adelaide Park Lands & Squares Cultural Landscape Assessment Study, p160 0.08.15 0.08.15
The O-Bahn City Access project does not fundamentally alter the layout of Hackney Road, nor in turn the definition of the outer edge of the City’s park lands in this locality. While the increase in off street carparking in the vicinity of the National Wine Centre and International Rose Garden does impact on the landscaped open space in these locality, such localities are currently characterised by existing carparking, foothpaths and the built form of the National Wine Centre, Goodman Building and the former tram barn. As a result I do not consider there to be any consequential impacts to the layout of the City’s Park Lands. Further, such impacts have been balanced by the removal of off street carparking between Plain Tree and Botanic Drives. Similarly, the formalisation of a new footpath / cycleway is in general accord with the existing park lands layout, and footpath setout. The exception to this is the minor deviation to accommodate the new pedestrian / cycle bridge over the River Torrens, however such variances are again not considered to have any adverse impacts on the Park Lands layout.
Image 39. Existing Hackney Road footpath south of the River Torrens, March 2015. 5.5.2 Aesthetic Qualities / Landscaping / Use As noted in Section 5.5 of this assessment, the works contained within the Sector 2 are primarily limited to the Hackney Road corridor. Hackney Road has formed the outer boundary of this section of park lands since the earliest years of Colonial settlement. While its character has undoubtedly changed over time due to its 53 ongoing modernisation, such a process has been historically consistent, and is not 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C at odds with the Nationally recognised heritage values of the Park Lands. That is to say: Hackney Road has always been a transit corridor to the outer edge of the Park Lands, albeit an evolving one. The proposed works do not alter this, as they are all consistent with that anticipated for such a use. On this basis, the majority of the works within Sector 2 are not considered to impact on the aesthetic or landscape qualities of the Adelaide park lands. Works that do encroach within the listed park lands areas (ie not within the road corridor) are essentially limited to the following: 0.08.15 0.08.15
5.5.2.1 Carparking adjacent National Wine Centre The proposal seeks to expand the existing carparking adjacent the National Wine Centre as shown in the below illustration. I do not consider these encroachments to fundamentally affect the aesthetic qualities of the Park Lands, nor (in practical terms) reduce or impact on park lands use as these affected areas are currently characterised by existing carparking, foothpaths and the built form of the National Wine Centre, Goodman Building and the former tram barn.
Image 40. Proposed expansion of carparking adjacent National Wine Centre 5.5.2.2 New shared footbridge over the River Torrens Very little detail has been resolved for the proposed new footbridge over the Torrens adjacent the Hackney Bridge. Information is, at this stage, limited to the below basic conceptual layout (refer Image 42).
54 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C
Image 41. Proposed River Torrens footbridge . Extract of drawing DPTI-SKT-7304-99-0801 While the Hackney Road bridge is a State Heritage place, potential impacts of these works on these heritage values are assessed separately in Section 6 of this report. 0.08.15 0.08.15
Bridges (both vehicular and pedestrian) over the River Torrens have been occurring since the earliest years of the colony. Their presence provides convenient access to and around the Park Lands for users. The proposed new footbridge is located on the outer peripheral of the Park Lands listing, in very close proximity to a main and heavily utilised vehicular bridge (the Hackney Bridge). Further, the proposed footbridge will unlikely impact on any specifically important vistas or sightlines though the Park Lands in this location.
Image 42. Hackney Bridge as viewed from the west (looking towards the location of the proposed pedestrian bridge) Once again, however, a detailed design concept for the new pedestrian bridge is yet to be developed, and accordingly I am not able to undertake a thorough detailed assessment of its ultimate impacts on the aesthetic National Heritage values of the Park Lands. In principle, however, I consider such impacts as being manageable, if the following recommendation as outlined in Section 5.5.2.3.1 below is followed. . Such ‘in principle’ support, is conditional on the nature of the design resolution, and any changes or further details that may arise through the development of the concept. Inappropriate design resolution of this infrastructure may result in impacts of an unacceptable nature on the National Heritage listed aesthetic qualities of the Park Lands. 55 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C 5.5.2.2.1 Recommendations The development of detailed design concepts for the River Torrens footbridge should be to a high standard of design excellence befitting a place of Nationally recognised heritage values. 5.5.2.3 Stormwater Sump and Pumping Station Once again, very little detail has been provided on the proposed Stormwater Sump and Pumping Station proposed to be located adjacent First Creek, and the National Wine Centre. Information at this stage is limited to the following indicative siting. 0.08.15 0.08.15
Image 43. Proposed new Sump and Pump Station. Extract of drawing DPTI-SKT-7304-99-0801 While technically sited within the area identified by the National Heritage listing, its proposed location is set well away from open areas of specific aesthetic or landscape qualities. A detailed design concept for the pump station is yet to be developed, and accordingly I am not able to undertake a thorough detailed assessment of its ultimate impacts on the aesthetic National Heritage values of the Park Lands. In principle, however, I consider such impacts as manageable and most likely negligible. Such ‘in principle’ support, however, is conditional on the nature of the design resolution, and any changes or further details that may arise through the development of the concept. Inappropriate design resolution of this infrastructure may result in impacts of an unacceptable nature on the National Heritage listed aesthetic qualities of the Park Lands. 5.5.2.3.1 Recommendations The development of detailed design concepts for the Stormwater Sump and Pump Station should be to a high standard of design excellence befitting a place of 56 Nationally recognised heritage values. 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C
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6 State Heritage Places State Heritage places within the vicinity of the proposed works are: • Hackney Bridge (former New Company Bridge), ID 14261 • Bicentennial Conservatory, Adelaide Botanic Gardens, ID 20996 • Former Municipal Tramway Trust (MTT) Hackney Tram (later bus) Depot, including Goodman Building and Tram Barn (now the Plant Biodiversity Centre), Adelaide Botanic Gardens, ID 12349 • National Wine Centre of Australia Administration Building [‘Yarrabee House], (former Lunatic Asylum Medical Officer’s Residence) and Front Fence, ID 13642 • Stone Wall, Adelaide Botanic Gardens Botanic Road, Adelaide, ID 17067 • Royal Hotel, 2 North Terrace Kent Town, ID 13116 • Former Romilly House, 1 North Terrace, Hackney, ID 14260 • Former Kent Town Brewery and Malthouse, Rundle St Kent Town, ID 10268 • Marshall and Brougham Offices (former Dwelling), 12 Dequetteville Terrace Kent Town, ID 14111 • Botanic Bar (former Botanic Hotel), 309 North Terrace, Adelaide, ID 10847 • Office, East End Market Buildings, 6-9A East Terrace, Adelaide, ID 13921 • PJ O’Brien (former East End Market Hotel), 10-12 (ka 14) East Terrace, Adelaide, ID 13922 • Office, East End Market Buildings, 14-16 East Terrace, Adelaide, ID 13924 • Stag Hotel, 299 Rundle Street, Adelaide, ID 13380 • 26-36 East Terrace, Former Adelaide Fruit and Produce Exchange Facades and Shops, ID 11722 • Tandanya (former Adelaide Electric Supply Company Power Station, 243- 253 Grenfell Street, Adelaide, IS 10984 • Adelaide Electric Supply Company Converter Station, 48-51 East Terrace, Adelaide, ID 10985 • Former Municipal Tramways Trust (MTT) No.1 Converter Station, 52-60 57 East Terrace, Adelaide, ID 10986. 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C Potential impacts to the heritage values of these places are primarily limited to: • those arising from the nearby construction (ie potential ground vibration); and / or • changes to the context (or setting) of the place. 6.1 Potential Impacts Arising From Nearby Construction DASH Architects is not an expert in either civil construction, the likely resulting ground vibrations resulting from the proposed works, or their potential impacts on nearby structures. Accordingly the below commentary is of a qualitative, high level nature only. 0.08.15 0.08.15
The extent of potential impacts arising from ground vibrations cannot be quantified at this stage of the project, however factors influencing risk include: • proximity of heritage places to the works; • condition and construction type of heritage places; and • nature of works being undertaken (ie level of potential ground vibration). Based on this above risk profile, works within the vicinity of the Botanic Road / Hackney Road / North Terrace intersection may require particular attention. This intersection will be subject to extensive construction works associated with the proposed tunnel, and is closely flanked by the following State Heritage places: • National Wine Centre of Australia Administration Building [‘Yarrabee House], (former Lunatic Asylum Medical Officer’s Residence) and Front Fence, ID 13642; • Former Romilly House, 1 North Terrace, Hackney, ID 14260; and • Royal Hotel, 2 North Terrace Kent Town, ID 13116. Notwithstanding this area of particular risk, careful consideration should be given to the potential impacts of all of the works on nearby structures, including heritage places. 6.1.1 Recommendation A Construction Noise and Vibration Management Plan (CNVMP) should be prepared by a suitably qualified consultant at an appropriate stage of the concept’s development to identify levels of ground vibration associated with the works, and their potential impacts on nearby heritage structures. This report should be developed in accordance with the Departments of Planning, Transport and Infrastructure’s (DPTI) Operational Instruction 21.7 Management of Noise and Vibration – Construction and Maintenance Activities (OI 21.7) OI 21.7 notes that there is no Australian Standard that provides recommended levels (of vibration) relating to structural damage and accordingly references the German Standard DIN 4150-3 “Structural Vibration Part 3 – Effects of vibrations on structures” This German Standard provides guidance for works in the proximity of heritage listed buildings. The CNVMP should identify potential risks of damage to nearby heritage places, and establish: • maximum levels of permissible ground vibrations in the proximity of 58 heritage places; and 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C • appropriate vibration monitoring protocols to ensure maximum levels are not exceeded The CNVMP should then be used as a basis for a subsequent assessment of the potential risk of damage to heritage places by a suitably qualified heritage consultant. This subsequent assessment (which may required additional structural input) should assess the condition of the potentially affected heritage places, and provide recommendations regarding appropriate mitigation requirements, or temporary protective measures. 0.08.15 0.08.15
6.2 Potential Impacts to the Context / Setting of State Heritage Places The majority of the potentially affected State Heritage places identified above have their primary setting to the existing street frontages, which are not affected by the proposed works. On this basis, I do not consider there to be any material affect to their context, nor accordingly their State Heritage values. The exceptions to this are the following places: 6.2.1 Bicentennial Conservatory, Adelaide Botanic Gardens The Bicentennial Conservatory is located within the Botanic Gardens, set back from Hackney Road approximately 160m. Its setting is not to a primary street frontage, but rather the surrounding park lands and botanic gardens within which it is sited.
Image 44. Bicentennial Conservatory, Botanic Gardens The South Australian Heritage Places Database provides the following details for the Bicentennial Conservatory, located within the Botanic Gardens: 59 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C Significance The 1989 South Australian Bicentennial Conservatory located in the Adelaide Botanic Garden demonstrates a high degree of creative and technical accomplishment, as a well-executed South Australian example of a glass house of the 'Late Twentieth Century Structuralist' style architecture. The Bicentennial Conservatory stands as an exemplar work of the celebrated local architect Guy Maron, who produced a creative and technically excellent contemporary design solution responding to the problems of designing a tropical glasshouse within a dry, temperate climate.
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Section 16 Criteria (d) it is an outstanding representative of a particular class of place of cultural significance; (e) it demonstrates a high degree of creative, aesthetic or technical accomplishment or is an outstanding representative of particular construction techniques or design characteristics 14 Works proposed within the vicinity of the Bicentennial Conservatory are fundamentally associated with the upgrade of the existing road corridor. While Hackney Road does provide ‘glimpsing’ views of the Conservatory, neither these views, nor the place’s setting to Hackney Road are intrinsic to its State Heritage values. For these reasons, I do not consider the proposed O-Bahn City Access project to materially affect the context within which this State Heritage place is situated. 6.2.2 Hackney Bridge (former New Company Bridge) The Hackney Bridge is located at Hackney Road’s crossing point of the River Torrens. The South Australian Heritage Places Database provides the following details for the Hackney Bridge: Significance Hackney Bridge is the second oldest iron arch bridge in Australia and one of only three metal truss arch bridges remaining in South Australia. As the third bridge to be built at this flood-prone site, this bridge represents a definitive design solution for this crossing of the River Torrens, providing a high level deck and eliminating the piers that were the undoing of the previous low level bridges. The technical achievement of the bridge is of exceptional significance. For its day, it was the lightest and cheapest wrought iron bridge constructed in the Colony. Its serviceability for modern traffic more than 120 years later is a testament to the durability of the engineering solution. The efficient structural design is also a significant aesthetic achievement. The open web arches are a strong expression of the structural forces they transfer and the cast iron hinges reflect the concentration and transfer of structural forces into the abutments. (Adapted from Hackney Road Bridge Conservation Management Plan, 2003) 15 . There are two bridges over the River Torrens at the Hackney Road crossing of the 60 River Torrens: one accommodating the city inward bound lanes (eastern bridge); 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C and one accommodating the outward bound lanes (western bridge). The State Heritage listing applies to the eastern bridge only.
14 http://apps.planning.sa.gov.au/HeritageSearch/HeritageItem.aspx?p_heritageno=27071 15 http://apps.planning.sa.gov.au/HeritageSearch/HeritageItem.aspx?p_heritageno=8422 0.08.15 0.08.15
Image 45. Hackney Bridge, arrow marking showing State Heritage listed portion
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Image 46. Hackney Bridge, 1920. Source: SLSA, PRG-280-1-19-69 0.08.15 0.08.15
Image 47. Hackney Bridge (left) with later “Company Bridge” to the right (named after the original bridge since removed, refer Image 43). March 2015
Image 48. Hackney (rear) and Company Bridge as viewed from the western side within the Park Lands. March 2015
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Image 49. Hackney Bridge as viewed from underside. March 2015 0.08.15 0.08.15
At this stage I understand that no physical works are proposed to the State Heritage listed Hackney Bridge by the O-Bahn City Access project. If, however, upgrade works are required as part of project, assessment of potential heritage impacts will be required. In such instances, guidance for future works should also be sought from the Conservation Management Plan (CMP) prepared for the Hackney Bridge (by Habitable Places) 2003. The proposed new footbridge over the Torrens will be located on the western side of the two bridges (refer Image 54), and accordingly consideration of the impacts of this work to the context within which a State Heritage place is situated requires consideration. At present, the (1960s) Company Bridge largely obscures the views (and setting) of the State Heritage listed Hackney Bridge from this western side. Further, the State heritage significance of the Hackney Bridge said to lie in its construction techniques and technical accomplishment. I consider that such attributes will not be materially affected by the proposed new footbridge as indicated in the supplied documentation. While I understand no physical works are proposed to the Hackney Bridge by this project, it is nonetheless an aging piece of infrastructure. As such, consideration should be given to undertaking preventative maintenance at the time of undertaking the project construction works. In doing so, consideration should again be given to the Conservation Policies as provided for in the 2003 CMP. This CMP also recommends that consideration of interpretative material associated with its heritage values be provided as part of any future works to the place. This should be considered as part of this project. 7 Local Heritage Places Local Heritage places within the vicinity of the proposed works are: • Carriageway entrance gates, Hackney Road, Botanic Park; • St Peter’s College, Hackney; • Various dwellings to Hackney Road; • Former Offices, 17-20 East Terrace / 300 Rundle Street, Adelaide; and • War Horse Memorial Trough and Obelisk, corner of East Terrace and Botanic Park, Rundle Park Adelaide. 63
Under the Development Act, road works are not considered development , with the 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C exception of such works undertaken within the City of Adelaide park lands. Potential impacts of the proposed works on Local Heritage are therefore limited to those places located within the Park Lands, namely: • Carriageway entrance gates, Hackney Road, Botanic Park; and • War Horse Memorial Trough and Obelisk, corner of East Terrace and Botanic Park, Rundle Park Adelaide. 0.08.15 0.08.15
7.1 Carriageway Entrance Gates, Hackney Road, Botanic Park The Carriageway Entrance Gates, located at the northern Hackney Road exit of Botanic Drive, are identified in the City of Adelaide Development Plan as a Local Heritage Place (City Significant). The O-Bahn City Access project does not propose any physical works to the Carriage Entrance Gates, nor any works that would adversely impact on their setting or ongoing use. Rather, the proposal seeks to upgrade the current gravel footpath into a sealed “Off Road Shared Path”.
Image 50. Works proposed within the vicinity of the Carriageway Entrance Gates. Extract of drawing DPTI-SKT-7304-99-0801
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Image 51. Aerial view of Carriageway Entrance Gates, showing gravel footpath proposed for upgrade. Source: Google Maps For this reason, I do not consider the proposed works to adversely impact on the setting of this Local Heritage place. 0.08.15 0.08.15
7.2 War Horse Memorial Trough and Obelisk The War Horse Memorial Trough and Obelisk are located on the corner of North and East Terraces, Adelaide, and have been identified in the City of Adelaide Development Plan as a Local Heritage Place (City Significant).
Image 52. Local Heritage Place (City Significant), War Horse Memorial Trough and Obelisk Works within the vicinity of the War Horse Memorial are limited to kerb re- alignments, which in itself is not inconsistent with the setting of this Local Heritage place. While the setout of these realignments is clearly somewhat indicative, they currently show encroachment within very close proximity to the Horse Trough. Such encroachments, if accurate, would also necessitate the relocation of the memorials plaque.
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Image 53. Works proposed within the vicinity of the War Horse Memorial Trough and Obelisk. Extract of drawing DPTI-SKT-7304-99-0801 0.08.15 0.08.15
Image 54. Annotated aerial of memorial. Source of base image: Google Maps. NOTE: North reoriented to top of page 7.2.1 Recommendation The extent to which this memorial is locational specific is unclear, due to the limited information available on its Local Heritage values. Ideally, the setout of the kerb realignments this area should be amended to accommodate the current locations of the Obelisk and Horse Trough. Relocation of the plaque, if required to accommodate the new kerb alignment or provide better viewing, is considered to be acceptable. Any kerb realignment should also afford some curtilage around the Obelisk and Horse Trough. The current setback distances should be used as a guide. 8 Archeological Potential The proposed O-Bahn City Access project will involve extensive excavation associated with the proposed tunnel component of the project. This excavation 66 will be primarily limited to: 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C • Sections of Hackney Road, and its intersection with Botanic Road / North Terrace; and • Parks 13 and 14. It is unlikely that excavation of Hackney Road will result in any archaeological potential of consequence, due to the historic use of the land as a roadway since the earliest days of settlement. Excavations of Park 13 and 14, however, are a different matter. These sections of Parklands have been used for a wide variety of purposes, particularly during the 0.08.15 0.08.15
early years of settlement. Of particular potential archaeological interest are the following previous uses: Rubbish Dump During the 1850s sections of Park 13 or 14 (or both) were used as a rubbish dump. There are conflicting reports as to the location of this dump, however The Observer of 16 August 1856 reported: From the east end of Rundle-street to the creek the Park Lands have been the licensed rubbish-yard of the city. Hundreds of cart-loads of every description of refuse have, for a long time past, been ruthlessly scattered about upon the surface. Vegetable matter lies at leisure to decay; broken glass and bottles, mingled with old mattresses and tin-kettles; rags, bones, and dead dogs vary the scene with haps of chemical refuse; alkalies decomposing, and mingling their scents with so many others, that the seventy distinct odours of many others, that the seventy distinct odours of Cologne might be fairly counted over again in Adelaide.16 The extent to which the proposed tunnel through the parklands would interfere with such potential archaeological deposits is unclear, however there is sufficient evidence to suggest caution should be taken, and measures implemented to identify and preserve any findings of significance. Sewer / Waterworks In 1879 a portion of land in the north eastern corner of Park 13 was excised under the Adelaide Sewer and Waterworks Amendment Act 1879. The extent of this compound is illustrated in Image 56 below.
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Image 55. Extract of a ‘Plan of the City of Adelaide’ 1917. Source: Adelaide Park Lands & Squares Cultural Landscape Assessment Study, p223 (marker arrow added by author).
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This Waterworks Yard was eventually returned for parklands use in December 1984. Currently a stone octagonal valve house remains the only visible feature of this former use. This structure has no formal heritage status.
Image 56. Former Valve House, Park 13.
Image 57. Former Waterworks infrastructure, c1932, with Valve House on left. Source: SLSA B-6220 The proposed O-Bahn Tunnel will traverse a portion of the former Waterworks site. 68 While the extent of potential archaeological deposits again remains unclear, there 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C is sufficient evidence to suggest caution should be taken, and measures implemented to identify and preserve any findings of significance 8.1 Recommendation Protocols should be established to monitor excavations associated with the proposed works within Parks 13 and 14 to enable the identification and careful retrieval of potential archaeological deposits of significance. These protocols should be prepared with the input of a suitably qualified archaeologist. It should be noted that it is not within the scope of this report to assess indigenous heritage impacts, however an assessment of such archaeological potential may warrant consideration. 0.08.15 0.08.15
9 Summary In many respects, the proposed O-Bahn City Access project continues the historic pattern of development of the City of Adelaide and its park lands. Since the earliest years of colonisation, the City has evolved to accommodate the changing requirements of modernisation and growth. This evolution has for the most part been undertaken in careful measures, resulting in a City today that has been recognised for the National Heritage values associated with its Park Lands and City Grid Layout. In addition to this, the City accommodates places of State and Local Heritage significance, all of which contribute to the tangible and intangible character of the City of Adelaide, and broader State of South Australia. Having considered these diverse heritage values, I find that the O-Bahn City Access proposal as outlined in the documentation provided to me as being consistent with the heritage values of the affected places. Importantly, this support is conditional, as the project remains in a very early stage of design. The size, configuration, location, and to some extent scope of much of the proposed infrastructure remains highly conceptual. Ongoing design development of the project will need to be highly cognisant of the potential impacts on the heritage values and places identified in this report. Inappropriate design resolution may otherwise result in heritage impacts of an unacceptable nature. This assessment report has provided some guidance to managing these heritage risks as the project progresses, however it is recommended any design development seek ongoing and regular input from a suitably qualified heritage expert conversant with the relevant heritage values of the affected areas.
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Appendix A National Heritage Listing Adelaide Park Lands and City Layout
10 Adelaide Park Lands and City Grid The following extracts have been sourced from the Australian Government Department of the Environment’s Australian Heritage Database:
Summary Statement of Significance The Adelaide Park Lands and City Layout is a significant example of early colonial planning which has retained key elements of its historical layout for over one hundred and seventy years. The 1837 Adelaide Plan attributed to Colonel William Light and the establishment of Adelaide marks a significant turning point in the settlement of Australia. Prior to this, settlement had been in the form of penal colonies or military outposts where the chief labour supply was convicts. The Colony of South Australia was conceived as a commercial enterprise based on Edward Gibbon Wakefield’s theory of systematic colonisation. It was to be established by free settlers who would make a society that would be ‘respectable’ and ‘self-supporting’. The Adelaide Plan was the basis for attracting free settlers, offering certainty of land tenure and a high degree of amenity. Being formally laid out prior to settlement, with a grid pattern and wide streets and town squares, the Plan reflected new town planning conventions and contemporary ideas about the provision of common or reserved land for its aesthetic qualities, public health and recreation. The Plan endures today in the form of the Adelaide Park Lands and City Layout. The key elements of the Plan remain substantially intact, including the layout of the two major city areas, separated by the meandering Torrens River, the encircling Park Lands, the six town squares, the gardens and the grid pattern of major and minor roads. The Park Lands, in particular, are significant for the longevity of protection and conservation and have high social value to South Australians who regard them as fundamental to the character and ambience of the city of Adelaide. The national significance of the Adelaide Park Lands and City Layout lies in its design excellence. The Adelaide Plan is regarded as a masterwork of urban design, a grand example of colonial urban planning. The city grid and defining park 71 lands were laid over the shallow river valley with its gentle undulations, described 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C by Light as the Adelaide Plains. The city layout is designed to take full advantage of the topography, an important innovation for the time. The streets were sited and planned to maximise views and vistas through the city and Park Lands and from some locations to the Adelaide Hills. A hierarchy of road widths with a wide dimension to principal routes and terraces and alternating narrow and wide streets in the east-west direction were featured on the historic plan. Features within the Park Lands area included a hospital, Government House, a school, barracks, a store house, a market and a botanic garden and roads. The tree planting designed and implemented since the 1850s and the living plant collection of the Park Lands, particularly within the Adelaide Botanic Gardens are outstanding features. The encircling Park Lands provide for health and recreation 0.08.15 0.08.15
for the inhabitants while setting the city limits and preventing speculative land sales on the perimeter. The emphasis on public health, amenity and aesthetic qualities through civic design and provision of public spaces were to have an influence on the Garden City Movement, one of the most significant urban planning initiatives of the twentieth century. Ebenezer Howard, the founder of the Garden City Movement cites the Adelaide Plan as an exemplar in his Garden Cities of Tomorrow. Even before this influence, however, the Adelaide Plan was used as a model for the founding of many towns in Australia and New Zealand. It is regarded by historians and town planners as a major achievement in nineteenth century town planning. The Adelaide Park Lands and City Layout is also significant for its association with Colonel William Light who is credited with the Adelaide Plan and its physical expression in the form of the Adelaide Park Lands and City Layout.
Official Values Criterion A Events, Processes The Adelaide Park Lands and City Layout is the physical expression of the 1837 Adelaide Plan designed and laid out by Colonel William Light. It has endured as a recognisable historical layout for over 170 years retaining the key elements of the plan; encompassing the layout of the two major city areas separated by the Torrens River, the encircling Park Lands, the six town squares, and the grid pattern of major and minor roads. It is substantially intact and reflects Light's design intentions with high integrity. The Adelaide Park Lands and City Layout is of outstanding importance because it signifies a turning point in the settlement of Australia. It was the first place in Australia to be planned and developed by free settlers, not as a penal settlement or military outpost. The colony of South Australia was established by incorporation as a commercial venture supported by the British Government, based on Edward Wakefield's theory of systematic colonisation. To be commercially successful, there needed to be contained settlement to avoid speculative land sales and this settlement needed to be designed and planned to attract free settlers and to provide them with security of land tenure. The city layout with its grid plan expedited the process of land survey enabling both rapid settlement of land and certainty of title. The wide streets, public squares and generous open spaces 72 provided amenity and the surrounding park lands ensured a defined town 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C boundary while still allowing for public institutional domains. These elements are discernable today. The Adelaide Park Lands is also significant for the longevity of its protection and conservation. The Adelaide Municipal Corporation Act (1840) established the city council as the ‘conservators’ of the city and park lands. The establishment of the Park Lands Preservation Society in 1903, along with successive community organisations marks a continuing pattern in community support for safeguarding the significance of the Park Lands for the Adelaide community. The Adelaide Plan was highly influential as a model for planning other towns in Australia and overseas. It is acknowledged by town planners and historians as a major influence on the Garden City Planning movement, one of the most important 0.08.15 0.08.15
urban planning initiatives. Criterion B: Rarity The Adelaide Park Lands and City Layout is rare as the most complete example of nineteenth century colonial planning where planning and survey were undertaken prior to settlement. The historical layout as conceived in the 1837 Adelaide Plan remains clearly legible today. The place is also the only Australian capital city to be completely enclosed by park lands and is the most extensive and substantially intact nineteenth century park lands in Australia. Criterion D: Principal characteristics of a class of place The Adelaide Park Lands and City Layout is an exemplar of a nineteenth century planned urban centre. It demonstrates the principal characteristics of a nineteenth century city including a defined boundary, streets in a grid pattern, wide streets, public squares, spacious rectangular blocks and expansive public open space for commons and public domains. The expression of these features with their generous open space reflects the early theories and ideas of the Garden City movement of an urban area set in publicly accessible open space with plantings, gardens, designed areas and open bushland. Criterion F: Creative or technical achievement Adelaide Park Lands and City Layout is regarded throughout Australia and the world as a masterwork of urban design. Elements of the Adelaide Plan that contribute to the design excellence are the use of the encircling park lands to define the boundary of the development of the city and to provide for health, public access, sport, recreation and public institutional domains, thereby meeting both economic and social requirements. Designing the city layout to respond to the topography was highly innovative for its time with the northern sections of the city located and angled to take advantage of the rising ground while retaining the Torrens River as a feature within the Park Lands. The judicious siting and wide streets maximised views and vistas through the city and Park Lands and from some locations to the Adelaide Hills. The plan features a hierarchy of road widths with a wide dimension to principal routes and terraces and alternating narrow and wide streets in the east-west direction. Light's planning innovation is supported by substantial historical documentation. The formal organisation, delineation and dedication of the Park Lands space was a pioneering technical achievement of William Light in the Adelaide Plan. The overall landscape planting design implemented by several successive 73 landscape designers/managers incorporated designed vistas, formal avenues, 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C plantations, gardens, use of specimen trees, botanically important living plant collections particularly at the Adelaide Botanic Garden and the strategic placement of buildings and statuary in their settings. The creativity of the city and parkland design is clearly legible in the contemporary landscape viewed from the air or from the Adelaide Hills. The civic design of Adelaide was used as a model for founding many other towns in Australia and New Zealand and it is cited in later seminal Garden City planning texts including Garden Cities of Tomorrow by Ebenezer Howard. Criterion G: Social value The Adelaide Park Lands has outstanding social value to South Australians who see it as fundamental to the character and ambience of the city. The Park Lands 0.08.15 0.08.15
with their recreation areas, sports grounds, gardens and public facilities provide venues for individual and group activities and events, meetings and passive and active recreation. The Park Lands also have significant social value due to the range of important civic, public, and cultural assets and institutions within it. The present Adelaide Parklands Preservation Society is the latest in a long history of community groups dedicated to protecting the Adelaide Park Lands. These have included the Park Lands Defence Association (1869-87), the Park Lands Preservation League (1903, 1948) and the National Trust of South Australia. The longevity of the involvement of community groups in campaigning for the protection and safeguarding of the Park Lands is exceptional. Criterion H: Significant People Colonel William Light is most famously associated with the plan of Adelaide. He bore the ultimate responsibility, as recorded in his surviving publications and letters. Description The City of Adelaide is divided into two distinct sectors that straddle the River Torrens, the City centre to the south, and suburban North Adelaide. The City has a hierarchical grid street pattern, contains six town squares and is entirely surrounded by Park Lands. The city of Adelaide was originally laid out as 1042 town acres and in some instances the original boundaries are still evident. South Adelaide, the city centre comprises 700 acres while the North Adelaide residential area covers the remaining 342 acres. Six squares were laid out within the City of Adelaide. The city streets are organised into four blocks, with the City centre encompassing one large block, and North Adelaide three smaller blocks. The siting of the blocks reflects the topography of the area, with the main block situated on generally flat ground and the other three blocks, each at an angle with the others, on higher land in North Adelaide. The main block, the City centre, is defined by four major roads: East Terrace, North Terrace, West Terrace and South Terrace. In total, eleven original streets traverse the City east-west and six original streets traverse it north- south. Nine streets which traverse the City east-west culminate in the centre at King William Street which also defines name changes for the streets running east- west. The streets are primarily named after key historical figures: Rundle, Grenfell, Pine, Flinders, Wakefield, Angas, Carrington, Halifax, Gilles, Gilbert, Start, Wright, Gouger, Grote, Franklin, Waymouth, Currie and Hindley Streets. The central streets 74 in this grid, Wakefield and Grote Streets are marginally wider than the others, to 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C illustrate their greater importance. The City also contains numerous minor streets that were constructed within a few years of survey, but were not part of the original plan. North Adelaide comprises three smaller grids in which the majority of original streets run east-west. The major grid of North Adelaide is defined by Barton Terrace, Lefevre Terrace, Ward Street and Hill Street, with O’Connell Street as the major thoroughfare and Wellington Square in the centre. The streets in both the City centre and North Adelaide are broken up intermittently by six town squares before they culminate at the Park Lands. Five squares, Victoria, Hurtle, Whitmore, Hindmarsh and Light Squares are located within South 0.08.15 0.08.15
Adelaide, while Wellington Square is in North Adelaide. Some squares have been altered with the road ways around and through some of the squares changed, both from an urban design perspective and to address traffic management issues. The substantial design of each Square, except Victoria Square, remains intact. These changes reflect changing aesthetic tastes and requirements in the twentieth century. Each square retains a distinct character, with different development on the edges. The form of Victoria Square remains, but its design, driven primarily by traffic changes, has changed markedly. It is no longer a focus for the City for pedestrians. It has retained a primarily public function with and office development around its perimeter. Hurtle and Whitmore Squares are more residential, while Hindmarsh and Light Squares accommodate more commercial uses. Wellington Square, the only square in North Adelaide, is surrounded by primarily single storey development, but of a village character, which includes a former shop, former Church and public house. The squares contribute to the public use of the City, providing open green spaces for residents, workers and visitors who value them highly. The Park Lands comprise over 700 hectares providing a continuous belt which encircle the City and North Adelaide. The Park Lands vary in character from cultural landscapes, to recreational landscapes, and natural landscapes. Some areas are laid out as formal gardens, other areas have a rural character and others are used primarily for sporting uses. The Park Lands act as a buffer to the City Centre, and also provide both passive and active recreational uses to the community. They are the setting for numerous public functions, and serve an aesthetic function in defining the city. The Park Lands are visible from many parts of the City and North Adelaide and form end points for vistas through the City streets. They contribute to views out of the City, together with the distant views of the Adelaide Hills in the background, as well as providing views into the City. The visual character of the Park varies with its many uses - formal gardens and lawns, informal parks of turf and trees, a variety of sports fields, with associated buildings and facilities. The Adelaide Park lands have been valued by many South Australians over time for their aesthetic qualities, and as a place for recreation and other community activities. The Park Lands are described as a single feature, yet they vary in character greatly from area to area. Some areas are laid out as formal gardens, others have a rural 75 character and others are used primarily for sporting uses. The Park Lands also 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C accommodate many other, mostly public, uses in areas identified as reserves by Light, such as the West Terrace Cemetery and the Governor’s Domain, as well as in other areas alienated from the original Park Lands as defined by Light, such as the civic uses of North Terrace and Victoria Park Racecourse. Many cultural institutions occupying the Park Lands: the Botanic Gardens, Zoo, the State Library, Migration Museum, the Art Gallery, the SA Museum, Government House, Parliament House, the Festival Theatre and Playhouse, the Convention Centre, the Parade Ground, the hospital, Adelaide University and Adelaide High School. Other reserves include the Torrens linear park, Government Walk, the Parade Ground, the Pioneer Women’s Gardens, the Adelaide Oval and two public golf courses. Today there is little physical archaeological evidence remaining in the Adelaide 0.08.15 0.08.15
Parklands of Aboriginal occupation and of the pre-colonial landscape. The South Australian Old and New Parliament Houses is entered into the National Heritage List (Data Base No. 105710). The Adelaide Park Lands and the City of Adelaide Historic Layout and Park Lands are listed in the Register of the National Estate (RNE) (Register Nos: 6442 and 102551). The following places are individually listed within the RNE: the Zoological Gardens (Register Nos: 8593 and 18585), the Botanic Gardens (Register No. 6433), the Elder Park Bandstand (Register No. 6351), the Women's War Memorial Gardens (Register No. 14568), the Adelaide Oval and Surrounds (Register No.19236), Victoria Park Racecourse (Register No. 18546), Art Gallery of South Australia (Register No. 6396), Barr Smith Library (within the University grounds) (Register No. 6365), Bonython Hall (within the University grounds) (Register No. 6368), Brookman Hall (Register No. 6382), Catholic Chapel, West Terrace Cemetery (Register No. 6357), Cross of Sacrifice/Stone of Remembrance (Register No. 14568), Elder Hall (Register No. 6367), Government House and Grounds (Register No. 6328), Union Building Group, Margaret Graham Nurses Home, Adelaide Oval Scoreboard, Yarrabee, River Torrens (outside Adelaide City), Institute Building (former), Bank of Adelaide (former), Tropical House, Main Gates, Botanic Gardens, Watch House, Catholic Chapel, Chapel to Former Destitute Asylum, Mitchell Building, Albert Bridge (road bridge), Schoolroom to Former Mounted Police Barracks, Historical Museum, Mortlock Library, South Australian Museum, Art Gallery of South Australia, Old Parliament House, Old Mounted Police Barracks, Adelaide Gaol (former), Powder Magazine (former) and Surrounding Walls, North Adelaide Conservation Area, Victoria Square Conservation Area, River Torrens (within Adelaide City), Mitchell Gates and Fencing, Adelaide Railway Station, Administration Building and Bays 1 - 6 Running Shed, South African War Memorial, Royal Adelaide Hospital Historic Buildings Group, North Adelaide Railway Station, Old Grandstand, Hartley Building, Torrens Training Depot, University Foot Bridge, Adelaide Bridge, Torrens Lake Weir and Footbridge, Rose Garden Fountain and Botanic Garden Toolshed. Over 70 places in the Adelaide Park Lands are entered in the South Australian Heritage Register. Most notably these include the institutions along North Terrace, including the Adelaide Railway Station, Old and New Parliament Houses, and buildings belonging to the State Library and South Australian Museum, Art Gallery of South Australia, University of Adelaide and Royal Adelaide Hospital (SA Heritage Branch, 2005). History 76 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C Background At the time of settlement, the Adelaide Plains were occupied by Kaurna people, whose descendants continue to maintain connections with their traditional lands. It is unclear as to how long the Kaurna people have occupied the area, however it would be thousands of years as sites on Kangaroo Island have been dated to the Pleistocene at 21,000 years (Jones 2007:32). The River Torrens or Karrawirra Parri was an important resource for Aboriginal people that provided the most reliable water source in the area and abundant marine and bird life. It is believed that occupation patterns across the area would have been between the estuary and the hills (Jones 2007:32).
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The colony of South Australia was founded in 1836, after the colonies of New South Wales, Western Australia and Tasmania had been established. Unlike the other colonies, South Australia was not established as penal settlement, but rather as a commercial venture. Established fifty years after the colony of New South Wales, the colonisation of South Australia was carefully considered by the British government. Edward Gibbon Wakefield was concerned about the instability that land speculation and social problems had caused in these earlier settlements, and sought to find the right conditions for the success of new colonies. Wakefield developed his theory of systematic colonisation, believing that careful planning would provide a balance between land, capital and labour and thus the conditions for economic and social stability. He promoted the establishment of South Australia as a model colony that would be settled on this basis. In 1834, Wakefield’s ideas were partially realised when legislation was passed that provided for the establishment of South Australia. The colony would be overseen by the British Government through the Colonial Office, but with land, emigration, labour and population matters managed by a Board of Colonisation Commissioners. The South Australian Company was established in 1835 to expedite the sale of land in the colony, and much of the colony of South Australia had been planned, advertised and sold before the colony was settled. The Board of Colonisation Commissioners was formed in May 1835. GS Kingston (1807-1880), civil engineer, architect and later politician, was employed as Deputy Surveyor. The Commissioners appointed Colonel William Light (1786-1839) as Surveyor-General early in 1836. He had experience in ‘infantry, cavalry, navy, surveying, sketching and [an] interest in cities’ and had initially been recommended for the position of Governor of South Australia. BT Finniss (1807-1893) and H Nixon were also employed with Kingston as surveying staff, and they arrived in South Australia in August 1836. The Commissioners gave Light sole responsibility for choosing the site of the colony’s first town and clear instructions about its planning: ‘When you have determined the site of the first town you will proceed to lay it out in accordance with the Regulations…’ and ‘you will make the streets of ample width, and arrange them with reference to the convenience of the inhabitants, and the beauty and salubrity of the town; and you will make the necessary reserves for squares, public walks and quays’ (Johnson 2004:12-13). 77 The Commissioners also directed Light to ‘look to any new town precedent in 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C America and Canada’ for guidance. The grid plan was by then an established planning convention for colonial new towns in the English-speaking world. It probably had its origins in Roman military camps, and was first used by the English for fortified towns or bastides during the twelfth and thirteenth centuries, the grid pattern making it easy to collect property taxes. The grid plan was later evident in the plans developed for colonial new towns. Many of the new towns established in Upper Canada and in the southern colonies of North America in the eighteenth century had gridded plans and one or more town squares. William Penn’s Philadelphia (1687) was followed by Charleston (1672). In Savannah (1733), and a number of other towns in Georgia, a belt of encircling parkland was also provided. Savannah was laid out by social reformer Oglethorpe who influenced Granville 0.08.15 0.08.15
Sharp, a British anti-slavery campaigner and utopian who attempted to establish model towns for freed slaves in which he promoted the benefits of the grid and greenbelt (The Adelaide Review 2004:2). In around 1789, the Governor-General of Canada, Lord Dorchester, developed a model town plan for use by surveyors in Upper Canada, probably with the assistance of Captain Gother Mann, a commander of the Royal Engineers in Upper Canada. The model for inland sites was one-mile square, with regularly spaced roads and one-acre lots. It was encircled by a belt of reserved land that provided a barrier between the township and surrounding farm lots. In 1788, Mann prepared a plan for Toronto, in which the town would be one mile square, with a grid system of streets, five symmetrically positioned squares and a sixth square that opened to the waterfront. As with Dorchester’s model, it was provided with a belt of reserved land. This plan, which was not actually used for Toronto, has been described as ‘a blueprint for successive new towns in Canada, Australia and New Zealand’. In the 1790s, the newly appointed Lieutenant-Governor of Upper Canada, Colonel John Graves Simcoe, promoted the use of Dorchester’s and Mann’s town designs, including the ‘park belt’ idea, as a model for the surveying of Upper Canada. It has been argued that the use of common or reserved land for ‘enclosure and separation’ became an established planning convention during this period. A number of model plans for new towns were also developed in the late eighteenth and early nineteenth centuries with provision for a belt of park lands around the town. In 1794, a model plan was developed by the English social reformer Granville Sharp, outlined in A General Plan for Laying Out Townships on the New Acquired Lands in the East Indies, America, or Elsewhere. It had a grid road pattern, a central square and a strip of common land that surrounded the town lots. In 1830, retired English naval officer Allen Gardiner published Friend of Australia under the name of TJ Maslen, outlining his idea of a model town for the Australian colonies. He suggested that ‘a park [should] surround every town, like a belt one mile in width’ and that ‘all entrances to every town should be through a park, that is to say a belt of park of about a mile or two in diameter, should entirely surround every town, save and excepting such sides as are washed by a river or lake’. He included the Park Lands for health, recreation and aesthetic reasons. In 1833 the House of Commons Select Committee considered 'the best means of 78 securing Open Spaces in the vicinity of Populous Towns, as Public Walks and 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C Places of exercise' …to study 'the relationship between general health in densely populated towns and the psychological and recreational value of public open spaces' (Johnson 2004). The report found that there was a need for more open spaces in cities, and that ‘during the last half century many enclosures of open spaces in the vicinity of towns have taken place and little or no provision has been made for public walks or open spaces, fitted to afford means of exercise of amusement to the middle and humbler classes’. Reformers like John Arthur Roebuck campaigned against the enclosure of traditional commons and argued that towns should be provided with parks and gardens for ‘health and recreational purposes’. The Board of Colonisation Commissioners were possibly influenced by the social 0.08.15 0.08.15
utopian and utilitarian ideas of Robert Owen and Jeremy Bentham. Wakefield and Bentham had collaborated in developing ideas for the colonisation of South Australia, and Bentham advocated a ‘principle of spatial containment and concentration with social and economic control’. Around ten years before the settlement of South Australia, Owen wrote about his ideas for self-supporting cooperative communities or ‘villages of unity and mutual cooperation’. The idea was essentially for a ‘town in a building set in open space’ and was similar to Bentham’s ‘industry-house establishment’. In both instances, spatial elements would shape and control the social relations within the town. The Adelaide Park Lands may have been provided as a form of enclosure that would concentrate the population in the City and control the supply and value of land, ideas that could have been derived from the work of Wakefield and Bentham. It has also been argued that South Australia’s planners sought to control social relations by utilising a town layout that maximised the visibility of the population and encouraged people to form small social groups within well-defined areas. Possibly it was used as a form of concentric zoning that was intended to shape economic and social relationships. Providing democratic access to public lands for health and recreation were other reasons. It has also been suggested that the park belt was intended to provide protection from a perceived threat of attack by Aborigines. Social and economic context The study by City Futures Research Centre (2007 Vol 2:183) notes that the design of Adelaide was a crucial part of British planning for the new colony of South Australia as a self-supporting land settlement, and the city’s plan forms the most enduring and tangible evidence of that colonial experiment. South Australia was the last of the colonies to be settled and was intended as a free settlement. British intentions for establishing South Australia were different to those for New South Wales and Western Australia. The colony was founded by British legislation in 1834. Control of all the land was delegated to a Board of Colonization Commissioners with proceeds from the sale of land to be put towards an Emigration Fund. This new approach to planting a colony applied the Wakefield principles of systematic colonisation, concerning land, labour and capital. Instead of granting free land to settlers, land was to be sold, and the proceeds used to fund the emigration of free settlers (labourers) to the colony. The scheme involved advanced planning, and controlled land survey before settlement. The new city (named by royal request after Queen Adelaide) 79 was planned as ‘bait’ to attract capitalist investors by purchase of cheap city 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C sections, while the generous layout also reflected the aspirations of British reformers, and their hopes of developing a new, more civilized, social order in Australia (City Futures 2007 Vol 2:183). In 1836, the Commissioners appointed Colonel William Light as Surveyor General, and instructed him to select the site and plan the new capital. Light’s plan of 1837 included nine ‘Government Reserves’, and indicated the likely future routes of roads through an encircling belt of park lands to the port and country lands. Other areas of the Park Lands have also since been alienated for uses including new street alignments, railways and public and recreational buildings, but most of these functions have played significant roles in the historical development of South Australia, and in terms of the Adelaide Plan, they have maintained, or increased, 0.08.15 0.08.15
the intended public use of the Park Lands and squares (City Futures 2007 Vol 2:183). Planning history The Garden City Movement had a profound effect on town planning in the early twentieth century. Social reformer Ebenezer Howard had referred to the Adelaide Park Lands in his influential book Garden Cities of Tomorrow (1902). Mumford believed that Howard had introduced the Greek concept of colonisation by fully equipped communities, in line with the views of social reformers like Robert Owen and Edward Wakefield (Mumford 1961:586). The London based Garden City Association advanced Howard’s ideas as a model for city planning and organisation. The City Beautiful movement promoted the creation of new parks, boulevards and street beautification by linking aesthetics with growth. The Garden City movement endorsed garden suburbs with generous open spaces amongst other characteristics. Influenced by Howard, the ideology of civic beautification started to develop at the start of the twentieth century in Australia (Sulman 1919). Reflecting the significance of the Adelaide Plan, there has been intense debate both about the plan’s origins, and its planners. The principal role of South Australia’s first Surveyor General, Colonel William Light, has been affirmed, with acknowledgement of major contributions by George Strickland Kingston. Light, as instructed, looked at other examples of the planting of towns of this kind for ideas about its layout, and several sources can be identified. The South Australian Colonization Commission in London appointed Kingston Assistant Surveyor in 1835, and he supervised preparation of a preliminary ‘Plan of Town’ by other surveying staff, Boyle Travers Finniss and Edward O’Brien. This notional plan was used to raise funds for the new colony through ‘preliminary purchases’ of town acres (City Futures 2007 Vol 2: 183-184). Light was appointed Surveyor General in 1836, and departed in that year with a group of surveyors, including Kingston and Finniss. They were sent ahead of the first settlers to locate and lay out the new capital and survey the surrounding country lands in advance of other development. Light was given clear responsibility for selecting the site, but little was said in his instructions about the plan except that it was to be spacious, with wide streets, squares and public reserves, and in accordance with ‘Regulations for the preliminary sales of colonial lands in the country’. These included the requirement of creating a town of 1,000 one-acre lots (the final total, including the squares and places, was 1,042), and these Town Acres are still recognized by the city’s planners (City Futures 2007 Vol 2:184). 80 The choice of site was critical, and was done only after careful reconnaissance. 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C Light’s selection of the site of the capital city and seat of government was decided in December 1836, and the city was laid out in January-March 1837 with opportunism informing the placement of the layout on the landscape. Light reserved encircling ‘Park Lands’ on his Map of ‘The Port And Town of Adelaide’ (1837) which also delineated nine Government Reserves on the park lands. Two of these, the Government Domain (including the present site of Government House), and the (West Terrace) Cemetery were used as designated, and remain in those locations today, forming significant elements of the surviving Adelaide Plan. Another Government Reserve was indicated for a Botanic Gardens. Although these were established elsewhere in the park lands, they represent another feature of the original Adelaide Plan, as well as a significant designed element in their own right, 0.08.15 0.08.15
dating from the preparation of the first botanic gardens plan (1850s) for Australia (City Futures 2007 Vol 2:184). With a grid street pattern, systemic provision of town squares, and defining parkland, the 1837 city plan of Adelaide combined numerous physical planning ideas and innovations of the colonial era. Many influences have been identified, from ancient Roman camps to ideal city plans such as William Penn’s Philadelphia and James Oglethorpe’s Savannah, as well as more abstract models including Granville Sharp’s ideal township of 1794 and T.J. Maslen’s ideal town in his The Friend of Australia (1830). Most of the Adelaide Plan’s elements were not novel but their arrangement on the ground was an inspired response to site and opportunity, and represented the culmination of the whole colonial planning movement of the time (City Futures 2007 Vol 2:184). The Adelaide plan, with its three layers of town land, parkland and suburban land, was later used as a model for many of the towns surveyed in South Australia, such as Gawler, Mylor and Alawoona, and the Northern Territory, particularly between 1864 and 1919. The government had a substantial role in creating and planning South Australia’s towns, unlike the other Australian colonies where speculative development led to more varied results. South Australia’s surveyors provided some parkland in around half of the towns established prior to 1864, probably in imitation of the Adelaide plan. In 1864, Surveyor-General G W Goyder provided instructions to his staff that all new towns should have encircling park lands, and that town land should be laid out in the form of a square, with the roads at right angles to each other, and with five public squares. The parkland town remained popular until 1919, when South Australia’s newly appointed town planner, Charles Reade, recommended that it no longer be used. The study by City Futures (2007 Vol 1:97) notes that 'the town was surveyed in two stages. The major portion of 700 acres south of the river was laid out first. The fretted edge on the eastern side took advantage of the local topography and provided more lots with a parkland outlook. The northern section was broken into three parts to reflect the land form and address the river: a small section of 32 lots closest to the river, a larger section with a western edge serrated by steep slopes, and a third eastern section whose layout secures the required number of lots ‘in a triumphant coda in the north-east where the last three lots turn west with a final flourish’. North Adelaide was destined to be predominantly residential and South Adelaide commercial. The rectangular grid plan oriented to the cardinal directions is distinguished by the encircling parklands and six town squares, five in South 81
Adelaide. Government offices and other civic buildings were to be grouped around 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C the largest, central square. The street layout features an alternating system of narrow and wide streets in the east-west direction, with the two principal routes and the terraces being made wider still. Few north-south streets were inserted apparently due to Light’s concern with the effect of hot northerly summer winds'. The Adelaide Plan displayed all of the key elements that made up the ‘grand modell’ of the era, including: a policy of deliberate urbanisation, or town planning, in preference to dispersed settlement; land rights allocated in a combination of town, suburban and country lots; the town planned and laid out in advance of settlement; wide streets laid out in geometric, form, usually on an area of one square mile; public square; spacious, standard–sized rectangular plots; plots reserved for public purposes; and a physical distinction between town and 0.08.15 0.08.15
country, by common land or an encircling green belt (City Futures 2007 Vol 2:184). The Adelaide Plan has provided a robust framework for the development of the central city and has been an important influence on its attractive and scenic character. Whilst the Plan was essentially a one-off morphological design rather than a comprehensive urban plan, it was also lauded from the nineteenth century onwards within modern town planning circles. The 1893 meeting of the Australian Association for the Advancement of Science recorded universal credit to Light for his selection of the site and for the design of Adelaide. The early Australian planning movement celebrated its originality. The leading architect-planning advocate John Sulman singled out Adelaide as an exception to the usual prosaic planning of Australian towns, and A.J. Brown and H.M. Sherrard made the same assessment in their 1951 textbook for a later generation of planners (City Futures 2007 Vol2:184). The Adelaide Plan was interconnected with the international and post-colonial planning movement when used in Ebenezer Howard’s manifesto, Garden Cities of Tomorrow (1902) to illustrate ‘the correct principle of a city’s growth’. The plan also influenced the Garden City movement that developed at the turn of the century. In Garden Cities of Tomorrow, Ebenezer Howard cited Adelaide as an example of an existing city that conformed to the Garden City idea, ‘Consider for a moment the case of a city in Australia which in some measure illustrates the principle for which I am contending. The city of Adelaide, as the accompanying sketch map shows, is surrounded by its ‘Park Lands’. The city is built up. How does it grow? It grows by leaping over the ‘park-lands’ and establishing North Adelaide. And this is the principle which it is intended to follow, but improve upon, in Garden City. Based on ideas of cellular and constrained expansion, Howard’s garden city movement had an international impact. The plan of Adelaide was an undoubted influence on Howard’s thinking, and the connection underpins its planning heritage significance (City Futures 2007 Vol 2:184). A number of towns in New Zealand were also based on the Adelaide plan, including Wellington, Christchurch, Dunedin, Invercargill, Wanganui, Hamilton, Alexandra, Clyde, Cromwell, Gore, Port Chalmers and New Plymouth. In Wellington, a crescent-shaped town belt was provided, and in conjunction with the harbour it encloses the city and separates it from the surrounding land. It remains substantially intact. 82 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C History of the Adelaide Park Lands The Park Lands and the layout of the City of Adelaide remain substantially intact and still recognisable as the 1837 Plan. The original plan is evident in the boundaries of the City, the width and layout of the main streets, the belt of Park Lands, the squares and remnant town acres. The alienation of the Park Lands from general public access has been occurring since they were laid out, primarily for public uses. Approximately one third of the original area has now been alienated for other purposes. The Adelaide City Council has the ‘care, control and management’ of approximately 74 percent of the originally designated Adelaide Park Lands, which is around 1700 acres, and these areas are generally well maintained (RNE No.102551: June 2001). New road 0.08.15 0.08.15
routes, primarily through the Park Lands link the City and North Adelaide with the suburbs. The City and North Adelaide were originally divided into one-acre blocks. Few entire one acre blocks remain although it is possible to discern the original boundaries of the town acres in some instances (particularly in North Adelaide where the town acres were often subdivided into four blocks). These sites tend to primarily be in the ownership of government and church, including use by schools and hospitals. The area now known as the cultural and institutional precinct along North Terrace contains institutions such as the University of Adelaide and the Art Gallery of South Australia which form a visual barrier between the northern and southern parts of the Light Plan. These institutions have also acquired heritage significance. The Railway Station, a hotel and convention centre adjoining it were alienated from Park Lands in the western part of North Terrace. The City contains numerous minor north-south streets constructed within a few years of survey, that were not part of the original plan. In addition, Frome Road was cut through the western part of the City in the 1960s, and runs from Angas Street to North Terrace. In other instances, streets were realigned or extended through the Park Lands to link Adelaide with the surrounding suburbs. For example, King William Street was realigned in the early twentieth century to link North Adelaide and the City, Kintore Avenue was extended from North Terrace down to the River Torrens and the alignment of Montefiore Hill which leads to Light’s Vision, an outlook point at North Adelaide over the City, was changed to create a major thoroughfare from Morphett Street to Jeffcott Street. Numerous roads were built through the Park Lands to connect with the suburbs, including Glover Avenue, Burbridge Road, Goodwood Road, Sir Lewis Cohen Avenue, Peacock Road, Unley Road, Hutt Road, Wakefield Street and Rundle Road. War Memorial Drive was built as a war memorial along the River Torrens. Medindie Road, Lefevre Road, Main North Road, Prospect Road and Jeffcott Street were all extended from North Adelaide through the Park Lands to link with the suburbs. Of the six squares, the changes to Victoria Square, the central and largest Square, are the most noticeable. Victoria Square was planned to be a focal point for the City but it has become surrounded by office development around its perimeter. The Square has been encroached upon by King William Street, which has had an impact on views through the square. Hindmarsh, Light and Hurtle Square have also been subdivided by roads. Whitmore Square and Wellington Square are the 83 most intact of the squares. 1 : DA153127 : Assmt Impact Heritage Aboriginal Non : Rev Project City Access O-Bahn C
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Appendix B Bibliography
Australian Government Department of the Environment, http://www.environment.gov.au/heritage/places/national/adelaide-parklands , 17 April 2015. Jones, D 2007, Adelaide Park Lands & Squares Cultural Landscape Assessment Study volumes 1-6. Report prepared for the Corporation of the City of Adelaide. Llewellyn-Smith, M 2012, Behind the Scenes The Politics of Planning Adelaide, University of Adelaide Press. Mapco Map and Plan Collection Online, http://mapco.net/aust.htm , 17 March 2015-05-11
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