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~ENERGY:_ Department uf G , . -~~lJCTORIA ENVIRONMENT Infrastructure ERDC 43 PROTECTION ENERGY RESEARCH 111 Gnvcrnment AND DEVELOPMENT 099451 r g y S a v e M o n e y AUTHORITY ofVinoria CORPORATION URB:PU copy 1 -·- p l1!1~111[1111~i1i11~~,~~i1i1fM0029052
Sandringham Case Study Report J
PLANNING & EPA LIBRARY
Prepared by Greenway Hirst Page Pty Ltd
for City of Bayside Environment Protection Authority, Victoria Energy Victoria Department of Infrastructure Energy Research and Development Corporation
ISBN O 7306 9308 2 f 711. 43 -. Urban villages------, I 099451 project the .PQtential I for urban village Augustl996 URB:PUcopy 1 development in · Melbourne CONTENTS Page
I Introduction I
2 Existing Conditions and Issues 2 2.1 Function of rhe Sire 2 2.2 Physical Character 3 2.3 Land Use 9 2.4 Zoning 12 2.5 Communiry and Employment 14
3 Developing the Design Concepts 17 3.1 Objectives and Targets 17 3.2 Approach 19 3.3 Consul ration 20 3.4 Alternative Design Concepts 21
4 The Concept and how to Achieve it 38 4.1 Proposed Directions 38 4.2 Implementation Srraregy 44
5 Conclusions 48
6 Appendices 6.1 Schedule of Public Consultation Events 53 6.2 Reports 57 6.3 Review of Existing Studies 58 6.4 Materials Distributed to the Public 61 6.5 Financial Statement 62 6.6 Energy Analysis 68 LIST OF FIGURES Page
2.1. l Merropoliran Conrexr Map 2.1 2.1.2 Local Conrexr Map 2.2 2.2. l Lor Map 3.1 2.2.2 Pedesrrian Carchmenr Map 3.2 2.2.3 Figure Ground Diagram - Public Realm 4.1 2.2.4 General Opporruniries and Consrrainrs Diagram 6.1 2.2.4.1 Opporruniry Sires Diagram 6.2 2.4.1 Exisring Planning Scheme Zoning Plan 12.1 2.4.2 Heighr Conrrol Area Diagram 12.2 2.4.3 Urban Conservarion Area Diagram 12.3 2.5.1 Urban Village Age Sex Profile 14.1 2.5.2 Melbourne Srarisrical Division Age Sex Profile 14.1 2.5.3 Number of Residenrs per Dwelling 14.2
Draft Concepts 3.4.1 a PTC Sire Plan 21.1 3.4. 1 b PTC Sire Evaluarion 21.2 3.4.2 Police Srarion and Courrhouse Sire 24.1 3.4.3 Triangle Sire - Cnr of Waltham and Abbott Srreers 27.1 3.4.4 Council Car Park Sire 1 - Library 29.1 3.4.5 Council Car Park Sire 2 30.1 3.4.6 Sandringham Horel Sire 32. l 3.4.7 Rear Bay Road Shops Sire - Kelly's Lane 34.1
The Final Concepts 4.1.1 PTC Sire 38.1 4.1.2 Old Police Srarion Sire 39.1 4. 1.3 Triangle Sire 40.1 4.1.6 Sandringham Hotel Sire 41.1 4.1.7 Rear Bay Road Shops Sire 42.1 4.1.8 Typical Corner Subdivision 42.2 4.1.9 Typical Laneway Developmenr . 42.3 4.1. l 0 Typical Shop Top Housing 43.1 Sandringham Urban Village
Sandringham Urban Village Study
Urban Villages offer improved living environments, with a strong identity and sense of community. An energy efficient Urban Village has a mix of shops, offices, schools, industJy and residences. People have the opportunity to work, shop and undertake their daily activities just a short walk away from their homes. A centrally situated train station or tram stop provides quick, convenient access to other suburbs and the city centre. Parks and plazas are of a high quality and well used.
A wide range of housing - apartments, terraces, granny flats and the traditional single storey family house - caters for an equally wide range of ages and lifestyles. Many buildings are two or more storeys and many share walls with adjoining buildings. Plenty of sunshine streams into indoor and outdoor living spaces because they are built to face the sun.
The short distances, interconnected street network and traffic-calmed streets create safe and stimulating conditions in which to walk or bicycle. With lots ofpeople living and working in the buildings overlooking the streets, people feel more secure walking, even at night.
. Sandringham is one of the sites in Victoria chosen for the Pilot Study of Urban Villages. The study goal was to investigate the existing Village against the framework of a model Urban Village and to recommend action that would be necessary and financially viable to transform it over time into a vibrant and vital functioning Urban Village.
This study is the result of teamwork between, the Bayside Municipal Staff: the representatives of the sponsoring agencies and the consultant team. The interest by the Sandringham Community and the local press provided invaluable feedback during the process.
The commitment by the Study Team on the project extended beyond the responsibilities of each individual in their workplace into their own personal time. The project, particularly in the key community consultation stages, was a labor of care and concern for people and place.
The Project Study Team:
Peter Hirst Greenway Hirst Page Pty Ltd Project Director Linda Choi Greenway Hirst Page Pty Ltd Project Architect Dianne Organ Greenway Hirst Page Pty Ltd Project Planner Office Team Greenway Hirst Page Pty Ltd Drafting & Documentation John Luppino City ofBayside City Planner Nathan Alexander Energy Victoria Project Manager Matt Ainsaar Urban Consulting Group Financial Analyst Alan Pears Sustainable Solutions Energy Consultant
{i)
GREENWAY H I R S T P A G E p T y L T D Sandringham Urban Village
Executive Summary
Sandringham Village already exhibits the core characteristics of an Urban Village:
• the Railway Station and transport interchange is the focus of the community. • shopping and community facilities are at the heart of the Village. • a diverse housing stock with a higher proportion of medium density housing. • high levels of walkability exist in the public realm.
The action necessary to transform the Village to a model Urban Village and bring life and economic vitality to the centre are: 1. provide a pedestrian link over the railway line at the end of Sandringham Road. 2. relocate the bus depot and provide car parking to the south end of the PTC Site enabling dual use of the parking spaces by commuters and shoppers. 3. enhance the pedestrian link between the PTC car park and the Bay Road shops. 4. establish residential development on the old police station and courthouse site and the northern end of the PTC land.
5. facilitate development of the vacant site at the comer of Abbott and Waltham Street~ with specialist shops and offices at ground floor level and residences above. 6. encourage redevelopment of the Sandringham Hotel to include residential development over the new specialist tourist shopping addressing the street frontages 7. encourage development form to respect and reflect the character and the scale of the existing housing stock and the original shopping precinct buildings and to translate the richness in detail in construction finishes .. 8. organise a meeting of owners of the Bay Road shops on the north side to consider redevelopment of the rear of their properties to provide car parking and service access at ground level with housing over. 9. inform owners of comer allotments of the opportunities for development of their properties as at least two housing sites each with road frontages. 10. inform owners with rear abutment to laneways to consider development of a second smaller residence overlooking the laneway. 11. inform owners of commercial properties of the opportunities to establish shop top housing, ·either as new developments or conversion or refurbishment of existing. 12. encourage the responsible authority to optimise the street network as safe pedestrian links. 13. encourage the responsible authority to implement the Urban Design Strategy of 1994 in particular to finalise the Railway Square. 14. instigate the action necessary for amendment to the Planning Scheme which would guide and control development toward that of the model Urban Village. 15. monitor change and development in the Urban Village and prepare for further stages of development such as the apartment block at the southend of the PTC land.
(ii)
GREENWAY H I R S T P A G E P T y L T D Sandringham Urban Village
1. Introduction
Greenway Hirst Page Pty Ltd prior to this Urban Village Study had been engaged by the former City of Sandringham to prepare an Urban Design Strategy for the Sandringham Shopping Centre, the heart of the designated Urban Village, situated around the Railway Station. The Urban Design Strategy developed upon the studies previously undertaken for the Council by USE Consultants Pty. Ltd, Sandringhanz Shopping Centre Strategy, March 1994 and by TIM Consulting Pty. Ltd., Sandringhanz Shopping Centre Parking Strategy, April 1994 and Sandringhanz Shopping Centre Conservation Guidelines by Andrew C Ward and Associates, March 1994. These recent studies combine to provide the Strategic Framework for the Urban Village Study. In the Urban Design Strategy Study, Greenway Hirst Page Pty Ltd developed a cooperative working relationship with the Traders and the Cowicil representatives, providing a finn foundation of trust for the extensive community consultation proposed for the Urban Village Study.
The Sandringham Shopping Centre, located approximately 16 kilometres south east of the Melbourne CBD immediately adjacent Port Phillip Bay, and the residential precinct surrounding it, already display elements of an Urban Village. It is situated around a transit hub, the Sandringham Railway Station, ~ interchange that links rail and bus services. The shopping centre provides services and facilities for regular shopping needs, has a mix of restaurants and small business and shop-top housing. The residential precinct has an above average provision of medium density housing mainly due to the flat boom of the 1960s and the more recent expansion of ag~d care homes adjacent the shopping centre. However, Sandringham's function as an Urban Village in its existing state is limited. The population within the Urban Village Site, the area within 400 metre radius of the station, is in decline and the patronage of local facilities is falling. Increasing retail competition from Southland, a major regional shopping centre 4.5 km east of the Village, is placing 0 pressure on the local centre. Tue Village has already lost its Police Station and Court House. Vacant sites are not being redeveloped and the PTC (Public Transport Corporation) car park and bus depot are underutilised restricting access and patronage of the Village Centre. Pedestrian access from the east and north east of the Village to the centre is restricted to the railway line crossing points. To the west one third of the area of the proposed Urban Village is not available for urban development as it lies within Port Philip Bay and the foreshore reserve.
The main opportunities for creating a functioning Urban Village in Sandringham are providing a pedestrian link across the railway line to give a shorter and safer route to the Village heart, increasing the diversity, type and cost of dwellings and concurrently the number of dwellings within the Village, and enabling, by changing zoning provisions, mixed land use to encourage employment opportunities within the residential areas.
Greenway Hirst Page Pty Ltd is committed to the philosophy of community consultation in the urban design and development process. In the Urban Village Study, Greenway Hirst Page Pty. Ltd. extended upon the involvement with traders arising from the Urban Design Strategy, and held an information day as a lead-up to the study. The local press were invited to carry the issue on a weekly basis. The study process, a broad based public review with opportunity for comment ma variety of modes public meetings through to individual consultations - is critical to community acceptance and ownership of the final product. Never is this more critical than in the creation of an Urban Village where the essence of the Village is its function as the heart for the community.
GREENWAY H I R S T P A G E p T y L T D Sandringham Urban Village
2. Existing Conditions and Issues
2.1 Function of the Site
The Sand.ringham Urban Village Site (Fig 2.1.1), is focussed on the Sand.ringham Railway Station, the terminus of the Sandringham line which runs along the Bayside beaches from Brighton to Sand.ringham - the end of the line - historically a tourist venue. The station is an interchange point for transfer to the southern regional bus lines.
Prior to the development of Southland - the major sou.them regional shopping centre - Sandringham was a district focus with police station, court house, hospital and schools (Fig 2.1.2). This district status no longer exists and the shopping centre fulfils a local convenience shopping function only. The recent inclusion of a major retail store - Safeway - now acting as the anchor store, together with community facilities - library, elderly persons centre, post office and the railway station - has at least restrained the decline and the shopping centre remains as the village focus.
The main issue confronting the Urban Village is the decline in retail and business patronage and the resulting lack of vitality of the centre. This decline is a consequence of a range of factors: the development and expansion of Southland, the declining population base, the decline in focus as a civic district centre.
Although Sandringham Village is located adjacent to Beach Road, the major southern bayside traffic route, it fails to attract the passing trade ofprivate car commuters because access, on and off Beach Road, is difficult. Even the potential of car commuters transferring to the train at Sand.ringham is limited as Sandringham is a Zone 2 station. Most rail commuters bypass Sand.ringham to utilise the cheaper Zone 1 fare from Brighton Beach Station which has more extensive car parking and is more easily accessible from Beach Road.
The original drawings of the Sandringham Railway Station show separate tourist gates. These are evidence of the popularity of Sandringham as the destination of beach goers and day trippers in the 1920s. These days summer still sees Sandringham as an attraction to the day tripper but its facilities are now outdated and should be refurbished or redeveloped if the Urban Village is to attract a tourist trade equivalent to the 1920s.
The Melrose Street precinct is establishing a name as a restaurant focus in the region. With the redevelopment of the Sandringham Hotel overlooking the Bay, there is potential to create an all year round restaurant or cafe precinct in the Village. ·
The Sand.ringham Village provides a large percentage of the southern bayside accommodation for the elderly predominantly in the form of frail aged hostels. In terms of a vital, interactive Urban Village these may be a disbenefit as the inhabitants are not able to be fully involved within the Village function.
2 GREENWAY H I R S T P A G E p T y L T D SJ\NDR.ING:IAM
MELBOURNE CBD I URBAN I VILLAGE I I I I
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I PORT ./ . PHILLIP I BAY I / Sandringli m io Shopping Centre / /
l\IETROPOLITAN CONTEXT S~RJNGHAM
URBAN VILLAGE Hampton Shopping Centre LEGEND
- Shopping Regioos
PORT LOCAL PHILLIP, CONTEXT BAY
· nlack Rock Sandringham Urban Village
2.2 Physical Character
The Sand.ringham Urban Village Site is defined in area by a 400 metre radius focused on the Sandringharo Railway Station (Fig 2.2.1). The Village is situated on a plateau sloping gently from the east to the west overlooking Port Phillip Bay with a steep escarpment down to the sandy beach. The Village, because of its proximity to the Bay, is subje.ct to cold, wet salt bearing south west winter winds and outdoor public spaces are unpleasant at these times. The original subd.ivisional layout of the Sand.ringham Village provides an ideal physical framework upon which to develop an Urban Village. The Station commands the high ground, a knoll, and the road layout focussed on the Railway Station provides vista~axial views to the station and to the Bay from within the Village.
A Village Square is formed to the front of the Railway Station where Station Street, Melrose Street and Waltham Street intersect. The gradients throughout the Village are gentle except for the area immediately to the front of the Station moving to Waltham Street where the slopes would not be acceptable for those with limited mobility. The proposed development of a formal Village Square under the Urban Design Strategy has addressed the level differences and would reinforce the Station as the physical focus ofthe Village.
Physical Boundaries
Beach Road, a major southern arterial road contains the urban development of the Village on the western side. The area beyond, being foreshore reserve and then Port Phillip Bay, is not available for urban development in the foreseeable future. There is no other obvious natural or built form providing a physical boundary to the Sandringham Urban Village.
Walkability
The Pedestrian Catchment Map or Walkability Diagram (Fig 2.2.2) - indicates the degree of efficiency in pedestrian use of the current street system in serving the Railway Station at the Village Centre. The hatched area defines properties accessible within a 450 metre or 5 minute walking distance of the station. Only 45.5% of the proposed Urban Village Site is within this five minute walking distance of the Village Centre. This low figure is primarily due to the dramatic limitations of access and walkability east to west, caused by the Railway Line. The pemzeability and walkability of other areas in the Village would be difficult to improve as the economic viability of land purchases to change the pedestrian circulation systems would be difficult to justify given the generally good walkability in these areas.
The Railway line separating the eastern portion of the Village - primarily residential - from the Village Centre on the west, is the major limitation in walkability within the northern sector of the Urban Village Site and is a critical element to be addressed in the planning and development of the Urban Village. While the roads are generally on the orthogonal grid in this northern sector, Waltham and Melrose Streets set at 45 degrees to the grid focus on the centre of the Village and enable excellent pedestrian access to the Village Centre from the north and north west. The Village Centre is not as accessible from the south, where long east west roads have few linkages to the north into the Village Centre, with the exception of an infonnal path from Sims Road through the All. Souls Church grounds. While Beach Road, also set at 45 degrees to the grid, can provide pedestrian access it is a high volume traffic route with poor pedestrian amenity and little surveillance from residential frontages with high fences to screen the noise and pollution from the arterial road.
3 GREENWAY H I R S T P A G E p T y L T D SANDRINGHAM
URBAN VILLAGE
Port Phillip Ba.1·
LOT MAP
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----·--- -·-.-.. -.-- SANDRINGHAM
URBAN VILLAGE
w iv
400 M WALKING DISTANCE ·
PEDESTRIAN CATCHMENT MAP
~ SOOM RADIUS Sandringham Urban Village
Laneways are predominant in these earlier subdivisional areas, however they are not generally well used due to the lack of swveillance. It was noticeable that a Janeway (Gipsy Lane) in the north east sector, 5.5m wide, has experienced development fronting the laneway, naturally occurring under the dual occupancy provisions. The laneway had street lighting and the earlier unit and flat developments provided the necessary visual surveillance for the sense of safety. It can only be expected that further development will occur on this particular laneway. In comparison, the general laneways in the area which are 3.3m or 3.6m wide, are rarely used by pedestrians or even for vehicular access and some are now overgrown.
Public Realm
The Public Realm is defined as those areas accessible to the public 24 hours per day. The Public Realm Diagram (Fig 2.2.3) indicates, hatched, those areas privately accesSible and those areas remaining, the public realm, are primarily road reserves, caiparks, the station, the foreshore and a few scattered parks.
Tue public open space in the Urban Village Site is largely confined to the foreshore reserve including the Bayside beach front. It is a consequence of the Bayside location and obvious in urban development around the bay that the next band of open space provision - beyond the foreshore reserve - is some 800m inland. Tiris location was predetermined to ensure an even catchment surrounding the open space provided. It has only been the predominance of the car that has brought about the separation of residential areas from the foreshore, as reflected by the increased usage of Beach Road, with the Sandringham Village suffering as a consequence. Small - handkerchiefparks or corner lots - exist within the Urban Village Site. Every opportunity should be sought to establish similar types of open space as public realm within the realisation of the Sandringham Urban Village. The greatest opportunity is available on the larger sites where these types of parks would form only a small percentage of the overall site area yet still bring to the community a sense of public space. These parks can provide a diversity of uses from active playgrounds to passive gardens. An adjunct to these is the opportunity of linear parks along the road reserves which with appropriate streetscape and built environment giving surveillance and safety, would be better utilised elements in the public realm
Village Character
Buildings in the Village are either single storey or double storey constructions. The Masonic Centre at the northern end of the Waltham Street shops is only a two storey construction but is the equivalent of a three storey building in height. A residential development to be developed on the comer of Bay Road and Beach Road will be in excess of two storeys in height when construction is completed. Tue All Souls Church and the nearby apartment block in Bay Road also exceed two storeys in height.
The two storey form is predominant in the shopping centre. The major periods of development in the shopping centre were in the late nineteenth century and the 1920's. The image remaining is that ofthe bungalow style using red brick and render banding with a terracotta tile root ft is important to note in temzs of building fomz that the original 19th Century building - the Coffee Palace- on the comer ofMelrose Street wru- three storeys high In the residential precincts the two storey form of construction was predominantly introduced in the 1960's where large frontage sites were redeveloped with two storey flats which had no regard to the streetscape in scale or form or in selection of materials. The traditional residential development in the village was that 4 GREENWAY H I R S T P A G E p T y L T D ----, SANDRlNGHAM
u·RBAN VILLAGE 1 ~~~~~~~-11
LEGEND ill.1 Private Access
D l'ulilic Access 24 hours/day
l'UBLIC REALM DIAGRAM Sandringham Urban Village
of a single storey character. The houses reflected a middle class standard with ·rich detailing reflecting the quality and status the individual gave to the house. It was the large frontage allotments that made Sandringham ripe for redevelopment in the 1960's and then again in the 1970's and 1980's when larger sites became development opportunity sites for housing for the elderly.
The Urban Village Site is endowed with mature street trees creating pleasant avenues with wide nature strips. There is a variety of species of tree, from the exotic deciduous to the native evergreen.
Development Within the Village toward the goal of a fully functional vital Urban Village should reflect the scale, character and richness of the existing building stock. While height has been seen as the primary control of the development form to this time, it does not appear to be as important as the issues of scale within the streetscape, the character of the individual buildings and material selection and construction detail that reflects the richness, the care and the attention presented in the houses established by the original residents of the Sandringham Village.
Quality ofBuilding Stock
The original buildings in the Sandringham Village employed high quality construction techniques which now express themselves in basically sound buildings able to be renovated or refurbished. The residential buildings in the Village are generally of sound construction. The buildings within the shopping centre are well maintained where they present to the customer, however, above and at the rear ofthe shops, maintenance, repair and general refurbishment and renovation is due. The growth . in restaurant trade in the Melrose Street precinct has seen redevelopment of the original buildings at ground floor and offices above to present a business image that is up-to-date and responsive to its client base.
The urban environment is similarly in need of redevelopment and the recent Urban Design Strategy commissioned by the Council, when implemented, will address the need for refurbishment of the public realm as demonstrated in street furniture, street landscaping, street lighting, footpath and pavement improvements ..
Heritage and Cultural Features
The Railway Station is an important public building. Tue red brick walls with render bands and terracotta tile roof reflect the Califonzian Bungalow style as interpreted in Australia in the 1920's. The Station is the primary remaining built heritage feature. The original shops with their wide verandahs have almost disappeared. A row of two storey residences with rendered facade addressing the Bay in Beach Road just south of Bay Road are a relevant model for the future apartment housing. They reflect the primary development period of the Sandringham Village in the 1920's.
The station site was originally the terminus for the cable tram system The existing bus depot was the location for the sheds and generating room. Little exists of these buildings now and they are screened from public view by the surrounding development. There are no restrictions on development within the village as a result of heritage or cultural features except for the Urban Conservation Area in The Crescent. However the strong sense ofheritage held by the Sandringham community should be respected in any development that is to occur in the Urban Village. , 5 GREENWAY H I R S T P A G E p T y l T D Sandringham Urban Village
Village Gateways
There are no obvious gateways to the Sandringham Urban Village. From the east and north east, movement into the Urban Village Site is a simple progression through the urban sprawl that is reflected in all metropolitan Melbourne. From the south and the west, the stopping of traffic movement by traffic lights is the only possiole indicator of arrival at a place. The intersection of Bay Road and Beach Road could be developed as a gateway to the Village as it offers the opportunity to view into the Village Centre.
It was an important aspect of the Urban Design Strategy developed for the Sandringham Shopping Centre, that consideration be given to the formation of gateways to identify the shopping centre precinct. This became a major part of the study and sites were designated with proposals for built form to assist the definition of space and entry at a particular place. These developments are considered appropriate within the Urban Village as they establish a hierarchy of place as people -move through the Urban Village.
Development Opportunity Sites
An analysis ofthe opportunities and constraints of the Urban Village Site (Fig 2.2.4) identified a variety of development sites that exist in the Sandringham Village (Fig 2.2.4. 1).
Site 1: Public Transport Corporation (PTC) Station, Carpark and Bus Depot Site 2: Police Station and Court House Site 3: Triangle site - comer of Waltham and Abbott Streets Site 4: Library Carpark Site 5: Council Carpark Site 6 : Sandringham Hotel Site 7: Rear of Bay Road Shops - Kelly's Lane Comer lot subdivision Laneway housing Shop top housing - new & redeveloped
The land tenure, planning constraints and financial viability of the development are the key issues influencing the type and timing of development on these sites.
Site 1, the PTC site, generally descnoed as the PTC car park to the northern end of the site, PTC station staff car parking in the centre and the PTC bus depot to the south, in all occupies the western side ofthe railway station from Abbott Street to the rear ofthe shops fronting Bay Road. It is a critical site in the realisation of a vital Sandringham Urban Village. It is essential that a link be created from east to west in the middle of the site to improve access to the heart of the Urban Village. While the site is under one ownership, different divisions ofthe PTC are respollSlole for the individual portions of the site. Extensive discussions have been held with the PTC regarding opportunities for development of the site. The PTC will consider development of the site given that certain criteria is met;
• the existing number of car parking spaces be retained on the site for commuters and staff • the relocation of the bus depot elsewhere (re-establishment at the Elwood depot was discussed). • development over the railway line with a pedestrian linkage from east to west would be considered given that specific engineering constraints in terms of height above the track were met. 6 GREENWAY H I R S T P A G E p T y L T D SAND RINGHAM
URBAN VILLAGE '.______I
LEGEND
rJ.§ Subdivision Opport um.. lies
:•:• Vacant Site
ti Shop Top Housing Opportw1itics
CJ Physical & Visual Barrier
:i•c ·Vista
P.T.C. Site
Purl Phillip
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GENERAL OPPORTUNITIES & CONSTRAINTS DIAGRAM
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: ..... ··.
.·.. · -.-. --.- -,-·--
'· I SA:N:.>!UNGHAM
URBAN VILLAGE
LEGEND
PTC Sile
Old Police Station Sile
J Wallham S1rce1 C. orncr Sile .
Councillibrary) Car P:trk s·•le ;' (bclund . 1hc
Councilshops) Car Parks·lie 2 (behind 1he
Sandring.ham Hotel Sicc
Rear l)ay Rood Shops Sile
SiteCorner Sul>cftv1s1on .. ~ponuni1y .. fCJrl Phillip Bay
··~· .
. QPPORTUNHY SITES DIAGRAM
______:...._ ·... :... ·. -.-·---.-.- ,_~...... :..- .. . .. ··:··· .::· /:· -. /' Sandringham Urban Village
• redevelopment of the overall station precinct and the station itself would be considered given the development exercise incurred no costs to the PTC.
Site 2, the Police Station and Court House site, now clear and demolished ready for redevelopment except for the Court House - is awaiting final endorsement by the Government Minister for disposal of the site to the highest bidder if no other Government Agency wants the site. Pending sale to a suitable developer and the opportunity for an economically viable development on the site, supportive of land use and in the scale and character appropriate for the precinct, development could occur. It is a prime site in the realisation of a functional and viable Urban Village.
Site 3, the Triangle site on the corner of Waltham and Abbott Streets is vacant. It has been cleared of all environmental contaminants and is ripe for redevelopment. Discussions with the owner developer of the site have indicated that the economic viability of development on the site with commercial or residential development is the only criteria for commencement of redevelopment. The current two storey height limitation for the site does not provide economic viability at this time.
Sites 4 and 5 are Council owned carparks at the rear of the Waltham Street Shops. Subject to economically viable development models these sites could be developed immediately. However, as they abut a Conservation Precinct to the south west, with potential overlooking and overshadowing of this precinct, community acceptance of development and p~g approval is seen to be a problem
Site 6, the Sandringham Hotel is being considered for redevelopment by the owners. The original hotel, a three storey hotel with bar facilities at ground floor and accommodation on the top two floors was a landmark in Sandringham, a gateway to the shopping centre, a point of definition and statement of the heritage and culture of Sandringham's establishment period. The present hotel, in the community view, is an eyesore and detriment to the image of the Sandringham Urban Village.
Site 7, the shops to the north side of Bay Road are on very long sites. The rear of the sites are generally wideveloped and underutilised opportunities for residential redevelopment. As individual sites, the development opportunities would be limited. An aggregation of at least six co-joined sites could provide the opportunity for car parking serving the shops (there is a shortage of car parking facilities to the shops in the eaSt:ern sector of Bay Road on the north side in particular) and the opportunity for housing at ground floor with two storey development above fronting the redeveloped bus depot site and Kelly's Lane.
Comer lot subdivision opportunities abound within the Sandringham Urban Village. The provisions of the Subdivision Act and the Planning Scheme encouraging dual occupancy development are best served on corner allotments where the streetscape is enhanced by developments offering a street frontage and visual surveillance of the street where previously only the blank sideage was presented. On these sites it is the impact of an education and awareness program to evidence to the owners the opportunities these sites present that will determine the timing for redevelopment of them
Laneway Housing refers generally to the opportunity for development of housing along existing laneways. The width of the Janeway is critical in the realisation of this opportunity as vehicle access with ease and pedestrian amenity, surveillance, streetscape, and public amenity are essential elements to the owners or purchasers considering development of allotments fronting lane ways. Gypsy Lane, traversing the rear of the properties fronting Banfield and Abbott Streets, is the most likely laneway development site in the Sandringham Urban Village. It already has developments 7 GREENWAY HIRST PAGE PTY LTD Sandringham Urban Village
fronting the Janeway and each extra development fronting the Janeway will improve the public amenity and increase the opportunity for further development in the Janeway.
Laneway housing opportunities, similar to Comer lot subdivision development, will require community education and promotion of the opportunities that exist on these sites if the full benefit of development toward a vital Urban Village is to be realised.
Shop-top housing came to Sandringham with the shops when the original shopkeepers took up residence over the shop. As in the broader metropolitan area, shop-top housing became unfashionable for the small business and the residences above either became vacant or were rented out with subsequent lack of maintenance and they fell into disrepair. In Sandringham a high proportion of the shops are leased and a number of the residences over are occupied by the shop lessees. Opportunity exists to encourage the refurbishment of the shop-top housing that exists and to expand the opportunities for residential development over the shops where single storey shops. have only been developed or where the ~econd storey was developed for office use which is now not economically viable to retain in the local shopping centre.
8 GREENWAY H I R S T P A G E p T y L T D Sandringham Urban Village
2.3 Land Use
Sandringham Urban Village has two predominant land uses, the shopping centre and the residential areas.
The shopping centre incorporates shops, restaurants, business offices, the railway station, community facilities and housing over shops.
The residential sector incorporates single allotment housing, dual occupancy housing, flats, aged care homes, school and some service businesses closer into the centre.
Retail and Commercial Uses
The shopping centre has a total floor space of 15,000 sq.m (approximately) represented in 8,000 sq.m (approximately) of retail floor space distnbuted between about 55 retail tenancies, 30 personal/business services and 16 non retail tenancies operating out of shop fronts.
The retail land use is concentrated at the west end of Bay Road and the southern end of Station Street and along the south west side of Waltham Street. Commercial functions adjoin retail land use on the north east side of Waltham Street, the south side of Bay Road, the north end of Station Street and along Melrose Street, generally at first floor level above the shops.
The Sandringham Shopping Centre Strategy Study indicates that the retail floor space in the shopping centre must be contamed to its existing boundaries because a swplus of retail floor space exists at this time. Containment and focus of this shopping centre is the heart of the Urban Village model It is anticipated that the higher proportion of residents closer to the centre with shorter walking distances will reduce the reliance on the car to travel to the centre or within the centre and will increase the commercial viability ofthe centre.
Car Parking
Off-street car parking is provided behind the Waltham Street shops between the supermarket and the hbrary. This area adjoins car parking at the rear of the Melrose Street shops. Parking is provided on the hotel site with access from both Melrose Street and Bay ~oad. Parking for rail commuters is available off Harston Street opposite the station on the east side ofthe railway line.
Although the amount of parking provided in the precinct is adequate, the distnbution of spaces does not fulfil the existing needs - the railway station car park is not used to its capacity while there is a distinct lack ofparking in the Bay Road retail strip.
Traffic Management
The Sandringham Shopping Centre Parking Strategy identified that no significant increase in the provision of car parking spaces was required, but that management of the parking spaces would improve accessibility to the centre by shoppers.
9 GREENWAY H I R S T P A G E p T y L T D Sandringham Urban Village
Residential Uses
Low density residential areas are predominantly to the north of Abbott Street, south of Bay Road, east ofFernhill Road and in Tue Crescent overlooking Beach Road.
Medium density development has occurred closer to the shopping centre and the railway station. The northern side of Abbott Street, Beach Road to the south of Bay Road and Bay Road near to the shops on the south side are predominantly flats and apartments.
Institutional development to the northern side of Bay Road accommodates elderly persons with other centres located in Trentham Street and on the comer of Harston Street and Sandringham Road.
Public Open Space
Public open space provision, 12.2% of the Urban Village Site area, within the Village exceeds the planning guidelines, however the distribution is poor in terms of accesSJ.bility. The bulk of the open space is located to the west of Beach Road within the foreshore reserve with only one small park located on the comer of Bay Road and Trentham Street. The railway reserve provides a narrow north-south linear park for the northern sector of the Village. The primary active open space areas · are located just beyond the fringe of the Village.
Community Facilities
The major congregation of community facility provision is in the centre of the Village at the intersection of Waltham Street and Abbott Street. Located in this precinct is the hbrary, senior citizen centre, church, citizens advice bureau and a medical centre located near the comer of Abbott and Station Streets. The Sandy Bay Community Centre, an active, all age, multi-purpose centre, is located at the south of the shopping centre on the comer of Sims Street and Beach Road.
Other community facilities are located on Bay and Sandringham Roads, including a child care centre, two churches and a large Catholic Primary School These facilities occupy the fringe of the shopping centre and are accessible to the heart of the Village. They emphasise a greater intensity of land use closer to the Village Centre.
Industry
Industry in the form of a private bus depot and workshop occupies the comer of Beaumont and Abbott Streets. This together with the PTC bus depot at the end of Sandringham Road behind the Bay Road shops constitute the only industrial usage within the Urban Village Site. Neither land use provides significant employment opportunities. Residential based businesses, such as the veterinary surgery and professional offices already existing in Harston Street, opposite these sites, seem to be a more appropriate land use in the Urban Village Model
Bicycle Paths
At present there is a lack of provision for cycliSts in the Urban Village Site. The foreshore bike path, as a complete sealed track, finishes at North Brighton and resumes again at Beaumaris. Although there are plans to fill in the missing link, along the Picnic Point - Sandringham foreshore, at present cyclist have to rely on the interim on-road bike route which goes inland by-passing the 10 GREENWAY HIRST PAGE PTY LTD Sandringham Urban Village
Urban Village Site to the East. Within the Village road network there are no special provisions for cyclists.
Public Transport
The Sand.ringham Station is the terminus of the City (Melbourne CBD) to Sandringham line passing through the eastern bayside suburbs. The station is a transport interchange. There are two main bus services operating from the Sand.ringham Railway Station, Route 600 - Southland to St. Kilda and Route 822 - Chadstone to North Brighton. Route 600 provides access to the bayside suburbs from Cheltenham and Beaumaris to Elwood and St. Kilda, with major stops at the Sandringham Hospital, Southland Shopping Centre, and Cheltenham Station (Frankston line). Route 822 offers an inland service to Southland Shopping Centre, Monash Medical Centre, Murrumbeena . Station (Pakenham/Dandenong line) and Chadstone Shopping Centre.
II GREENWAY H I R S T P A G E p T y L T D Sandringham Urban Village
2.4 Zoning
The Land Use Zoning within the Urban Village Site (Fig 2.4. 1) as defined by the City of Bayside Planning Scheme and administered under the planning and Environment Act indicates 5 different land use Zones:
Residential C Zone The residential areas surrounding the shopping centre. Restricted Business Zone The shopping centre. Office Zone The area on the south of Bay Road abutting the east of the shops. Reserved land-Existing Railways The Railway reserve and the PTC land. Public Open Space The Crescent park, the comer of Trentham Street and Bay Road and the Foreshore Reserve.
There are two overlay zonings - additional controls beyond and separate to those of the land use zoning - influencing developments within the Urban Village Site:
The Height Control Area (Fig 2.4.2), restricting any development to a maximum of2 storeys or 6 metres maximum in height, applies to all land to the west of the Railway line including the PTC land, all the land south of Bay Road and the land north of Bay Road to Sandringham Road bounded to the east by Femhill Road.
The Urban Conservation Area (Fig 2.4.3). requires planning permit approval for any development in the area. The area is defined by those properties fronting The Crescent and the park within The Crescent.
The key zoning issues necessary to be addressed, by compliance to or amendment of the Planning Scheme, in the development of the Urban Village are:
Within the Residential C Zone (RI) employment opportunities are limited to Home Occupation and only then provided it meets the planning scheme criteria. The criteria restricts employee numbers, the size and type of business and requires a review of the impact of the home occupation on the public utility services. The provisions of this zoning may require change if a mix of business with residential use, as anticipated in the functional Urban Village, is to be realised.
The Urban Conservation overlay has influence over any development in or adjoining The Crescent residential precinct. Development must pay particular regard to the amenity of the existing urban fabric.
The Restricted Business Zone (B2) allows Home Occupation as-of-right. It probJ.bits detached residential development but will allow, with a permit, other fonns of residential or office development.
12 GREENWAY H I R S T P A G E p T y l T D Sf\NDRJNGHAM
URBAN VILLAGE
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The Office Zone (B6) does not preclude any Residential Development but does require a Planning Permit before any development could occur.
Any development on the Reserved Land-Existing Railways, PTC land - Station, Car Park and Bus Depot - will require a planning permit. Should housing not be categorised as consistent with the use for which the land is reserved then the land must be rezoned for residential development to occur.
The Bayside Heights Control Zone limits the economical viability of development on opportunity sites within the proposed Urban Village. An amendment to the Planning Scheme is required to remove this control on each development site. An alternative is to have an Urban Village Zone amendment with height controls specific to the Urban Village Precinct. This would be more difficult to establish but easier to administer.
These zonings are not restrictive to the realisation of an interactive business and residential community as promoted in the Urban Village model At the present time the problem is underutilisation of the residential opportunities in the zones which is detrimental to the vitality and economic viability of the Shopping Centre. A program of education and awareness of economically viable models for residential development in these zones is necessary.
Current zoning provisions do not define or contain the Urban Village Site. Consideration should be given to an amendment to the scheme which would recognise the Urban Village Precinct and enable land uses supportive ofthe Urban Village goals and objectives.
13 GREENWAY H I R S T P A G E p T y L T 0 Sandringham Urban Village
2.5 Community and Employment
Statistical Data Base
Tue total area encompassed by a model Urban Village is 50.3 hectares, however in the proposed Sandringham Urban Village approximately 6 hectares of this area falls within Port Phillip Bay and a further 7 hectares is Coastal Reserve. Tue Sandringham Urban Village Site has only 37.3 hectares ofhabitable land.
Sandringham Urban Village Population
The Sandringham Urban Village Site, has an existing residential population of 1,215 or 34.9 residents per hectare. In addition employees working within the Village total 443. This gives a ratio of 100 residents to 36 workers. Tue Viilage, by the established definition, has an existing total population of 1745, or 46.8 residents and workers per hectare.
Population Trend
Compared to the Melbourne Metropolitan Region which has experienced continuing population growth, the former City of Sandringham and the Sandringham Urban Village Site have experienced a steady decrease in total population over the 20 year period from 1971-1991. This trend reflects the aging nature of the Village population and the changing family life cycle patterns. It is projected that this declining population trend will continue ifthe statUs quo prevails.
Population Structure
In comparison with the Melbourne Statistical Division, the Sandringham Village has a significantly higher proportion of people aged over 70 years and a lower proportion aged under 49 years (Fig 2.5.J & 2.5.2). Although the Village accounts for only 4% of the former City of Sandringham's population, it houses 13.5% of those over 80 years. This can be explained by the large number of nursing homes and aged hostels within the Urban Village Site, which provide over 260 beds, of which only 10% of residents are fully independent.
The Village has an increasing incidence of young couples and families with over 6% of the population in each of the 0-4, 20-24, 20-34 and 40-44 year cohorts. This corresponds with the increasing availability of housing stock, arising with the passing of the first home buyers, who built during the 1940s , freeing family homes for second home buyers, usually middle class young couples and families.
Females outnumber males particularly over 65 years, with the largest incidence ofwomen in the 90+ cohort.
Household Structure and Family Type
Most dwellings in the Sandringham Urban Village Site are occupied by one or two people, with a below average household siz.e of2.6 (Fig 2.5.3).
14 GREENWAY H I R S T P A G E p T y L T D Age Sex Profile Urban Village Number of Persons -100 -50 0 50 100
90+ 85-89 80-84 75-79 ,,..---.. 70-74 en coH 65-69. Q.) 60-64 ~ 55-59 'o: 50-54 ~ 45-49 0 40-44 H c.J 35-39 Q.) 30-34 ~25-29 20-24 15-19 . 10-14 . 5-9 0-4 Figure 2.5.1 Number of Residents per Dwelling ~% .
1 2 3 4 5 6 or more Number of persons usually resident murban Village ~Sand'ham City ~Melbourne SD Source: 1991 ABS Data
14.2 Figure 2.5.3 Sandringham Urban Village
Families make up 58.4% of the Village population compared to 73.1 % in the former City of Sandringham and 75.2% in the Melbourne Statistical Division, with couples without off:.spring accounting for 38.9% of all families. Correspondingly the Village has a significantly high rate of lone person households (36.9%) compared to both the former City of Sandringham (23.1 %) and the Melbourne Statistical Division (20% ).
The incidence of widowed people is three times the average ( 18.6%), corresponding with the age of the population and the lone household structure.
Ethnicity
Residents in the Sandringham Urban Village Site are predominantly Australian born (77.2%), and those who are not are most likely to have been born in an English Speaking country (13.8%).
Income
The Village households are most likely to fall into the following income brackets : $5-20,000, $25-30,000 and $40-60,000 per annum.
33.4% of the households in the Village earn between $5-20,000 per annum. This high proportion of low household incomes can be attributed to the lower participation in the work force due to retirement and the single households.
The Sandringham Shopping Centre Strategy indicated that higher incomes mean higher retail expenditure, and that traditional nuclear families spend in excess of $15,000 on retail goods per annum compared to a single person household which spends up to $5,000. This indicates that to increase expenditure in the Sandringham. Shopping Centre and improve the viability and vitality of the heart of the Village people in the labour force and young families need to be attracted into the Village. This will provide a balance with the aging population.
Occupation
44.9% of the Village population over 15 years in age are not in the labour force. This high non participation rate seems to correspond with the proportion of people who are beyond the retirement age.
The occupational status of those in the workforce is predominantly white collar, with professionals attnbuting 23% of workers.
Statistics indicate that few of these workers are locally employed in the Village.
Transport
Ahhough workers in the Village predominantly travel to work by car (59.5 % are drivers or passengers), there is a higher than average patronage of the·train (13.5%). There is also a higher incidence ofpeople working from home ( 6.1 % ).
The Village has a lower than average level of car ownership with 20.9% having no car and 42.2% owning one car. This corresponds with the household type and population age.
15 GREENWAY H I R S T P A G E p T y L T D Sandringham Urban Village
Housing
The Village appears to have a slightly greater than· average mix of housing types. The dwelling stock is still predominantly single houses (49.8%), though there is a significant proportion of flats or apartments (30.4%). Of these flats or apartments 63.5% are 1-2 storeys, due to the Height Control Zoning.
The Village has a slightly higher vacancy rate in single storey semi-detached dwellings (15.5%), but a higher occupancy in all types of flats (7.6% ofthose available).
The Village housing stock mostly comprises two or three bedroom dwellings, with a significantly greater than average proportion of one bedroom ( 10.8%) and two bedroom ( 42.4%) dwellings.
This corresponds with discussions with local real estate agents who indicate that home buyers in the Village tend to be downgrading to smaller dwellings. There is a high demand from elderly people, with traditional families preferring dwellings on the periphery ofthe Urban Village Site.
Many households in the Urban Village Site own their homes (40.9%), however an above average number are renting (31.3%). This rental mainly occurs in the Non-Government sector.
16 GREENWAY H I R S T P A G E p T y L T D Sandringham Urban Village
3. Developing the design concepts
3.1 Objectives and targets
I. To increase population density within the Sandringham Urban Village in order to contain urban development and increase the utilisation of existing facilities and infrastructure services.
2. To increase the population catchment of the Shopping Centre by residential development on under-developed sites.
3. To encourage development on underdeveloped sites by enabling economically viable forms of development to be undertaken.
4. To create an energy efficient Urban Village, reducing greenhouse grass emissions through reduction in excess energy use for transport and residential needs.
5. To achieve a high energy rating for all new dwellings by providing designs in which the average dwelling achieves a 5 star energy rating.
6. To contain the Shopping Centre within its existing perimeter but allow the development of specialty shops on infill sites at ground level with residential or office development over.
7. To encourage mixed land use throughout the Village by the facilitation of residential and office opportunities in the retail precinct and business, more than home occupation, within the residential areas.
8. To encourage a balanced community and offer housing choice and flexibility by providing a greater diversity of housing styles in the Urban Village through the development of shop top housing, apartments, terrace houses, units, increased comer lot subdivision and residential accommodation addressing laneways.
9. To maintain existing levels of public car parking and improve the service function of them by management technique and by improving access to them All new residential developments should be self-sufficient with car parking.
10. To increase pedestrian permeability in the Village and specifically to create an overhead walkway to link the east and west sides of the railway line at the Station.
11. To maintain and enhance the Village atmosphere ofthe Shopping Centre and in particular to create a civic square to the front of the railway station.
12. To protect and enhance the role of the station as the focal point of the village by facilitating visual and physical access from both the east and west.
13. To maintain and enhance the rich residential streetscape character ofthe area.
17 GREENWAY H I R S T P A G E p T y L T D Sandringham Urban Village
14. To optimise the Bay views in future residential design.
15. To develop a Sandringham Urban Village Strategy which will enable efficient and effective planning and management ofthe area.
16. To establish performance based planning criteria to guide and control development within the Urban Village.
18 GREENWAY H I R S T P A G E p T y L T D Sandringham Urban Village
3.2 Approach
A significant body of research has already been undertaken on the Sandringham Shopping Centre and its immediate surrounding environmental. These studies culminated in the Sandringham Shopping Centre Urban Design Strategy which outlined land use and built form plans, elevations and contraction details, as a means of improving the function of the centre, the heart of the proposed Urban Village Site.
The Sandringham Shopping Centre Strategy Plan had confirmed the structure plan for the village. The focus of the Sandringham Urban Village Study became one of the defining sites for residential and mixed use development, and modelling the extent and form of these developments in consultation with the community and stakeholders
Approach Program
Briefing with Sponsor Body
Council Officer Meetings Weekly
Up to date review of Statistical. Research and Study Data Base for Sandringham Urban Village Urban Village Community Information Day Press invited and weekly articles generated
Refinement and finalisation of Brief .
Review of current international data on Urban · Village and Transit oriented Developments
Iden tifica ti on of opportunity sites and constraints
Review of process to date by Sponsors and other Consultants
Development of model options for Urban Village
Presentation of Model Options to sponsor
Presentation of Models to Community
Refinement of Models
Presentation of final model options to Sponsor. Recommendation of models to be adopted by Sponsor
Presentation of Final Model to Commissioners
Refinement of Models
Final presentation of Urban Village Model to Sponsor and other Consultants
Final Report
19 p T y GREENWAY H I R S T P A G E L T D Sandringham Urban Village
3.3 Consultation
An essential element of the Urban Village Project was community participation. The consultation approach undertaken by Greenway Hirst Page Pty. Ltd. was two fold:
Initially contact was made with key stakeholders via personal invitation to specific purpose meetings. These meetings were used to learn more about Sandringham and the main issues involving the, opportunity sites. These discussions involved the Public Transport Corporation and Met Bus Operators, the Sandringham Historical Society and local Real Estate Agents.
A public invitation was extended, by letterbox drop and by newspaper advertisements, to the general community to attend a Community Information Afternoon held on a Saturday at the Sandringham Library & Senior Citizens Centre Complex. The Afternoon was used to introduced the Urban Village Project and the consultants, and to gain community feedback about specific problems in Sandringham, opinions of the Urban Village ideology and visions for Sandringham's future. Information was gained through informal discussion and the use of a questionnaire. Comment was sought in general statements of what the community expects of their built environment and their perceptions of an Urban Village.
Public Input was encouraged with an invitation to visit the consultants offices, or to contact the consultant via mail, fax or phone. Many people did take the opportunity to write to convey their ideas and concerns.
The main areas of concern arising from the discussions were based on height, density and scale/type of future development. These three main issues were used to generate the proposed Urban Village concepts.
The Public Information Day was followed up by a formal public meeting held in the evening in the Masonic Hall adjacent to the shopping centre. (Note: Criticisms in the advertising of the initial Public Information Day were overcome for the second meeting, with the letter box drop covering twice the area of the Urban Village Site and public notices appearing a week earlier. Personal invitations were also sent to any people who had made submissions to the Consultant Team.) The public meeting discussed the proposed concepts for the Urban Village. Public opinion was voiced in the open discussion time and additional input was sought via a survey of preferences. It was originally planned to break into small discussion groups followed up with a report back session, to enable all people to have an input into the meeting. However the meeting voted to abandon the group session in favour of an open public discussion. The use of the survey gave people unable to be heard at the meeting an opportunity to express their opinion. The survey was not used as a purely statistical response but as a tool to gather ideas and gauge response.
Copies of the concepts were made available at the Sandringham Library and Council Chambers after the meeting so people who were unable to attend or who wanted to give the concepts more thought had access to the information. The community was given a week to respond to the options, but any submissions received within the month were considered and added to the data base.
20 GREENWAY H I R S T P A G E p T y L T D Sandringham Urban Village
3.4 Alternative Design Concepts
3.4.1 Site One - PTC LAND (Fig 3. 4. 1 a & b)
The site has an area of 0.9 hectare, is 315 metres long, north to south, 27 metres wide at the south end ex1ending to 39 metres wide at the north end. The site is basically flat and is bound to the west by the railway line, to the north by Abbott Street, to the east at the northern end by Harston Street and at the south end by sideage to residential units and then by sideage to the shops fronting Bay Road and the southern boundary is the is the rear of the Bay Road shops. The site has access from Abbott and Harston Streets, from Sand.ringham Road and from Kelly's Lane, leading into the site from Trentham Street, but is only a narrow single lane access. The site currently accommodates the PTC public carpark, the PTC staff carpark and the PTC bus depot at the southern end of the site.
MODEL A
Model A provides 43 households on 17 development allotments.
Development at the south end: • fifteen two storey courtyard houses with car parking under. • twenty residential apartments in a five storey apartment block abutting the rear of the comer of Bay Road and Station Street shops. • enhanced pedestrian access to the Bay Road Shops from the PTC Site.
At the northern end: • the public carp ark, with a loss of eleven car spaces, and the PTC staff carpark is retained. • eight apartments in a two storey apartment block, is established on the comer of Abbott and Harston Streets with carparking under. , • a new pedestrian overpass with lifts to either end links the east and west of the railway line at Sandringham Road.
Strengths
• The PTC carp ark is retained with a minimum reduction of eleven cars. • The bus depot site is relocated releasing the southern end of the site for residential development. • A pedestrian linkage over the railway line is provided; • Energy efficient housing is provided by sharing boundary walls and providing northern orientation to living rooms and outdoor areas. • The economic viability of the development is enhanced by the increased site yield of the five storey apartment block. • The apartment block provides excellent views to the bay and offers housing diversity at the upper end of the market. • The five storey apartment block does not cast shadow on any residential precincts. • The residential development at the south end will facilitate pedestrian and customer access to the Bay Road shops.
21 p y GREENWAY H I R S T P A G E T L T D SANDRINGHAl\1 MODEL A MOUEL B MO[)EL cl r J URBAN OPPORTUNITIES VILLAGE & I CONSTRAINTS DIAGRAM .:·. "'dJ
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• The apartment at the comer of Abbott and Harston's Streets provides built form definition to the corner and is a visual shield of the carpark and the rail tracks.
Weaknesses
• Access to the residential development at the south end of the Site is limited to the one entry from Sandringham Road. • Eleven public car parking spaces are lost. • Half the apartments in the five storey block have west or south orientation. • The amenity of and access to the residential development at the south end would be enhanced if the rear of the sites of the Bay Road shops were developed concurrently for residential use and carparking. • The apartment abutting the Abbott and Harston Streets comer is isolated and not part of a contiguous streetscape. • Access to the five storey apartment block would be improved with direct foyer entry from the shopping frontage to the comer of Bay Road and Station Street. • The 5 storey apartment is seen by the community as a threat to residential amenity and would be better considered as a later stage option based on further research.
MODELB
Model B provides 49 households on 16 development allotments.
It is similar to Model A. It retains the five storey apartment block at the south end, the pedestrian linkage at the end of Sandringham Road, with the connection being to the south side of the station in this instance and it retains the two storey apartment at the comer of Abbott and Harston Streets. Model B differs by providing the housing at the northern end of the site adjoining the two storey apartment block. The housing is provided in the form of a terrace development with each house having its own frontage to Harston Street. Each house has car parking at ground level With access form Harston Street. 21 houses in total are provided, 14 on ground floor and 7 on first floor. The public car parking is relocated to the south of Sandringham Road on the Depot Site. Access is enhanced for pedestrians through to the Bay Road Shops.
Strengths
• The Harston Street residential precinct is enhanced with residential development on the western side of the street to complete the residential streetscape. • Ground floor residences have large north facing yards. • First floor residences have north facing living areas and outdoor courtyards. • The car park on the south end can be utilised by the shopping public when not fully utilised by the commuters. • Pedestrian access from the car park to the station is shorter with better surveillance, shelter and useful amenity. • Development construction can be staged to the level of the individual house.
Weahlesses
• Surveillance of the public car park is limited until the Kelly's Lane precinct (rear of Bay Road Shops) is developed as residential use over carparking. 22 GREENWAY HIRST PAGE PTY LTD Sandringham Urban Village
• Access to the carpark by commuters involves a circuitous route. • The amenity of the apartment block in terms of outlook is reduced with the northern view over a public carpark. • The first floor town houses addressing Harston Street require high courtyard walls to prevent overlooking into the private rear yards of the residences at ground floor level. • The residences at ground floor level have little solar access into habitable rooms. • The pedestrian link to the south side of the station building is not conducive to redevelopment of the civic square.
MODELC
Model C provides 58 households on 32 development allotments.
Model C is the same as Model I at the south end and similar to Model I, provides housing at the northern end, incorporating sixteen double storey townhouses within a four level development which provides carparking at the basement level
Basement Level • Public Car Parking Ground Level • A Public Square as forecourt to the lift leading to the pedestrian overpass is re-established at the comer of Sandringham Road and Harston Streets. • Entry to the basement carpark and the ground level carpark for residences fronting Harston Street and the houses at first floor over. • Two storey terrace houses front Harston Street. A Three storey apartment block at the comer of Abbott and Harston Streets. First Floor • An elevated residential street is formed linking the apartment in the north and the residences abutting the street to the lift, which provides access to the pedestrian overpass to the railway line, and then connects to the first floor residential street at the southern end. • Ground floor of the two storey residences on the west side abutting the railway line. • First floor (back door) ofresidences fronting Harston Street.
Strengths
• An additional 16 residences are provided. • The overpass, lift access to the overpass and the pedestrian forecourt to the lift entry is integrated within the residential development ofthe northern end of the site. • No public car parking spaces are lost. • The public car parking is sheltered from the elements and access to the station from the carpark will be fully under cover. • A new public park is provided. • The site is developed to its optimum level as a residential environment. • The first floor level pedestrian street separates pedestrians from traffic and has good visual swveillance for pedestrian safety. . · • The first floor pedestrian street overcomes the variation in levels at the linkage with the Kelly's Lane development. • The increased population improves the immediate catchment for the Shopping Centre.
23 GREENWAY H I R S T P A G E p T y L T D Sandringham Urban Village
Weaknesses
• Carp ark swveillance would be required to ensure safety in the underground public carp ark.. • Tue form and scale of development would require a larger scale developer than Model A or B and the unit cost of development would increase. • The development is not easily able to be staged and certainly not to the level of individual allotments as is available in Model B. • The three storey wall forming the west boundary of the development site, as seen from the Railway Station, may be overwhelming in scale.
Community Response
Each of the Models raise concerns to the community as they introduce change and with it the fear of the unknown. Any issue which impacted upon an individuals amenity became an issue. Railway cemmuters demanded no reduction in public car parking spaces. Underground car parking was considered unsafe. Harston Street residents were concerned that their residential amenity be protected. The community representatives that fought the residential development on the comer of Bay Road and Beach Road were most concerned at the proposal for a five storey tower on the site. Traders and those residents who wanted a VIbrant and vital Village Centre supported the increased development intensity. There were no objections and only support for the pedestrian link over the railway line.
Implications
• Any development concept must not reduce the existing number ofpublic car parking spaces. • Any public car parking provided must have good swveillance and give a sense of well being and safety. • The final residential model must anive at an optimum balance between development density and economic feasibility reflecting a sensible and community sensitive approach to the height and scale of the residential development.
• The five storey residential apartment block, proposed for the southern end of the site, while being shown to create no disbenefit in terms of overlooking or loss of daylight and sunlight or restriction of Bay views to any surrounding residential development was still a major concern to the community. Given that the apartment block would be better accessed directly from the comer of Bay Road and Station Street - and that this would only be a long term development option - it was agreed that it should not be proposed at this time and be the subject of further investigation and a possible later stage development.
3.4.2 Site Two - POLICE STATION & COURTHOUSE SITE(Fig 3.4.2)
The site has an area of 0.34 hectares. It has a 45 metre frontage to Abbott Street and is 75 metres deep. The site is basically flat and is bound to the east and the rear (north) by 3.6 metre wide laneways and to the west by a 6 metre wide laneway (narrow street). The site is vacant and all buildings have been demolished except for the courthouse in the north west comer. This building is no longer used and is locked up and only the subject ofvandalism.
24 GREENWAY H I R S T P A G E p T y L T D SANDRlNGHAM
MODEL MODEL A MODEL B c
_ __/ l ' ___)I J __./ ' ,--·--· --·· URBAN -- :,!\; ; - - VILLAGE OPPORTUNITIES :.±: - ·{· & - - CONSTRAINTS DIAGRAM JI-- JI Jrl -~,~_.._ffi MOPCLC------lltOUtLA -~ruu·•_ffi -w MODtl.B - -u-u· _'17 rLru--69
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OLDPOCICE ST ATIO!f SITE
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AllOTT ST&ttT CLC\'ATIOtc =AllOTT ITattT tLtYATION AllOTT STKttT tLtVATION Sandringham Urban Village
The frontage of the site addresses the shopping centre precinct on the south side of a wide Abbott Street. Directly opposite is a vacant site - The Triangle Site - designated as an opportunity site within this study. To the west of the site is the two storey (effectively three storey high) Masonic Hall To the east of the site on the opposite side of the laneway sideage and fronting Abbott Street is the Citizens Advise Bureau and further north along the eastern boundary, with rear abutment to the laneway, are four residential properties. The full width of the northern boundary faces the rear of three residential properties fronting Bamfield Street.
MODEL A
Model A provides 12 households on 12 development allotments.
The building alignment on the east is set back to provide a six metre wide lane for the full length of the eastern boundary. Four two storey terrace houses front Abbott Street providing a scale, . character and richness of detail reflecting that of the original Sandringham streetscapes. Each of the terraces have large north facing living areas overlooking large outdoor spaces oriented to the north. Eight two storey townhouses on individual allotments, four to the east frontage and four to the west, complete the site. The townhouses present to the street as a two storey terrace with a single storey living area extending along the southern boundary at the rear of each to form and enclose the north facing courtyard on each of the properties. All houses in the development have car parking on the site.
Strengths
• The site maintains the scale of the existing residential development surrounding the shopping centre. • Surveillance is provided to each street frontage ofthe development. All indoor and outdoor living spaces have north orientation. • The shared walls of row/terrace housing and the insulation provided by the double storey construction creates energy efficient housing stock. • The streetscape amenity is enhanced. • The development can be undertaken over stages and can be by one or twelve individual developers.
Weaknesses
• Development does not maximise the accommodation potential of the site, so proximate to the Village Centre. • The development scale does not balance that of the adjacent Masonic Hall • Frontage to the eastern laneway would have an outlook to the rear of residential properties until the opportunity oflaneway housing has been realised with the subdivision ofthe residential sites.
MODELB
Model B provides 32 households on 7 developments allotments.
One development allotment occupying the front third of the site facing Abbott Street provides fourteen apartments in a three storey walk-up (no lifts) building. The apartments all have north
25 GREENWAY H I R S T P A G E p T y l T D Sandringham Urban Village
facing living areas and outdoor open space in the form of balconies. On each of the other six development allotments three townhouses are proposed; two single storey row houses with rear yards at ground level and one courtyard house at the first floor over. In each of the townhouses the outdoor living areas have north orientation and at the ground level the living areas overlook the sunny northern yards. In the first floor level courtyard houses, the outdoor space and the internal living areas have direct north orientation. Carparking to the apartment block is entered from the side streets to parking spaces at the rear of the ground floor apartments. One parking space is provided for every two apartments. In the town house developments two ground level car parking spaces are provided on each site.
Strengths
• Tue scale of the apartments provides better balance in the streetscape in the context of the adjacent Masonic Hall • Tue increased density more closely satisfies the population targets for the site. • Tue oppo1tunity for single level accommodation at ground level is suited to occupancy by elderly. • Tue reduction of provision of car parking spaces on site will increase reliance on public transport or walking. • Tue provision of the apartment style of living increases the diversity ofhousing opportunities.
Wea/messes
• While staged development is posSiole, a larger scale of development will mean more than the individual house builder is required. • Tue scale and character of the apartment facade to Abbott Street could be a major disbenefit if the detail and articulation of features does not reflect that of the original Sandringham character. • Individual car ownership is not posSiole for everybody on the site unless on street parking is provided nearby. • Tue linkage of indoor and outdoor living areas is not available to residences in the apartment block.
MODELC
Model C provides 45 households and a Community Health Building on 6 development allotments or 53 households on 6 developments allotments.
Each development allotment is proposed to be developed with three storey walk-up apartments, each abutting the front perimeter of their allotment and providing a continuous residential frontage to the site. Tue ·rear of each allotment is given over to open space and combined as a public common, available to each of the apartment blocks, in the middle of the site. The ahemative development for this model is to retain the existing courthouse and have it developed as a Community Health Centre. Th.is was based on an expressed need by the community. Limited car parking, one space to three households, is provided to the perimeter of the site with access directly from the street. Tue living spaces of each household overlook the public common and pathways leading from Abbott Street and the side streets through the public common have surveillance from the apartments.
26 p GREENWAY H I R S T P A G E T y L T D Sandringham Urban Village
Strengths • The increased yield reflects the maximum development for the site. • The scale and the form of the apartment blocks establish a uniform frontage on the site. • The apa1tment buildings allow for a diversity of accommodation within each of the apartment blocks suited to single level or double level development and a range of apartments from bed sitting rooms, to three bedroom apartments, to penthouse suites. • The option of a Community Health Centre on the Site would increase the workforce in the precinct and reinforce the focus of the Village as a living and working heart.
Weaknesses • The scale of the development at the northern ends and on the eastern side of the site would seem to overpower the surrounding residential development, at least until subdivision enables laneway housing to be developed. · • The lack of provision of substantial private outdoor open spaces. • Inadequate access of the northern sun to living spaces within the apartments on the east and west sides. • Control ofpublic access into the public common could become a problem • Three storey developments surrounding the public common would create extensive shadow in the winter pe1iods.
Community Response
Development of the site should occur. Residential development of the site is appropriate. The lack of fumiliarity with appropriate models of suitable apartment buildings limited the understanding and hence support for Models B and C which incorporated three storey apartments. Any development proposing to exceed two storeys in height caused anxiety. Based on the parking problems experienced by patrons of the Masonic Hall, concern was expressed about any development which would rely on street parking.
Implications
• A two storey residential development would alleviate community anxiety and be readily acceptable. • The intensity and scale of three storey apartments for the total site, as proposed in Model C, would seem too intense given that the future of laneway development abutting the site is uncertain. • Adequate 011-site parking for all households should be provided and limited, given consideration to the nearby public transport.
3.4.3 Site 3-TRIANGLE SITE- Corner Of Waltham And Abbott Streets (Fig 3.4.3)
The site is a triangular shaped site on the south-east comer of Abbott and Waltham Streets. It has an area of 1.18 hectares. The frontage to Waltham Street is 42 metres long, it has a 56 metre frontage to Abbott Street and has a 40 metre sideage with the Telephone Exchange building. The site has access from both street frontages only limited in distance from the comer by traffic engineering safety standards. The site is an important gateway to the Sandringham Shopping Centre from the north. The site previously accommodated a petrol station. It has been demolished and the site has since been cleared and de-contaminated.
27 GREENWAY H I R S T P A G E p T y L T D SAN[' RINGHAM
... ·· URBAN OPl'ORTUN!TIES VILLAGE & ~~ 11rrLA!llOOt:L n..ooR A l'trLR tl.OOR CONSTRAINTS lllOlJCL8 IHAGRA.M __ __,,,
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Sl.CTIO" A Sandringham Urban Village
Development Model
The development model provides for 12 households, 6 shops, 6 offices and 24 carparking spaces on one development allotment.
The design proposed is a three storey development above ground level with a fourth storey garret - type apartment overlooking the intersection of Waltham and Abbott Streets. The proposal involves basement carparking for 24 cars. At ground leveL six shops (specialist shops to accord with the Strategy Plan) address Waltham Street and professional offices address the Abbott Street frontage. The residential apartment entry is via an arcade from either street to a foyer at ground level on the mid south east boundary of the site. From there, stair access is available to the first floor where all apartments are accessed. Each are a two storey form except for the comer where the garret increases the apartment to a three storey development form.
Strengths
• The Model provides an economically viable development option for the site. • The specialist shops at ground floor level complete the Waltham Street streetscape and comply with the Shopping Centre Strategy Plan. • The development form defines the comer and serves as a gateway to the shopping precinct. • All residential apartments have northern orientation to living areas and balcony spaces. • The provision of offices for professional practices satisfies an expressed need for this type of accommodation at groundfloor in the heart of the Village. • The basement carparking responds to the shortage of on street carparking available within the precinct. • The upper floor to the apartments have views to the Bay.
Weaknesses
• Community concern for development in excess of two storeys .. • Legislative controls prevent development in excess oftwo storeys.
Community Response
The community acknowledge that a vacant site in the heart of the Shopping Centre detracts from the vitality and sense of well being of the Shopping Centre. While development is overwhelmingly supported, in all aspects, the concern of the building height and the character of the new building were issues that would need to be addressed in any future development.
Implications
The height of the future development should be limited, in majority, to three storeys in height or the equivalent of the Masonic Hall opposite the site on the north side of Abbott Street. The garret to the comer, effectively four storeys, could be supported given that its format is that of a gateway to the shopping precinct and in form and character symbolise the gateway. Detailing of the building and particularly the verandahs to the footpath level and balconies above should reflect the scale and character and richness of the original buildings in the Shopping Precinct.
28 GREENWAY H I R S T P A G E P T y L T D Sandringham Urban Village
3.4.4 Site Four- LIBRARY CARPARK (Fig 3.4.4)
The site is at the rear of the Library and Elderly Persons Centre on the south west comer of Waltham and Abbott Streets. It is a Council owned public carpark. Tue site has an area of 0.165 hectare, it is rectangular in shape, 55 metres long and 30 metres wide. It is basically flat, with a frontage to Chalmers Avenue and access off the 3.6 metre wide lane serving the rear of the residential properties addressing The Crescent. The site is on the north eastern side of residential properties. fronting Tue Crescent, a Conservation Area. Any proposed development must pay due regard to the impact on amenity of those existing residential properties and the image of the conservation precinct.
MODEL A
Model A provides 19 households on 9 development allotments.
The development includes an underground public carpark accessed from Chalmers Avenue, three shops addressing Chalmers Avenue with three shop-top apartments over and sixteen units, two groups of eight, focussed on a central courtyard.
Strengths
• The provision of residential and shopping land uses while retaining the existing carparking provision maximises utilisation of the Site.
• Carparking spaces and egress to and from them are protected from the weather. • Surveillance of the Janeway and Chalmers Avenue has improved.
Weaknesses
• Underground public carparks are considered by the community as a security and safety haz.ard. Surveillance would be required. • Potential overlooking and shadow from the development to the rear of The Crescent residential properties. • Shoppers would have to negotiate a ramp to the carpark made more difficult with shopping trolleys.
MODELB
Model B provides 27 households on 7 development allotments.
The development would involve the establishment of an underground public carpark accessed from Chalmers Avenue, four shops addressing Chalmers Avenue with shop-top housing over, four two storey townhouses would address the Janeway widened to six metres with eighteen row apartments accessed from a new pedestrian plaza at the rear of the Library. The apartments would be three storeys walk-up. A new community facility is proposed that would link the Library and the Elderly Persons Centre and complete the Waltham Street Shopping Arcade.
Strengths
• The development intensity would in.crease the economic viability of the development. Commwlity facility functions are increased. 29 GREENWAY H I R S T P A G E p T y L T D SANDR.lNGHAM MODEL A MODEL B MODEL c
OPPORTUNITIES & CONSTIWNTS DIAGRAM
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SCCTION A Sandringham Urban Village
Weaknesses
• No additional carparking spaces have been provided for the increased intensity of use and while reliance on public transport is encouraged the lack of on-street carparking could be made worse. • The public open space between the Library and the Elderly Persons Centre is taken away.
MODELC
Model C provides 37 households on 2 development allotments.
The development is similar to that of Model B. The housing form varies, it provides all housing in the form of apartments; fourteen apartments in two storey walk-ups addressing the laneway and eighteen apartments in three storey walk-up on the northern side. A community building is in the ground floor of one of the three storey blocks where two studio apartments occupy the upper two floors.
Strengths
• The development intensity improves the economic viability ofthe development. • The provision of community facilities at ground level and extension of the public open space between the Library and the Elderly Person Centre through and along the rear of the Library to Chalmers Avenue enhances the public realm
Weaknesses
• The further increase in intensity of development would increase public concern of carparking adequacy. • The inadequate provision of on-site private open space, apart from balconies, in apartment living. • The intensity of development limits access of sunlight to living areas.
Community Response
Community concern focussed on the change of provision of public carparking from a functional above ground carpark to an underground carpark where the advantages of weather protection were outweighed by the concern for security and swveillance. The issues of housing over the carparking, its potential impact in tenns of amenity on the rear of The Crescent residential properties, together with the proposal for an increase in community facilities became insignificant.
Implications
The disruption to current public carparking provisions during construction and the necessity for the provision of adequate security and swveillance measures to overcome community concern of underground carparking together with the potential loss of amenity to surrounding residential properties implied that development ofthis Site not be considered at this time.
3.4.5 Site Five- COUNCIL CARPARK (Fig 3.4.5)
The site, a council owned carpark, at the rear of the Waltham Street shops to the east of the supermarket, has an area of 0.8 hectare. It is a rectangular site with a 40 metre frontage to the laneway traversing the rear of residential properties fronting The Crescent and it is 20 metres deep.
30 GREENWAY H I R S T P A G E p T y L T D SANDRlNGHAM MODEL A ~IODEL B MODEL c URBAN OPPORTU!\ITIES VILLAGE & CONSTIWNTS DIAGRAM
•DOllUROl.DS IOUD\lSlllOLDS l•llOl'UllOl.fl5 10l1Ttunu.xr I Oll7.LOnlL'VTAUOl.lllJ\T I 0111.LO,.\IU•:T "'1.lOUIL\T .Al.l..01,ttUil'J • llAPAAl14.NU ·11.VAAIMl.KU Jt\IOUYW"'1.f:..Ur) ii 110,L\°'.r.'AU:·UP) ·•tOWJ.llOUUS
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StCTION A StCTION A SCCTIOS A
/ Sandringham Urban Village
It has vehicular and pedestrian access from Waltham Street via a narrow 3.3 metre wide laneway and pedestrian access from Melrose Street through a 1.2 metre wide accessway. It is part of a linear carpark traversing the rear of Waltham Street and Melrose Street shops. The site slopes gently from the south east to the north west.
MODEL A
Model A provides 6 households on 6 development allotments.
The proposed development is over the existing public carpark. Six town-houses are established and are entered from the elevated pedestrian way overlooking the lane. Each has a front and rear garden. In each of the townhouses, the living area and rear gardens have north orientation. There is no carparking provided to any of the residences for their sole use.
Strengths
• The introduction of residential accommodation on the site optimises the use ofthe site. • Living rooms and outdoor spaces have north orientation. • Swveillance of the laneway is increased and pedestrian amenity as a consequence is improved. • Public carparking spaces are sheltered from the weather.
Weaknesses
• The development could cause overlooking and shadow to be cast on surrounding residential properties. • The outlook from the residences to the north is over the rear of commercial properties. • No individual carparking specific to the residential use is provided. • The entry to the townhouses in terms of streetscape and residential amenity is not equivalent to that of a street frontage.
MODELB
Model B provides 10 households on 1 development allotment.
Model B is similar to Model A in that it retains the public carpark at ground level the residential development over. What varies is the form of the residential development. In Model B ten apartments are· proposed in two storey walk-up format. Tue apartments are set on the laneway alignment enabling large north facing balcony's to each ofthe apartments.
Strengths
• The apartments are set further away from the rear of the commercial shops providing a better outlook and greater access for daylight and sunlight to the northern side ofthe apartments. • Internal living spaces and balconies are able to be larger and have direct north orientation. • The apartments directly address the laneway. • The scale and form of the development defines the boundary of the Janeway and attempts to establish a streetscape in alignment with the rear of the adjacent supermarket.
31 GREENWAY H I R S T P A G E p T y L T D Sandringham Urban Village
Weaknesses
• A greater shadow is cast over the laneway with potential to cast greater shadow and have further overlooking to the residential properties to the south west.
MODELC
Model C provides 16 households on 1 development allotment. This Model extends the residential form of Model B to define the total perimeter of the rectangular site with a wall of buildings surrounding and enclosing a central courtyard space.
Strengths
• Increased residential yield . . • Definition of the bmmdaries of the site and the creation of a sense of enclosure to the residential precinct.
Weaknesses
• Apartments on the southern side of the developments site with living rooms and balconies facing the courtyard would have reduced sunlight and daylight because of the shadow cast by the apartments on the northern side of the courtyard.
Community Response
Community concern for surveillance of an enclosed carpark was raised on this site as it was in the development of Site Four - the Library Carpark. While viewing into this carpark would remain open as it exists at present and the surveillance would be improved with residential occupancy over the carparking areas, the positive contnbution of increased residential density and diversity to the Urban Village was lost in the determinations. The impact of the proposed development on the surrounding residential development was not a major issue in the community mind.
Implications
The lack of community support for any residential model on this site together with the potential impact on the amenity of the residential properties in the urban conservation precinct to the south west when combined with borderline economic viability lead the study team to the conclusion that development ofthis site should not be continued at this time.
3.4.6 Site Six- SAND RINGHAM HOTEL (Fig 3.4.6)
The site, 0.33 hectare in area, is irregular in shape with a 52 metre frontage to Beach Road, a 20 metre frontage to Bay Road, a 72 metre frontage to Melrose Street with a 6 metre frontage, an · accessway, to Station Street on the east side. The other boundaries are the abutments with the rear of the shops to the comer of Melrose and Station Streets and the rear of the shops to Station Street at the Station Street-Bay Road intersection. The site has a significant slope down to Beach Road. It currently has carparking at the half basement level with the hotel over. At the north east end of the site carparking at grade is associated with a drive through Bottle Shop. The hotel is presently
32 GREENWAY H I R S T P A G E p T y l T D SANDRINGHAt.11
URBAN OPPORTUNITIES VILLAGE & CONSTRAINTS DIAGR.AJ\I
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SCCTIO:ol A Sandringham Urban Village
under consideration for redevelopment reflecting the increase in patronage upon obtaining the gaming licence.
Development Model
The development proposal is to retain the hotel usage on the site, redeveloped to accord with the market driven determinations of the proprietor, but to incorporate residential and shopping uses that would link the facility to the c.ontext of the Urban Village. The proposal provides for 30 apartments to be developed over the hotel Specialist shops would be established along the Melrose Street, Beach Road and Bay Road frontages in small tenancies that would predominantly cater to the tourist market and give a focus for pedestrian activity at the south western end of Melrose Street and along the Beach Road frontage. The overall form of development would be three storeys in height above ground level with a fourth storey in· the form of garret apartments marking the intersections of Melrose Street with Beach Road and Bay Road with Beach Road. These building forms are intended to signify gateways to the Shopping Centre, a proposal incorporated in the Urban Design Strategy for the Sandringham Shopping Centre. Strengths
• The incorporation of residential development on the Site would support the Urban Village Model of mixed use development and reinstate the types of use originally on the Site. • Development on the street frontage would improve surveillance and the sense of vitality at street leveL improving general pedestrian amenity in the precinct. • The redevelopment of the hotel would enable amendment to the external shell of the building which is currently held in disregard by the community. • The increased height at the intersections have the potential to serve as gateways to the Shopping Centre.
Wea/messes
• Retail frontages to Beach Road will have limited carparking access. • Residential development over commercial and entertainment functions can suffer loss of amenity unless specific acoustic treatments are incorporated in the construction. • The carparking requirements for the increase in residential usage and increased patronage of the redeveloped hotel could cause parking problems.
Community Response
Any opportunity to change the image that the hotel presents was welcomed by the community although concern that development form may exceed two storeys in height was still an issue.
Implications
Incorporation of residential development within the redevelopment of the hotel should be encouraged. Specific attention should be paid to the scale, character and detailing of the building as a signature building for the Sandringham Shopping Centre. The Hotel Site development has the potential to become a gateway and statement of what the Urban Village has to offer.
33 GREENWAY H I R S T P A G E p T y L T D Sandringham Urban Village
3.4.7 Site Seven - REAR OF BAY ROAD SHOPS - KELLY'S LANE (Fig 3.4. 7)
This site, the underutilised land at the rear of shops fronting Bay Road, has an area of 0.15 hectare in a rectangle 50 metres long by 30 metres wide. The site incorporates six individual property ownerships. Consideration of any development would in the first instance require an agreement from each of the owners involved. Tue Site slopes from the east to the west. Kelly's Lane traverses the northern frontage to the site between Trentham Street on the east and the PTC site on the west.
MODEL A Model A proposes the establishment of 8 households on 8 development allotments fronting Kelly's Lane while retaining access for service vehicles and shop-keeper parking to the rear of each of the shops. Tue form of the development is in eight townhouses each with individual private open spaces to the frontage addressing the laneway.
Strengths
• The residential development increases the population catchment of the Shopping Centre. • The development makes use of underutilised land in the heart ofthe Village. • The residential development provides surveillance to Kelly's Lane improving its amenity for pedestrian usage and the potential for development ofLaneway Housing on the north side. • Tue redevelopment of properties addressing the Lane would facilitate the infrastructure upgrading of Kelly's Lane and enhance its function as an access route to or from the development of the southern end ofthe PTC Site- Site One. • Residential development to the rear of the Bay Road Shops improve the surveillance of the southern end of the PTC Site- Site One. • Each of the townhouses would have optimum orientation for energy efficiency with north facing living areas and outdoor open space.
Weaknesses
• The narrow 3.6 metre width of Kelly's Lane at the eastern end restricts two way vehicular access. • The limited residential yield would make economic viability difficult to achieve and restrict the extent of contribution to infrastructure works associated with the upgrade of Kelly's Lane. • The north facing outdoor private open spaces can be overlooked from adjacent residential properties limiting their function.
MODELB
Model B proposes 15 households on 1 development allotment.
The development would provide fifteen apartments in three storey walk-up format. Each apartment either on a single level or a double storey within the block. Carparking would be provided for the apartments, limited to one space for three apartments. The service area to the rear of the shops would be retained.
Strengths
• Tue increased residential yield from the site could justify improvement in infrastructure works and the economic viability of the development would be improved. 34 GREENWAY H I R S T P A G E p T y L T D SA.i'IDRINGHAM MODEL A MODEL B MODEL c URBAN Ol'l'OIHUNITIES & VILLAGE COi'\STIUDITS DJ,\GllA.i\I
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REAR BAY RD SUOPS SITE
SCCTION A SCCTIOH A S[«."TION A Sandringham Urban Village
• Carparking provision although limited is an asset. • All living areas and balconies have north orientation.
Wealazesses
• The development height of three storeys is in excess of the community expectation and the planning scheme allowance of two storeys. • Overlooking into the rear of the properties to the north of Kelly's Lane is increased with the third storey.
MODELC
Model C provides 20 households on 1 development allotment. This model, providing 20 apartments, is similar to Model B except for the extent and shape of the development. The apartments are set in a horseshoe shape encompassing a northern courtyard over which all of the apartments have a view. Strengths
• The development yield has increased and the economic viability has improved. • The focus and orientation of the development is to the north. • Development on the west side of the site increases visual swveillance of the PTC Site.
Wealazesses
• The development restricts the service access to the rear of the Bay Road shops. • The carparking provision per apartment is less than for Models A & B.
Community Response
The site is out of the way and not a subject of particular concern to the broader community. Any development in excess of two storeys in height causes concern to the community. Overlooking to the properties on the north of Kelly's Lane would cause concern.
Implications
Acceptance of the development in the first instance is subject to the agreement of the shop owners' upon whose land development would take place. The shortage of public carparking spaces to the northern end of the Bay Road Shopping Precinct has been a problem over a period of time. Consideration to the provision of a shared public and residential carparking would improve the probable acceptance of the redevelopment proposal Development which improves swveillance of laneways and the PTC Site and minimises the impact of overlooking to those properties to the north of Kelly's Lane would most readily be received.
3.4.8 CORNER LOT SUBDWISION
Corner Lot Subdivision, as the name implies, refers to the subdivision of allotments on the comer of two street frontages where a two lot subdivision would provide each allotment with an individual residential address. It creates the opportunity for houses developed on the allotments to be linked to the adjacent streetscape in streetscape character, scale and form. Each residence retains a street address and has a formal entry from the street. Street swveillance is improved and each house has a sense ofentry. 35 T·Y GREENWAY H I R S T P A G E P . L T D Sandringham Urban Village
Community Response
The community has no objection to the encouragement of subdivision in the residential hinterland on the appropriate sites. It was aclmowledged by them that development controls allowed this form of development to occur at the present time and they supported the study recommendations which were encouraging, as a priority for development, comer sites as the.first choice for subdivision.
Implications
Modelling of typical housing to suit comer lot subdivisions and a supportive education and promotion program to evidence to the community the benefits that can be achieved by the mvners and the community from subdivision on comer lots is essential to the acceptance and prioritisation in the community and developers minds of comer lot subdivision. 3.4.9 LANEWAY HOUSING
Laneway Housing was presented an a opportunity for increasing residential development while concurrently improving pedestrian safety and amenity in the laneway network within the Urban Village Site. Development of residences overlooking laneways improves surveillance and the sense of safety of pedestrians using that laneway. The elements influencing development in laneways are: laneway width, car access and where car access is not available, the sense of amenity of the spaces as a pedestrian space and the sense ofaddress an individual or family would accept as entry to their home.
Community Response
The consideration of laneway housing was one of "who would want to live facing a laneway ".
Implications
Acceptance oflaneway housing will only occur if good examples oflaneway housing are exb.J.bited and these in the first instance will be limited to those laneways which are vehicle accessible. Encouragement in the form of models and examples of laneway housing should be promoted within the community and jointly with the promotion and education of comer lot subdivision be part of the Urban Village Implementation Process.
3.4.10 SHOP TOP HOUSING - New or Redeveloped
The residences over shops are referred to as shop top housing. This form of housing exists over some of the shops in the Sandringham Shopping Centre at the present time and the opportunity exists to expand the provision of this form ofhousing which would offer a diversity of housing form in the heart of the proposed Urban Village while better utilising existing sites immediately.
Community Response
The comnnmity has no objection to the provision of increased shop top housing in the Sandringham Shopping Centre provided recognition of the two storey height limits be maintained.
36 GREENWAY H I R S T P A G E p T y l T D Sandringham Urban Village
Implications
Development of shop top housing could be redevelopment of existing shop top housing, refurbishment of run down and underntilised residential spaces over the shops, conversion back to housing of residences converted to offices, when owners saw residences over their shops as unfashionable and now over supplied in that form or the creation of new shoptop housing. All are opportunities awaiting realisation within the Sandringham Shopping Centre and all depend upon economic viability combined with a market acceptance of this form of housing type. Two storey shop top housing would readily be accepted by the community. In some cases three storey developments above ground level may be necessary to ensure economic viability of the development. Should this be the case, a rational review of the impact of the development in terms of overlooking or shadow to surrounding residential properties would be an essential element of the development proposal to ensure community acceptance.
37 p T y L T D GREENWAY H I R S T P A G E Sandringham Urban Village
4. The Concept and How to Achieve it
4.1 Proposed Directions
4.1.1 Site I - PTC LAND (Fig 4. 1. 1)
The recommended model for development of the PTC Site reflects the community concern and public utility services needs for public cari)arking, proposes a scale of development which respects the character of the Sandringham residential fabric while providing the economic viability necessary for development to occur. It is a model which is readily achievable providing the opportunity for a diversity of type and energy efficiency housing stock. It will offer immediate benefits to the broad community in access to the Shopping Centre from the east and will improve the amenity in the public realm with increased public open space, accessibility to it and safety within it.
The recommended proposal for the PTC Site combines the northern section of Model C - multi-level residential development without the basement public carpark - with the southern section of Model B - public carpark at ground leve~ deleting the five storey apartment block until more detailed consultation and market research is undertaken.
The model provides 19 townhouses and 8 apartments on 20 development allotment at the northern end. A pedestrian overpass to the rail tracks and a new public square and park are established at the Sandringham Road entry to the site. At the southern end of the site, public carparking is established for 120 cars with pedestrian access to the Bay Road shops.
The development form is expressed as a three storey apartment block to the comer of Abbott and Harston Streets with carparking at ground level. Two storey terrace houses front Harston Street with carparking behind and two storey courtyard houses, with carparking under, address the first floor pedestrian street which links all residences to the Railway overpass. The new park and pedestrian square, are established at the comer of Harston Street and Sandringham Road, serve as the for~court to the overpass. Access to it is available either by lift or steps each entered on grade through the pedestrian square. On the west of the railway line lift access is integrated into a new tourist information booth incorporating public amenities. The public carpark proposed for the southern end of the site has adequate security lighting and the .pedestrian link to the Bay Road shops is enhanced.
The recommended development model utilises solar orientation of house siting and the incorporation of a construction typology ·to conserve energy. Living rooms and outdoor living areas have north orientation, residences share external walls and with multi-level development energy is conserved and capital and running costs are reduced both in construction and in the reduction of the heating and cooling loads.
This proposal can be undertaken in stages by one or a number of developers. Relocation of the bus depot would be the necessary first development action enabling the re-establishment of the public carpark at the southern end of the site.
Subdivision of the PTC land fronting Harston Street and at the comer of Harston and Abbott Street could then be undertaken immediately without the need for major infrastructure works and only minimal capital costs. Sale of these sites would release the capital to construct the
38 GREENWAY H I R S T P A G E p T y L T D ------
SANDRJNGHAM
URBA.:"l' VILLAGE
i I L.
w Q; 00 ~ : .... ~ I
PLAN
'' 11• SCCTlOSA L.1\...J 1 YTCSITE
0111• tlt\'Ano~ (NEW PUB UC SQUM£ ,. RAii.WA y CRCSS!NG LITT TOWER) ·L.I"W .- ILUl.STOS STRa:T ELE\'ATIOS (ADDOTI STRU.T END) tJ-{J • Sandringham Urban Village first floor residential street with the carparking under abutting the railway line at the northern end of the site. Development of courtyard housing addressing the pedestrian street, establishment of the pedestrian square, public park and the overpass to the Railway line would complete the development.
4.1.2 Site Two - POLICE STATION AND COURT HOUSE SITE (Fig 4.1.2)
The recommended model for development of the Police Station and Courthouse Site expresses the demand for increased residential diversity and density on sites close to the Shopping Centre while retaining the scale, character and residential amenity of the residential precinct, reflecting the community concern, two storey maximum development is proposed adjacent existing residential areas, carparking - albeit limited - is provided off-street for each household. Three storey apartments, on three development sites - to maintain a scale and detail representative of the existing context - are proposed to front Abbott Street. While the height contradicts the view of a portion of the community, in this location - abutting a wide street and adjacent the effective three storey form of the Masonic Hall - the development would not reduce residential amenity to the surrounding precinct and would strengthen the streetscape character. This model balances the issues of development economic viability and community concern. The development proposal - of a diversity of sites is robust to change in the economic environment and flexible to meet market changes. Orientation of the development allotments is conducive to energy efficiency and the amenity of the public realm is made safer by surveillance within an improved streetscape.
The recommended development of the Police Station and Courthouse Site draws upon Model B as the form and scale of development. The model provides for 34 households on 11 development allotments.
Three sites are proposed to front Abbott Street and on each three storey apartments, set back from the street frontage, are proposed to reflect the scale and character of the adjacent Masonic Hall. Eight development sites are established on the rear of the site addressing the east and west laneway - streets. The laneway boundary to the east of the site is widened to 6m (the western laneway is already 6m wide). On each site a maximum development height of two storeys is proposed. The developer can decide whether two terrace houses - each two storey - are developed on each site or whether two separate single level residences - one at ground level and one at first floor level - are provided. Single level living suits older people and the flexibility available to the developer will enable market determination of housing form. This form of development also enables greater access of sunlight and daylight to the living rooms and outdoor living spaces to each residence. Carparking is available on site for each townhouse or apartment but only on the basis of one car per residence.
The development of this site will suit one developer to purchase the site, undertake the demolition of the courthouse and the subdivision of the site into eleven development allotments incorporating the widening of the laneway to the east side. The development of the allotments created is encouraged to be by one developer/builder on each site as it would provide a diversity of building form and a richer streetscape character more reflective of the original Sandringham An obvious corollary of this is that development of each site need not be at the one time. However, with agreement and co-ordination between developers, or where one developer undertakes more than one allotment, there are development opportunities for shared walls, improving energy efficiency and reducing construction costs.
39 GREENWAY H I R S T P A G E p T y L T D SANDRINGH.AM
URBAN VILLAGE D
r---....., I I I l i I i c LS iJ
ABBOTI STREET
0 l l ]ITI ABBOTT ~EET ELEVATIO~ ,_,--___,
EAST ELEVATION
I OLD POLICE I 2 STATION SITE Figure 4.1.2
--·· J39.l Sandringham Urban Village
4.1.3 Site Three -TRIANGLE SITE - Corner of Waltham & Abbott Streets (Fig 4.1.3)
The development model proposed for this site - only one - resulted from detailed discussion with the owner/developer - noting that development would only occur if economic viability was able to pe achieved - in the context of the Strategic Plan for the Shopping Centre, the commlliticy,.ecmi;:ern that height be restricted and the Urban Design Strategy that the corner is a significant gateway to the Shopping Centre and pedestrian amenity and streetscape character are critical'planning elements.
This recommended development model retains the scale and character and form of the original model presented to the community - three storey development abutting the street boundaries with verandahs over footpaths on both street frontages and a fourth storey to signify gateway on the corner. It offers as an alternative, on the Waltham Street side of the development, offices above ground floor as residential apartments would not achieve the necessary northern orientation to living areas necessary for energy efficient living.
The model provides:
Basement Level • Carparking Ground Level • Six specialist shops to Waltham Street • Office space to Abbott Street • Lobby and lifts to apartments above Courtyard open space First and Second Floor Level Twelve apartments or • Six apartments addressing Abbott Street • Office space addressing Waltham Street Third Floor Level • Garret apartment to the corner
This development is realistically only able to be undertaken by one developer. Development approval could be sought immediately but to be approved would require amendment to the planning scheme to allow development in excess of two storeys. Rational evaluation of the proposed development of the site indicates that the height, scale, and use would not detrimentally impact on the amenity of the precinct and in fact enhance it. Timely action to review the development controls for the proposed Urban Village Site would support the realisation of the development opportunity that exists on this site and overcome the visual blight of the vacant site, a concern to the community, including the traders and to the owner.
4.1.4 Site Four- LIBRARY CARPARK
No development action is recommended to be undertaken on this site at this time because the benefits do not sufficiently outweigh the disadvantages.
40 GREENWAY H I R S T P A G E p T y L T D SA.l\TDRIN GHAivi
URBAN VILLAGE! PLANNgNC & EPA UBRiiZ'--11
~IA50S!C Qil D H.-'LL i .. !..__..'.:::-=:_=-======----'--==:==i l. ___ _ -~) \._
ABBOTT STllEET
·--- 1
t I I h !i[Cf10NA ._,..,_,
' i
I PLAN
WALTHAii! STREET ELEVATION
3 ~:ARI Figure 4.1.3 L______I•• , Sandringham Urban Village
The economic viability of the residential models was only on the threshold and at that was creating a potential for disbenefit to residential amenity in the precinct. For development viability to be assured, increased site density would be required and this would most probably increase the disbenefits - shadow, privacy, carparking, scale and character of development - beyond acceptable planning standards and community acceptance.
4.1.5 Site Five- COUNCIL CARPARK
No development action is recommended to be undertaken on this site at this time because the benefits do not sufficiently outweigh the disadvantages. Refer to the comments as outlined in 4.1.4.
4.1.6 Site Six - SAND RINGHAM HOTEL SITE (Fig 4.1. 6)
The recommended development model for the Sandringham Hotel site refines the model proposed to the community to reflect the character, scale and detail of the built form and a recognition of gateways which were issues of concern to them.
The development retains:
• Basement and irround level carparking, access from Melrose Street and Bay Road. • Hotel function at ground level. • Drive through bottle shop at ground level, access from the car park with access to Station Street.
The development proposes:
• Expansion of the hotel recreation and entertainment area by rationalisation of the ground floor. • Establishment of shops - tourist/cafe type - to the Melrose Street, Beach Road and Bay Road frontages. • Establishment of residential accommodation - motel and hotel rooms and apartments - at first and second floor level with garret type apartments as a third storey to mark the comers of the site and as gateways to the Shopping Centre.
The development proposal indicates the form the development could take. It reflects elements of the scale, proportions and detailing of the three storey Coffee Palace that originally occupied the site at the tum of the Century.
The development program of this site will be subject to the commercial determinations of the owner. The proposed mix ofland use elements of the site would support the goal of the Urban Village and are not counter to the community view. The height of the development - reflecting community concern - addresses the streetscape and the scale and character of the precinct, balanced against the economic viability of the development, while mindful of the unanimous community support for upgrading of the form and fabric of the external shell.
The development will offer improvement of the public realm. The pedestrianisation of the perimeter of the hotel site will be enhanced and made more safe by surveillance from the shops.
41 GREENWAY H I R S T P A G E p T y L T D SANDRJNGHAM
URBAN VILLA GE
PLA.i~
SANDRJNGHAM 6 HOTEL SITE Figure 4.1.6 41.l Sandringham Urban Village
Residential development on the upper floors will have unsurpassed views of the Bay which while not orientateci for optimum energy efficiency have northern solar access into the living areas and north facing balconies.
4.1. 7 Site Seven - REAR OF BAY ROAD SHOPS - KELLY'S LANE (Fig 4. I. 7)
The recommended development model for the Kelly's Lane site responds to the community, planning agencies and responsible authorities concern for safety in public spaces and in particular areas otherwise not in direct view.
The proposed development is based on Model B.
It proposes four allotments addressing Kelly's Lane for the development of two storey townhouses each with carparking on site. It extends one allotment along the west side of the site - further than Model B - in the form of three storey walk-up apartments providing accommodation for fifteen households. These overlook the southern end of the PTC Site providing surveillance and a sense of safety in the public realm.
Carparking, one space to every two apartments, is provided at the ground level within the allotment which is accessed through the public carpark, enclosed as a courtyard surrounded by the existing shops to the east and south and the new residences to the north and west. Development of this site hinges on the co-operation and eventual legal agreement by the landowners to release each of their sites for aggregation as a development site.
The benefits to the shopkeepers in improved public carparking is only limited by the access to the site through the restricted width of Kelly's Lane where it abuts Trentham Street. The provision of housing on the site will improve the financial viability of the development and enable upgrading of the infrastructure in the Kelly's Lane Precinct. This improvement of the public realm, enhanced by the residential surveillance of the public spaces, will enhance the pedestrian amenity and livability of the Kelly's Lane Precinct.
4.1.8 CORNER LOT SUBDWISION (Fig 4. 1.8)
The proposal for comer lot subdivision was supported widely. Development timing will be the subject of the individual allotment owners choice.
An education and promotional program based on Models of how comer lot subdivision can be developed - planning requirements, design and siting issues and built form - will encourage consideration of this means of providing housing diversity by the owners and prospective developers/purchasers.
4.1.9 LANEWAY HOUSING (Fig4.l.9)
The consideration of Laneway Housing developments, while not rejected by the community, was not unanimously supported because of the lack of familiarity with the style and type of housing. Laneway housing is most suitable on wider lanes - 6 metre widths are preferred for car access - and these are not common. Lesser width lanes are able to accommodate vehicular access onto the property, dependant on the width of the property or when a group of adjacent property owners set the rear fences a distance back from the title boundary to enable vehicular
42 GREENWAY H I R S T P A G E p T y L T D SANDRmGHAM
URBAN VILLAGE
0 1 2 3.., KELLY'S LA,''oiE ELEVA. TIO:-; 2 STOREY TOWNHOUSES L..."-l
. ~ I . PROPOSED DD DI ,'"'! P'TC CAR.PA.AK ~I KELLY'S LA.'1E j1 ~
EXJSTINC BA 'r ROAD SHOPS
BAY ROAD 7 .PLAN LJ-\' EB
REARBAYRD 7· SHOPS SITE Figure 4.1. 7 42.1 SANDRmGHAM
URBAN VILLAGE
POSSIBLE STREETSCAPE
TYPICAL CORNER SUBDIVISION PLAN TYPE I
TYPICAL CORNER SUBDMSION PLAN TYPE I
TYPICAL CORNER SUBDIVISION Figure 4.1.8 42.2 S Ai'\JD R.IN GHA.tv1 J
·URBAN VILLAGE
' \
~ .. ~· ( . """I : ,)· .. \ ) ( :""
TYPICAL LANEWAY DEVELOPMENT Figure 4.1.9 42.3 Sandringham Urban Village access onto the property, dependent on the width of the property or when a group of adjacent property owners set the rear fences a distance back from the title boundary to enable vehicular circulation. -Some owners may be satisfied with pedestrian access only to the future laneway house. No matter what form of access to or other problem for laneway housing, the limitation on development of this form of housing at present are those of familiarity with appropriate model for laneway housing. Market acceptance of these vocations for housing is also a limiting factor.
An education and promotional program as outlined in section 4.1.8, similar to that for Comer Lot Subdivision is recommended.
4.1.10 SHOPTOP HOUSING (Fig4.l.10)
The realisation of the development opportunities of shoptop housing is the subject of market acceptance of this style of living and the impact of this on the financial viability - return on capital outlay of any development opportunity.
The decision to develop is that of the owner - whether it be to redevelop, refurbish, convert or extend to the existing shop.
The community concern about this form of development would only arise where development would exceed three storeys.
The provision of built form and economic models evidencing the economic viability of this style of housing should be established and available to the owners, the development industry and the community. The market place will be informed and acceptance of shoptop housing will depend upon the balance of the quality and amenity of the living space to the price - capital or rental - of that living space.
43 GREENWAY H I R S T P A G E p T y L T D S A.t~l) RJNG H.Alvl.
URBAN VILLAGE
MA!N STREET
Ii v ing
:xlSTING COMMERCIAL PREMISE
bed
1 \ I . I \
POSSIBLE VIEW OF SHOPTOP >< / I HOUSIJ'\G ENTR.Al"CE ba I conr
REAR R. O.W.
TYPICAJ. FIRST FLOOR .~LAN (SHOP TOP RESIDENTIAL LEVEL) TYPICAL SECTION TYPICAL GROUND FLOOR PLAN
TYPICAL SHOPTOP HOUSING Figure 4.1.10 43.1 . Sandringharn Urban Village
4.2 Implementation Strategy
Development controls in terms of land use and building form with.in the Urban Village are those of the Planning and Environment Act. As the Act stands the proposals for all of the sites, except for the north of the Police Station site, the comer lot sub-division and shop top housing, could not proceed without amendment to the Planning Scheme due to the 2 storey height limit. That is the 2 storey height limit would be required to be removed on the sites where development in excess of this height is proposed.
1bis issue arose in a recent development on the comer of Bay Road and Beach Road and has galvanised community action to resist any further breakdown of the two storey height control. The development of the proposals and the public meeting presentations gave recognition to this issue and in conclusion sought to limit the development in excess of two storeys to sites where no loss of amenity, overlooking, loss of daylight or sunlight or view of the Bay would occur to existing residential properties. This together with the economic rationale of necessary site yield for development to occur and the assurance that a Village Zoning that nominated as of right land uses linked integrally with building form would be established to stringently control development in the residential hinterland of the Village, was supported by the body of the meeting. 1bis formed the basis of the implementation plan, acknowledging that any development outside of the use and development form guidelines would require planning permit approval.
Legislative Framework
To enable the Sandringham Urban Village to be developed in accordance with the models proposed, the Bayside City Council should formalise the study into an Urban Village Strategy Plan.
This Strategic Framework Plan could then be translated into Statutory Development Controls in the form of a Local Development Scheme, establishing the Sandringham Village Zone.
Under the Framework Plan policy statements, objectives and performance criteria would be established for the Village Zone. These policy statements, objectives and performance criteria would cover land use, building form and height, building envelopes, streetscape and urban character, and traffic management and car parking.
Before this Framework Plan can be implemented it is essential that a study is conducted on building heights within the Urban Village in the area covered under the current Height Control Zone. The study should identify what heights are acceptable on each lot, in context to the surrounding area.
It is also recommended that any other key areas be investigated. This may include an Urban Character Study which would define and classify the character of urban precincts and recommend approaches for development in these precincts.
These studies will provide the basis for the policy, objectives and performance criteria developed to assess planning applications in the Urban Village Zone.
Under the Urban Village Strategic Framework Plan, land use planning should be performance based. Any proposals that comply with the performance criteria and policy for the zone and the site
44 GREENWAY H I R S T P A G E p T y L T D Sandringham Urban Village should be "as of right". Those proposals that do not meet all the criteria would require a planning permit and be subject to the normal statutory appeals process. To implement these changes to the current planning· scheme, enabling the formation of an Urban Village Zone, a planning scheme amendment is required. This amendment must go through the normal planning appeals and community consultation process. A possiole scenario under the Strategic Framework Plan is the development of two Urban Village Zones. Village Zone I would cover the existing shopping centre (currently zoned B2 and B6) and would be similar to the new Business Zone I, but with a focus on office activity as well as retail.
Business Zone I: To encourage the intensive development of business centres for a range of uses, giving priority to retailing. To utilise, where practical, the tops and rear ofshops for dwellings and offices and other business and central place activities.
Village Zone 2 would cover the surrounding residential area within the 400m radius of the Railway Station. This zone would be similar to the new Residential Enterprise Zone, and have specific mandatory height controls in this zone.
Residential Enterprise Zone: To encourage residential development at medium or higher densities to make optimum use of the facilities and services available, and to facilitate the opportunity for home based occupation where employee number, business type and intensity and impact on surrounding residential amenity would be elements of consideration in development approval.
The final form of the Statutory Documentation for the Zone, it will have three principal components: 1. Development Form Guidelines, Performance Objectives, Performance Criteria and Performance Measures 2. Land Use Zoning Map. 3. Planning Scheme Ordinance. Consultative Framework 1. Present final Sandringham Urban Village Scheme to the public.
2. Establish Sandringham Village Taskforce to develop and review the process of public consultation toward the finalisation of Sandringham Village Zone as an amendment to the Planning Scheme.
3. Meet with Traders to formulate development approach to the rear of the Bay Road North shops.
4. Meet with the Hotel owners to formulate future development models for the hotel site. 5. Meet with the P.T.C. to finalise program and process for release of P.T.C. land to enable development process to commence.
45 GREENWAY H I R S T P A G E p T y L T D Sandringham Urban Village
Management Framework
1. Council to appoint consultants to ·implement the amendment to the Scheme and instigate Community Consultation Project. 2. Council to enter discussions with State and Federal Government to seek funding from Government and Commercial Sector to complete the Development Guidelines and Development Control Process. 3. Council and State and Federal Government to co-operate to promote and educate the community of the opportunities and benefits of development of the Urban Village.
46 GREENWAY H I R S T P A G E p T y L T D Sandringham Urban Village
Schedule of Actions Item Action Cost Order Legislative Framework LI Urban Village Strategy Plan Low Cost 6 L2 Building Heights Study Low Cost 7 L3 Urban Character Study Low Cost 8 L4 Statutory Planning Control Urban Village Zone Low Cost 12 • Development Form Guidelines, Performance Objectives,
Pe1formance Criteria and
Performance Measures. • lane Use Zoning Map • Planning Scheme Ordinance L5 Rezoning Application Low Cost 13 Consultative Framework Cl Present final Urban Village Model to the Low Cost 2 public C2 Establish Sandringham Village taskforce Low Cost 4 C3 Meet with Traders and land owners of Low Cost 9 Bay Road C4 Meet with Hotel Owners Low cost 10 C5 Meet with the PTC to formulate PTC Low cost 11 land development process Management Framework Ml Investigate Funding opportunities for Low cost 1 Development Control Study
M2 Appointment of Consultants to undertake Medium cost 3 Planning and Development Control
Studies M3 Establish Education and Promotion Program Low cost 5
47 GREENWAY H I R S T P A G E p T y L T D
__j Sandringham Urban Village
5. Conclusions
The Sandringham Village is ideally positioned in the market plate to become a vital active model of a fully functional Urban Village within the metropolitan context:
• The Railway Station is the focus of the Village • The station is encompassed by shops • Major opportunities sites are in single ownership and/or government owned with all of the parties seeking the opportunity for development with the prime criteria of economic viability.
The previous Council realised the missed opportunities, reflected in the declining Sandringham Shopping Centre, and took action to address the decline. They initiated broad based strategic studies and immediately prior to the Urban Village Study translated the body of this work into development plans in preparation for the calling of tenders for construction of the first stage of revitalisation of the Shopping Centre, as the heart of the Urban Village. It became obvious in the Urban Design Strategy that the key opportunity sites should be developed as housing stock to immediately improve the catchment base of the Sandringham Shopping Centre - the major cause of decline in the viability of the Shopping Centre.
The need to develop the key government sites and the important triangular site in the middle of the Shopping Centre and the need to link the east of the Railway line to the Shopping Centre in the west is glaringly obvious. The viability of this latter option is initially dependent on PTC acceptance of change in land use to the east of the Railway line and then by the community in acceptance of an adequate level of development that ensures an economic return to any prospective developer.
Thus with the basic structure of au Urban Village already in place, anchored by the focal Railway Station and a built fabric conducive to in.fill redevelopment, the only missing link in the chain toward a fully functional Urban Village is the necessary change in statutory procedures which control development at this time.
The proposal is that the planning scheme be amended to establish the Sandringham Village Zone. This control will be performance based and aim to protect the amenity of the existing residential development within the precinct while encouraging and facilitating "as-of-right" development opportwtities, where the development complies with the performance measures.
The Sandringham community is very interested in development within their Village, and rightly so. It has been emphasised to them in public presentations that the process of development control should be proactive rather than reactive. To achieve this, the formation of the Sandringham Village Zone should be one which involves extensive detailed consultation and is associated with a community promotion and education program This program should be contained within a strict time line so that the goal of a functional Urban Village is not lost in drawn out discussions with no obvious gains. Given that the objective of the Sandringham Village Zone is to guide and control the development of the Urban Village it is important that the consultation process and the community input be directed to establishing the performance goals, objectives, criteria and measures for the development and not one of stopping the rezoning from occuning.
48 GREENWAY H I R S T P A G E p T y L T D Sandringham Urban Village
It is important that the amendment be prepared by a consultant team held in regard by the community and that the relationship developed within the process of the planning scheme amendment be one of a cooperative working party where the parties to the process are Council, the community, the consultant and the State Government as mentor to the scheme, assisting and giving guidance as required towards the objectives of a better and more energy efficient place for the whole community.
Specific issues to be addressed in the implementation of the Urban Village:
Rates and Land Value
The change of land use in the Sandringham Urban Village and the level of intensity of development proposed is not so significantly different to that which exists and would therefore have a minimal impact on the land value of the individual sites. If it were to have an impact, it would only be to increase land values for the developer. The land value increase would then be build into the economic modelling and translated in the sale price of the development. Any rate increases associated with an increase in value would have very little bearing on the developer except to bring forward the likely time of development so that holding costs are minimised.
The surrounding developments any increase in land value could only increase their land value. This could bring with it an increase in rates depending on the action by Council. A specific rate scheme for properties within the Village Zone could be established to address any issues which could cause specific disbenefit.
Resident/Worker Balance
The determination of the appropriate Resident/Worker balance is really a planning objective of the goal to reduce unnecessary vehicular movements. If those vehicular movements are by public transport the goal of an increased worker presence in the Urban Village is not as critical as for workers travelling outside the Village by car. In society today the more movements outside of walking distance that are to occur the more likely they are to rely on the motor vehicle. It is therefore important to contain the Village and working places in the Village both for energy conservation and Village vitality.
While the reliance on the motor vehicle is acknowledged it is particularly important to note that in Sandringham because it has a terminus station and a transport interchange, with suitable gradients, conducive to all ages and all levels of mobility, that it has a higher probability or reliance on public transport than other areas.
To improve the resident/worker balance within Sandringham Urban Village is as much an issue of national work place practices as specific Land Use Planning Policy .changes. As professional jobs are being cut back, workers are seeking home based employment with an increase in part time employment. Notwithstanding this the major means to improve employment in the Village is to expand the definition of a 'home occupation' to allow more than the residents of the home to be employed within the home. This is to be a specific objective of the development of the Sandringham Village Zone and has already been investigated on a broader level within the terminology of business zones and residential enterprise =ones by the State Government Department of Planning and Development.
49 GREENWAY H I R S T P A G E p T y L T D Sandringham Urban Village
Target Indicators
Target population levels are appropriate for the purpose of Village modelling rather than the detail assessment of success or failure of any particular Urban Village proposal.
Statistics can always be used and quickly abused by biased translation. However, research has indicated specific threshold catchment population levels necessary for viability of such facilities as schools, hospitals, libraries and other community facilities. Where these form the core of the community facility in any specific Urban Village, target populations are appropriate for. the initial schematic modelling. In an established residential precinct the statistical characteristics of the particular community dramatically effect the model - which has generally been based on a balanced (normal distribution curve) community. As such, the specific characteristics of that community may require varying adjustments to area, walking distance, housing type or many of the varied elements that constitute the final land use model for that specific Urban Village.
In summary, targets are for modelling purposes only and there is not necessarily only one correct target. Tue target must be one reflecting the specific community and existing development. The final Urban Village model must be one which is flexible and robust to meet the challenge of change that naturally occurs over time and still enable the vitaL vibrant, functioning Urban Village.
Key Lessons
The detailed strategic planning studies of the existmg Sandringham Village prior to the investigation of the potential for its establishment as a model Urban Village were a major benefit to the conduct of this study.
It is essential that a structure plan be the basis of the Urban Village model and that the structure plan be based on strategic determinations by Council and the community as to the role of that Village within the overall city.
The involvement of the community and the adoption of a variety of techniques to access and receive feedback from them is another critical element of an Urban Village Study. Detractors of the study will seek to criticise the process and all action should be taken to set parameters for the conduct of the study to ensure that any action, even as to how to advertise the public meeting, can be aired in the community. The response may be qualified by external constraints however it is critical that the study team can justify or give rationale to the action adopted.
Developer Interest
Owners of opportunity sites were immediately interested in the opportunity for professional consideration of development opportunities on their sites. Government agencies still actively involved on their own sites saw some threat when development opportunities were being considered. It is, however, not anticipated that the government agencies would be the developers of their own sites within the current economic climate.
Successful procedure adopted in the past for development of government sites follows the procedure:
.50 GREENWAY H I R S T P A G E p T y L T D Sandringham Urban Village
1. A strategy plan with performance measures is developed on the site and approved as the development model.
2. Expressions of interest are called from developers interested in developing the site and invitations allow for individual approaches to the procurement and development process.
3. Expressions of interest are analysed and a short list of developers - generally covering a range of approaches - are invited to make a detailed submission for the .site.
4. A final selection of developer is based upon the final submission measured against pre established criteria specific to the site.
This approach gives a fair opportunity for developers to be involved on the site. The only difficult task i? in targeting the developers in the first instance. This is an experiential issue and the local real estate and development community representatives are a valuable point of contact.
Municipality Support
Support from the Municipality was not a problem at Sandringham where their previous commitment to realise the development opportunities latent within the Sandringham Shopping Centre were extended into an absolute and active commitment by the Council and Council Officers. This may have been an individual case and with the stringent economic attitudes being taken by all levels of government, the time commitment of the nominated officer may be restricted in the future.
Because the development of Urban Villages is critical to the state and even national economy, in terms of energy efficiency and utilisation of infrastructure services, it would seem that state and federal funding should be made available to the municipalities which undertake the development of strategy and statutory procedures towards the formation of Urban Villages within their municipality. The subsidy, subject to negotiation, should reflect both the consultants fee and officer time necessary for the process to be successful.
Sponsoring Agency Relationships.
In the presentations to the community of the Urban Village Study concern was expressed in regard to:
• Who was sponsoring the study? • Who is responsible for the outcome of the study? • Were there constraints or principles incumbent upon the consultants to be incorporated within the study?
The community was anxious that Urban Villages were not another planning imposition.from above without due consideration of the community needs. Historically the community had experienced the imposition of VicCode, had been overruled in the objections to the Beach Road development exceeding two stories in height, had witnessed the dismantling of their elected Council and its replacement by Commissioners and as a consequence were fearful that the Urban Villages Study may be just another means of taking away their right to have a say in
51 p y GREENWAY H I R S T P A G E T L T D Sandringham Urban Village the formal development of their community. 1bis fear of why and on what basis Urban Villages were being introduced created negative and critical responses which in most cases were unfounded.
To address the issue of change being imposed from above, it is important that the relationship of the sponsoring agencies be structured to enable accountability and responsibility at the level where the implementation will take place.
• Tue Local Authority be responsible for the conduct, com.miss1oning, production and presentation of the stUdy up to and including the final report.
• Tue State and Regional Authorities impose State and Regional Policies and strategies as constraints to the specific Urban Village study.
• Tue National issues should form the principles for translation by the State to the criteria for investigation in the study.
It is only with a clear hierarchical yet interrelated structure that the study can meet National and State goals and only while being conducted within a local frame work managed and seen to be the responsibility of the local authority that the study will have ownership by the community. Then and only then will the study process have a chance to be one of rational argument rather than one of fearful response to the potential imposition of change.
52 GREENWAY H I R S T P A G E p T y L T D Sandringham Urban Village
6. Appendices
6.1 Schedule of public consultation events
Name of evellt : Community Information Day Date: Saturday 11th February 1995 Location: Sandringham Senior Citizens Club, Waltham Street, Sandringham Type ofevent : Official introduction of the Sand.ringham Urban Village Project and the consultants, a visual display and informal discussion. Participant type : General community and local residents Participant numbers : Approximately 80-100 people throughout the afternoon (l-5pm) Method ofpromotion : Letter box drop ( 400m radius) and public notices in the local newspapers Purpose ofevent : To introduce the project and to swvey community issues, concerns and visions. Issues raised I response : Maintaining the existing facilities and seIVices provided in the centre. Height, density and Scale I Type of future development.
Name ofevent : Public Meeting · Date: Wednesday 29th March 1995 Location: Sandringham Masonic Hall, Abbott Street, Sand.ringham Type ofevent: Presentation of Urban Village concepts and public forum Participant type : General Public and local residents Participant numbers : Approximately 150 people Method ofpromotion : Letter box drop (800m radius), local municipal newsletter, local press release, public notices arid personal invitations to submitters. Purpose ofevent : To present the concepts and to receive community feedback via public discussion and swvey, Issues raised I response : · Concerns about Height controls and Urban character and streetscape. Opposition to Underground car parking.
Greatest response for low density options. Opposed to development of both Council Car parks. Support for Hotel Redevelopment.
(Refer to Report 6.2.1).
Name ofevent : PTC Meeting No. 1. Date: 20th December 1994 Location: PTC Offices, 9th Floor, Bourke Street, Melbourne Type ofevent : Afternoon meeting Participant type : Andrew Webster, Commercial Development Manager Participant numbers : 3 Method ofpromotion : Telephone call Purpose ofevent : Preliminary Discussions regarding the PTC land. 53 GREENWAY HIRST PAGE PTY L T D Sandringham Urban Village
Issues raised I response : Possibility of a pedestrian overpass. Commercial Opportunities, Removal of stabling lines, Use of PTC car park and bus depot.
Name ofevent : PTC Meeting No. 2. Date: 17th January 1995 Location: Greenway Hirst Page Pty Ltd Office, 11 High Street, North Melbourne Type ofevent : Lwichtime meeting Participant type : PTC Managers - Andrew Webster (Commercial Development), Trevor McCullough (Security}, Kevin Stains {PTC South Eastern Private Bus Regional Officer) Participant numbers : 6 Method ofpromotion : Telephone calls Purpose ofevent : To establish PTC concerns and reactions to the Urban Village Project and the opportunity to develop the PTC car park and bus depot. Issues raised I response : Station is about to be listed on the HBC register Car park is 80% used with spaces valued at $2500 - any reduction in spaces would result in revenue loss Security concerns about underground parking and user pays parking is not feasible in the immediate future. Employee parking must be provided on site Stabling can not be released. Decking over stabling is more economical than over ruDning tracks No commercial opportunities in station Minimum height clearance of 5.75m from rail track to overpass, with a disable access ramp of 1 in 14 Bus stabling needs to be located as close as possible to the beginning of the route - relocation and re-routing may reduce revenue.
Name ofevent : Triangle Site Development Date: 18th January 1995 Location: GHP Office Type ofEvent : Meeting with the owner I developer of 1-7 Waltham Street Participant Type: Chung Fok Participant Numbers : 3 Method ofPromotion : Telephone call Purpose ofevent : To discuss the opportunities and constraints of developing the Triangle site Issues raised I response : Suitable for speciality shops and office suites Site has been decontaminated Car Parking constraint Consider selling site to other interested developers or to develop if a return for investment is guaranteed by off-the-plan sales.
54 GREENWAY H I R S T P A G E p T y L T D Sandringham Urban Village
Name of event : PTC Meeting No.3. Date: 24th January 1995 Location: GHP Office Type ofEvent : Afternoon meeting Participant Type : Michael Bulmer (PTC Service Development Officer, MET Buses) Participant Numbers : 4 Method ofPromotion : Telephone call Purpose ofevent : To discuss the opportunity for bus depot relocation and site development. Issues raised I response : The area used can not be reduced; and relocation depends on the profit a:nd loss balance. The site is the most convenient although the function is independent ofthe railway. The bus line is the most profitable, however if Route 600 is privatised the location would no longer be required.
Name ofevent : Real Estate Survey Date: 1st February 1995 Location: Offices of Peter Gordon Real Estate and Hodges Real Estate, Sandringham Type ofEvent : Discussion of Real Estate Issues in Sandringham Participant Type : Real Estate Agents - Peter Gordon and Campbell Cooney ... Participant Numbers : .) Method ofPromotion : Prearranged appointment Purpose ofevent : To establish the real estate climate and specific conditions or needs within the Urban Village.
Issues raised I response : (Refer to Report 6.2.2).
Name ofevent : Accommodation for the Elderly Date.: 1st February 1995 Location: GHP Office Type ofEvent: Telephone swvey Participant Type : Contact I Manager of the residence Participant Numbers : 8 Method ofPromotion : Telephone Purpose ofevent : To establish the type of accommodation and the number of beds provided for elderly persons in the Urban Village. Issues raised I response : (Refer to Report 6.2.3).
Name ofevent : Sandringham Historical Society Date: 7th February 1995 Location: The Historical Society premises, Epton Street, Black Rock Type ofEvent : Informal discussion Participant Type : Allan Jones (Secretary ofthe Historical Society) Participallt Numbers : 2 Method ofPromotion : Telephone call SS p T y L T D GREENWAY H I R S T P A G E Sandringham Urban Village
Purpose of event : To establish any significant historical issues concerning the Urban Village and the opportunity sites. Issues raised I response : (R.efer to Report 6.2.4).
Name ofevent : PTC Meeting No. 4. Date: 8th February 1995 Location: GHP Office Type ofEvent: Lunchtime meeting Participant Type : Roger Taylor (PTC Project Manager) Participant Numbers : 4 Method ofPromotion : Telephone call Purpose ofevent : To follow up issues raised at previous meetings. Issues raised I response : Maintain existing number of car spaces (revenue valued at $1500 each) No commercial opportunities or reduction in the number or length of stabling lines. Zone I restructure not feasible Views to the station maintained and uncluttered Support for overhead pedestrian link, tourist promotion and bicycle improvements Security problems ofunderground parking must be addressed
56 GREENWAY H I R S T P A G E p T y L T D Sandringham Urban Village
6.2 Reports
6.2.1 Community Responses to the Urban Village concepts.
6.2.2 Real Estate Questionnaire Results.
6.2.3 Elderly Persons Accommodation Swvey.
6.2.4 Issues from meetings with the Historical Society.
6.2.5 Response from the Presentation to the Patrons.
57 p T y GREENWAY H I R S T P A G E · L T D COMMUNITY RESPONSES TO THE URBAN VILLAGE CONCEPTS. (Public Meeting : Wednesday 29th March 1995)
Thanks to the Masonic Temple for providing the venue.
Responses from open discussion at the Public Meeting.
* Sandringham Primary School is already overcrowded - not a lack of young people.
* Station Square - how will buses tum ? Will they be re-routed through residential streets ?
* Character is single storey houses.
* "Love Sandringliam as it is"
* Referendum on what the community wants.
* Three issues : 1. Historical sites of the area. 2. Environmental (Bio-diversity). 3. Health Issues (the hospital may be closing).
* "Like it as it is" is a narrow view; - Pub is not good - Shops are falling apart - Infrastructure follows population (eg. hospital) - Little effect on the environment - Old dilapidated housing stock
* Sandringham is changing : not as it was years ago. Opportunity to see area as we want; must work towards maintaining what we want. Not proposing major changes but enhancing.
* No point to leave as it is because vacant sites are not doing anything. Need to increase population to ensure facilities stay and improve. Worth thinking about what might happen.
* Concern that sets precedent about 5 storey development.
* Underground car parks are not desirable (especially at a terminus) : requires lighting thus energy usage. More car parking problems in Shopping Centre since the Triangle Site has been fenced. How to address these needs in the Shopping Centre ?
* Beach Reserve is impacted in the summer time by beach uses - therefore must make available and accessible parking. Issues of safety across the road from the Hotel eg. broken glass. Life Saving Club needs redevelopment.
57.1 * Issues : Time-line Priority (what sites ?) Costing Uo ahead as plans indicate ?
* l. Vacant sites are an eyesore, don't work or enhance. 2. Village is dying through lack of people or poor inner urban plans. 3. Plans are a pro-active model. 4. Must be done in according with local people wishes and fit existing character.
* "Loved Sandringham the way it was" : - obligation for next generation to control the changes. - put brain power together to work out design for future I leave for future generation. - change in harmony with a community supported scheme .
* .Questions : 1. How many tonnes of C02 emissions do we save ? (Transport & Heating/Cooling) 2. How much better or more viable will PTC be if improved? 3. Population studies to see how many people are needed to support and keep the hospital open ?
* Historical Aspect (eg. Hotel demolished in 1960s) - need to retain landmarks (eg. protect Hampton Hotel facade). Beach I Bay Road development is a blight.
* Ghetto developments (unoccupied buildings) - can we ensure occupancy ? * Sunken garden on Police Site (to attract people).
* Sandringham in its present form is dying (vacant shops) therefore decreasing the value .of homes.
* Change is inevitable - if close eyes then it will be imposed. Proposal is for us to put forward our ideas. Nothing to suggest anything is to be taken away.
* Consultation extended to put documents in the Library.
* Issues : 1. Right to challenge the basic premise of the council and the State Government. 2. General blocks not opportunity sites (if height is a legal precedent). 3. Car spaces for shoppers. · 4. Environmental issues (Greenhouse emissions) are a sub-issue - the government should address those - not cover up economic gain for the developer.
* Planned change is better than unplanned change.
What are the existing regulations about each site ? Indicate on plans what already fits within the controls and what doesn't.
57.l * Presentation has come across as must except brave new world rather than making it better.
* Cynical of planning committee because government over-rides.
* Worry about 5 storey because not in keeping with the area.
* Why aren't 2 storeys viable ? (Higher is at expense of public amenity).
* Main objection is with increased density. Where do increase in jobs come in ? Expansion of Southland will be the biggest impact - How counter-act ?
* Police Station closed two years ago, need in summer - need to re-establish if population increases.
57.3 Real Estate Questionnaire Results.
Peter Gurdon Real Estate (Peter Gordon) 68 Station Street, Sandringham.
Hodges Real Estate (Campbell Cooney) 10 Bay Road, Sandringham.
1. What are the current housing demands in the Sandringham area ? & 2. Who is purchasing in this area ? (ie. Age, Sex, Family Cycle, Ethnicity, Residence, Marital Status, Income Bracket)
* lower price range. Any $180,000 - $250,000 brick or weatherboard. * mostly wanting close to the station. mostly first or second home buyers. * married couples wanting the above.
elderly persons demand for smaller units or townhouses (ie. Trentham and Abbott Streets). close to churches, volunteer activities, shops and transport. OUTSIDE study area attracts traditional families (do not like higher densities). not a first home market, except apartments. some investors. some single people, predominantly elderly widowed, or divorcees (both predominantly female). divorcees want townhouses. almost completely Australian born (English speaking).
3. What are the main attractions to the area ?
* beach * station * cleanliness * good quality housing
shopping centre is not an attraction as it is too expensive to shop there. transport (station is essential for elderly, especially women. Young families have less need). churches (and volunteer activities) are key attraction for elderly. close to the beach. safety. comfortable area ?
57.4 4. Are there deficiencies in current housing stock '? What are these needs ?
* demand almost always exceeds supply (shortage in all price ranges).
need small townhouses I units (must be single storey or have a lift) for elderly. multi-storey development not economical because of lift costs (initial and on going) and additional costs (ie. body corporate fees).
5. What is the incidence of upgrading ? By whom ?
* lower price properties and unrenovated period homes by both purchasers and professional renovators.
people do not upgrade into this area, this happens OUTSIDE the area (ie. south of Bay Road). in this area people are mostly downgrade in size (and price, from houses valued at $250-300,000) because of their age (75+).
6. Is there a demand for apartments ? If so, by whom ?
* not a great demand (very few available to sell). * sell to single people both young and old, or to investors.
limited existing apartment stock, mostly older apartments (from 1960's & 70's with no balconies and poor orientation). Lack new apartment architecture. limited demand in area (demand increases in bayside suburbs closer to the city). demand for 1960's & 70's apartments only for proximity. Demand may possibly increase if modern architectural features are offered (ie. balconies). not a strong investor demand for apartments as they date very quickly (each new development has improved facilities).
7. Are clients willing to buy walk up apartments of three floors or more ? Does this willness alter if views are offered ?
* buyer objection to go up three floors although good view may be obtained (eg. 3 floor apartments in Arthur Street are difficult to sell).
not willing to walk up, although views would increase the willingness. Such development may attract the young (NOT elderly), single, not first home buyer (ie. early 30's).
S7.S
j 8. What are the opportunities for residential development which address the bayside views ? What is the potential value of these views ?
* very little development land is available near beach, although regular size building lots for redevelopment are selling well.
views do increase market value (ie. apartments on comers of Fernhill Road and Bay Street differ in value with the north side of Bay Street commanding $120,000 compared to $100,000 due to the vista).
9. What are the average prices for a block of land or dwelling ? (ie. detached house, semi-detached house, apartment, unit)
* land approx. $25 - $35 per square foot. * detached $210,000 * semi-detached $145,000 * apartment $120,000 * villa (unit) $160,000
land is worth what it can accornodate on it. Average $35 per square foot. detached depends on location and size of land. eg. Trentham Street $200,000. Abbott Street up to $500,000. appartments depend on size and view: 2 bedroom without view $100-110,000. 2 bedroom with view $125-130,000. 1 bedroom $80,000. units depend on age and size: 1960/70's 2 bedroom $110-125,000. 3 bedroom $150-170,000. 1980/90's 2 bedroom $180-200,000. 3. bedroom $210-225,000. townhouse depends on size (usually 3 bedroom between 14-20 squares). Average $250-320,000.
10. What are the trends in occupancy ? Renting versus Ownership ?
* home ownership
not a high mortagee area. conservative, preferring owner occupy. lack of houses to rent, as rent is too high (especially near schools).
57.6 11. Are there opportunities for -Shop Top Housing Multi-storey Apartments Mixed use I Home-Office Dual Occupancy Units
* oppotunities for all of the above.
opportunities for all of the above BUT: shop top housing targets the young (who are not large in the current demand). multi-storey apartments would need a lift or a view. mixed use/ home-office is not a strong preference as disliked by neighbours; high cost of rent; people establish business at home then move to an office.
12. What supporting infrastructure or development is needed ? Now and in the future ?
* upgrading of Sandringham Shopping centre.
adequate infrastructure, but it requires more use. if more small units are provided the area would need to increase/consolidate it's orientation towards activities for the elderly.
13. Are developers expressing interest in the area ? If so, what price range are they interested in ?
* developers are expressing interest. in the area. * interest varies from dual occupancy sites to multi-unit development (eg 27 unit development on the comer Beach & Bay Roads).
developers are expressing interest in the area as there is a demand. not big developers, mainly local 2-3 unit developers. only big developers are on Beach Road (ie. Hampton Hotel and Beach/Bay Comer), and the success of these developments is sceptical.
14. What do you think are the future trends in Sandringham's population ? How will this effect the demand for housing ?
* aging population. * older population are either buying or moving into retirement villages. * majority of new buyers (up to 250,000) are couples with one or two children. * 30% of business comes from deceased estates.
aging population. need for developments of three small units ($200,000) as opposed to two townhouses ($280-320,000). There is an oversupply of large townhouses. popular family area, but it is too expensive therefore perhaps future development on smaller blocks with increased accessible I safe communal or public open space.
57.7 Elderly Persons Accommodation Questionnaire.
1. What type of accommodation is provided ? (ie. Hostel, Nursing Home, Independent Units)
2. How many residents are accommodated ? (ie. number. of beds)
3. What is the demand for this form of accommodation ? (ie. Length of waiting lists)
4. Are there plans to extend this residence or provide additional accommodation in the area?
5. Where do the majority of the residents originate from ? (Where did they previously reside?)
6. What relationship does this residence have to the surrounding facilities ? (ie. proximity, associated uses)
7. Are there any deficiencies in local infrastructure ? If so, what facilities are needed to increase the liveability of this residence ?
8. How many people are employed in this residence ?
9. Do these employees have an association with the area ? (ie. live locally, use local shopping or community facilities). If not what can be done to facilitate greater utilisation of the area ?
Accommodation for the Aged in Sandringham Urban Village.
St. Leigh Nursing Home Netherlea Residential Care & Retirement Home 33 Bay Road, Sandringham 35-37 Bay Road, Sandringham 598 5816 521 0677
Wesley Grange Independent Living Rothesay Hostel 23 Trentham Street, Sandringham 49 Bay Road, Sandringham 598 1157 598 03305
Femhill Hostel Kiandra Nursing Home 18-20 Fem.hill Road (Nth), Sandringham 3 Trentham Street, Sandringham 598 3198 598 1668
Bayside City Council Units Waratah Lodge (Vasey Housing Ltd.) Comer Harston Street & Sandringham 56 Abbott Street, Sandringham Roac;l, Sandringham 598 3513 598 8111
57.8 Elderly Persons Accommodation Questionnaire Results.
Q. Elderly Persons Accommodation.
St. Netherlea Wesley Rothesay Fern hill Waratah Council Kiandra Leigh Retire Grange Hostel Hostel Lodge Units Nurse Nurse Home Home Home
1. 24hr Extended Indep. Extended Extended Extended Indep. 24hr Care Care Units Care Care Care Units Care (2 fl. lift)
2. 30 57 14 48 45 perm. 28 11 30 single +l respite lcouple
3. High 98% High Fluctuate High High Assess High occupied (demand on is for financial upmarket di sad. Hostel)
4. Current No Poss. Yes No No No No (Add (3rd fl. 30) =7 units)
5. Local Local Local or Disperse Local Local -Local Local (9-lOkm Bayside (usually radius) area some connect.)
6. None Little Yes Little Little Little Yes None (Few are (depend (4-5 (Few are (2-3 (depend mobile) on for mobile) mobile) Mobile) for daily daily needs) needs)
7. NIA NIA Adeq. NIA NIA NIA Link NIA· across right Rail. turn Tham Compac onto t centre Bay
8. 3o+ 5o+ None 30 approx. approx. None approx. (cas.). (Res. 30 30 65 care- taker)
9. Dispers Local NIA Disperse Disperse Disperse NIA Mixed (21ocal)
A ? 75+ 70+ 88 90+? 85+ 85+ ? G (Health) E
S7.9 Issues from meeting with the Historical Society.
Allan Jones, Vice PresirlFmr nf thP. Snndringhnm Hisrnrir.al Snr.iP.ty, Phnne 59flM79.
• Post Office maybe ear-marked for closure ? (Perhaps Teleco(Jl Buildings as well)
.. The Library maybe closed due to LGA amalgamation ? (One Bayside library is to close.)
.. Concerned over the loss of vitality and the threat of service closures ? (Need to contain shopping centre and also to restrict growth of Southland - seen as a contradiction) .... ~
• Used to be a lake on PTC car park (North End) therefore drainage may be a consideration if development goes below ground.
• Area between Library and Senior Citizens was tendered for Historical Society Building/Museum but Commissioners abandoned idea. Seek location adjoining library so to share resources.
• Key sites are Police Land and Triangle land in order to revitalise Abbott Street. (See great need for the parking in Railway Site).
Bus Depot Buildings appear to have no significant importance as they have been poorly preserved and altered (Most important is the Lunchroom) ?? Bus Shed was previously the Car Barn for the electric trams and the Lunchroom was the sub-station (power room which converted mains voltage to 600 volts - REFER to Notes) built in 1918 and extended in 1922. (SEE Cl920 Plan, also note Railway Station Landscape features in 1915 Plan).
• Need to create work places with identity (eg Semco) and encourage greater patronage of shops and railway (the new apartments on Beach Road may promote greater use of these facilities).
• Lane behind Abbott Street is named Gipsy Lane .
Historical Classifications.
• No buildings upon the Historic Buildings Council Register . • No National Trust Building Classifications, however the Rotunda and Sandringham Railway Station are impending assessment. * The Crescent is an Urban Conservation Area.
Significant Trees.
• There is one tree with a National Trust classification. A Common Olive (Olea Europaea ssp. Europaea) located at 56 Abbott Street at Waratah Lodge. * The Beach Park Coastal Reserve of regional significance and is protected under the Port Phillip Bay Conservation Policies. • The parkland separating The Crescent from Beach Road is protected under the Urban Conservation Zone. • The Palm Trees located near the Railway signal box, at the east end of Melrose Street, and near the Rotunda have been identified as significant in the Sandringham Heritai:e & Conservation Study (Andrew C Ward & Associates, 1989). • The native tree plantings on nature strips are significant to the distinctive Sandringham street character.
57.10 PRESENTATION TO THE PATRONS. (Thursday 30th March 1995)
Patrons response to the Urban Village Concepts.
* Relate building height to other buildings. More 3D perspective. Photographs of the Masonic Hall and old Hotel.
* Do a figure diagram to show how link would extend the existing pedestrian permeability.
* Draw a l 0 minute walk figure diagram.
* Connectivity from Bamfield Street to Abbott Street & Tennyson Street to Bay Road. * Encourage home occupation. * How many people use PTC everyday ?
* Hotel site most suited to high rise.
PTC SITE
OPTION B : With some housing and a car park on Kellys Lane.
terrace style addressing character. no commercial (allows home occupation). consider widening and putting angle parking into Harston Street. Rear laneway to put rear car park for housing. push to 2 or 3 storeys with ground level car park (if in character). 5 Storey Tower Block is okay. good entrance (need to look at precinct) future likelihood if owners band together : long term strategy for total redevelopment (flagged for long term 10 years as shops age) linkage through Bay Road to Tower block and Bus Depot Redevelopment - Pedestrian Friendliness.
* PTC Model C - management of car parking ? (eg. Body Corporate) Council control of a public road above a car park ?
57.11 KELLYS LANE SITE (Rear Bay Road Shops).
OPTION B . With an extended edge.
must address the street. may need to purchase a shop to put in a "drive in" entrance from Bay Road (also applies to PTC development). need to integrate with the back of the shops so not looking at back of shops (parking at ground level). pedestrian access to this residential development. if linked to PTC development there is need for car parking.
* Behind Bay Road Shops could also be a car park instead of residential, especially if PTC development occurs.
POLICE SITE
OPTION B
consider Community Health offer BUT frontage on Abbott Street. good employment opportunity.
* Model C Body Corporate concern for public space.
LIBRARY CAR PARK
NOGO
CAR PARK REAR WALTHAM STREET SHOPS
NOGO
TRIANGLE SITE
GO FOR IT
in character (eg. terracotta roof)
57.12 HOTEL SITE
.YE.S : 4 storeys maximum
better elevation. noise issues (separate functions - motel above hotel & residential above car park). need pedestrian use on Beach Road. visual amenity towers on both comers
LANEWAY DEVELOPMENT
TYPOLOGY of unit development to provide access link from Bamfield Street to Abbott Street.
CORNER SITES
Already "AS OF RIGHT"
57.13 COMPARISON OF COMMUNITY AI'lD THE PATRONS PREFERENCES.
---... - .. SITE COMMUNITY PATRONS PTC A 43.1 % B POLICE A 55.4 % B LIBRARY STATUS QUO 49.2 % STATUS QUO CAR PARK REAR STATUS QUO 38.5 % STATUS QUO WALTHAM CAR PARK REAR BAY A 29.2 % B ROAD SHOPS TRIANGLE POSITIVE - YES 38.5 - 32.3 % YES HOTEL POSITIVE - YES 38.5 - 35.4 % YES
Overall tire Community favours the minimum development option while the Patrons prefer tire medium development alternative. ·
57.14 Sandringham Urban Village
6.3 Review of Existing Study Reports
A review of existing study reports was undertaken to familiarise ourselves with the perceived opportunities and constraints of the area, and recommendations for achieving the various sectoral goals. These have been carefully considered in context to the function of an Urban Village Plan.
Background Documents and their main input towards an Urban Village Plan:
Municipal Housing Statement Draft- City of Sandringham
aims to retain and increase its population., and to enhance and increase the residential attractiveness of the municipality. to maintain and protect the special urban and environmental quality of the residential areas, whilst encouraging opportunities for greater diversity in the housing stock in certain areas. Great community value is placed on the elements of open space, separation from their neighbours and landscaping. to maintain the economic viability of the shopping centre in a more competitive environment and ensure it continues to fulfil its local convenience role. favours a targeted approach to direct residential growth into appropriate areas, highlighting that housing opportunities within the shopping centres will help maintain their viability. to promote the increase of dwellings within and immediately adjacent to commercial centres and railway stations by more efficient use of land, mixed use developments and greater residential densities. the existing dwelling stock is generally of a high standard, and it is believed that the greatest increase in population can be best achieved by maintaining family accommodation and encouraging in-migration of family households. an increased rate of new multi-unit developments will depend on the market demand for such dwellings. It is anticipated that most development applications will be for small three unit developments. place considerable importance on design, landscaping, integration with the streetscape and impact on adjoining residents when considering multi-unit development. highlights the Urban Village area as an area of special character, but there are no single dwelling covenants enforce in the area. the area is not flood prone and a main drain runs down Abbott Street and dissects The Crescent. highlights the small private bus depot in Abbott Street as a poSSI'ble opportunity site. identifies tourism potential of the foreshore area.
Sandringham Shopping Centre - Urban Design Strategy - Greenway Hirst Page Pty. Ltd.
recognises that sub-divisional layout focuses upon the station, therefore creating an opportunity to develop a Station Square as a civic place, which would also enhance the train station's terminus function. recommends use of the PTC car park for residential development over car parking with a linkage from the east to west of the railway line. priorities pedestrian activity through design elements to improve the amenity ofthe village.
58 GREENWAY H I R S T P A G E p T y L T D Sandringham Urban Village
Sandringham Shopping Centre Strategy- U.S.E. Consultants Pty. Llu.
recommends the containment of shopping centre within the eXJ.Stmg perimeters, with specialty shops developed on in.fill sites at ground level with residential development over top. highlights the need to increase retail and commercial population catchment and recommends an increase in population densities around the shopping centre to achieve this increase in commercial viability through the consolidation of the centre's existing role as a neighbourhood shopping centre. highlights the additional need to capture passing trade and the trade from the bus/rail interchange function. recognises the need to improve the centre's streetscape and pedestrian amenity, suggesting creating shopper respite areas and linkage to the beach.
Sandringham Shopping Centre Study - Notes from study workshop with business trader representatives.
highlighted the lack of pedestrian amenity and interaction and the need for a link across the Railway line and a link with Beach park. highlighted problems with existing traffic movement and car parking provisions within the centre. recognised the need to contain the shopping centre and provide retail mix and variety. -recognised development opportunities at the rear of the Bay Road shops.
Sandringhanz Shopping Centre - Traffic and Parking Strategy - TIM Consulting Pty. Ltd.
recommends the reclamation of under-utilised road space for pedestrian use. suggests that car-parking provisions could be improved by better management of the utilisation of existing parking areas.
Sandringham Shopping Centre - Preliminary Conservation Guidelines - Andrew C. Ward and Associates. recommends that the predominant building form, the Station, becomes the thumbing element, and that the areas architectural arid historic character should be protected and enhanced.
Sandringham Heritage and Conservation Study- Andrew C Ward & Associates.
recommends the retention and enhancement of the Edwardian character of the Sandringham Village and protection ofthe bushland character.
Demandfor Bicycle Facilities at Sandringham Station- Andrew Edgar
suggested that the rail car park is under-utilised by rail patrons. indicates that 70% of rail patrons live within 3km of the station. Tue same number of people walk as use a car to get to the station (33. l %), with 31.5% using a bus and 2.3% by · bicycle. comments suggest that the car park is too filr away from the station entrance and an overhead walkway is required. 59 p T y GREENWAY H I R S T P A G E L T D Sandringham Urban Village
Bicycle Parking Project & the follow up Sandringham Bicycle Trial - Steven Hallett.
encourages rail travellers to use bicycles, with the PTC currently refurbishing the bicycle lockers at the station and creating an enclosure for 40 bicycles. The future station upgrade will provide additional secwity by installing a CCTV monitor. Cyclist access to the station is also being reviewed.
Further Documentation:
Development Plan for 2 & 3 storey development on Beach/Bay Road
Bicycle Strategy Plan - City ofSandringham (1978)
1992 Sandringham Shopping Centre - Shopper Survey - Survey of Traders - Survey ofProperty Owners
Survey of the Sandringham Shopping Centre - the access needs of the mobility impaired people - Disability Advisory Committee.
Useful References:
Hosking Planning & Architecture Pty. Ltd. ( 1994 ), Urban Villages for Perth
Kelbaugh, Doug ( 1989), The Pedestrian Pocket Book, Princeton Architectural Press, New York.
Morris, Wendy (February 1993), Urban Villages : Practical Solution or Utopian Dream ?
Tarrent, Valerie & Disney, Graeme (1988), Bayside Reflections, City of Sandringham.
60 GREENWAY H I R S T P A G E p T y L T 0 Sandringham Urban Village
6.4 Materials distribut~d tu th~ µul.Jlic.
• Flyer for Information Day
• Urban Villages Brochure
• Community Information Day Survey
• Standard letter ofreply
• Response to community letters - Brighton Sandringham Adviser
• Summary of existing Demographics and future proposals
• Flyer for the Community Meeting
• Notice of Community Meetings - Bayside News
• Survey of community Opinion on Design concepts
61 p GREENWAY H I R S T P A G E T y L T D A· ENERGY BAYSIDE '8#VICTORIA. City Council S•ve E.nergy SJ>C Money ENVIRONMENT 6 1.1 PROTECTION AUTHORITY A PROPOSAL TO IMPROVE YOUR AREA
The City of Sandringham is one of eight municipalities around Melbourne and Geelong involved in an innovative project to develop suburban centres as pleasant. attractive, environmentally sustainable and energy-efficient urban villages.
PLEASE BECOME INVOLVED. INDIVIDUAL AND GROUP RESPONSES ARE INVITED.
61.2 The square in front of Sandringham Station has potential to sene as a physical and social focus for the Sandringham Village.
· . . .. ::- .. T·H·E·· .SITE. · ·:.-.".>_:_..· · ...... '· .. . . . · .::·J=iiE ·Pi.AN ..·:-_ .. :: 0 : ' • .· .. : ~ . ..:'· .·. . . : ~ . . . . ·. :· - ·.. : ~ .' . . . . . The centre of the Sandringham cottages on the low-lying land, The design consultant, Greenway Hirst Village site is the Sandringham rail provide for a diverse community. Page, is currently preparing three station. The site extends 400 metres in The major anticipated opponunities in alternative concept plans for discussion. all directions, about a five minute the Sandringham Village area are: These plans will identify possible walk. It is an excellent site for an • The PTC site behind the railway redevelopment opponunities and urban village. The bay is close, with station; propose new land uses and building views to the water available from the • The former police station site in forms. Opportunity to comment on station. The square in front of the Abbott Street; how the centre of Sandringham operates now and how to improve it station provides a physical and social • The site on the comer of Waltham will commence in February 1995. focus. The variety of residences, and Abbott Streets; ranging from grand houses on the • Housing above shops around the One o(the three plans will be selected high ground overlooking the bay to shopping centre. for further refinement. This final concept plan, ready about July 1995, is expected to have broad community and council suppon. It will present a vision of the site as a vibrant, sustainable urban village with a unique character.
YOUR CHANCE TO BE INVOLVED
To make sure your interests and understanding are included, we need your involvement. Meetings and other opportunities for discussion will be announced in the local newspaper. Your comments may be made at these forums, or at any time to the design consultant, Peter Hirst, Greenway Hirst P::igc, on 329 2611, and to your local planning officer, John Luppino, on 598 8111. We welcome your involvement.
Medium density housing could be built over the railway station carpark.
61.l.I APPENDIX2 MATERIALS DISTRIBUTED TO THE PUBLIC THE URBAN VILLAGES PROJECT VICTORIA 1995
- ' INTRODUCTION •, .
The Urban Villages Project aims to The fonn of our cities has a demonstrate ways to reshape our cities significant and long-tenn influence on to use less energy, reduce grccnhou~c the u&e of fossil fuels for transport, gas emissions 11ncl r.reate more livable hous~ho!d heating and cooling. places. Changes in how we design and Because our cities sprawl, most builtl our 1.:ilie~ ca11 lead lv S'1vh1gs of people must u3e a oar to viGit friend& over 40% in trano!Jort und huutiohold :ind family, to ihop or tn plRy The greenhouse gas emissions. The Urban orientation and shape of our buildings Villages Prujei;( ls ue111011shali11g thi~ i;1flu.:.ncc3 the amount of energy umid by: to heat and cool them. Suburbs that emissions are • preparing urban village concept produce less greenhouse plans for eight existing suburban those that have: centres in Melbourne and Geelong; • more people per hectare; • more shops, community facilities The proportion of Australia's identifying and mapping other • and workplaces at each local centre; greenhouse gas emissions potential urban village sites around • easy access to public transport; attributable to urban form. Melbourne; • ·street layouts to maximize solar • assessing the energy use access to house lots; implications of urban villages; and • dwellings oriented for solar access; • proposing changes to the urban and planning system to ease the • more buildings attached to each 61.2.2 implementation of urban villages. other. --1
· ·· · WHAT ·1s .AN ; 1 'URBAN WILLAGE? , ;
Urban villages offer improved living environments. They are attractive and safe, with a strong identity and sense of community. An energy efficient urban village has a mix of shops, offices, schools, industry and residences. People have the opportunity to work, shop and undertake their daily activities just a short walk away from their homes. A centrally situated train station or tram stop provides quick, convenient Phillip access to other suburbs and the city centre. Parks and plazas are of a high quality and well used. A wide range of housing - apartments, terraces, granny flats and the traditional single storey family house - caters for an equally wide range of ages and lifestyles. Many buildings are two or more storeys and Typical base plan of one many share walls with adjoining of the village sites buildings. Plenty of sunshine streams into indoor and outdoor living spaces because they are built to face the sun. The short distances. interconnected : - "DESIGNS 'FOR;EIGHT·URBANVIL'.LAGES ~: .;.--; : . . ~~ street network and traffic-calmed streets create safe and stimulating The Urban Villages Project is suburbs, strip shops and shopping conditions in which to walk or preparing concept plans for eight sites malls, middle and lower income areas. bicycle. With lots of people living and out of over fifty nominated by Each is centred on a train station or working in the buildings overlooking municipalities in Melbourne and tram stop and extends for a distance of the streets, people feel more secure Geelong. The sites vary widely and about 400 metres, about a five minute walking, even at night. include inner, middle and outer walk.
• NORTH GEELONG CITY OF GREATER GEELONG • PRESTO!'> MARKET Centred on the former abattoir site • EAST BRUNSWICK MORELAND CITY COUNCIL Centred on Nicholson and Blyth Streets • PRESTON MARKET CITY OF DAREBIN Centred on rail station • EAST RICHMOND CITY OF Y ARRA Centred on rail station • GREVILLE STREET, PRAHRAN CITY OF STONNINGTON Centred between train and tram lines • SANDRINGHAM SHOPPING CENTRE BAYSIDE CITY COUNCIL NORTH GEELONG Centred on rail station • BLACKBURN VILLAGE CITY OF WHITEHORSE / Centred on rail station • BA YSWA TER SHOPPING 0 10 km CENTRE KNOX CITY COUNCIL Centred on rail station 61.2.3 .. OTHER POTENTIAL . PROJECT RESULTS.- THE CONCEPT PLANS -'" ·. VILLAGES. · ' Urban design consultants will prepare The Urban Villages Project will Future development at the eight urban three alternative concept plans for identify other urban village sites village sites will most likely be based each site in consultation with the local around the Melbourne metropolitan on the concept plans designed during community. These plans will show area. Potential greenhouse gas savings the Urban Villages Project. will be quantified by comparing the possible redevelopment opportunities Some immediate outcomes may implications of urban and proposed land uses and building transport include streetscape works, other with the continuation of urban forms. villages improvements to public space and sprawl. The project will also review will work with changes to the land use zones and The design consultant the existing statutory planning and the plans are planning controls to facilitate analysts to make certain approval process to identify ways to and maximize energy development on private land. cost effective facilitate urban village development. preferred concept will efficiency. A This work will allow the lessons learnt Other changes will occur over many and refined. The then be selected from the eight pilot sites to be applied years, including the redevelopment of expected final concept plans are more widely later. specific sites, probably based on the from the to have broad support concept plans. community and the city council. Each plan will achieve the following The Urban Villages Project will objectives: demonstrate how sprawling cities with dormitory suburbs, large areas of • maximum opportunities for highly single land uses, and a strong reliance energy-efficient dwellings; on cars can be converted to safer, • over twenty-five dwellings and more livable places which use less workplaces per hectare on energy and reduce greenhouse gas average; emissions. • more than fifty residents and workers per hectare on average. and • improved conditions for pedestrians and public transport users through improved personal safety, protection from the weather The Bayswater design at stops and the calming of motor team discussing the traffic. site's potential. 61.2.4 New urban village development in Vancouver, Canada. Shops at street level, offices in the middle, apartments on top.
I FURTHER INFORMATION
A report detailing all aspects of the project will be available in September 1995. Further information about the project is available from: Nathan Alexander Urban Villages Coordinator Energy Victoria 5/115 Victoria Parade, Fitzroy 3065 Phone (03) 412 5597 Fax (03) 412 5677
PARTICIPATING BODIES
Department or eENERGY Punning and Devclopmcn1 G VICTORIA Cf'ENVIRONMENT Gon:rnmt:nl ERDC PROTECTION ~ 0 ' ol \'K1on.1 [llUGTIUS[UCli Save Energy Save Money uo orvuo,•!~~ AUTHORITY a COlt,OUTION The Urban Villages Project is a government initiative lead jointly by the Victorian Environment Protection Authority, Energy Victoria and the Department of Planning and Development at a cost of approximately $900,000. The Energy Research and Development Corporation has contributed $300.000. Further funding and major assistance has been provided by the City of Darebin, City of Greater Geelong. City of Stonnington, City of Whitehorse, City of Yarra, Bayside City Council, Knox City Council, and Moreland City Council.
61.2.5 SANDRINGHAM URBAN VILLAGE' DATE: JOB NO. 1491 INTERVIEWER: COMMUN1TY INFORMATION DAY SURVEY
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61.3 SANDRINGHAM' URBAN VILLAGE JOB NO. 1491 DATE:
COMl\fUNlTY INFOR.i'\1ATION DAY SURVEY INTERVIEWER:
SHOPPJJ.."G DA/LT WEEKLY MONTHLY
lOC \fODE/TLlfEl. STREETSCAPE iR.ESJDE,\71. DENSITY PRIVACY (VIA) INCREASE TRAFFIC OTHER VTS/O,V ID TEARS FOR ~OTEARS S.ANDRJNGl£<.\f JO TEARS t/RBA.V VTLL FUTURE CO.\T. COMME,\7S 2 61.J.I GREE~~ ~fILftY.t"lTD ARCHITECTURE 11 HIGH STREET TOWN & REGIONAL PLANNING NORTH MELBOURNE VICTORIA 3051 URBAN DESIGN FAX ~03 328 1691 Date Residents Address Dear Resident RE: SANDRINGHAM URBAN VILLAGE PROJECT. Thank you for your comments in response to the Sandringham Urban Village Project. We are delighted by the constructive comments we have received on and since the Community Information Day held on Saturday 11th February. Community Input is an essential part of the Urban Village design process. Your correspondence will be an important part of our ongoing community consultation. All comments will be reviewed and taken into account in our Report. Any major issues that fall outside of our project brief we will endeavour to refer them to the responsible authorities. Your name has been added to our direct contact list for future consultation. We hope our preliminary report and design options will be ready to present to the community for comment by the end of March. Residents will be notified by a letter-box drop and public notices in the local newspaper. Thank you for your contribution. Yours sincerely, DIANNE ORGAN PROJECT PLANNER p Ty GREEN WAY HIRST P A G E L T D ifl~ KELVll'J A GREENWAY B.Arch .. Dip. l& R.P. A.R.AJ.A.. MR.A.Pl ~ PETER R HIRST B.Arch.(Hons.) Dip T.&R.P. F.R.A.1.A.. M.RA.PI. .~~.~.~~~:;::'. NEVILLE L PAGE B.Arch .. Cert.Big. Est.( M.B.A.) AR.A.I.A. 61.4 11 HIGH STREET TOWN & REGIONAL PLANNING NORTH MELBOURNE ENVIRONMENTAL DESIGN VICTORIA 3051 PROJECT MANAGEMENT URBAN DESIGN FAX ~03 328 1691 DO:kc: GHP: 1491 Date Residents Address Dear Resident RE: SANDRINGHAM URBAN VILLAGE PROJECT. Thank you for your additional comments in response to the Sandringham Urban Village Project. We are delighted by the constructive comments we have received on and since the Public Meeting held on Wednesday 29th March. Community Input is an essential part of the Urban Village design process. Your correspondence will be an important part of our ongoing community consultation. All · comments will be reviewed and taken into account in our Report. Models that received the most favourable and constructive response will be further developed, taking into account the comments received from the public. Any major issues that fall outside of our project brief we will endeavour to refer them to the responsible authorities. Thank you for your contribution. Yours sincerely, DIANNE ORGAN PROJECT PLANNER GREENWAY H I R S T P A G E p Ty L T D KELVIN A GREENWAY B.Arch., Dip T.& R.P. A.R.A.lA.. M.RA.PI. PETER R HIRST B.Arch.(Hons.), Dip l&R.P. F.RA.l.A.. M.R.A.PI. f'JEVILLE L PAGE B.Arch.. Cert.Blg.Est.(M.B.A.) AR.A.I.A. 61.5 To The Editor, Lisa Bigelow Fax No. 583 3282 BRIGHTON SANDRINGHAM ADVISOR SANDRINGHAM URBAN VILLAGE feel that 3 storeys on the In terms of technical faults: designers we As the consultant on the Sandringbam would the Information Day by comer of Waltham and Abbott Urban Village, I wish to respond to 1. Publicity of by the Council • was work and we welcome any community Sheila Alston's comment in Brighton us and agreed best intent within the response. /Sandringham Advertiser. done with the an informal 4. The PTC land is being considered as want to thank her for the budget for what was I firstly an opportunity but certainly with the interest and energy shown firstly in information exchange. staff retention of at least the existing Car in communicating to To try and save study costs my attending and then provision. comment • and the council planner in their own Parking others the need for public to the forecourt of the by time hand delivered the notices to the 5. The square for and against - which was invited was part of our designated Village Precinct. We will Sandringbam Station me on the day. It is not to do even more next time Urban Design Proposal. It is true none of my study team live in try in that the Former integral to this Study. However, Sandringham and this does prevent the 2. Ms. Alston is right site on the traditional Urban Villages there was a history of involvement that Police Station Site and the experienced focus, a square, a place to meet. The However, my comer of Waltham I Abbott Streets are some residents have. is ideal for a place for The inevitable developments. But what forecourt office recently completed are secondary. and shape and at whose pedestrians where cars Sandringham Shopping Centre Urban form this Without this Study or what If it is a bottleneck for people, Design Study and in that Study, much discretion? for from this Study one would surely be a successful space beyond our brief, I visited would eventuate the appeal the Centre of Sandringbam espec~ally with my family at a would have to rely on Sandringham from the traders point of view. If it is a to try to absorb an system/or objection system. variety of times bottleneck for cars it would only be history and This Urban Village Study is the fust understanding of its realization of the Urban Stage of Community Input into design. until the full culture. On the Urban Villages study to the shops is Study will model and guide the Village where walking we have specifically appointed an This and which is suited to safe and convenient to the majority Urban Planner - Dianne Organ - with a form of development and Urban Village less will rely on cars. History Major in her initial degree to the Community viable for a We welcome any comments to this the history of the precinct. context yet economically investigate will response and hope that the Urban again was developer (otherwise the land The /nformah'on Day Village Project will continue to an attempt by stand vacant). beyond our briefing and generate even further community session 3. Jbree Storey Shop residences were us to provide an information attendance at the future depicted in the brochure promoting all interest and where the residents and the consultants for Mid-March. and not developed by us for public meeting were able to communicate more sites They may be widely in a more relaxed mode than a Sandringham. depending on the "public meeting". At a different venue appropriate and the location in the and time to canvas community streetscape As Architects and Urban information. streetscape. Peter Hirst Greenway Hirst Page Pty Ltd Consultant 61.6 SANDRINGHAM URBAN VILLAGE SUMMARY OF EXISTING DEMOGRAPIDCS AND FUTURE PROPOSALS • The Sandringham Urban Village focuses on the Historic Sandringham Railway Station, located 14 km south-east of the city. The site extends 400m in all directions, a 5-10 minute walking distance. The Village is close to the Bay and views to the water are available from the Station. The compact shopping centre provides a social and employment focus. The variety of residences provide a diverse conununity. There are grand houses on the high ground overlooking the bay, cottages, traditional walk - up flats and shop top housing. The area has a high proportion of Aged Care Accommodation. • The major anticipated site opportunities in the Sandringham Urban Village are: - The PTC site behind the railway station - The former police station site in Abbott street - The site on the corner of Waltham and Abbots Streets - Housing above shops and car parks within the shopping centre. - Laneway and corner lot development. • Urban Village Area: - 37.3 ha. of habitable land. - 13 ha. of non habitable land (Port Phillip Bay and Coastal Reserve) • Urban Village Existing Population: - Residential Population (1991 census): 1215 - Including current residential development: 1302 - Approximate employee population : 443 - Combined residential I employee population: 1745 • Proposed Urban Village population (50 person per hectare): 1865 • In general this means: - population increase: 120 - an extra 46 dwellings (based on an average household of 2.6) • Three main areas of concern arose from our Community Information Day and have generated our Urban Village Models. Height: Height controls are critical to community perception and amenity. Density: Primary concern for the impact on amenity. Scale ffype: Focus on the streetscape and existing urban fabric. GREENWAY H I R S T P A G E PTY LT D 61.7 SAND RINGHAM URBAN VILLAGE DEVELOP11ENT YIELD OPTIONS OF THE URBAN VILLAGE MODELS SITE MIN. YIELD MAX. YIELD POPULATION (Households) (Households) (No.) 1. Library Carpark 19 39 49 101 2. Council Carpark 6 16 17 42 138 3. Police Site 12 Ja 53 31 4. PTC Site 44 58 114 151 5. Hotel 30 30 78 78 6. Triangle Site "12 12 31 31 7. Comer lot sub-division 26 v 26 68 68 8. Laneway housing 20 " 20 52 52 9. Shoptop housing -New 15" 15 39 39 - Redeveloped 25 J 25 65 65 TOTAL 209 294 543 764 p Ty GREENWAY H I R S T P A G E LTD 61.7.1 INGHAM COMMUNITY MEETING 9.40pm A ENERGY BAYSIDE WVICTORIA' ----- City Council Save E.ncrgy SJvc Money ENVIRONMEN 61.s PROTECTION AUTHORITY BAYSIDE Produced by the BAYSIDE CITY COUNCIL for all residents Municipality. Vol: .1_. No 2. N W S. ratepayers of the e an·d Brighton ·Office Telephone: 591 B58S Sandringham Office Telephone: 599 44441598 8111 March 1995 ·_.1.nti.oducing Ou.r New. Ca,rpc>°r.ate Structure .:. · contents.-.:···· :: ... ·.. · ' . . Committee Council/Commissioners · ---..! Audit DIRECTIONS - Council News & Vie"Vs 2 Client Services Manager BAYSIDE SCENE -·community Profile 3 _C_h_i_e_f _E_x-ec_u_t-iv-e-·s_Q_ffi-1c_e_ Su~~~~=~}he:~~ng '"'1 ....-·· .. -·~··.-····_· ON·- Events ·of Irite rest 4 · ··---.c:tJ··· ·WHAT'S Market Testing HR Manager Council Business lvlanager · Contract Management anlcles appearing Jn this·. 1 Personal Assistant Any enquiries regarding Service Planriing 1 N~letter shou!d be referTed to: . PR Offic er Quality/Cu stomer Focus · . ~osa Frassonl I Corporate Planni ng Officer Interim P.ubllc Relations Officer i Internal Audit I .. ' Consultant BAYSIDE CITY COUNCIL ' Sandringham,Office r I I I PO Box 27 Planning and Fi.nancial & Citi zen Sandringham 3191. Environm en ta I lnfonnation Se rvices ·1'' Service s Ser:vices SANDRINGHAM URBAN Group Man ager · Group Manager Group Manager . VILLAGE PROJECT Wedne.sday March 29 (See page 3 for article) The Sandringham Shopping Centre and en area within 400 metres from Iha C:· Sand ring ham Railway Station, is p<1rt of What A Com,rnun_ity Day! an innovative projeci to create Urban out with the Day's ~vents. It will be even· Viliages Suburban Centres, that are bigger and better next year!. pleasant, attractive, environmentally sustainable and energy efficient. The project is a joint intiative of Federal, Q) State .and Local Government and is being co-ordinated by the Environment Protection Authority and Energy Victo" ria involving eight proposed Urban Village sites around Melbourne and · Geelong. · CJ Design ConsuHant:;ifor the Sandringham Urban Village, Greenway Hirst Page, will ...... :.-,..~~-..,\\. ···.:"q.t~.. .,..,..., present three alternative c:Oncept plans ve: Chief Commissioner Douglas Clark for discussion at a public. meeting on · it participants qfthe State-Wide Summer .C Wedne~day evening, March 29, 1995. _ciding Scheme. . The meeting will be held at Sandr!ng :::S ham Masonic: Hall at 23 Abbott Street, The first Community Day for th.e new Sarid(ingham, commencing at 7.30pm. success. Over 4000 Great· BAYSIOE was a great Right: O.· To make· sure ·your interest.s and the weather and p~ople attended the day and enjoyed all opinions are made known, we need your even sunshine and eniertainment. A big thanlcs an involvement. Further information c:an be greater crowd. to all the groups and individuals who helped obtained by ringing John Luppino of.the -Town Planning Office on 599 4444 . .We've Got NewT~lephoite Numbers ...... •.•. ~ .. of dir.ect-dial numbers· for : BAYSIDE . : BAYSIDE CITY COUNCIL's Sandri[1gham ing is a list departments: Office now has a direct dial phone systE!.m· Sandringham Offic~ ·: ··: lnformati.on .. : : operating. • S;mdringham-Based Adminsitrations With.direct dial, Council departments may Switchbo~rd . . 599 44441598 8111 · if. ·'HOTLINE' 1if .: be contacted directly, ratf'er than via the Building 5994335 "·'·· . 591 ·8710 . . : swiichboard. Brighton Office already has ii: ···M;~Bocngs 5984359. Glyeh th~ number of enquiries Council •. • direct dial system, however, telephone Community Develop. 599 4370 has· received from residents and rate- • numbers at Brighton Office will be Engineers.· 5994317 payers regarding Council serv[ces, • changing on April 1, ·1995. Public Relations · 5994327 boundaries. etc., a HOTLINE has been· • a.30am to : Existing Brighton numbers will continue to Town Planning 5994337 s~t up and operates. fror:n 5pm Monday to Friday. Just call • operate in conjunction with the new ones Rates/Valuations tNoie: Only.for former c;1y of ·591. 8710 and our customer. from April 1, 1995, to facilitate transition. Sandringham ro•Mlont•) 599 44441598 81 11 you with : Residents will be notified of the new Brighton •· servi_ce o~erator will assist · • Office numbers once installed. The follow- · •. you~enqu1ry. ••••••••••••••••• 61.9 SANDRINGHAM URBAN VILLAGE Survey of Community Opinion on the Design Concepts of the Urban Village. We are seeking constructive community comment on our design options. If you would like to respond to our concepts please fill in this survey and place it in the box provided. Alternatively mail or fax it to our office by Wednesday April 5th. Address: Greenway Hirst Page Pty Ltd 11 High Street North Melbourne Vic 3051 Fax No. 328 1691 1. Name ...... ) 2. . Address ...... ) ) Not compulsory 3. a. Age ) b. Sex M/F ) c. Household/Family Type 4. Which Site proposal do you prefer (Please tick box) Site Ootion Comments a 1. PfC b c a 2. Police b c a 3. Library Car Park b c a 4. Rear Shop Car b Park c 5. Triangle 6. Hotel 5. Do you have any other comments? (Please use back if you need more space) GREENWAY H I R S T P A G E PTY L T D 61.10 6.5 Financial Analysis SANDRINGHAM URBAN VILLAGE 1.0 Viability of Overall Concept Sandringham already acts as an urban village with predominantly residential and retail uses, with some light industrial and office use. It is considered that strong demand would exist for medium density residential development (aimed at "empty nesters" trading down from the local area), as reflected by the relative lack of supply, aging of the population and pre-sales in the Bay/Beach development. It is envisaged that as investment occurs and the area is upgraded market demand for the other components will strengthen. The proposed Urban Village concept plan for Sandringham is considered to be viable in the long term. The main land use and development elements include:- Sandringham Hotel Site Proposed hotel redevelopment (including entertainment complex, apartments). This site has good access and exposure to excellent Bay views and is currently a major entertainment facility. P.T.C. Site The proposed plan consists of 2 stages, the first includes the development of 21, two storey town houses over a car park and 8, two storey walk-up apartments. The second stage involves the development of a 5 storey apartment block comprising 20 apartments. The success of this development relies upon the relocation of the bus depot at an estimated cost of $200,000 (to relocate the bus depot to Elwood). The second stage of the development, (i.e. the construction of a 5 storey apartment block) is related to the development of the Bay Road shops site. The development of the apartment block is dependent on shop acquisition for Bay Road frontage/access. 62 The Urban Consulting Group Ref949d Urban Villages Project ~Fr=·n=an=c=ia~la=n=d~M.=a~rk=e~t.~4s=se=s·=~m=e=nt~~~~~~~~~~~~~~~~~~~~_.2 Bay Road Site The proposed development includes a three storey walk-up apartment (with 6 apartments), two-storey town houses (4) and a 40 space public car park to support existing retail. This development will only be feasible in the long term, once the medium density residential development on the P.T.C. is complete. This proposition will be financially viable provided the land can be acquired at its current value (i.e. underutilised rear land with no access). Old Police Station Site Based on the assumption that the police (State Government) sell the land, the proposed concept comprises medium density residential development of 1 6 townhouses and 14 apartments (3 storey walk-up). If the site is retained, it is likely to be developed as a regional police facility. The Triangular Site This site has been decontaminated and has two street frontages. The proposed concept involves mixed use development with underground car parking, shops (6) on the ground floor, office provision (ground and upper levels) and two-storey apartments (9) above the shops and offices. The current levels of local office and retail vacancies indicate that new construction would be difficult to justify in the short term. However, new office and retail development is considered to be a possible medium to long term option, and this development is unlikely to proceed without a substantial pre-commitment from tenants. 63 The Urban Consulting Group Ref949d Urban Villages Project Financial and Market Assessment 3 1.1. Supporting Public Sector Investment The Sandringham Urban Village concept does not depend on significant public sector investment to facilitate development (with the exception of relocation of the bus depot). The public sector would be involved in financing desirable amenity improvements, including:- • $250,000 budgeted towards the upgrading of Melrose Street and Station Square. These improvements would add value to the proposed P.T,C. car park residential development. • The pedestrian bridge over the railway tracts from the car park to the station is estimated to cost $0.5 million. This is considered to be desirable rather than essential infrastructure and is currently unfunded. 1.2. Short Term Development Potential P.T.C. Carpark Site. Immediate commencement of the proposed residential development relies upon the bus depot being relocated. The relocation of the bus depot to Elwood is estimated by the P.T.C. to cost $200,000 (excluding land costs). Alternatively, privatisation of the bus service (if this occurs at some stage) could lead to abandonment of the depot. Other costs include; demolition of the existing buildings and relocation of the car park (making good the surface and line marking, at an estimated cost of $100,000). Residual land value analysis indicates that this development would be viable, with an estimated land value of $1.1 million ($320 per sq m). Sandringham Hotel Site Pubco have expressed interest in upgrading the Sandringham Hotel. 64 The Urban Consulting Group Ref949d -...... ------~------Urban Villages Project Financial and Market Assessment 4 Old Police Station Site The proposed medium density residential development is considered viable in the short term based on a residual land value analysis. The site is estimated to have a land value of $0.8 million ($332 per sq m). Triangular Site The proposed mixed use development (including a 25 space basement car park) is considered to be viable based on a residual land value analysis, provided that commercial rents increase from their present level and a substantial leasing pre-commitment is achieved. The site is estimated to have a land value of $0.2 million ($298 per sq m). What are the demolition and relocation costs of the car park? The demolition of the car pari< is estimated to cost $100,000 while construction involves the construction of line marks.- Station car park: the size of the proposed residential development i.e. area? Difficult trading conditions - asking rent for vacant shops ($8-$10 psf). The P.T.C. car park development has been divided into 2 stages with the yield from the first stage (21 townhouses) paying for the second stage (8 town houses:2 storey walk-up and 20 apartments:5 storey). The expected selling price for the townhouses is estimated at $200,00 each. The development of the 8 town houses relies upon the cooperation of 6 existing landowners agreeing to sell - the viability of this residential development depends upon land value. Stage 1 of the medium density residential development is considered to be viable in the short term based on evidence that current residential values are high, supply is limited and demand is strong. The present medium house price is approximately $248,000 with a 2 bedroom unit recently priced at $187,000. 65 The Urban Consulting Group Ref949d RESIDUAL LAND VALUE ANALYSIS DATA SUMMARY INPUT Site Details: Old Police Site Sandrinaham BuildinQ Details: Proposed 1-3 bedroom apartments & townhouses lava floor area 88 so ml Land Area - Isa ml 2400 Gross DwellinQ Densitv Isa m per dw) 80 No. of Dwellinos 30 Averaae Sales Price (per dwellinal $170,000 Gross Realisation $5, 100,000 Sellina Exoenses $102,000 Profit and Risk Factor 20% Construction Costs $800 IPsm $2,534,400 Professional Fees 10.00% $253,440 Interest Rate on Construction (%Pal 12.0% Interest Rate on Land (%Pal 12.0% Loan to Eauitv Ratio 1.00 Stamp Dutv/Leaals 6.0% Lead-In Period (monthsl 3 Construction Period lmonthsl 1 2 Sellina/Lettina Period lmonthsl 1 2 EN GLOBO LAND VALUE ANALYSIS Lead-in Period 3 months Construction Period 1 2 months Sellina Period 1 2 months Total Proiect Life 27 months Gross Realisation 5100000 Less Lettina/Sellina Exoenses 102000 Net Realisation $4,998,000 Less Profit & Risk Allowance 999600 $799,680 Total Funds Available for Proiect $4, 198,320 Less: Construction Costs 2534400 Professional Fees 253440 Interest on Construction 334541 3122381 $3.122,381 Total Funds Available for Propertv (includina interest) $1,075,939 Less: Interest on Propertv Purchase 228743 $228,743 Stamp Dutv/Leoals 50832 $50,832 INDICATED LAND VALUE $796 364 SAY $ 0.8 MILLION LAND VALUE (per SQ m site areal $332 66 DAT A SUMMARY INPUT Site Details: Trianoular Site Sandrinoham Building Details: Proposed 1-2 bedroom apartments (ava floor area 70 so m\ Land Area - (so m) 740 Gross Dwellino Densitv (so m oer dw\ 100 No. of Dwellinos 24 Averaoe Sales Price (oer dwellino) $200,000 Gross Realisation $4,800.000 Sellino Exoenses $96,000 Profit and Risk Factor 15% Construction Costs $700 losm $1, 176,000 Professional Fees 7.50% $88,200 Interest Rate on Construction (%pa) 12.0% Interest Rate on Land (%pa) 12.0% Loan to Eouitv Ratio 1.00 Stamp Dutv/Leoals 6.0% Lead-In Period (months\ 3 Construction Period (months\ 1 2 Sellino/Lettino Period !months\ 6 EN GLOBO LAND VALUE ANALYSIS ..... -..... -...... -- ...... ------Lead-in Period 3 months Construction Period 12 months Sellino Period 6 months ...... Total Project Life 21 months Gross Realisation 4800000 Less Lettino/Sellino Expenses 96000 ...... Net Realisation $4,704,000 Less Profit & Risk Allowance 705600 $599,760 ...... Total Funds Available for Project $4, 104.240 Less: Construction Costs 1176000 Professional Fees 88200 Interest on Construction 113778 ...... 1377978 $1,377.978 Total Funds Available for Prooertv -·------I Cincludino interest\ $2,726,262 Less: Interest on Property Purchase 473153 $473,153 Stamp Dutv/Leoals 135187 $135,187 INDICATED ASSET VALUE $2117923 SAY $ 2. 1 MILLION 67 Sheet1 6.6 Energy Analysis SANDRINGHAM URBAN VILLAGE ENERGY ASSESSMENT i ; 22/6/95! I I I i : ; ; No dwell :score !Tot ! ORI ENT'N; COMMENTS I !MODEL I i I ' ' I I I I i !Cnr AbboWWaltham , 4i 40, 160J N-S :Act score 42 ! :URBVH12 1! 36! 36!Cnr N-SE !Middle floor i :sANC2 ! II I I II 1 i 281 281 iTop floor ' ' l 1: 31 I 31 JCnr N-SW\Middle fir i ; iSANC1 II ' II 1: 23i 23! !Top fir ' I' i i I I ! I i Old Police stn I ; 2: 14! 28JE-W : Semi-det, N wall exposed ISANP1 ' s: 11; 661 " i Row housing ! 1SANP2 I 7i II ISANP7 i 8i I 56i l Detached, upstairs ! II ; : 1· 11! 11i \L shaped ! I jSANP3 I II I II I 1 13i 131 IL shaped less obstructed : I 1: 18! 18jN-S i 2-st, Wend of block :sANP5 i II 1' 25! 251 II i2-st E end of block i I I 4: 40\ 160! II iAct score 50, apartments ISANP4 ! II II 4i 40! 160i iAct score 48, apartments I II i 1i 33! 33/ !Top fir, Wend I iSANP6 I II II I 1: 361 361 ITop fir, E end I : : ; I l ' I I iPTC site ; ! ; I 10' 2: 20IN i2-st rect dwells, obstructed iSANPTC1' I 6'. 13! 78!N 12-st L shaped I ISANPTC2! 3i 39i 117jN t Grnd fir appts, 1,2,3 I' !SANPTC4! 1 ! 4i 4IE-W IAppt 4, 2-st ! iSANPTC3! 1. 37! 37JN iAppt 5, top fir j /SANPTC4! I II 2 37i 74IN-S IAppts 7,8 top fir I I ' I !Behind Bay Rd I ! ! i i 2: 401 80!N-S iT'hse 2,3 Act score 461 !SANBR1 I II 1' 40i 40! II iT'hse 1 Act score 43 I i' ' I I ! 1: 33! 33JN-W iT'hse 4 ! ! I " I 3' 2i 6iE-W iT'hse 5,6,7. V sensitive to !SANBR2 ; I I ! I !shading, glass area i i ; I 3 15! 451E-W :T'hse 8,9, 10 iSANBR3 !' I I I ! : I ! \Hotel site i ~ 81 20i 160jNE-SW j Roof-top appts i JSANHTL1 I I II 8· 19! 152iNW-SE iRoof-top appts i i i II I 4: 2: 8iE-W i Roof-top appts, v sens- i I ! ~ ' : itive to glass area I ; ' 4 36i 144!NE-SW 1 Block appts : IURBVH11' II 4 28i 112iNE-SW ! Block appts, top fir I i II 2· 18! 36:SE iEnd units i j I II 2 10: 2o:sE : End units, top fir ; i II 2 31; 62iNW i NW end units : l II 2: 23: 46,NW . NW end units, top fir I ; ·Av Score:: I ' I 107 2158. 20.2 1 68