CITY OF CANADA BAY LOCAL PLANNING 2010-2031 STRATEGY

Canada Bay Local Planning Strategy 2010

Acknowledgements

NSW Department of Planning Council acknowledges the funding and assistance provided by the Department of Planning during the preparation of this study.

GHD In December 2002, Council commissioned GHD Pty Ltd (GHD) to prepare a City Planning Framework (CPF) for the City of Canada Bay to set the future land use planning direction for the new LGA to the year 2031.

SGS Economics and Planning In January 2008, Council commissioned SGS Economics and Planning Pty Ltd (SGS) to undertake a Housing and Employment Study for Canada Bay. Outcomes of this study have been included in the LPS.

Recreation Planning Associates Council engaged Recreation Planning Associates to undertake an Open Space and Recreation Needs analysis. The intent of the analysis was to forecast the future population's demands for (active and passive) open space and to provide guidance on how these demands may be satisfied. The outcomes of the Analysis have been included in the LPS.

Informed Decisions In 2008, Council commissioned Informed Decisions, Demographic Profiling and forecasting to provide statistical information including community profiling data relating to Canada Bay City Council. This information has been included within this document to enable Council to make informed decisions about demographic and habitual change within the City of Canada Bay Council LGA.

Adopted by Council on Tuesday 1 June 2010.

Owner: Strategic Planning Page 2 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Table of Contents

Acknowledgements...... 2 Table of Contents...... 3 Maps ...... 4 Tables ...... 5 Our Vision ...... 6 Our Vision ...... 6 1. Introduction...... 10 2. Planning Context ...... 18 3. Housing ...... 32 4. Employment ...... 52 5. Transport and Access...... 52 6. Recreation and Open Space ...... 52 7. Natural Environment...... 52 8. Heritage...... 52 9. Special Planning Areas ...... 52 10. References ...... 52 Appendix 1 - Development Feasibility Testing ...... 52 Appendix 2 – Implementing Density Increases ...... 52 Appendix 3 – Affordable Housing Mechanisms...... 52 Appendix 4 - Bus Services in Canada Bay ...... 52

Owner: Strategic Planning Page 3 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Maps

Map 1.1: Regional Map...... 14 Map 1.2: Suburbs Map...... 15 Map 2.1: Metropolitan Strategy, Strategic Centres and Employment Lands Map...... 19 Map 2.2: Draft Inner West Subregional Strategy, Strategic Centres and Employment Lands Map ...... 24 Map 2.3: City of Canada Bay LEP - Zoning Map, 2008 ...... 27 Map 3.1: Land for Potential Future Dwellings Under Existing Controls, 2008...... 42 Map 3.2: Future Distribution of Dwellings within Centres – Short to Medium Term ...... 46 Map 3.3: Future Distribution of Dwellings within Centres – Medium to Long Term...... 48 Map 4.1: Employment Density by Precinct, Canada Bay LGA, 2006...... 52 Map 4.2: Travel Zone Precincts ...... 52 Map 4.3: Options for Centres and Employment Lands ...... 52 Map 5.1: People Who Used Any Form of Public Transport to Travel to Work, the City of Canada Bay 2006 ...... 52 Map 5.2: Public Transport Map...... 52 Map 5.3: Rail Service Frequency...... 52 Map 5.4: Bus Service Frequency Peak Hours ...... 52 Map 5.5: Bus Service Frequency Off Peak Hours...... 52 Map 5.6: Canada Bay Bike Plan Map ...... 52 Map 6.1: Recreation Areas ...... 52 Map 7.1: Biodiversity Map...... 52 Map 7.2: Environmental Protection Map ...... 52 Map 7.3: Transport Noise ...... 52 Map 8.1: Heritage Items and Conservation Areas ...... 52 Map 9.1: Special Planning Areas...... 52

Owner: Strategic Planning Page 4 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Tables

Table 2.1: Assessment of Regional Environmental Plans...... 22 Table 3.1: Estimate of New Dwelling Capacity Under Existing Planning Controls ...... 39 Table 3.2: Dwelling Capacity Methodology ...... 41 Table 3.3: Future Distribution of Dwellings - Short to Medium Term...... 47 Table 4.1: Actual and Forecast Change in Employment, 2001-2031...... 52 Table 4:2: Demand from Future 'Population Related' Industry - Estimate...... 63 Table 4.3: Estimated Employment Land Capacity and Potential to Accommodate Future Employment.. 52 Table 4.4: Explanatory Notes: Floorspace to Job Ratios ...... 52 Table 4.5: Summary of Findings – Commercial and Retail Centres...... 52 Table 4.6: Summary of Findings – Industrial Land Supply...... 52 Table 4.7: Summary of Findings – Mixed Use Areas ...... 52 Table 5.1: Employment Analysis - Where do the residents work? ...... 52 Table 5.3: Current Performance - Mode Split...... 52 Table 5.4: Current Performance - VKT ...... 52 Table 5.6: Current Performance - Travel Time...... 52 Table 5.7: Current Performance - Road Injuries (2006) ...... 52 Table 6.1: Provision of Open Space Per Capita by Type...... 52 Table 6.2: Open Space Function and Hierarchy ...... 52 Table 6.3: Sub-Area Distribution of Local and District Parks ...... 52 Table 6.4: Existing Sports Facilities in Canada Bay City...... 52 Table 6.5: Canada Bay Recreation Study – Key Findings ...... 52 Table 6.6: Provision of Active Sports Open Space - Summary...... 52 Table 6.7: Population Profile – City of Canada Bay & Sydney SD...... 52 Table 6.8: Population Distribution – City of Canada Bay ...... 52 Table 6.9: Required Open Space and Recreation Opportunities x New Resident Age Profile...... 52 Table 6.10: Parkland...... 52 Table 6.11: Estimated demand for Sports Facilities – City of Canada Bay ...... 52 Table 6.12: Economic Cost Comparison – Grass and Synthetic Sports Fields...... 52 Table 6.13: Major Developments Comprising Open Space ...... 52 Table 6.14: Principles and Performance Requirements for Open Space...... 52 Table 6.15: Notional Open Space Requirements - City of Canada Bay to 2031...... 52 Table 6.16: Additional Open Space Requirements to 2031 x Open Space Type...... 52 Table A1: Summary of Feasibility Testing Results...... 52

Owner: Strategic Planning Page 5 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Our Vision

Working together, we can create a Canada Bay that is engaged, green, healthy, liveable, moving, prosperous and vibrant.

As a precursor to the development of a new planning strategy for the City of Canada Bay, and to implement Integrated Local Planning, as recommended by the NSW Department of Local Government, the City of Canada Bay undertook to prepare "FuturesPlan20" (FP20). FP20 sets out a community vision for our City around the 7 key themes of: • An Engaged City; • A Green City; • A Healthy City; • A Liveable City; • A Moving City; • A Prosperous City; and • A Vibrant City.

The FuturesPlan 20 Outcomes from each of the above themes is supported by Objectives and Actions in the Local Planning Strategy.

FuturesPlan 20 Local Planning Strategy Outcomes Objectives Actions 1.2 "I know where to find the OT1Integrate land use and AT2 New development in areas services I need and feel transport" within walking distance of comfortable in accessing centres and public transport. them"

2.1 "I am proud of and value OE1 Protect and celebrate AE3 Implement bush regeneration my City's natural biodiversity in Canada Bay. strategies. environmental assets" AE4 Street tree planting strategy. 2.2 "I have access to a OE1 Protect and celebrate AE2 Ensure new development is biologically diverse biodiversity in Canada Bay. sensitive to ecological assets. natural environment where I live" 2.4 "I have a sense of OE3 Ensure environmental AE6 Contribute locally to improving wellbeing through living impacts are minimised. Sydney's air quality. in a clean, healthy local AE7 Address potential local noise environment" impacts. AE8 Address potential impacts of Acid Sulfate Soils. AE9 Contribute locally to improving Sydney's stormwater quality 3.2 "There are places for me OR1 Respond to future recreation AR1 Prepare a city wide open space to participate in sport needs. strategy and other outdoor recreation"

Owner: Strategic Planning Page 6 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

3.3 "I feel safe and OT3 Promote walking and cycling AT9 Promote pedestrian safety and comfortable using for local trips. personal security. community spaces" 4.1 "My city has attractive OE2 Enhance the landscape and AE4 Tree planting strategy. streets, village centres visual character of the area. AT9 Reinforce pedestrian scale and public spaces" OR1 Respond to future recreation through urban design. needs. AR3 Provide additional green space when developing plans for centres. 4.2 "My city has attractive OE2 Enhance the landscape and AE5 Maintain view lines to the landscapes with visual character of the area. foreshore. sustainable development OR1 Ensure development does AHE9 Guidelines for managing and where heritage is not adversely impact development affecting heritage conserved" heritage significant places. items and conservation areas. 4.3 "My city has a range of OH1 Provide for a mixture of AH1 Planning controls that promote a housing options" housing types over the short mix of housing types. to medium term. AH2 Ensure adaptable and OH2 Facilitate the development of accessible development. affordable housing by social AH3-8 Facilitate housing affordability. and not-for-profit providers. AH9 Reduce the costs of OH3 Ensure an adequate supply development. of low cost housing in the private market 5.1 "I can walk or cycle on OT3 Promote walking and cycling AT5 Implement Pedestrian Access & designated paths to a for local trips. Mobility Plan (PAMP). range of commercial, AT6 Implement Canada Bay Bike recreational and Plan 2005. community spaces AT8 Consider the needs of cyclists around the City" during preparation of planning controls.

5.2 "I can get where I need to OT1 Integrate land use and AT10 Ensure pedestrian safety and go safely without too transport security. much delay" OT4 Manage the impact of traffic AT11 Enhance movement of vehicles and parking. other than private cars.

5.3 "I have good day to day OT2 Promote the use of Public AT3 Improve pedestrian access to public transport options Transport. public transport. which take me to places AT5 Promote and advocate for public I need to go" transport 5.4 "I can buy the things that I OE1 Continue to strengthen AE1 Promote a complementary need when I need them" employment and retailing in business mix in centres to local centres. support successful neighbourhood hubs. 6.1 "I have access to an OE1 Continue to strengthen AE2 Ensure the retention of small attractive village centre employment and retailing in frontage shop premises.

Owner: Strategic Planning Page 7 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

near where I live where I local centres. can socialise and shop for the day to day things I need" 6.2 "I am able to expand my OE1 Continue to strengthen AE3 Provide for additional small skills and strengths while employment and retailing in scale office space in local still working close to local centres. centres. home" 6.3 "There are successful SE5 Support strategically AE9 Support the development of local businesses in my positioned new and Rhodes as a specialised centre. areas which focus on developing centres. creativity and wellbeing" 6.4 "I have access to local E4 Retain large, well located AE8 Retain specific industrial sites. businesses of high industrial sites within the AE10 Support the Rhodes quality, global standard" LGA. specialised centre. E5 Support strategically positioned new and developing centres.

7.3 "I have awareness and OH3 Ensure that development AHE4 Manage Aboriginal sites. respect for local does not adversely affect Aboriginal heritage and heritage significant places. culture"

Owner: Strategic Planning Page 8 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

PART 1 - INTRODUCTION

Owner: Strategic Planning Page 9 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

1. Introduction

1.1. Background

1.1.1. What is a Local Planning Strategy? The Local Planning Strategy (LPS) is the principal document for communicating the future land use planning of Canada Bay. The aim of the strategy is to provide long term direction for the planning of Canada Bay, to assist future decision making in response to population growth and change. The Strategy will have the endorsement of Council and provide certainty and a statement of direction for the community.

The LPS includes long term planning projects of the State Government, as well as responding to and planning for, local needs such as employment, housing and transport.

The LPS provides a strong statement for the future planning of Canada Bay, identifying key recommendations and work to be done. The LPS is for use by all stakeholders including Council, residents, landowners, community groups, developers, government departments, and consultants.

1.1.2. Why have a Local Planning Strategy? The LPS will provide a clear statement of the overall strategic land use management and planning objectives for Canada Bay, upon which to make planning decisions and drive future land use planning.

Reforms to the NSW planning system require each council to prepare a new principal LEP based on a State wide Standard LEP Instrument. Formulation of Council's new LEP is also required to take into account the Metropolitan Strategy, the draft Inner West subregional strategy and local strategic planning. A principal role of the LPS will be to identify projects and influences outside of Council's jurisdiction which directly affect the planning of the area. This includes major infrastructure projects and targets outlined by the State Government.

1.1.3. Purpose of this Strategy The purpose of the LPS is to:

• Ensure that the Metropolitan Strategy for Sydney and the draft Inner West Subregional Strategy are considered at a local level; • Provide a framework for future land use planning of the City of Canada Bay to guide the preparation of a new city-wide LEP and DCP; • Ensure that future planning achieves principles of Ecologically Sustainable Development (ESD); • Achieve quality urban design outcomes for public and private areas that provide the City of Canada Bay with high amenity; • Provide housing and employment in locations that is designed and located to meet the requirements of the existing and future population; • Support changing social needs of the City of Canada Bay community; including the ageing population and affordability; • Protect the heritage items and conservation areas of the City of Canada Bay; • Protect the natural environment, including prominent view corridors of the City of Canada Bay including its parks, bushland and foreshore areas; and • Ensure that planning for land use and transport occurs in an integrated manner to reduce private car use.

Owner: Strategic Planning Page 10 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

1.1.4. Structure of Canada Bay Local Planning Strategy There are nine sections:

• Section 1 identifies the Strategy, the City Canada Bay context, the purpose of the LPS, tasks undertaken to date and methods of implementation/review. • Section 2 describes the planning context and identifies the interrelationship of state and local planning initiatives with the LPS. • Section 3 addresses Housing, Section 4 Employment, Section 5 Transport & Access, Section 6 Recreation and Open Space, Section 7 Natural Environment and Section 8 Heritage. • Section 9 identifies the Special Planning Areas of Parramatta River, Rhodes Peninsula, Parramatta Road and the Strathfield Triangle.

1.1.5. The City Planning Framework The city planning is being undertaken in two stages, which include:

• Stage One - Develop the LPS to determine the key infrastructure, environmental, economic, social and planning issues that will need to be considered within the city-wide framework of future land use planning of the City of Canada Bay. Report the LPS to Council for adoption; and • Stage Two – Preparation of a new principal Local Environmental Plan (LEP) for Canada Bay and review of the Canada Bay Development Control Plan (DCP) in recognition of the new city-wide LEP.

1.1.6. Implementation/Review Canada Bay Council will play the lead role in the implementation of the LPS. The LPS direction and actions have implications across all operations of Council: Planning and Environment; Technical Services and Operations; Corporate Services and Community Development. However, implementing change cannot be achieved in isolation. There are many other stakeholders and partners that have a stake in the future urban development and change in Canada Bay.

An effective partnership between local and state government, surrounding councils, business and particularly community, is key to its success. The review and development of the comprehensive Local Environmental Plan will be a key implementation tool of the LPS.

The LPS should be reviewed every five years in 2014, 2019, 2024 and 2029. This will ensure that it remains relevant to current planning practice to better reflect community needs. The review of the LPS will occur not to facilitate individual property developments, but will occur within the wider context to enhance long term strategic planning.

1.2. Location

1.2.1. Canada Bay in the Sydney Region Canada Bay LGA is on the edge of the City - between 6 to 10km from the centre (refer to Regional Map on p14). Being close to the jobs, shopping, recreation, leisure and services in Australia's Global City makes Canada Bay an attractive place to live. Canada Bay is a part of the Sydney Region and faces challenges from population growth, demographic change and providing land for employment and economic activities.

The current population of the Sydney Metropolitan Region (SMR) is approximately 4.2 million people, which is expected to rise to 5.9 million people by 2031 or approximately 85,000 per year for the next 20

Owner: Strategic Planning Page 11 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

years. At the same time, household numbers are decreasing from 2.7 persons/household (2001) to 2.51 persons/household (2031) which is affecting housing and service provision.

The incoming population and decreasing household size are providing a major challenge that is affecting the long-term planning of the region. Essentially an additional 640,000 new dwellings are required by 2031 to cater for the growing Sydney population. There will also be a challenge to ensure that the growing population is provided with enough jobs, transport and recreation opportunities close to where they live.

Further, there is a need to ensure that the natural environment and ecology of the region, which includes the waterways, bushland and air quality, is sustained to ensure that the existing and future residents have access to good quality drinking water, breathable air, protection of plants and animals and areas for recreation and enjoyment.

It will remain the responsibility of all LGAs to contribute to the long-term planning of the SMR to ensure that Sydney remains Australia’s premier city with a high quality living environment for its population.

1.2.2. City of Canada Bay The City of Canada Bay is located on the Parramatta River in the Inner West of Sydney. The LGA is located north of Parramatta Road and is located approximately six kilometres (km) west of the Sydney Central Business District (refer to Suburb Map on p15).

The LGA is approximately 19.82 square kilometres in area with an estimated resident population of 72,262 (as at 30 June, 2008) covering the suburbs of Abbotsford, Breakfast Point, Cabarita, Canada Bay, Chiswick, Concord, Concord West, Drummoyne, Five Dock, Liberty Grove, Mortlake, North Strathfield, Rhodes, Rodd Point, Russell Lea, Strathfield and Wareemba. The LGA is adjoined by Burwood, Strathfield, Leichhardt, Auburn and Ashfield LGAs and has approximately 38 kilometres of waterfront land to the Parramatta River.

The structure of the Canada Bay LGA is strongly influenced by both the underlying topography and the relationship with the harbour. Major roads and village centres are typically located along ridge lines whilst open space is often located along drainage lines and adjacent to the harbour. Street patterns are typically regular and irregular grids, generally parallel or perpendicular to the landform, and provide good connectivity and legibility. The eastern half of the LGA features steeper topography, less open space and is of a more ‘urban’ character. The western half of the LGA is generally flatter, greener and exhibits a somewhat less dense character.

Parramatta Road is at the southern edge of the LGA, and although a significant physical barrier and of generally poor visual quality, hosts the largest share of remaining employment land in the LGA. A number of other roads (Victoria Road, Lyons Road, Concord Road, Queens Road and Gipps Street) carry relatively high traffic volumes which impacts on the character and amenity of these locations.

The structure and mix of land use within Canada Bay’s inland areas has remained relatively unchanged over time; with a mix of main street retail centres, residential neighbourhoods and open space. Towards the waterfront areas, particularly on the peninsulas, more profound change has occurred in recent years as the traditional locations of industry have been gradually transformed into multi-unit residential

Owner: Strategic Planning Page 12 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

developments. This development represents a break from previous patterns of urban development, with less well defined street and block layouts, new building types and a variety of modern and/or mock- heritage architectural styles.

Canada Bay contains a mix of residential dwelling types and building styles. Older housing stock in the LGA is primarily detached housing, with some examples of semi-detached and attached housing and shop top housing. Early apartment and townhouse developments typically date back to the 1960s and are generally 2 and 3 storey walk-ups located on larger land parcels. Later apartment developments are located on the north and east of the Drummoyne Peninsula and are generally larger in scale, up to 9 storeys in height. Most recently the redevelopment of industrial sites nearer the foreshore has generated apartment buildings, townhouses, semi-detached dwellings and in some case detached dwellings. In keeping with contemporary market expectations, these newer dwellings are generally larger than the older housing stock in the LGA.

Newer residential estates generally feature few new public streets, and give the impression of self- contained or ‘gated’ areas rather than being extensions of the existing surrounding residential neighbourhood. Poor legibility of public domain areas, particularly foreshore access and quasi- privatisation of public space, is also a consistent feature.

Owner: Strategic Planning Page 13 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Map 1.1: Regional Map

Owner: Strategic Planning Page 14 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Map 1.2: Suburbs Map

Owner: Strategic Planning Page 15 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Owner: Strategic Planning Page 16 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

PART 2 - PLANNING CONTEXT

Owner: Strategic Planning Page 17 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

2. Planning Context This section of the LPS discusses the relevant metropolitan, regional and local planning strategies which directly affect future planning in the City of Canada Bay.

2.1. Legislative Context

2.1.1. The State Plan The NSW State Plan was launched by the Premier on 14 November 2006 with the overall purpose to deliver better results for the NSW community from government services. The State Plan identifies 34 priorities under five broad areas of activity and sets targets, actions and new directions for each priority area.

The actions and directions contained within the Metropolitan Strategy, draft Inner West Subregional Strategy and the LPS contribute to achieving the majority of the State plan priorities, in particular building healthy communities, providing a high quality transport system as well as improving urban environments and stimulating business investment.

2.1.2. City of Cities - Sydney Metropolitan Strategy The Metropolitan Strategy "Cities of Cities: A Plan for Sydney's Future" was launched by the Department of Planning in December 2005.

On 4 December 2005, the Premier launched 'City of Cities - A Plan for Sydney's Future' - a strategic plan to manage growth and development in Metropolitan Sydney over the next 25 years.

The State Government anticipates that Sydney's population will increase by 1.1 million people between 2004 and 2031 (i.e. from 4.2 million to 5.3 million) and needs to accommodate 640,000 additional dwellings and 500,000 more jobs.

The City of Cities Plan outlines how this growth will be managed including:

• Creating stronger cities within the metropolitan area - Sydney CBD, North Sydney, Parramatta, Penrith and Liverpool; • Focussing housing and jobs in major centres - Bankstown, Blacktown, Bondi Junction, Brookvale/Dee Why, Burwood, Campbelltown, Castle Hill, Chatswood, Hornsby, Hurstville and Kogarah; • Maintaining a strong global economic corridor - from Macquarie Park to North Sydney, and the City to Airport and Port Botany; and • Limiting development in suburban neighbourhoods to protect local character.

The Strategy Centres and Employment Lands Map incorporated into the Metropolitan Strategy developed by the Department of Planning is reproduced below, showing Rhodes as a Specialised Centre.

To implement the Plan's strategies, Metropolitan Sydney is arranged into ten subregions. The City of Canada Bay Council is identified as part of the Inner West Subregion, which also includes Ashfield, Burwood, Leichhardt and Strathfield local government areas. The draft Inner West Subregional Strategy was released by the State Government in July 2008.

Owner: Strategic Planning Page 18 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Map 2.1: Metropolitan Strategy, Strategic Centres and Employment Lands Map

Source: Metropolitan Strategy, p.52, 2005

Objectives The five key objectives of City of Cities Plan include:

• Enhance Liveability - Maintain or improve Sydney's index and ranking of quality of living, according to Mercer Human Resource Consulting global quality of living survey; • Strengthen Economic awareness - Maintain or increase the proportion and value of Sydney's contribution to Gross Domestic Product (GDP); • Ensure Fairness - Increase the percentage of the population living within 30 minutes by public transport of a city or major centre; • Protect the Environment - No increase in Sydney's environmental footprint per capita • Improve Governance - Metropolitan Strategy directions and identified transport and infrastructure needs inform the annual State Infrastructure Strategy.

Implications for the City of Canada Bay The following specific matters contained within the Metropolitan Strategy have been identified as being of direct relevance to suburbs in the Inner West region, including the City of Canada Bay.

Employment • A target of 10,000 new jobs for the Inner West, a 9.7% increase; • Job growth to be concentrated: 44% to be in strategic centres (Rhodes), 33% in other locations (e.g. local centres and home based) 23% in employment lands; • Rezoning of employment lands (industrial) to residential will be discouraged unless it can be demonstrated that the employment lands are not required for projected employment.

Centres and Corridors • Employment capacity target of 13,300 new jobs for Rhodes/Olympic Park specialist centre; • Housing target for Rhodes/Olympic Park to be compatible with employment target;

Owner: Strategic Planning Page 19 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

• Retail and office development is to be restricted to centres and enterprise corridors; • Parramatta Road corridor - streamlined planning, 63,000 new jobs, 50,000 new homes; • Enterprise corridor zones identified along sections of Victoria and Parramatta Road - aim for no loss of employment and encouragement of mixed use (commercial/retail/residential) developments on strategic sites.

Housing • 30,000 new dwellings in the Inner West region; • Focus on low scale medium density residential development (e.g. townhouses) around centres, town centres, villages and neighbourhood centres; • Greater Metropolitan Region - 52% in local centres, 20% global/regional cities, specialised centres (Rhodes), 18% suburban areas (not near centres), 10% major centres; • Push for provision of affordable housing; and • Push for best practice design (e.g. extending SEPP 65 to all medium density housing).

Transport • Provision of three (3) strategic bus corridors in Canada Bay LGA - Parramatta to City (via Ryde), Burwood - Chatswood, Burwood - Macquarie; and • Possible eastern extension of M4 Motorway through Canada Bay LGA.

Parks and Public Places Sharing Sydney Harbour program to improve foreshore and harbour access, including government funding to local councils

Governance Focus on sub-regional planning to implement strategy objectives and actions, including distribution of employment and housing targets throughout LGAs.

2.2. State Environmental Planning Policies Relevant SEPPs that apply to the City of Canada Bay include:

• SEPP No.19 – Bushland in Urban Areas • Protects and preserves bushland within certain urban areas, as part of the natural heritage or for recreational, educational and scientific purposes. The policy is designed to protect bushland in open space zones and reservations, and to ensure that bush preservation is given a high priority when local environmental plans for urban development are prepared. • SEPP No.32 - Urban Consolidation (Redevelopment of Urban Land) • States the Governments intention to ensure that urban consolidation objectives are met in all urban areas throughout the State. The policy; focuses on the redevelopment of urban land that is no longer required for the purpose it is currently zoned or used; and encourages local councils to be responsible for the majority of rezoning. The policy sets out guidelines for the Minister of Planning to follow when considering whether to initiate a REP to make particular sites available for consolidated urban redevelopment.

Owner: Strategic Planning Page 20 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

• SEPP No.33 – Hazardous and Offensive Development; Provides definitions for 'hazardous industry', 'hazardous storage establishment', 'offensive industry' and 'offensive storage establishment'. The definitions apply to all planning instruments, existing and future and enable decisions to approve or refuse a development to be based on the merit of proposal. The policy also requires specified matters to be considered for proposals that are 'potentially hazardous' or 'potentially offensive' as defined in the policy. The policy does not change the role of councils as consent authorities, land zoning, or the designated development provisions of the Environmental Planning and Assessment Act 1979. • SEPP No.55 - Remediation of land; Introduces state-wide planning controls for the remediation of contaminated land. The policy states that land must not be developed if it is unsuitable for a proposed use because it is contaminated. If the land is unsuitable, remediation must take place before the land is developed. The policy makes remediation permissible across the State, defines when consent is required, requires all remediation to comply with standards, ensures land is investigated if contamination is suspected, and requires councils to be notified of all remediation proposals. • SEPP No.64 – Advertising; Aims to ensure that outdoor advertising is compatible with the desired amenity and visual character of an area, provides effective communication in suitable locations and is of high quality design and finish. • SEPP No.65 - Design Quality of Residential Flat Development; Raises the design quality of residential flat development across the state through the application of a series of design principles. Provides for the establishment of Design Review Panels to provide independent expert advice to councils on the merit of residential flat development. The accompanying regulation requires the involvement of a qualified designer throughout the design, approval and construction stages. • SEPP (Housing for Seniors or people with a disability) 2004; Aims to encourage the development of high quality accommodation for our ageing population and for people who have disabilities with housing that is in keeping with the local neighbourhood. • SEPP (Major Projects) 2005; Defines certain developments that are major projects under Part 3A of the Environmental Planning and Assessment Act 1979 and determined by the Minister for Planning. The SEPP also lists State significant sites. • SEPP (Infrastructure) 2007; and Provides a consistent planning regime for infrastructure and the provision of services across NSW, along with providing for consultation with relevant public authorities during the assessment process. The SEPP supports greater flexibility in the location of infrastructure and service facilities along with improved regulatory certainty and efficiency. • SEPP (Temporary Structures and Places of Public Entertainment) 2007; Provides for the erection of temporary structures and the use of places of public entertainment while protecting public safety and local amenity. • SEPP (Exempt and Complying Development Codes) 2008; Designed to provide consistency of Exempt and Complying development controls state wide, with allowances for some local variations. This SEPP replaces Exempt and Complying controls previously included within Councils Local Environmental Plan.

Owner: Strategic Planning Page 21 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

When preparing a draft Local Environment Plan, Council is to have regard to the general aims of the SEPPs.

2.3. Regional Environmental Plans

The City of Canada Bay is affected by a number of regional plans, which influence the future planning of the area. The following REPs are particularly significant and need to be assessed as part of the LPS. Table 2.1: Assessment of Regional Environmental Plans Regional Environmental Planning Policy Comment

Sydney Regional Environmental Plan (Sydney Harbour Catchment) 2005 The whole Canada Bay Council LGA is The Plan covers the area of Sydney Harbour, including the covered by the SREP. Parramatta River and its tributaries and the Lane Cove Development provisions relating to the River. The plan aims to establish a balance between SREP are provided through the Sydney promoting a prosperous working harbour, maintaining a Harbour Foreshores and Waterways healthy and sustainable waterway environment and Area DCP 2005. promoting recreational access to the foreshore and Other Policies that should be waterways. It establishes planning principles and controls considered in conjunction with this for the catchment as a whole. SREP include the: Boat Storage Policy Sharing Sydney Harbour Access Program Walking Sydney Harbour

SREP No.24 – Homebush Bay Applies to land generally bounded by Parramatta River, Homebush Bay is located adjacent to Homebush Bay Drive, M4 and Silverwater industrial area. the western boundary of the City of The REP provides a planning framework to guide and Canada Bay. coordinate the continued renewal of the Homebush Bay It is intended that the REP be integrated area, including the facilities that were developed for the into Council's LEP. An appropriate Olympics. The plan acknowledges the principles of ESD zoning should be chosen to ensure that and identifies and protects environmental conservation the likely future land uses are areas, as well as heritage items, heritage conservation compatible with those currently areas and potential archaeological sites. contemplated by the SREP.

SREP No.29 – Rhodes Peninsula Promotes orderly and economic redevelopment of 43 The SREP provides the planning hectares of industrial land on the Rhodes Peninsula. The outcome for the Rhodes Peninsula, plan rezones the land, establishes controls for which will provide a new employment, redevelopment, defines transport and traffic requirements entertainment and residential area on for the future, and identifies appropriate levels of retail and the north-western fringe of the City of commercial floor space. Canada Bay. Future planning adjacent to the peninsula will need to integrate with proposed Rhodes centre and minimise potential impacts on nearby land uses.

Owner: Strategic Planning Page 22 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

It is envisaged that SREP No. 29 will be incorporated into Council's LEP in the short term. Investigation will be required to determine appropriate zones, clauses and timing of implementation.

2.4. Regional Planning Strategies The City of Canada Bay located in the Inner West region of the SMR, is affected by a number of regional planning strategies which include: • Draft Inner West Subregional Strategy • Parramatta Road Project; • Sydney Olympic Park; • Homebush Bay; and • Sharing Sydney Harbour.

2.4.1. Draft Inner West Subregional Strategy Subregional planning is the next step in the implementation of the Metropolitan Strategy. The metropolitan area of Sydney has been arranged into ten subregions that combine local government areas with similar issues and challenges. The Inner West Subregion is made up of the five local government areas of Ashfield, Burwood, Canada Bay, Leichhardt and Strathfield.

Specific direction is provided in relation to:

• Economy and Employment, • Centre and corridors, • Housing, • Transport, • Environment, heritage and resources, and • Parks, public spaces and culture.

Owner: Strategic Planning Page 23 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Map 2.2: Draft Inner West Subregional Strategy, Strategic Centres and Employment Lands Map

Source: Draft inner West Subregional Strategy, 2008

Key Directions for the Inner West include:

Support and differentiate the role of strategic centres The Strategy details the hierarchy of centres in the subregion and their relative importance in relation to their future roles. For example, Burwood is the only "Major Centre" in the subregion with Balmain, Norton Street (Leichhardt) and Strathfield being identified as "Town Centres". In Canada Bay, Rhodes is identified as a "Specialised Centre", with Drummoyne, Five Dock, Majors Bay Road and the Bakehouse Quarter being "Villages". The remainder of centres in Canada Bay are "Neighbourhood Centres".

Protect employment land and the working harbour The draft Inner West Subregional Strategy has an employment capacity target of 12,500 additional jobs by 2031, representing an increase of 15 per cent compared to 2001. The City of Canada Bay is required to accommodate 6,000 of these jobs.

Due to the anticipated strong demand for Employment Lands across the metropolitan region, the draft Strategy proposes that the majority of industrial sites in the Inner West be retained for industrial purposes. Whilst all industries may not be significant employers, collectively they are vital to the health of the local and regional economies and should be retained to accommodate the future range of economic services to sustain those economies.

Promote Parramatta Road as an Enterprise Corridor Enterprise Corridors are areas which provide low cost accommodation for a range of local and regional services, including start-up offices, light industrial, showrooms, building supplies and retail, which benefit from high levels of passing traffic. They also provide a valuable buffer between residential development and the road. Parramatta Road supports high traffic volumes (up to 80,000 vehicles per day) and

Owner: Strategic Planning Page 24 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

accommodates a vital range of economic roles, including local urban services, car yards, strip retail and office uses. For this reason, Parramatta Road has been identified as an "Enterprise Corridor" in the draft Subregional Strategy.

Improve housing choice and create liveable and sustainable communities A target of 30,000 additional homes within the Inner West Subregion by 2031 has been established. The City of Canada Bay will be required to accommodate 10,000 of these dwellings. As there are no major land release areas in the Inner West, future dwelling growth will be accommodated within the existing urban area.

The Strategy also requires Council to consider the needs of an ageing population, changing demographics and household formation, housing affordability, adequacy of supply, development economics and feasibility, and market trends.

Manage traffic growth and local travel demands The Inner West region is affected by significant amounts of through traffic and increasing amounts of vehicle trips from within the subregion. To address this issue, the Subregional Strategy advocates increased public transport capacity and use. Specific projects discussed within the Strategy include Strategic Bus Corridors and the proposed North West Metro line. The Strategic Bus Corridors will provide the basis for improving bus services throughout the subregion and the North West Metro proposed to increase public transport capacity along the Victoria Road Corridor, though this project is not confirmed to proceed at this time.

The high rate of traffic growth requires an integrated approach to transport planning and management to encourage a shift to non-car modes of transport.

Protect and promote recreational pursuits and environmental assets Population growth will place greater demand on existing open space and recreation areas across the subregion. Due to the lack of undeveloped land that could potentially become future open space, a key issue for the subregion is to address increasing recreation needs through the embellishment of existing open space and improved access to these sites.

The environmental challenges for the Inner West Subregion focus on managing infill development, improving community awareness of environmental issues and managing the impact of climate change.

2.4.2. NSW Government's Sharing Sydney Harbour Vision The City of Canada Bay has approximately 38 km of frontage to Parramatta River, which forms an important natural link to Sydney Harbour. Sydney Harbour is a world famous waterway that has shaped the pattern of urban development in the entire SMR.

The NSW Government has prepared Sharing Sydney Harbour to provide a strategic plan and vision to guide and protect the Harbour and its tributaries. Sydney Harbour is a working harbour and also an important natural resource. Sharing Sydney Harbour aims to provide better public access to public domain areas along the foreshores more bushland conserved and enhanced, and a secure future for key maritime facilities.

Owner: Strategic Planning Page 25 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

The four main themes within Sharing Sydney Harbour include:

• Natural harbour – aims to provide a healthy sustainable environment on land and water; • Urban harbour – aims to provide a high quality urban environment; • Working harbour – aims to provide a prosperous, working waterfront and effective transport corridor; and • People’s harbour – aims to provide a culturally rich, accessible, active place for people.

The Parramatta River Foreshore within the City of Canada Bay LGA comprises elements of a “People’s Harbour”, “Natural Harbour;” “Urban Harbour” and “Working Harbour”.

In recent years, industrial precincts previously operating as “Working Harbours” have transitioned to “Urban Harbours” as industrial sites have been redeveloped for residential land uses, such as Breakfast Point, Cape Cabarita and Chiswick.

Further discussion in relation to Sydney Harbour and associated policies is included in Part 7 of the LPS.

2.4.3. Sydney Olympic Park The Sydney Olympic Park (SOP) site is located on the western boundary of the City of Canada Bay. Following the 2000 Olympics, the State Government (Sydney Olympic Park Authority) embarked on a program to further develop the SOP site as a major employment, entertainment and recreation destination and area for residential land uses. The SOP Master Plan 2030 covers land within the Bicentennial Parklands and Homebush Bay areas. The Master Plan sets future planning and a land use framework for the site and aims to achieve ESD outcomes.

Discussions held with the Sydney Olympic Park Authority (SOPA) revealed that a major planning outcome of the development of the SOP site is to achieve better connections with surrounding urban areas, especially the City of Canada Bay. SOPA is also proposing to improve the regional road and rail access of the SOP site through a proposed new M4 road link and rail spur line from the Main North Rail Line. There is also a possible pedestrian and cycle link between Homebush Bay East the Rhodes Peninsula.

The City of Canada Bay’s close proximity to the SOP site provides an opportunity to improve the lifestyle of its residents through enhanced recreation and entertainment and also as a potential area for employment. Rhodes has also been identified as a Specialist Centre in conjunction with SOPA in the draft Inner West Subregional Strategy. Therefore measures should be explored to better link the LGA to the SOP site through new roads and pedestrian and cycle links.

The proposed employment areas may be complementary, though may also provide a direct competition to existing and future employment areas in the City of Canada Bay. This requires further coordination between SOPA and Council.

2.4.4. Other Key Strategic Planning Policies A number of other metropolitan strategic planning documents of relevance to future development in Canada Bay LGA. These include:

• Employment Lands for Sydney Action Plan, 2007 • Statement on Innovation (NSW Government) • Infrastructure Strategy 2008/09– 2017/18, 2008 • Urban Transport Statement, 2006

Owner: Strategic Planning Page 26 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

• NSW Ministerial Directions (Section 117 directions) for the preparation of LEPs

2.5. City of Canada Bay – Planning Instruments

2.5.1. Canada Bay Local Environmental Plan, 2008 The Canada Bay Local Environmental Plan 2008 (LEP 2008) is the result of consolidation of the Concord Planning Scheme Ordinance, 1969 and Drummoyne Local Environmental Plan, 1986 into one planning instrument.

The LEP 2008 contains land use zoning provisions that determine the type, form and location of development. The LEP also contains specific planning controls that apply to particular environmental and development issues such as heritage conservation, tree protection and foreshore land.

The LEP 2008 was prepared in a format consistent with the NSW Government's Standard Instrument - Principle Local Environmental Plan.

Following the preparation of the LPS, the LEP 2008 will be reviewed and subsequently amended so that long term planning objectives and outcomes derived from this strategy can be included within the provisions of the planning instrument.

Map 2.3: City of Canada Bay LEP - Zoning Map, 2008

Source: City of Canada Bay LEP Zoning Map 2008

2.5.2. Canada Bay Development Control Plan, 2008 The City of Canada Bay Development Control Plan (DCP) applies across the whole LGA and is the result of a consolidation of the existing Development Control Plans under the former Concord and Drummoyne Councils.

Owner: Strategic Planning Page 27 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

The DCP provides town planning controls which aim to produce a high standard of design. The DCP is intended to advise residents, applicants, developers and their agents at an early stage of the design process and is applied by Council when considering the impact of development proposals.

The DCP consists of ten (10) parts that will be continually reviewed and updated to ensure they are consistent with the outcomes of the LPS and subsequent LEP.

2.5.3. Site and Precinct Specific Development Control Plans The City of Canada Bay currently has fourteen (14) site specific DCPs which relate to sites such as Breakfast Point, the former BHP Wire Mill site and the Strathfield Triangle.

Each of these site or precinct specific DCPs contain controls and provisions which are applicable to their sites/precincts only. The controls in the DCPs vary significantly to the controls which are applied throughout the balance the LGA.

2.5.4. Other Council Plans Council’s Management Plan The City of Canada Bay Council has adopted a “Management Plan” for 2007/08 - 2009/10. A key feature of the Management Plan is Council working together with the community to develop a City, which has a strong sense of identity, where people enjoy a quality lifestyle - or as the Vision states, "a great place in which to live, learn, work, play and visit". FuturesPlan20 will be used to drive future Management Plans.

Generic Plan of Management The Generic Plan of Management for the City of Canada Bay was adopted on 20 March 2007. The plan replaces similar plans adopted by Concord and Drummoyne Councils and meets the requirements of the Local Government Act 1993.

It addresses all community land and Crown land managed by Canada Bay Council. Although Council is not required to address Crown land in a Generic Plan of Management, Council took this step due to the abundance of Crown land under its care, control and management. Council wishes to create a "snapshot" of all community and recreational land it manages, and to adopt a consistent approach to managing this land.

Due to its broad coverage, the Generic Plan of Management is primarily a strategic document and does not include detailed action plans. This gives Council flexibility to prepare specific "on the ground" action plans at a later date, consistent with the objectives for the land. It also enables Council to take advantage of any opportunities that arise during the life of the plan that enable implementation of the strategies in ways that may be more cost effective, more time efficient, or in some other way provide benefits that were unavailable or not foreseen during preparation of the plan.

Recreation Plan 2007 The Recreation Plan was adopted by Council on 20 March 2007. The Recreation Plan includes key findings (including positives, concerns & issues) for Parks and Public Domain Areas; Natural Areas; Sports Facilities; Swimming Pools; Indoor Sport and Recreation; and Halls and Community Centres. The Recreation Plan provides a strategic framework outlining guiding principles and goals to address service

Owner: Strategic Planning Page 28 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

gaps in the provision of recreation services within the Canada Bay LGA. The Recreation Plan informs the LPS where relevant. Implementation outcomes of the LPS should also be incorporated into the Recreation Plan to ensure ongoing consistency.

Let's Play - Playground Strategy Let's Play was developed to provide a direction for the future provision and management of playgrounds within the City of Canada Bay. The strategy will assist Council to increase the potential of its playgrounds and broaden play opportunities over the next 10 years.

Security and Crime Prevention Strategy Council has developed a Crime Prevention Plan in partnership with Burwood Council as both Councils share the same Police Local Area Command. The aim of the Plan is to:

• Lower crime in the area; • Consolidate efforts within Council; • Improve coordination between both Councils, police and other stakeholders; • Exchange ideas and explore opportunities for joint projects; • Share resources resulting in cost efficiencies; and • Educate/inform the community and address perceptions and fear of crime.

Where relevant, strategic planning initiatives contained within the City of Canada Bay Security and Crime Prevention Strategy have been included in the LPS.

City of Canada Bay Cultural Plan A cultural plan is a document which promotes an understanding of local culture and provides a strategic approach to cultural development, cultural infrastructure and creative industries. The Cultural Plan sets out the key strategic directions for the City which includes:

Social • Identifying partnerships to build community capacity; • Stimulating vibrant and distinctive community cultures; • Increasing community participation. Environmental • Resource best practice place making and public art; • Identifying cultural heritage and special places; • Improving lifestyle and local environments. Economic • Developing creative industries; • Increasing local employment and creative skills development; • Developing appropriate cultural infrastructure; • Maximising tourism and marketing. • Where relevant, strategic planning initiatives contained within the City of Canada Bay Cultural Plan have been included in the LPS.

Owner: Strategic Planning Page 29 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Public Art Strategy The Canada Bay Public Arts Strategy seeks to develop projects and cultural initiatives with potential to:

• Respond to the culture of Canada Bay; • Reflect the cultural, social and environmental significance of the area; • Create opportunities for community engagement; • Realise an interaction between art, architecture and landscape design; • Achieve sustainable design and fabrication; • Exemplify excellence in public art and design.

Where relevant, strategic planning initiatives contained within the City of Canada Bay Public Arts Strategy have been included in the LPS.

Owner: Strategic Planning Page 30 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

PART 3 - HOUSING

Owner: Strategic Planning Page 31 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

3. Housing

FuturesPlan20 - A green city I have a sense of wellbeing through living in a clean, healthy local environment

FuturesPlan20 - A liveable city My City has attractive streets, village centres and public spaces My City has a range of housing options

FuturesPlan20 - A prosperous city I have access to an attractive village centre near where I live where I can socialise and shop for day to day things I need

The general aim of this Housing chapter is to ensure that the key actions of the Metropolitan Strategy for Sydney are adequately considered during the preparation of an LEP for the City of Canada Bay, including:

• The encouragement of housing choice in the City of Canada Bay, including an adequate supply of housing for families, people with disabilities, affordability and the ageing population; • The identification of how the City of Canada Bay dwelling target contained within the Inner West sub-regional strategy will be achieved. SGS Economics and Planning were commissioned to prepare a Housing & Employment study for Canada Bay in 2008. Two documents resulted, a Working Paper and a Final Report. This section incorporates the relevant outcomes of these documents.

3.1. Planning Context

3.1.1. State Plan

The State Plan contains two targets relevant to Housing:

E5 Jobs closer to home

The State Plan seeks to increase the percentage of the population living within 30 minutes by public transport of a city or major centre in Greater Metropolitan Sydney.

E6 Housing affordability

The State Plan seeks to ensure a supply of land and a mix of housing that meets demand.

3.1.2. Metropolitan Strategy The Metropolitan Strategy is a broad framework to guide Sydney’s growth to 2031. It seeks to maintain Sydney’s place within the global economy, while meeting the needs of local communities.

The Metropolitan Strategy is planning for growth of 1.1 million additional people in Sydney by 2031, and highlights the need for a range of housing options to meet demand. The Strategy seeks to achieve a balanced approach to growth, with better quality development around transport in established areas, and

Owner: Strategic Planning Page 32 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

an increased supply of land for new release housing. It is estimated that an additional 640,000 new dwellings will be required to accommodate this demand by 2031. Current dwelling forecasts reveal that 190,000 new dwellings will be built in existing areas by 2013 under current planning controls. The Strategy aspires to achieve 75% of new housing in strategic centres, smaller centres and corridors within walking distance of shops, jobs and other services concentrated around public transport. The Metropolitan Strategy expects that an additional 30,000 new dwellings would need to be accommodated within the inner West subregion by 2031.

3.1.3. Inner West Subregion - Draft Subregional Strategy For the Inner West, a subregional target of 30,000 additional dwellings has been set for 2004 to 2031, increasing from approximately 95,000 to 125,000. This represents 6.7 per cent of the total dwelling target for the metropolitan region and would see the subregion's share of total dwelling stock remain steady at 6 per cent.

Given the absence of new or Greenfield land release areas in the Inner West, the dwelling target will be accommodated in established areas primarily in and around centres. Large sites such as Rhodes and Breakfast Point will accommodate a good proportion of these new dwellings to enable the subregion to reach its target by 2031.

Council's role in addressing the draft Inner West Subregional Strategy in relation to housing includes:

• Inner West councils to plan for sufficient zoned land to accommodate their local government area housing targets through their Principal LEPs (IW C1.3.1). • Inner West councils to ensure the location of new dwellings maintains the subregion's performance against the target for the State Plan priority E5 (IW C2.1.1). • Councils to provide in their LEPs zoned capacity for a significant majority of new dwellings to be located in strategic and local centres (IW C2.1.2). • Councils to review capacity for future dwelling growth in strategic and local centres through their LEPs and investigate potential major sites for residential development within centres (IW C2.2.1). • Inner West councils to provide for an appropriate range of residential zonings to cater for changing housing needs (IW C2.3.2). • Local councils to consult with Department of Housing regarding the redevelopment and renewal of Department of Housing assets, prior to the preparation of LEPs (IW C4.2.1). • THE NSW Government to undertake Strategic Corridor planning for Parramatta Road, Macquarie park to Westmead Corridor and Victoria Road (IW G2.1.2). • The NSW Government and council to complete Breakfast Point and Rhodes as major projects (IW G2.2.1).

3.1.4. Methodology SGS has considered both the quantitative and qualitative aspects of employment and housing within Canada Bay. The approach comprised of:

• A Housing Assessment – a review of relevant policy and literature, profiling of existing housing, consideration of the supply and projecting future demand for these land uses. • Housing Affordability Investigation – analysis of the level of affordable housing need and an overview of the current policy context and scoping of options available to council to address this issue.

Owner: Strategic Planning Page 33 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

• Urban Capacity Analysis – assessment of development constraints and opportunities, and the gap between supply and demand within Canada Bay. • Development of Planning Options –were developed for future residential lands, following discussions with Council, a preferred option was chosen to provide the basis of the strategy. • Feasibility Testing – based on the preferred planning option, implementation scenarios were developed. The feasibility of scenarios was tested to ensure that any potential changes to development controls allow for viable redevelopment. • Strategy Development - following the completion of the other components of this study, SGS has developed a strategy for future residential development within Canada Bay LGA.

3.1.5. Affordable Housing Historically the Commonwealth and State’s involvement in housing has been primarily funded and directed through the Commonwealth-State Housing Agreement (CSHA). This agreement was designed to provide strategic direction and funding certainty for the provision of housing assistance to those whose housing needs cannot be met by the private market. The majority of funding under the CSHA is provided for public housing. The current (2003) CSHA has been extended until the end of 2008 and will be replaced in early 2009 by a new National Affordable Housing Agreement. Since the 1970s, the Commonwealth has also provided lower income tenants in the private sector with ‘Commonwealth Rent Assistance’.

More recently, the Commonwealth and States and Territories have made a fresh commitment to addressing housing affordability. At its March 2008 meeting, the Council of Australian Governments (COAG) agreed to implement five key housing initiatives;

• a National Rental Affordability Scheme to increase the supply of affordable rental housing, reduce rental costs for low and moderate income households, and encourage large scale investment and innovative delivery of affordable housing; • a Housing Affordability Fund to streamline development approval processes and reduce infrastructure charges and regulatory costs; • a Land Audit to facilitate improved housing supply through the identification of surplus Australian, State and Territory land for possible release for housing development (excluding operating defence bases); • a National Housing Supply Council to provide research, forecasts and advice to the Australian Government and COAG on issues relating to the adequacy of housing and land supply to meet future needs; and • A Place To Call Home to deliver 600 new dwellings for homeless people.

3.2. Current Position

3.2.1. Population Profile Canada Bay has a growing population. Between 1996 and 2006, the population grew by 12,409 persons to 68,883 (18.0%). This compared with 9.4% growth for the Sydney Statistical Division over the same period. The LGA hosts a diverse population; key characteristics can be described as follows:

• Most households are couple families. Roughly one-third of households in Canada Bay are couple only households, 27.3% comprise couple families with children and around 24.2% of all households contain a lone resident only.

Owner: Strategic Planning Page 34 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

• While Canada Bay has a relatively old population age structure, over the past 10 years the age profile has remained relatively stable. • Canada Bay has a mix of income levels but the proportion of lower income households in the LGA has been steadily declining. • Residents of Canada Bay are employed in a mix of occupations however the LGA is characterised by an increasing concentration of higher skilled professionals. • The LGA has low levels of employment self-containment, that is, the majority of residents travel outside the LGA for work.

3.2.2. Housing Profile There are currently 26,147 dwellings in the LGA (ABS, 2006). This is primarily made up of detached dwellings (51.2% or approximately 13,000 dwellings) with a significant proportion of flats, units and apartments in the LGA (36% or 8,824 dwellings). The majority of dwellings have two or three bedrooms.

The LGA has experienced a significant increase in dwellings over the past decade, with a total increase of 21.3% (4,279 dwellings) between 1996 and 2006 (almost half this growth occurred between 2001 and 2006 - an increase of 10% or 2,219 dwellings). The majority (87%) of new dwellings in the LGA between 1996 and 2006 were flats, units or apartments (a total of 3,757 dwellings). There have been small increases in the supply of ‘separate houses’ over the same period with a net increase of around 200 dwellings.

Most of the recent development activity is located outside of existing transit nodes. Of the dwellings approved for construction between 2002 and 2007, over half (57%) were located outside of transit nodes and 43% were within transit nodes (MDP, 2007).

Some large former industrial sites have been redeveloped. These are located on ‘premium’ foreshore areas of the LGA but some are a considerable distance from existing centres, transport and established community infrastructure – Breakfast Point, Abbotsford Cove and Cape Cabarita for example. The resulting development patterns mean that significant areas of high density development are not well located in terms of their proximity to existing centres and transport.

Home ownership is by far the most prevalent tenure in Canada Bay with approximately 61% of households either fully owning or purchasing their home in 2006. There has been a slight decrease in the number of rental properties in Canada Bay with 27% of dwellings available for rent in 2006, a decline of 2.3 percentage points since 1996.

3.2.3. Housing Affordability Ensuring an adequate supply of affordable housing and diversity of dwelling types and tenures is important to ensure the future economic, social and environmental sustainability of Canada Bay and the wider Sydney metropolitan area generally. Housing affordability can be defined as the ease with which households across all income groups can access housing.

Social housing stock in Canada Bay is in limited supply. According to the 2006 ABS Census, the LGA had a total of approximately 650 public housing dwellings, comprising 2.5% of the housing stock. This compared with 4.5% for Sydney SD. While the net amount of public housing stock has changed little

Owner: Strategic Planning Page 35 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

since 1996, public housing has declined as a proportion of total housing stock in Canada Bay over the past decade. Dwellings owned by the NSW Department of Housing are concentrated at Friend Avenue, Five Dock with the remainder scattered over the LGA.

Some relatively minor increases in the supply of public housing stock in the LGA are planned, including the NSW Department of Housing’s intention to redevelop 37 cottages and units in Concord and Abbotsford into 102 adaptable units targeted at frail aged and elderly tenants.

Not-For-Profit Housing (including community housing) totalled 65 dwellings – 0.2% of the housing stock in the LGA in 2006. This compares with 0.5% for Sydney SD. The number of community housing dwellings more than doubled over the decade to 2006 (from 31 dwellings, or 0.1% of the stock, in 1996).

Canada Bay has directly contributed to the quantity of affordable housing stock in the LGA by obtaining 23 units at 27 George Street, North Strathfield and 7 units within the Strathfield Triangle via voluntary planning agreements with developers. These units are owned by Council and will be managed by a community housing provider for key workers in the area.

The private housing market increasingly caters for the needs of low and moderate income households. The affordability of housing in the private housing market in Canada Bay is declining, in line with trends in the wider Sydney region generally.

There is a danger that housing affordability will become an increasingly significant issue in the Canada Bay LGA if no action is taken. While Local Councils are not traditionally recognised as having a significant role in the direct provision of affordable housing in Australia, they can actively impact on the supply, cost and location of housing by ensuring an adequate supply of housing in the private market and facilitating the development of housing by social housing providers and not for- profit developers.

3.2.4. Future Housing Demand The population of Canada Bay is expected to grow significantly in the 25 years to 2031. According to Transport Data Centre (TDC) forecasts (adjusted for Estimated Resident Population, 2006), Canada Bay is likely to experience 29% growth in population between 2006 and 2031, an increase of 20,076 people.

SGS’s estimates suggest that Canada Bay LGA will need to cater for approximately 9,700 additional dwellings between 2006 and 2031. This represents a 37.0% increase in dwelling supply over the next 25 years though this is a slower rate of dwelling growth compared with recent development activity. As discussed above, there was 21.3% growth in housing supply in the LGA over the past decade alone.

Along with an increase in the number of dwellings, the type of dwellings in demand is an important consideration. Demand for more housing in Canada Bay is driven by social trends leading to changes in family and household types that have resulted in smaller households.

3.2.5. Future Housing Supply Supply forecasts have been provided by Canada Bay Council for this study. These short and medium term forecasts were provided by Council to the NSW Department of Planning for the Metropolitan Development Program (MDP) 2007 update. The following discussion refers to the period 2004 onwards

Owner: Strategic Planning Page 36 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

to correspond with the period of the NSW Department of Planning’s dwelling targets for the Inner West sub-region (2004-2031).

The total supply of 10,109 new dwellings is forecast by Canada Bay Council from 2004 onwards, (based on existing Development Approvals and construction activity). A total of 3,114 dwellings have been constructed between 2004 and 2007. 4,235 dwellings are forecast in the short term (2007-12) and 2,760 dwellings in the medium term (2012-2017).

Most new housing supply is expected to be located within walking distance of transit nodes (6,467 dwellings or 64% of supply from 2004 onwards) – this primarily refers to the supply of new dwellings anticipated at Rhodes and Strathfield Triangle. A significant amount of new development is also forecast to occur outside of existing transit nodes (3,642 dwellings or 36% of new dwellings). The majority of future dwelling supply is expected to be multi-unit development and is expected to be constructed in the next 5 years.

Housing supply is anticipated to primarily occur on large ex-industrial sites and is anticipated to be concentrated at two major sites – Rhodes Peninsula (4,500 dwellings from 2004 onwards) and Breakfast Point (1,899 dwellings from 2004 onwards) (discussed in further detail below). These sites have catered for a significant proportion of recent development.

Strathfield Triangle (569 additional dwellings) and the Westinghouse Brakes site, George Street North Strathfield (332 additional dwellings) are also anticipated to make a significant contribution to future housing supply in the LGA.

3.2.6. Summary of Housing Demand and Supply Interaction The basic housing supply and demand headlines for Canada Bay can be summarised as follows:

• At the time of the 2006 Census there were 28,268 private dwellings in the LGA (26,147 including private occupied dwellings) (ABS 2006); • The NSW Department of Planning has set a target for growth of 10,000 new dwellings between 2004 and 2031 (Draft Inner West Subregional Strategy); • The SGS housing model has estimated that there will be demand for an additional 9,700 dwellings in the LGA between 2006 and 2031 (based on TDC population growth forecasts); and • The total supply of 10,138 new dwellings is forecast by Canada Bay Council from 2004 onwards.

These findings indicate that the NSW Department of Planning’s target for future dwelling growth is likely to come close to being met through Council’s forecast future dwelling supply (based on existing Development Approvals and construction activity) (MDP 2007).

3.2.7. Dwelling Capacity Dwelling capacity analysis was completed to illustrate capacity under the existing controls. This capacity was then assessed against both the targets and objectives of the Metro Strategy.

Residential capacity analysis uses GIS mapping to identify lots that have redevelopment potential and then applies a dwelling density to these lots based on the development potential under the existing planning controls. Lots that are available for redevelopment are identified through constraints analysis. Constraints to residential development can result from policies (e.g. zoning or minimum lots size control) or physical conditions (e.g. heritage listing or acid sulfate soils). The capacity analysis has focused on both physical and policy constraints.

Owner: Strategic Planning Page 37 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Land which is subject to policy constraints preventing residential intensification are excluded from the dwelling capacity analysis. Such land includes areas used for roads, public and private open space, schools, employment zonings that exclude residential development and sites that have already been redeveloped for multi-unit housing. Heritage lots were also excluded from the analysis.

It is estimated that there is capacity for around 10,300 dwellings on the lots identified in Canada Bay LGA (refer to Map 3.1 on p41). This assessment of dwelling capacity attempted to account for inefficiencies in the development of land to the maximum potential, including:

• Incomplete development of all medium density lots, and • Limited take up of both subdivision and dual occupancy opportunities on larger lots.

The methodology for calculating the potential dwelling capacity is described in Table 3.2.

Of the potential dwellings identified, around 70% are in centres and the remaining 30% are ‘infill’ development located further from existing centres. Dwellings assumed to be in centres include those at Rhodes, Strathfield Triangle, all shop top housing and half of the potential R3 (precinct 2) and R3 (precinct 3) dwellings. Rhodes and Breakfast Point account for more than 60% of all new dwellings. Approximately 25% of new dwellings will occur in the established centres (considered here to the B1 and B4 zones and precincts 2 and 3 of the R3 zone).

Approximately 93% of the dwellings will be apartments and shop top housing (81% and 12% respectively). The remaining 7% will likely be a combination of villa or townhouse style development (less than 6%) or dual occupancies and detached dwellings (less than 2% in total).

Owner: Strategic Planning Page 38 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Table 3.1: Estimate of New Dwelling Capacity Under Existing Planning Controls

Maximum Existing % of New dwelling Efficiency Total Lots potential dwellings 1 GRAND Efficiency rate explanation ZONE MDP rate Dwellings location or type dwellings replaced TOTAL

Breakfast Point 1,797 - 1,797 100% - 1,797 18% Complete development to MDP totals is anticipated. R1 Inefficiency in land development and some non-residential development are Remaining - 231 750 70% 162 363 4% likely to prevent complete realisation of development potential. Only a small portion of lots are likely to have adequate frontage2 and it is Subdivision - 314 628 10% 31 31 0% conceivable that many large dwellings on single may stay that way. R2 Only a small portion of lots are likely to have adequate frontage3 and there Dual Occ - 7,916 15,832 2% 158 158 2% is likely to be limited demand for dual occupancies on common title.

80% Precinct 1 - 57 289 51 180 2% Not all lots will develop. Smaller lots have been excluded and no R3 consideration has been given to the potential for site amalgamations. On Precincts - 129 1,479 80% 116 1,067 10% balance, a relatively higher take-up rate of identified lots has been used. 2 and 3

Rhodes 4,656 - 4,656 100% - 4,656 46% Complete development to MDP totals is anticipated.

Strathfield 707 - 707 100% - 707 7% Complete development to MDP totals is anticipated. Triangle Proportion is of the Grand total dwellings after adjustment by efficiency Residential total (A) 26,138 - 519 8,959 89% factor which is 10,138 dwellings.

1 Total Dwellings = (Maximum Potential Dwellings x Efficiency Factor) minus existing dwellings replaced. 2 Normal allotments must have a minimum street frontage of 14m. Therefore, R2 lots would need a minimum area of 900sqm and an 18.0 metre frontage (14.0m and 4.0m access handle). It is considered that a minimal number of the identified lots would have this attribute. 3 It is considered that few lots greater than 450sqm will turn over to dual occupancy considering the restrictions on separate title and the site coverage maximum of 50% for attached dual occupancies (detached dwellings can already reach a site coverage of between 50% and 70% under the DCP).

Owner: Strategic Planning Page 39 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Maximum Existing % of New dwelling Efficiency Total Lots potential dwellings 4 GRAND Efficiency rate explanation ZONE MDP rate Dwellings location or type dwellings replaced TOTAL

B1 Shop-Top - 333 613 50% - 306 3%

Not all lots will be redeveloped with residential uses. Assumes no Majors Bay Rd - 65 200 50% - 100 1% dwellings are replaced. On balance, a modest take up rate as been assumed. B4 Great Nth Rd - 183 863 50% - 431 4%

Victoria Rd Centre - 179 686 50% - 342 3%

Proportion is of the Grand total dwellings after adjustment by efficiency Mixed Use total (B) 2,362 1,179 11% factor which is 10,138 dwellings.

GRAND TOTAL (A + B) 28,500 10,138 100%

4 Total Dwellings = (Maximum Potential Dwellings x Efficiency Factor) minus existing dwellings replaced.

Owner: Strategic Planning Page 40 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Table 3.2: Dwelling Capacity Methodology

Zone Capacity methodology

R1 General Residential Zone ƒ Remaining Capacity on Breakfast Point site (from MDP) ƒ Remainder of R1 zoned land (located outside ‘Breakfast Point’ site): Applies to Breakfast Point and − Apply 63 dw/Ha to land that is left. This density is based on LEP maximum FSR of Mortlake Point. 0.75 and assumed average dwelling size of 120m2.

R2 Low Density Residential ƒ Subdivision of existing lots: Zone − Lots greater than 900m2 have potential to be subdivided to create additional dwellings. − Potential new dwellings is the number of lots greater than 900m2 x 2. Limited opportunity for new dwellings: subdivision and dual − Make assumption about take up rate of this type of development based on past trends occupancies on larger lots (over and understanding of likelihood of remaining larger lots to be subdivided. Apply this 900 or 450m2 respectively). rate to total. − Subtract replaced dwellings from total new dwellings.

ƒ Dual occupancies: − Permissible on lots greater than 450m2. − Potential new dwellings is the number of lots greater than 450m2 x 2. − Make assumption about take up rate based on past trends and understanding of likelihood of new dual occupancies on common title. Apply this rate to total. − Subtract replaced dwellings from total new dwellings.

R3 Medium Density ƒ Methodology assumes no amalgamation of lots less than 800m2. Residential Zone ƒ Development of existing lower density sites: − DCP requires lots to be greater than 800m2 to be developed. Opportunity for new multi-unit − For lots that are within precinct 1, apply density of 45 dw/Ha. Lots that are within housing and residential flat precincts 2 and 3, apply density of 83 dw/Ha. These dwelling densities are buildings. approximations of those that result from the application of the density standards contained at 6.2.4 of the Canada Bay DCP. − Subtract replaced dwellings from total new dwellings.

SPEP 29 Rhodes Peninsula ƒ Remaining capacity from MDP documents.

DM Strathfield Triangle ƒ Remaining capacity from MDP documents.

B1 Neighbourhood Centre − Given a portion of all development will be retail/commercial and limitations on residential development as shop top housing, it is unlikely that new dwellings will exceed an average of Opportunities for shop top 0.5:1, half the maximum FSR allowable in the LEP housing above retail/commercial − Apply 63 dw/Ha to land zoned B1. This density is based on maximum FSR of 0.5 and development. assumed average dwelling size of 80m2.

B4 Mixed Use − Methodology assumes no amalgamation of lots in the Victoria Road Centre, and FSR have been applied accordingly. Opportunities for shop top − Shop top housing housing. − Apply FSRs from LEP based on specific centres and existing lot sizes. Given a portion of all development will be retail/commercial, FSR for residential are less than the maximum permissible. − For lots within Majors Bay Road Centre (Concord) apply 100 dw/Ha. Based on assumed maximum FSR for residential development of 0.7 (of max. total FSR 1.5 – 1.8:1) and assumed average dwelling size of 80m2.) − For lots within Great North Road Centre apply 125 dw/Ha. Based on assumed maximum FSR for residential development of 1.0, (of max. total FSR 2.0 – 2.5:1) and assumed average dwelling size of 80m2. − For lots within Victoria Road Centre, apply FSRs shown in table at Part 4, 4.4a of LEP. Assume half of floor space is residential and average dwelling size of 80m2. − (Birkenhead Point area excluded from additional residential calculations.)

Owner: Strategic Planning Page 41 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Zone Capacity methodology

B6 Enterprise Corridor − FSR of 1:1 is unlikely to generate significant new dwellings in mixed use developments, particularly given a large portion of this land is within 20 metres of Parramatta Road and Residential flat buildings are residential development is prohibited from these areas in the LEP. permissible in this zone.

Map 3.1: Land for Potential Future Dwellings Under Existing Controls, 2008

Source: SGS, 2008

3.2.8. Issues & Strategy Issues Canada Bay provides an attractive residential location and a high level of amenity for residents... Canada Bay is located within a short travel time of Sydney CBD and is bounded by the Parramatta River. Extensive open space provides opportunities for local recreation, and just beyond the LGA, Olympic Park provides higher order facilities and recreational opportunities. The area is relatively well served by buses and ferries, and some parts of the LGA are also within the walking catchment of rail stations on the northern line. There is scope for a reduction of private car usage and increased utilisation of public transport.

…however, areas with potential dwelling supply will provide a significant number of dwellings outside of centres,

Although approximately 70% of potential dwelling supply is located in centres there are approximately 3,200 dwellings that are located outside of centres. Out of centre dwellings are likely to generate more private vehicle usage, are less likely to have access to public transport and are less likely to utilise local

Owner: Strategic Planning Page 42 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

business. The Sydney Metropolitan Strategy aspires to achieve 75% of new housing in centres. In areas of inner Sydney like Canada Bay that have potential for good transport connections, a greater proportion of dwellings within centres should be achieved. The future supply of dwellings needs to be refocussed towards the LGA's centres.

...and, consultation with Council indicates that there may be some resistance to change within the local community.

To locate additional dwellings within existing centres requires changes to planning controls and the existing built form. Discussions with Council have indicated that some residents may not be receptive to change. Council could potentially combat negative sentiments by highlighting the need to support local centres and the need to provide a range of housing types to allow local residents to age in place.

There is substantial theoretical capacity for additional dwellings under Canada Bay’s existing planning controls... The current planning controls appear to provide capacity for approximately 10,300 additional dwellings within the existing planning controls.

...however, short and medium term dwelling supply will provide limited diversity in dwelling types and locations,

While the current housing stock in Canada Bay offers some diversity in type and tenure, future supply of housing is likely to be concentrated at Rhodes and Breakfast Point and will generally consist of larger apartments that are currently affordable only to higher income households. Breakfast Point is not well located in terms of its proximity to existing centres and transport. Additional higher density housing is likely to be provided at Mortlake and within the Strathfield Triangle. Despite strong demand for housing in the LGA, new, generally high end, apartments do not meet the needs or means of a population with diverse incomes, household sizes and ages.

...short and medium term dwelling supply will not provide low cost or affordable housing,

There is a declining proportion of low cost housing available in the LGA. Most recent residential redevelopment has been in ‘high amenity’ locations that have demanded higher housing prices. The majority of additional new dwellings in the short to medium term will occur in similar locations. Limited supply of sites in alternative locations for redevelopment helps to keep dwelling prices high. Housing affordability will become an increasingly significant issue in Canada Bay if action is not taken to increase the supply of possible redevelopment sites.

...and in some cases, existing planning controls may prevent the potential redevelopment of existing ‘R3 Medium Density Residential’ zoned areas.

Minimum lot size requirements (800 sqm) and requirements for site amalgamations are likely to be an impediment to the redevelopment of sites in ‘R3 Medium Density Residential’ zoned areas. Modest maximum densities in Canada Bay’s planning controls are likely to contribute to low levels of site amalgamation and therefore redevelopment. The density controls for higher density housing encourage provision of larger dwellings and limit the number of dwellings (based on site area), as opposed to limiting the physical bulk of development. This approach will generally result in fewer, larger dwellings, which in term will affect affordability and dwelling supply.

SGS undertook Development Feasibility testing on a number of sites in the LGA. In the vast majority of cases, the development controls in Canada Bay result in feasible development. In broad terms, the

Owner: Strategic Planning Page 43 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

feasibility analysis demonstrated that increasing densities and decreasing parking requirements would make development at the subject sites and therefore in centres more feasible. Refer to Appendix 1.

Canada Bay Council has facilitated the provision of some affordable housing and has an Affordable Housing Policy in place... In 2005, Canada Bay Council entered into its first voluntary planning agreement under Section 93 of the Environmental Planning and Assessment Act 1979 (EP&A Act 1979) to provide affordable housing. A voluntary planning agreement between the developer and Council resulted in the dedication of sixteen affordable rental housing dwellings at George Street, North Strathfield. Another 7 affordable housing units are being provided in the Strathfield Triangle. The units are owned by Council and will be managed by a community housing provider.

In August 2007, Canada Bay Council adopted its Affordable Housing Policy outlining the objectives, eligibility criteria, responsibility for management, and fund management of affordable housing in the LGA. The policy determines that \sites close to public transport hubs and/or employment areas have potential for affordable housing as they enable residents to easily access public transport, employment and services. The eligibility criteria stress the importance of keeping key workers in the LGA. Eligible tenants do not only have to fall under the low and moderate income group, but must also be employed in health services, childcare, education, emergency services, public transport or at the Council. Resident employees are given priority in the assessment.

...however, the current affordable housing policy is having a limited impact on the supply of affordable housing.

The current strategy that seeks to provide affordable housing through ‘profit sharing’ when development exceeds the planning controls is unlikely to provide a significant amount of affordable housing into the future. Providing affordable housing will be a significant challenge in an area where land values are high, redevelopment opportunities are limited and concentrated in locations where development costs are high (industrial sites) and rely on the premium sale prices paid for waterfront locations to recoup costs.

A number of different mechanisms are available to address housing affordability. These mechanisms are summarised in Appendix 3 – Affordable Housing Mechanisms, with Objectives and Actions for affordable housing set out in Part 3.2.3.

Strategy This preferred Strategy, for future residential development in Canada Bay allows for all projected growth under the LEP 2008, but with the addition of further growth in and around Canada Bay’s ‘traditional’ centres. This will be a two stage process, first allowing for initial residential growth, and then providing for concentration within the centres.

Achievement of draft Subregional Strategy dwelling target (initial growth)

This initial growth will provide 10,357 dwellings, thereby exceeding the target of 10,000 dwellings contained within the draft Inner West Subregional Strategy. It is intended that this growth be accommodated within Council's Comprehensive LEP to be prepared in 2009/10.

The key features include:

• Continuation of additional housing at Rhodes, Breakfast Point, Mortlake, Strathfield Triangle and potential for additional shop top housing;

Owner: Strategic Planning Page 44 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

• Additional housing and some employment in traditional centres, particularly in centres and larger neighbourhood centres on transport routes such as: o Drummoyne; Five Dock; and Majors Bay Road, Concord; o Small centres/Neighbourhood centres: eg. Concord West and North Strathfield; and • Some additional dwellings in R3 zoned areas (both in and outside of centres).

The future distribution of dwellings, within centres, is shown in Map 3.2 with Maps reflected in Table 3.3.

The potential dwelling capacity in Canada Bay is considered to provide a conservative estimate of dwelling numbers. In addition to the dwelling numbers identified in Table 3.3, additional capacity may occur as a consequence of sites that come forward for rezoning during preparation of the next LEP.

Concentration in centres

Following the achievement of the dwelling target, Council will require a Strategy to inform ongoing development. The Strategy is not intended to facilitate individual spot rezoning but to ensure a framework is provided for future planning reviews. Such reviews are likely to occur on a centre by centre basis. Indicative examples of how this approach would be applied is provided in Appendix 2.

The key features include:

• A wider distribution of opportunities for new housing, increasing housing choice and price points; • Capacity for new housing which supports the viability of existing centres and transport routes; • Additional supply of development sites which should increase supply and improve housing affordability; and • Potential supply of dwellings which exceeds the draft Inner West Subregional Strategy target.

Owner: Strategic Planning Page 45 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Map 3.2: Future Distribution of Dwellings within Centres – Short to Medium Term

Owner: Strategic Planning Page 46 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Table 3.3: Future Distribution of Dwellings - Short to Medium Term

LOCATION Mixed Residential Total

Village and town centre - - - Majors Bay Road, Concord 100 - 100 Victoria Road, Drummoyne 342 - 342 Great North Road, Five Dock 431 - 431 Strathfield Triangle - 707 707 Renewal areas - - - Rhodes - 4,656 4,656 Mortlake Point - 363 363 Breakfast Point - 1,797 1,797 Retail and service centres - - - Birkenhead Point - - - Bakehouse Quarter - - - Neighbourhood centres - - - Wareemba - North Strathfield - Concord West - Concord Road, Victoria Avenue - Brent Street, Russell Lea - Byrne Avenue, Russell Lea - Cabarita Road, Concord - Concord North - 306 306 Rodd Point, Five Dock - Five Dock West - Concord East - Abbotsford - Concord Road, Hospital Road - Chiswick - Ingham Avenue, Five Dock - Parramatta Road, Burwood Road - Existing R3 zoned areas - - - R3 - Precinct 1 - 180 180 R3 - Precincts 2 and 3 - 1,067 1,067 Lower density infill - - - Subdivision - 31 31 Dual Occupancy - 158 158 TOTAL 1,179 8,959 10,138

Owner: Strategic Planning Page 47 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Map 3.3: Future Distribution of Dwellings within Centres – Medium to Long Term

Owner: Strategic Planning Page 48 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

3.2.9. Objectives and Actions The broad housing objectives are to: Provide a broad mix of new housing. A diverse population mix helps to create a rich social and cultural landscape as well as enabling the efficient economic functioning of the area. Council should strive to encourage a range of housing options to enable the local area to continue to accommodate a diverse population.

Facilitate the provision of a greater share of low cost or affordable housing. There is high demand and low supply for affordable housing in the LGA. Current large scale residential developments are unlikely to address this situation. A lack of affordable housing will impact on the ability of the area to house a diverse population – negatively impacting on the social and economic functioning of the area. Council should aim to encourage affordable housing development.

Support and revitalise traditional local centres. Local centres that are well served by public transport are important components in the centres' hierarchy - providing an important ‘fine grain’ of activity. The trend to a smaller number of persons per household, combined with the absorption of new jobs by other centres may detract activity from these local centres. Council should seek to retain and enhance activity in local centres that are well served by public transport.

To achieve these objectives, a series of strategies and associated actions are recommended. These are discussed in the following text.

Objective H1 Provide for a mixture of housing types over the short to medium term Future dwelling supply at Rhodes and Breakfast Point will enable Council to meet the dwelling target for Canada Bay as defined in the draft Inner West Subregional Strategy. However, the resultant housing stock is likely to be oriented towards the higher end of the market, providing a limited diversity in the type of dwellings within a limited price range.

Diversity in the housing stock will enable Canada Bay to continue to house a diverse population. There is a need to provide a range of housing options to accommodate a diverse population including young people, older people and a more diverse range of family types. This will require more small dwellings, dwellings near transport and services (to allow residents to choose not to own a private vehicle), adaptable dwellings and accessible dwellings.

Council should actively encourage the development of an increased supply of housing for rent and purchase through the preparation of planning policies that encourage a mix of housing types and tenure choice, in and near a range centres that are well serviced by public transport. Research indicates that the majority of current new housing supply consists of two and three bedroom apartments. A broader mix of housing, including a greater share of smaller dwellings, may increase housing affordability and provide accommodation for a mixture of residents.

Action H1 Prepare planning controls that promote a mix of housing types.

Planning controls should be reviewed to facilitate the delivery of a mix of housing types including housing that is suitable for a variety of household types, as well as older people. Large developments can offer particular opportunities. For all developments an appropriate mix of one, two and three bedroom dwellings should be encouraged. Allowing secondary dwellings, with appropriate planning controls and in appropriate

Owner: Strategic Planning Page 49 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

locations can provide additional smaller dwellings without a significant change to the existing character of lower density areas.

Planning controls should be reviewed regularly to ensure early identification and forward planning of additional areas for future residential development in the longer term.

Council should monitor the availability of land for residential development, including surplus public land and ensure ongoing efficiency in Council’s Development Approvals process by auditing processes to ensure they are reaching ‘best practice’ standards.

Action H2 Ensure that a proportion of all new residential development is adaptable and accessible

Canada Bay should ensure that at least 10% of new residential development is adaptable and accessible. It is important to ensure that a proportion of residential units are designed to be flexible and easily modified to cater for residents with existing disabilities and future needs. AS4299 should be the adopted minimum for defining adaptability.

Objective H2 Provision of a greater share of Low Cost and Affordable Housing Housing prices in Canada Bay have experienced sharp increases in recent years and while Council cannot act as a sole agent to solve the problem of housing affordability, there are a range of means which can be used in promoting a diverse supply of housing and seeking to encourage affordable housing development.

Council should seek to encourage increased contribution of social and community housing providers to the share of housing in the Canada Bay LGA. Opportunities to increase the amount of affordable housing should be maximised.

Action H3 Work closely with the not-for-profit sector to facilitate affordable housing provision

Council has a legitimate role to play in working with not-for-profit sector to identify development opportunities, assist with planning, concept development, infrastructure provision and community engagement.

Council should ensure that it has a close working relationship with community housing providers and takes a proactive role in initiating partnerships with community service providers and the community housing sector.

Action H4 Work with government agencies to lever funding for affordable housing delivery

Council should work with the NSW Department of Housing and other major land holders to identify potential sites for Not-for-Profit development.

Monitor Commonwealth and State Government announcements relating to funding and policy related to the ‘National Rental Affordability Scheme’ and forthcoming National Housing Agreement.

Lobby the Commonwealth Government in favour of increased investment in social housing in the forthcoming National Housing Agreement.

Owner: Strategic Planning Page 50 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Ensure that Council is in a position to act on available funding and policy changes as announced.

Action H5 Work with the State Government to renew/replace existing public housing stock

Over the timeframe of this strategy it is likely that some of the public housing in Canada Bay will be redeveloped. The July 2008 report from the Australian Government’s Select Senate Committee on Affordable Housing recommends a social housing proportion of 6% of all residential dwellings. According to the 2006 ABS Census, 2.5% of the housing stock in Canada Bay is social housing. This compared with 4.5% of total stock in Sydney SD.

While public housing is limited within the LGA, Council should work with the State Government to ensure that opportunities for further dwellings are maximised and stock is not diminished.

Action H6 Consider opportunities for the provision of affordable housing on rezoned sites

Over the longer term employment lands at Bibby Street and the Freshfood site (Bushells) are expected to be rezoned for other purposes. Provision of affordable, or low cost housing, should be explored on these and other similar sites as opportunities arise.

Action H7 Investigate the potential for implementing an Inclusionary Zoning provision

Inclusionary Zoning is a planning provision requiring incorporation of a certain use or facility in approved developments. In some cases, a monetary contribution can be supplied in lieu of the facility or use. In this case, the responsible authority would use the obtained monies to provide the required use or facility on other parcels of land.

Where it is necessary to ensure the ongoing maintenance of dwellings as ‘affordable’ housing, complementary arrangements would need to be established to ensure that the affordable housing created to meet Inclusionary Zoning requirements does not become a windfall gain for the first generation of buyers of the housing (who could on- sell the properties at market prices). This will generally (though not always) mean vesting the housing in some appropriate social housing provider.

Inclusionary Zoning can only be implemented by gaining approval from the NSW Department of Planning to incorporate a particularly local government area into SEPP 70.

Council should also investigate provisions in the Local Environmental Plan which will deliver affordable housing to the community.

Action H8 Consider negotiated agreements for provision of affordable housing where development meets certain criteria

Developers may enter into a negotiated agreement with a Council with regard to the provision of affordable housing in conjunction with a development, whether on site or off site, in cash or in kind.

Owner: Strategic Planning Page 51 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Negotiated agreements may be considered whereby developments meet the following criteria: are large in scale; have longer timeframes; are likely to be developed in stages; and where the developer has a key interest in delivering public infrastructure5.

Objective H3 Ensure an adequate supply of low cost housing in the private market The affordability of housing in the private housing market in Canada Bay is declining. The supply of new homes needs to be suitable for people of different income levels and different household types, including housing that is adaptable and accessible. Any unnecessary barriers to the development of such development should be addressed.

Action H9 Investigate changing planning controls to reduce the costs of development

Council should review existing planning instruments to ensure that there are no significant barriers to the development of lower priced housing (such as maximum lot sizes for subdivision, increased densities in locations close to centres and public transport infrastructure, minimum dwelling sizes, excessive car parking requirements, the permissibility of boarding house and shop-top housing development, etc).

Planning controls should also be reviewed to ensure that they encourage lower cost housing to market specifications such as smaller dwelling sizes, minimising unnecessary fixtures, lower car parking ratios etc) as well as a mix of housing types including for families, singles, adaptive housing.

Resulting changes to planning instruments should be incorporated into the New LEP.

Objective H4 Monitor & Evaluate Housing Strategies Housing affordability will change over time. Council should monitor and evaluate progress against the objectives outlined in this strategy to ensure that the supply of affordable and social housing is maintained or expanded.

Action H10 Monitor housing affordability and the supply of affordable housing within the LGA

Council should regularly monitor the supply of affordable housing in the LGA by assessing housing market data (volume and price of available housing for rent and purchase) against local demographics (incomes and housing stress thresholds for lower income groups)

Action H11 Monitor land availability to ensure future opportunities are recognised

Land audit data should be maintained so that the land availability and capacity on developed sites is known.

Objective H5 Increase Residential Densities in Centres Canada Bay’s existing local centres that are served by good public transport and offer a range of retail and other services are a valuable attribute of the LGA. Maintaining the viability and vitality of these centres should be part of a strategy to ensure better liveability and sustainability into the future. Support and revitalisation of these local centres can be assisted by zoning for residential intensification.

5 Department of Infrastructure Planning and Natural Resources, Changes to the development contribution system in NSW, DIPNR Circular PS05-003, 14 June 2005.

Owner: Strategic Planning Page 52 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Maximum allowable densities in appropriate village and neighbourhood centres should be increased to stimulate growth required to ensure vibrant and viable mixed use centres that are well serviced by public transport.

Action H12 Increase residential densities in, and in the immediate vicinity of, the existing centres of Drummoyne, Five Dock, Concord, Concord West and North Strathfield.

These existing centres all include good services and access to transport access and yet they contain a significant proportion of low density housing. It is recognised that the low density and village feel in Canada Bay is valued by residents and businesses alike, however a balance must be struck between retaining the existing character, and ensuring densities support the public transport patronage. Suitable density increases should be determined consistent with village feel and transport accessibility, and desire to promote housing choice and affordability. This will require an adjustment to local zoning controls, shop-top provisions (to encourage residential), parking controls, and pedestrian and cycling facilities. Design guidelines should be prepared to protect amenity. Particular emphasis should be placed on achieving higher densities at close range, such as with 200 metres of existing retail areas and centres serviced by public transport.

Action H13 Test new planning controls and conduct feasibility testing

Any changes to planning controls should be based on rigorous testing of proposed controls and potential built outcomes that take specific account of the particular lot and block characteristics of each centre. This work should be accompanied with feasibility testing to ensure that the development of new controls is informed by and understanding of the development viability.

Objective H6 Improve Urban Design Action H14 Improve Urban Design within centres

A review of the development controls which apply to each centre in Canada Bay should be undertaken on a centre by centre basis. The urban design review will consider centres in their totality and will not be undertaken to facilitate the development of individual sites. Matters such as built form, the creation of public spaces and ensuring an appropriate bulk/scale relationship with the surrounding locality will guide the review.

Action H15 Improve the design quality of residential flat buildings

The Development Control Plan should be reviewed to ensure that residential flat development provides good design. Emphasis should be given to areas zoned R3 Medium Density where infill development is likely to occur, particularly for development which falls outside of the application of SEPP 65 (Design Quality of Residential Flat Buildings).

Owner: Strategic Planning Page 53 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Owner: Strategic Planning Page 54 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Part 4 - Employment

Owner: Strategic Planning Page 55 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

4. Employment

FuturesPlan20 - A prosperous city I am able to expand my skills and strengths while still working close to home There are successful local businesses in my area which focus on creativity and wellbeing

I have access to local businesses of a high quality, global standard

The general aim of the Employment chapter is to ensure that the key actions of the Metropolitan Strategy for Sydney are adequately considered during the preparation of an LEP for the City of Canada Bay, including the identification of how the City of Canada Bay employment target contained within the Inner West sub-regional strategy will be achieved.

SGS Economics and Planning were commissioned to prepare a Housing & Employment study for Canada Bay in 2008. Two documents resulted, a Working Paper and a Final Report. This section incorporates the relevant outcomes of these documents.

4.1. Planning Context

4.1.1. State Plan The relevant actions of the State Plan to local Employment are:

P1 Increased business investment

The State Plan seeks to increase business investment, by making NSW a more attractive place to do business. The Plan also seeks to increase tourist visitation to NSW by 10 million visitors nights by 2016.

P2 Maintain and invest in infrastructure

The Plan seeks to maintain and invest in infrastructure such as roads, railways, power, water supply and ports to make NSW an attractive place to do business.

4.1.2. The Metropolitan Strategy The Metropolitan Strategy contains the aspirations to provide sufficient land for employment growth, and includes employment capacity targets for Sydney's subregions as well as strategic employment precincts. The Metropolitan Strategy recognises that as Sydney's population and economy grows, additional jobs will be created. There are projected to be up to 500,000 additional jobs in Sydney by 2031, and almost half of new jobs are expected to be located in Western Sydney and a further 30% in the global economic corridor from Macquarie Park, through the CBD, to Sydney Airport and Port Botany. A range of other employment locations are also identified which will cater for this growth, including employment lands (i.e. industrial lands), centres, home-based business, strategic centres and specialised centres, and enterprise corridors.

An analysis of trends and directions in employment lands is included in the Strategy, and this recognises that changes in the way businesses are operating are increasing "white collar" component of employment in employment land areas. Old style industrial areas, for heavier industry types, are diminishing. Factors affecting employment land provision across the Greater Metropolitan Region are identified as:

Owner: Strategic Planning Page 56 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

• Increasing "export and import" business activity proximity or good access to the airport and port. • The role of innovation which is driving industry clusters, and the need for proximity to quality services and education activities. • The need for some activities, such as concrete batching and waste services, to have a good distribution across the metropolitan area. • The need for lower cost locations for "start up" businesses.

4.1.3. Inner West Subregion Strategy Council's role in addressing the draft Inner West Subregional Strategy in relation to Employment includes:

• Inner West local councils to prepare Principal LEPs which will provide sufficient zoned commercial and Employment Land to meet their employment capacity targets (IW A1.1.1). • Council to ensure retention of sufficient small Employment Lands parcels to support local service industries (IW A1.2.3). • The Department of Planning, through the Employment Lands Development Program, to investigate the influence of a potential M4 Motorway extension on demand for Employment Lands within this subregion (IW A1.2.4). • The Department of Planning to complete a metropolitan and subregional review of Employment Lands, prior to considering any significant rezoning of Employment Lands to non–employment uses within the Inner West Subregion (IW A1.4.1). • Local government to explore opportunities to revitalise strategic Employment Lands (IW A1.9.1). • The Department of Planning to work with councils in identifying and implementing measures to manage interface issues between industrial and residential land uses (IW A1.9.2). • Local government to investigate strategies to ensure sufficient zoned land to enable the provision of comparatively low cost premises for start–up businesses (IW A3.3.1). • Councils to implement the Strategic Centre employment capacity targets and plan for sufficient commercial, retail, industrial and business park floor space within Principal LEPs (IW B1.2.1). • Inner West Councils to investigate appropriate locations for residential development within centres for their Principal LEPs: o Ashfield Council to develop policies to accommodate and enable mixed use development in Ashfield Town Centre. o Burwood Council to plan for residential development primarily in Burwood Major Centre, surrounding a more commercial central area to complement existing and proposed commercial development. o Canada Bay Council to plan for residential development at Rhodes, within the walking catchment of the station, where it supports the functioning of this mixed use centre. o Strathfield Council to complete the Master Plan for Strathfield Town Centre and plan for housing where it supports the role of the centre (IW B2.1.1). • The Department of Planning and Department of Local Government to liaise with councils regarding the implementation of mechanisms for Business Improvement Districts for Burwood and Rhodes (IW B3.2.1) • Through the development of LEPs, the Department of Planning and local government to: o Continue to support sufficient supply for commercial office sites within the two Inner West Strategic Centres; o Encourage commercial development around Burwood Station; and

Owner: Strategic Planning Page 57 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

o Use planning controls to encourage consolidation of key sites for large scale development (IW B3.4.1). • Councils to investigate appropriate locations for retail uses in Centres, Business Development Zones (supporting identified Strategic Centres) and Enterprise Corridors (IW B4.1.2). • The Department of Planning and transport agencies to investigate a potential economic corridor from Westmead to Macquarie Park (IW B5.1.1). • The Department of Planning and Inner West councils to consider application of Enterprise Corridor zoning for sections of arterial roads within the subregion, through their Principal LEPs (IW B7.2.1). • Councils to consider the guidelines for development along busy roads when planning for future housing near any road with an Annual Average Daily Traffic (AA DT) volume of more than 20,000 vehicles (IW B7.2.2).

4.1.4. Methodology SGS has considered both the quantitative and qualitative aspects of employment within Canada Bay. The approach comprised of:

• An Employment Assessment – a review of relevant policy and literature, profiling of existing employment, consideration of the supply and projecting future demand for these land uses. • Employment Land Capacity Analysis – assessment of development constraints and opportunities, and the gap between supply and demand within Canada Bay. • Development of Planning Options –were developed for future employment lands. Following discussions with Council, a preferred option was chosen to provide the basis of the strategy. • Feasibility Testing – based on the preferred planning option, implementation scenarios were developed. The feasibility of scenarios was tested to ensure that any potential changes to development controls allow for viable redevelopment. • Strategy Development - following the completion of the other components of this study, SGS has developed a strategy for future employment within Canada Bay LGA.

4.2. Current Position

4.2.1. Employment and Industry Profile In 2006 there were 22,656 jobs reported in the Canada Bay LGA, representing jobs growth of an additional 3,655 jobs since 2001 (18.8% growth). It is important to note that this reflects a slight under count, due to people not filling out the census form, not recording their place of work or not having a fixed place of work.

In terms of employment by industry sector, in 2006, Canada Bay had a concentration of employment in the following industries:

• Health and Community Services (15.8%); • Retail Trade (15.0%); • Property and Business Services (13.5%); • Manufacturing (10.8%); and • Finance and Insurance (10.5%).

When benchmarked against employment in Sydney, broad industry specialisation emerges in the following sectors:

Owner: Strategic Planning Page 58 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

• Health and Community Services; • Finance and Insurance; • Construction; and • Personal and Other Services.

Compared with the wider Sydney region, a relatively high concentration of workers in Manufacturing continue to be employed in Canada Bay.

Key industry specialisations in the Canada Bay LGA are in ‘Data processing, web hosting and electronic information storage services’ and ‘Other food product manufacturing’ appear to be related to the location of a Westpac back-office data processing centre at North Strathfield and Freshfood Sydney’s food and beverage manufacturing operations at 160 Burwood Road.

The distribution of employment (jobs per hectare) is shown in Map 4.1.

Owner: Strategic Planning Page 59 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Map 4.1: Employment Density by Precinct, Canada Bay LGA, 2006

Source: TDC 2006

4.2.2. Assessment of Demand for Employment Land Consultation has been completed with Council, Real Estate agents and key stakeholders, including local Chambers of Commerce and landholders. The following key points have emerged from this process:

• There is healthy demand for retail floor space in local centres in the LGA; • There is strong demand for office space and retail floor space from local business and businesses seeking to relocate from the CBD; • The supply of small office space (approx. 100sqm) is particularly scarce and in high demand throughout the LGA; • There is strong demand for A Grade commercial floorspace at Rhodes, however the impact of the construction of additional floorspace in this centre is unclear; • There is high demand for small storage and distribution warehouses in the LGA; • Some of the older style industrial estates in Five Dock near Queens St/Parramatta Road have the potential to be developed into newer, hi-tech light industrial developments, although there continues to be strong demand for this land for use as light industry; • There is concern that there may be a shortage of appropriate light industrial land in the future; • There is no longer any significant demand for land by heavy industry in the LGA; and • There is a lot of pressure to rezone existing industrial land, to residential or commercial use.

Owner: Strategic Planning Page 60 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

4.2.3. Employment Forecasts The available projections from the Transport Data Centre (TDC 2006) provide an indication of the likely nature and distribution of employment between 2001 and 2031. Recently released 2006 Census results show that a significant amount of employment growth in the LGA has occurred between 2001 and 2006.

ABS data indicates that 3,655 of the TDC’s anticipated employment growth for an additional 7,870 jobs in the LGA between 2001 and 2031 has already occurred in the five years to 2006. Further TDC forecasts significant growth in the following key industries between 2006 and 2031: • Property and Business Services (an increase of 5,869 jobs or 153.4% growth); and • Retail Trade (an increase of 1,542 jobs or 36.9%).

Significant growth in Finance and Insurance was forecast by TDC (a 33.3% increase in jobs between 2001 and 2031). Jobs growth in this industry exceeded the TDC’s forecast by over 500 jobs between 2001 and 2006.

Table 4.1: Actual and Forecast Change in Employment, 2001-2031

2001 2006 2001-2006 Forecast

(TDC) (TDC) Actual Actual Forecast Forecast Adjusted Adjusted

Area Reported Reported 2011 2016 2021 2026 2031 Rhodes / Leeds Street 2,309 2,683 6,238 5,344 3,929 2,661 6,715 7,951 9,142 9,793 10,423 Concord Hospital / Concord West 2,655 3,049 2,692 3,055 37 6 2,929 2,849 2,808 2,786 2,775 Western Canada Bay 3,796 4,443 4,103 4,551 307 108 4,648 4,656 4,661 4,655 4,647 Canada Bay Central 2,775 3,247 2,657 3,305 -118 58 3,288 3,222 3,154 3,084 3,011 Five Dock/ Parramatta Road (East) 2,746 3,189 2,619 3,362 -127 173 3,406 3,381 3,345 3,300 3,251 Victoria Road/ Birkenhead Point 2,989 3,500 2,751 3,733 -238 233 3,851 3,879 3,894 3,894 3,885 Neighbour hood Centres (LGA East) 1,760 2,057 1,625 2,138 -135 81 2,160 2,140 2,114 2,081 2,045 Total 19,030 22,168 22,685 25,488 3,655 3,320 26,997 28,076 29,118 29,594 30,037

Owner: Strategic Planning Page 61 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

4.2.4. Demand for ‘Population Related’ Industry Growth in population in the LGA has created demand for local light industry (domestic storage, distribution, auto repairs, etc) and can also impact on demand for urban services (e.g. Council depots). Population growth also creates demand for retail capacity in commercially zoned and employment areas.

Services in local light industry are changing and intensifying, while in urban services there is great scope for scale economies with significant increases in activity not necessarily creating demand for additional land.

An upper end calculation of additional demand for ‘population generated’ local industry land and retail floorspace in the period 2006 to 2031 indicates that population growth in the LGA is likely to drive demand for additional floorspace in the order of 58,200sqm across the LGA (including 24,250sqm will be required for local light industry; 4,850sqm for urban services and 19,400sqm for main street retail (based on TDC population projections 2004)). It is noted that the suitability of future employment land and retail/ commercial floorspace is an important consideration – with suitability subject to various factors such as accessibility, neighbouring land use etc. This is discussed in further detail under Employment Land Capacity on p68.

Table 4:2: Demand from Future ‘Population Related’ Industry – Estimate

Ratio of Additional Floorspace floorspace /Household 2006 (sqm) 2031 (sqm)** demand (sqm) Households 28,268 dwellings* 37,968 dwellings 9,700 Local Light Industry 2.5 70,670 94,920 24,250 Urban Services 0.5 14,134 18,984 4,850 Retail Main street 2 56,536 75,936 19,400 Source: SGS Economics and Planning (* Total private dwellings; ** TDC 2004).

Estimated capacity to accommodate forecast demand for floorspace and jobs is shown in Table 4.3. This table is divided up into Travel Zone (TZ) precincts as shown in Map 4.2 below. In total the LGA has 316,599 sqm net potential floorspace capacity to absorb the forecast total 58,200sqm population related floorspace demand. There is a net potential floorspace capacity of 186,140sqm in the neighbourhood centres and mixed use areas. This translates into a potential of 8,984. This is ample capacity to accommodate the forecast 19,400 sqm of main street retail floorspace.

The methodology is provided in Table 4.4.

Owner: Strategic Planning Page 62 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Map 4.2: Travel Zone Precincts

Source: TDC 2006

.

Owner: Strategic Planning Page 63 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Table 4.3: Estimated Employment Land Capacity and Potential to Accommodate Future Employment

Current Total Jobs floorspace Potential within Jobs within (estimated (estimated) Net Floorspace to existing Efficiency constrained TZ 'Precinct' Centre / Precinct Total Area ) (sqm) (sqm) Potential Job ratio capacity rate capacity Comment

Full take up - Available floor space to be exhausted. Request for The Bakehouse increase in FSR and height being considered by Council. Part Quarter 82,801 25,000 62,101 37,101 30 1,237 100% 1,237 3A Application being considered by the Department.

Parramatta Road Limited take up - Established corridor comprising largely car Bakehouse West (Enterprise related industry. Poor amenity due to aggressive traffic Quarter / P'matta Corridor) 30,852 33,937 55,027 21,090 60 351 25% 88 environment. Rd (West) Limited take up - An established Neighbourhood centre that services the needs of the immediate local community. The centre is characterized by a small subdivision pattern, diversity Neighbourhood of land ownership and proximity to sensitive residential land Centres 6,537 5,884 13,075 7,191 30 240 25% 60 uses.

Total 120,190 64,820 130,202 65,382 - 1,828 - 1,385

Limited take up - An established Neighbourhood centre that services the needs of the immediate local community. The centre is characterized by a small subdivision pattern, diversity Neighbourhood of land ownership and proximity to sensitive residential land North Strathfield / Centres 19,245 17,320 36,567 19,246 30 642 25% 161 uses. Concord West Limited take up - intensity of light industrial uses are unlikely to George Street be increased based on an FSR of 1.0:1 and height limit of (Industrial) 77,029 53,920 77,029 23,109 80 289 25% 73 12.0m.

Total 96,274 71,241 113,596 42,355 - 930 - 234

Moderate take up - The Neighbourhood centre in this precinct comprises a small collection of shops on Concord Road. The Neighbourhood FSR of 2.0:1 and height limit of 11.0m is considered to provide Concord Hospital Centres 14,136 12,723 28,272 15,550 30 518 50% 130 adequate incentive for redevelopment. / Concord West Rhodes Corporate Park - Remainder 4,922 see below see below see below - - - -

Total 19,058 12,723 39,395 26,673 - 518 - 130

Five Dock / Good take up - Existing standards/controls provide a strong P'matta Rd (East) Five Dock Centre incentive to develop. If residential component <30% GFA, FSR (Mixed Use) 68,280 85,350 136,560 51,210 30 1,707 75% 1,281 is 2.0:!, if residential component is >30%, FSR is 2.5:1.

Owner: Strategic Planning Page 64 of 215 Adopted by Council 01/06/2010

Canada Bay Local Planning Strategy 2010

Limited take up - This precinct comprises one shop on Harris Neighbourhood Road and a small centre on Ramsay Road. Minor growth is Centres 3,883 3,495 3,883 388 30 13 25% 3 envisaged. Parramatta Road East (Enterprise - Corridor) 51,334 56,468 51,334 5,133 - - -

Parramatta Rd / Good take up - Convenient access and limited land use Queens Street constraints in this location provide adequate incentive for light (Industrial) 124,471 87,129 124,471 37,341 90 415 75% 312 industrial development.

Total 247,968 232,442 316,248 83,806 - 2,135 - -

Moderate take up - Some incentive is provided for development. For example, if residential component is <30% GFA, FSR is 1.5:1, if residential component is >30%, FSR is 1.8:1. Whilst Majors Bay Rd incentive to develop is considered to exist, development to full Centre (Mixed capacity is unlikely in circumstances where the centre is Use) 23,569 29,462 35,354 5,892 30 196 50% 98 identified as a Heritage Conservation Area. Parramatta Rd Central Limited take up - Established corridor comprising primarily car Majors Bay Rd / (Enterprise related industry. Poor amenity due to aggressive traffic P'matta Rd Corridor) 34,102 37,512 47,567 10,055 60 168 25% 42 environment for alternative land uses. (Central) Limited take up - This precinct comprises a small collection of Neighbourhood shops on Burwood Road that service the Neighbourhood immediate local community. Minor alterations/additions are Centres 1,477 1,329 2,215 886 30 30 25% 8 envisaged for development within this precinct.

Bushells Site Limited take up - established industrial use. Peninsula location (Industrial) 39,371 27,560 39,371 11,811 80 148 25% 37 with poor access and proximity to sensitive residential uses.

Total 98,519 95,862 124,507 28,644 - 541 - 185

Neighbourhood Moderate take up - the 1.0:1 FSR and 12m height standard Mortlake / Centres 13,746 12,372 15,103 2,731 30 91 50% 46 provide adequate incentive for redevelopment. Concord North

Total 13,746 12,372 15,103 2,731 - 91 - 46

Neighbourhood Five Dock Centre Good take up - Existing standards/controls provide a strong Centres (LGA (Mixed Use) - incentive to develop. If residential component <30% GFA, FSR East) Remainder 7,824 9,780 15,648 5,868 30 196 75% 147 is 2.0:1, if residential component is >30%, FSR is 2.5:1.

Limited take up - poor access and location near sensitive residential land uses. Due to the established nature of the Bibby Street precinct, the Floor Space Ratio of 1.0:1 and 12m height limit are (Industrial) 5,557 3,890 5,557 1,667 100 17 25% 4 unlikely to be exhausted.

Limited take up - The Neighbourhood centres in this precinct comprise sporadic retail/business uses on Lyons Road. The land uses are generally site in a residential context. Neighbourhood Alterations/additions are possible, however redevelopment to full Centres 25,419 22,877 25,419 2,542 30 85 25% 22 theoretical capacity is unlikely in all circumstances.

Owner: Strategic Planning Page 65 of 215 Adopted by Council 01/06/2010

Canada Bay Local Planning Strategy 2010

Total 38,799 36,546 46,623 10,077 - 297 - 173

Limited take up - This precinct comprises three sites located Neighbourhood within a Neighbourhood centre. Potential for growth in this Centres 3,489 3,141 5,234 2,094 30 70 25% 18 precinct is low.

Rhodes Full take up - one building remaining to be approved/constructed Corporate Park 68,327 75,000 75,000 15,000* 30 500 100% 500 on the site. Rhodes Rhodes / Leeds Waterside (Retail) - 52,000 52,000 - - - - Street Rhodes Waterside Full take up - renewal area. Development to full capacity is (Commercial) - 23,000 23,000 26,000* 40 650 100% 650 envisaged.

Limited take up - existing industrial land uses unlikely to be Leeds St redeveloped in the short to medium term. Council car park (Industrial) 64,657 45,260 64,657 19,397 80 242 25% 61 unlikely to be developed for a specific industrial use.

Total 136,474 198,401 219,891 60,397 - 1,462 - 1,229

Full take up - based on recent activity within the precinct, development to full capacity is envisaged. Various controls for Victoria Road various lots. 8.5/1.0:1, 12m/2.0:1, 20m/2.0-3.5:1 depending on (Mixed Use) 64,796 87,475 121,700 34,225 30 1,141 100% 1,141 lot size and 15m/2.0:1 and up to 3.0:1. Birkenhead Point Victoria Rd / Shopping Centre 31,600 29,275 29,275 - 30 0 - - Birkenhead Pt

Limited take up - This Neighbourhood centre is a small series of Neighbourhood shops on Lyons Road. The Neighbourhood centre is partly Centres 12,158 10,942 12,158 1,216 30 41 25% 10 located within Bourketown Conservation Area.

Total 108,554 127,692 163,133 35,441 - 1,181 - 1,151

879,581 852,098 1,023,393 316,599 - 8,984 - 6,129

Owner: Strategic Planning Page 66 of 215 Adopted by Council 01/06/2010

Canada Bay Local Planning Strategy 2010

Table 4.4: Explanatory Notes: Floorspace to Job Ratios

Applied and Observed Floorspace Ratios (sqm/job) TZ 'Precinct' Centre / Precinct Rationale

• These precincts contain North Strathfield, the Bakehouse Quarter and George The Bakehouse Quarter Bakehouse 30 Street Industrial area. Quarter / Parramatta Road West • The observed floorspace to job ratio is relatively low across this area. This could P'matta Rd (Enterprise Corridor) 60 reflect a relatively high density of employment within centres, an underestimation (West) of existing floorspace or a high proportion of people working from home. Neighbourhood Centres 30 • The strategy envisages retention of industrial land at George Street (Action E8) and intensification at the Bakehouse Quarter (Action E12). Neighbourhood Centres 30 • Across these areas, SGS has applied floorspace ratios of 30sqm per job for centres, in line with ratios identified by SGS for Main Street Retailing in other George Street (Industrial) 80 locations, (generally ranging from 20 sqm to 30 sqm per job). West West • A ratio of 30 sqm/job has also been applied at the Bakehouse Quarter where retail North and commercial uses are proposed. Previous research undertaken by SGS Strathfield / 33 suggests that commercial ratios generally range from 20 sqm per job to 35 sqm Concord per job. West Observed Floorspace Ratio • Previous work by SGS has also shown floorspace per job ratios in the vicinity of 55sqm to 100 sqm for local light industry and light manufacturing. As such, ratios of 60sqm/job and 80 sqm/job have been applied in Parramatta Road West and George Street respectively.

30 • In terms of observed job to floorspace ratios, this precinct is considered in Neighbourhood Centres conjunction with Rhodes/Leeds Street below. Rhodes Corporate Park - - • This precinct encompasses Concord West and Concord Hospital. Floorspace Remainder (existing and future capacity) on the hospital grounds has not been taken into account in this analysis. See Rhodes/ • The strategy envisages a strengthening of the Concord Hospital Precinct (Action E11). It is noted that a 25% expansion of facilities at the hospital site is planned Concord Hospital Leeds St and is expected to result in growth in full-time equivalent staff numbers to 3,000 / Concord West below over the next 5-6 years. Observed Floorspace Ratio • Additionally, further intensification of floorspace at Rhodes is supported by the Strategy (Action E12). • SGS has applied job to floorspace ratios of 30sqm per job to neighbourhood centres, in line with ratios identified by SGS for Main Street Retailing in other locations, (generally ranging from 20 sqm to 30 sqm per job).

• Across this precinct a relatively high floorspace ratio of 89 sqm/job was observed. Five Dock Centre (Mixed Use) 30 • This precinct encompasses Five Dock centre and some neighbourhood centres and the Queen Street industrial area. Neighbourhood Centres 30 • The strategy aims to retain industrial zones George Street, North Strathfield and Five Dock / Parramatta Road East Leeds Street, Rhodes. P'matta Rd (East) (Enterprise Corridor) - • SGS has applied floorspace ratios of 30sqm per job for centres, in line with ratios Parramatta Rd / Queens identified by SGS for Main Street Retailing in other locations, (generally ranging Street (Industrial) 90 from 20 sqm to 30 sqm per job). • In line with the observed ratio, SGS have applied a ratio of 90 sqm per job to Observed Floorspace Ratio 89 floorspace at Parramatta Rd / Queen Street.

Majors Bay Rd Centre (Mixed • This precinct encompasses Majors Bay Road and some neighbourhood centres, Use) 30 such as Concord North, and one industrial site. Parramatta Rd Central • The average observed floorspace per job is 41 sqm across this precinct. Majors Bay (Enterprise Corridor) 60 • SGS has applied floorspace ratios of 30sqm per job for centres in line with ratios Rd / P'matta identified by SGS for Main Street Retailing in other locations (generally ranging Rd (Central) Neighbourhood Centres 30 from 20 sqm to 30 sqm per job). This is lower the observed rate, however it is reasonable to assume a higher density of employment in future. Bushells Site (Industrial) 80 • Over the longer term, alternative uses may be considered for the Bushells site (Action E19). Mortlake / Neighbourhood Centres

Canada Bay Central 30 Concord

North Observed Floorspace Ratio 41 Five Dock Centre (Mixed Use) 30 • This precinct contains Five Dock Centre and Bibby Industrial area as well as a - Remainder number of smaller centres, including Wareemba, Abbotsford and Chiswick. 100 • The observed floorspace ratio across this area is 22sqm per job which is very low Bibby Street (Industrial) and usually only observed in CBD locations. It may be that floorspace within the 30 precinct has been under estimated, or alternatively there may be a high proportion Neighbourhood Centres of home-based businesses within the area. This is common in areas such as this which offer high levels of amenity. Neighbourhood Centres 22 • SGS has applied floorspace ratios of 30sqm per job for centres, in line with ratios (LGA East) identified by SGS for Main Street Retailing in other locations, (generally ranging from 20 sqm to 30 sqm per job). • A floorspace to jobs ratio of 100sqm/job has been applied to Bibby Street, Observed Floorspace Ratio reflecting its use for local light industrial and urban support purposes. • Action E18 of the strategy states ‘Consider rezoning employment lands at Bibby St to allow for residential redevelopment Live-work style development may be one opportunity to retain employment at this location.’

• For the purposes of this analysis, Concord Hospital and Concord West are being Neighbourhood Centres 30 considered in conjunction with Rhodes/Leeds Street. • Action E8 of the strategy state ‘Retain industrial zones at Queens Rhodes Corporate Park 30 Street/Parramatta Road, George Street, North Strathfield and Leeds Street, Rhodes’ Rhodes Waterside (Retail) 40 • Further intensification of floorspace at Rhodes is supported by the Strategy (Action E12). Rhodes / Rhodes Waterside Leeds Street (Commercial) - • The observed floorspace per job of these combined precincts is relatively low. This may be a result of hospital floorspace not having been included in this analysis. Leeds St (Industrial) 80 • Land uses in the area range from freight and logistics, local light industrial and urban support at Leeds Street to business park style developments at Rhodes. 22 • SGS has applied floorspace ratios of 30sqm per job for neighbourhood centres, in Observed Floorspace Ratio line with ratios identified by SGS for Main Street Retailing in other locations, (generally ranging from 20 sqm to 30 sqm per job). • For Rhodes Corporate Park, SGS has applied floorspace ratios of 30 sqm/job

Owner: Strategic Planning Page 67 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Applied and Observed Floorspace Ratios (sqm/job) TZ 'Precinct' Centre / Precinct Rationale

which is higher than SGS’s standard ratio for office (25sqm/job) and but lower than that for business park floorspace (50sqm/job). • A ratio of 80 sqm/job has been applied at Leeds Street. Previous work by SGS has shown floorspace per job ratios in industrial areas can range from 30sqm/job for high tech manufacturing to 220sqm/job for large wholesalers.

30 • This precinct is located in the east of the LGA, and contains Victoria Road and Victoria Road (Mixed Use) Birkenhead Point. Birkenhead Point Shopping - • SGS has applied floorspace ratios of 30sqm per job for centres, in line with ratios Centre identified by SGS for Main Street Retailing in other locations, (generally ranging 30 from 20 sqm to 30 sqm per job). While this may appear low when compared with Victoria Rd / Neighbourhood Centres the observed floorspace to job ratio (46sqm/job) it is reasonable to believe that Birkenhead Pt future employment growth will be more dense than existing employment, in line 46 with observed trends and rising land values. • Should any significant investments be made in public transport infrastructure, this Observed Floorspace Ratio precinct may provide an ideal location for intensification of employment floorspace (Action E12).

4.2.5. Employment Land Capacity Employment Land Capacity has been estimated by subtracting floor space consumption from the floor space potential under existing planning controls.

SGS has estimated the current land use in each Travel Zone precinct across the LGA using approximate floor space ratios (FSR). These estimates were based on findings from previous employment lands studies conducted by SGS. Floor space potential in Canada Bay was then determined by multiplying the employment zoned areas by the FSR permissible under the Canada Bay LEP 2008.

SGS's estimates show that there is currently an estimated 852,098sqm of employment related floor space within the Canada Bay LGA, with potential for an additional 316,599sqm of floor space to be developed under existing controls. This equates to 8,987 jobs and is primarily distributed across the Bakehouse Quarter, Five Dock/Parramatta Road and North Strathfield/Concord West.

Of course this is theoretical potential. There may be market or physical barriers to developing to this full potential. For this reason, an efficiency rate has been applied to the various centres/precincts based on previous development history, land use constraints (subdivision pattern, diversity of landownership and heritage etc). Based on the relevant efficiency rate, a revised capacity of 6,106 jobs is provided.

For example, the model indicates that there is residual floor space capacity in the various Neighbourhood Centres throughout Canada Bay. These centres generally comprise only a small cluster of shops that service the needs of the immediate local community. Whilst limited take up of the remaining floor space in these zones is likely to occur, the land use framework that applies to these zones is considered to be appropriate and reflects their current and desired future role. It is considered unnecessary to increase development potential or provide additional incentive for development in these locations.

The majority of employment land in Canada Bay accommodates viable business/industry and it is acknowledged that established centres may not consume all of the theoretical capacity permitted by the controls. In this way, the constrained capacity acknowledges that some centres/precincts are unlikely to be developed to their full potential in every circumstance. Where development in these localities does occur, it will primarily be in the form of additions/intensifications of existing permissible uses. For this reason, Council has not applied a 0% efficiency rate to precincts that have theoretical capacity. Whilst some precincts may have greater constraints than others, potential for additions to existing uses are possible.

Owner: Strategic Planning Page 68 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

The larger precincts/centres in Canada Bay have high efficiency rates and incentives to develop. Examples of these sites include the Bakehouse Quarter, Five Dock Centre, Rhodes Corporate Park/Rhodes Waterside and the Victoria Road Mixed Use Centre.

It should be noted that the revised capacity of 6,106 jobs only relate to growth that will occur from 2009 onwards. As the subregional employment capacity target covers the period from 2001 to 2031, the job growth from 2001 to 2009 must be added to the capacity identified by Council. ABS data indicates that 3,655 jobs were provided in Canada Bay between 2001 and 2006. Therefore Canada Bay is able to accommodate approximately 9,761 jobs during the time period established by the Subregional Strategy.

4.2.6. Employment Land (Commercial, Retail, Industrial) Supply Areas within the Canada Bay LGA that support significant concentrations of employment are quite diverse in nature. These areas include:

• Traditional ‘main street’ centres (Drummoyne, Five Dock, Concord); • Local neighbourhood centres (For example, Wareemba, Concord Road, North Strathfield); • Newer ‘self-contained’ shopping and service centres (Birkenhead Point, Bakehouse Quarter, Rhodes Waterside); • A business park (Rhodes Corporate Park); • Industrial precincts (Queen Street, Leeds Street, George Street, Freshfood Sydney Site, Bibby Street); • Parramatta Road; • The Mortlake Point mixed use precinct; and • Concord Repatriation General Hospital.

Retail and Commercial Centres A precinct by precinct analysis of existing retail and commercial centres is listed Table 4.5. This analysis outlines the strategic significance, as well as opportunities and constraints for future development at each centre.

Industrial Lands In total, Canada Bay has retained only 37.6 Ha of land zoned for industrial use. This land is fragmented and ranges in size from small isolated pockets such as Bibby Street Chiswick (0.6 Ha) to more significant areas located in close proximity to key transport routes such as Parramatta Road / Queens Street (16.3 Ha). These employment land precincts are considered in Table 4.6.

Mixed Use Areas Table 4.7 provides an overview of the mixed uses precincts within the LGA, which include Hilly Street, Mortlake and Concord Repatriation General Hospital.

Owner: Strategic Planning Page 69 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Table 4.5: Summary of Findings – Commercial and Retail Centres

Centre Size (sqm) Description Opportunities Constraints Summary of Strategic Significance Rhodes Waterside 52,000sqm (retail) Self contained retail development with 12,345sqm of additional Expansion of this centre may Major regional retail Shopping Centre over 130 retail shops including major mixed use floor space be at the expense of local and (metro-wide and local supermarkets, a cinema, and IKEA. approved. neighbourhood centres. appeal). Rhodes Waterside 23,000sqm (additional A-grade commercial floorspace 49 sqm of additional floor Major regional Commercial 26,000sqm approved, but accommodating financial and space approved. commercial Floorspace not yet constructed) professional services firms occupying up to 3,500sqm. Rhodes Corporate 75,000sqm (additional A-grade commercial floorspace 15,000sqm of additional Major regional Park 15,000sqm approved, but accommodating major financial and floor space approved. commercial not yet constructed) professional services firms occupying between 5,000 sqm and 23,000sqm. The Bakehouse 25,000sqm (additional Retail development including specialist Provides for large format Poor public domain and Sub-regional Quarter 27,000sqm permissible) supermarkets and commercial retail and service within access from adjoining commercial / retail floorspace, accommodating the close proximity of transport residential areas. administrative offices of NRMA and and arterial road access. Arnotts. Birkenhead Point 29,275 sqm (6,289 sqm Factory outlet retailing and Provides for large format ‘Car-based’ facility with poor Sub-regional commercial) supermarket. retail and service within public domain and access commercial / retail close proximity of transport from adjoining residential and arterial road access. areas. Victoria Road N/A Strip retail of sub-regional appeal (eg, Victoria Road currently Sub-regional retail bulky goods retail) dominated by traffic and features very poor pedestrian amenity. Five Dock Contains over 400 businesses, Sub-regional comprising retail and office space. commercial / retail Majors Bay Rd Restaurants and cafes, visitor Sub-regional retail attraction.

Owner: Strategic Planning Page 70 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Table 4.6: Summary of Findings – Industrial Land Supply

Centre Size (Ha) %** Landuse Description Opportunities/Issues Constraints Strategic significance of Appropriateness of landuses for subregion land for landuse Parramatta 16.3 43.2 Local light industrial and Good arterial road access, Traffic congestion. Not significant as landuse Significant opportunity Road/Queens urban support limited interface with can be appropriately for urban renewal. Road, Five Light manufacturing residential uses, range of lot accommodated elsewhere in Dock (see Freight and logistics sizes, leisure based uses. the Sydney region above) Bulky goods retail Leeds Street, 8.0 21.4 Freight and logistics; Local Good arterial road access, No right turn at Averill Important for the local and Minimal constraints for Rhodes light industrial and urban limited interface with Street onto subregional economy current uses in the support residential uses, generally Homebush Bay Drive medium term. larger land holdings. George Street, 8.7 23.1 Light manufacturing; Local Good access to rail and Access to arterial Important for the local and Minimal constraints for North Strathfield Light Industry and Urban proximity to open space. road network via subregional economy current uses in the Support residential streets. medium term. Burwood Road, 3.9 10.5 Heavy manufacturing Located on bus route. Considerable Not significant as landuse Isolated employment East Concord interface with can be appropriately land with significant (Freshfood residential accommodated elsewhere in residential interface. Sydney) Areas; small site. the Sydney region Bibby Street, 0.6 1.5 Local light industrial and Isolated site located adjacent Considerable Minimal current usage for Isolated employment Chiswick urban support; vacant to residential development. interface with local and/or sub regional land not located in, or sites; commercial use of residential landuses near, a centre with industrial space (i.e. dance Areas; small site. residential interface. studio) * Total IND1 - General Industrial (LEP 2008); ** excludes the small parcel of industrial zoned land in Five Dock (0.1Ha in size).

Owner: Strategic Planning Page 71 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Table 4.7: Summary of Findings – Mixed Use Areas

Centre Size (Ha) Description Opportunities Constraints Summary of Strategic Significance Hilly Street, 22.4 ha Mix of residential and industrial land The site is remote in terms of Pressure for conversion to Declining importance Mortlake uses, reflecting its previous ‘mixed use’ its proximity to public residential. for the subregional zoning transport and other centres. economy Potential importance for the local economy Concord 71.3 hectares Concord Repatriation General Hospital Concord Hospital is in the Public transport accessibility Important for the local Repatriation is a major regional hospital and a process of expanding its to Concord Hospital is poor and subregional General Hospital teaching hospital of the University of facilities by 25% Nearby retail development economy Sydney. The site incorporates 29 acres has low amenity which are under a heritage Site is bounded by conservation easement residential development restricting opportunities to develop related land use and services in area surrounding the site.

Owner: Strategic Planning Page 72 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

4.2.7. Issues & Opportunities

Issues

There has been strong employment growth in Canada Bay over the past five years...

In 2006, there were 22,656 jobs reported in Canada Bay in 2006, representing significant employment growth since 2001 (3,655 jobs, or 19% growth). Analysis of employment data indicates that almost half of the TDC’s anticipated employment growth for an additional 7,870 jobs in the LGA between 2001 and 2031 has already occurred. This compares with a subregional employment target for an additional 6,000 jobs between 2001 and 2031.

Canada Bay had a concentration of employment in the Health and Community Services, Retail Trade, as well as higher order jobs in Property and Business Services and Finance and Insurance. Strong population-related growth is expected to occur in the retail sector. Employment in Manufacturing has continued to remain strong but has shifted from heavy industry to population-related growth in local light industry.

...however, forecast growth in employment is expected to be concentrated in Rhodes,

The majority of growth between 2001 and 2006 occurred within Rhodes, and this is in line with the policy direction of the draft Subregional Strategy which envisages all of the LGA's employment growth occurring within the centre. Significant growth in Property and Business Services and Finance and Insurance jobs over the past five years has been driven by the construction of large floor plate, A grade office space at Rhodes and future growth is expected to occur here. However, the impact that the construction of additional floorspace in the LGA and competing developments in the wider Sydney metropolitan region will have on employment at Rhodes is unclear.

Across Canada Bay there sufficient additional floor space has been approved, which if built, will provide the capacity to accommodate approximately 3,000 additional employees....

Additional commercial floorspace, approximately 24,000sqm, is currently under construction in Rhodes, with another 54,000 sqm, across Rhodes and the Bakehouse Quarter, approved, but yet to be constructed. When completed, this floorspace may potentially accommodate approximately 3,000 additional employees.

…however, Canada Bay will need to compete with nearby strategic centres to attract higher order employment,

In attracting higher order employment, generally larger businesses to occupy new large floor plate style developments, Canada Bay will need to differentiate itself from competing strategic centres, such as Macquarie Park, Parramatta and Burwood. Like Rhodes/Olympic Park, these areas will also be the focus of government planning and investment, and in some cases offer better connectivity or a different image to that offered by Canada Bay.

...and there is significant unmet demand for smaller office space within the LGA.

Rising petrol prices, traffic congestion and CBD rents are driving demand for small and large office space in the LGA. Consultations with real estate agents have indicated that the supply of small office space (approx. 100sqm) is particularly scarce, and in high demand throughout the LGA. This demand is driven by professional services firms who service the local and subregional population, such as accountants,

Owner: Strategic Planning Page 73 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

lawyers and IT services. Council needs to ensure that a diverse range of office accommodation is planned for.

There are some remaining large, well located industrial sites within the LGA...

Large industrial sites at George Street, North Strathfield and Leeds Street, Rhodes provide local services and accommodate light industrial businesses. Although the retention of these sites does not translate into significant employment growth for the LGA, these sites are essential to support growth in local business activity associated with population growth and have a high level of strategic significance at both a local level. Parramatta Road also accommodates industrial uses.

...however, some industrial lands are fragmented, under pressure for rezoning and may be appropriate for alternative uses.

Small isolated pockets of industrial land that are unlikely to support any future employment uses due to their size and location are likely to be rezoned for non-employment uses over the timeframe of this strategy. For example industrial lands at Bibby Street are small, fragmented and have experienced long term vacancies.

Concord Repatriation General Hospital represents a key economic asset for Canada Bay...

Concord Repatriation General Hospital is a major regional hospital. It is the second busiest acute care hospital in the State with 295 licensed beds and 238 staffed beds. Concord Repatriation General Hospital is also a teaching hospital of the University of Sydney. The hospital has rebuilt its Education Centre and constructed a new research centre. The relocation of the Rozelle Mental Health facility has also occurred.

…however, the hospital is located in a residential area, scope for expansion is limited and public transport accessibility is poor.

The hospital site is largely surrounded by residential development. To some extent, this restricts opportunities to develop a network of related land use and services in the immediate area surrounding the site.

Accessibility to Concord Repatriation General Hospital is poor with public transport services reported to be infrequent, particularly from major stations eg, Strathfield Station. The hospital is 15-20 minutes walk from Rhodes railway station. The majority of hospital staff reportedly drive to work.

The Concord Road retail strip is the closest retail centre to the hospital, however this is reported to be infrequently patronised by staff and visitors to the hospital due to the poor amenity and quality of retail offer at the small centre. The hospital suffers from poor transport linkages to other local retail centres in the LGA, e.g. Majors Bay Road.

Strategy The working paper identified a number of strategies for employment lands. These include:

• Retaining industrial sites at George Street, North Strathfield and Leeds Street, Rhodes as a key service industry location for the LGA. These areas provide employment lands within Canada Bay. Preservation of light industrial uses in these locations will provide for local services for current and future residents.

Owner: Strategic Planning Page 74 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

• Intensifying of employment at Rhodes, the Bakehouse Quarter and Victoria Road, Drummoyne, along Parramatta Road in conjunction with transport infrastructure provision. These sites, are well served by public transport currently, or are proposed to be in the future. The encouragement of further intensification at Rhodes is in line with the draft Subregional Strategy which envisages that much of Canada Bay’s employment growth will occur in this location. • Increasing densities in village and neighbourhood centres that are better serviced by public transport. Overall, Canada Bay, like Sydney as a whole, is experiencing declining household sizes. In turn this means that if additional housing is not developed, then population in a particular area also declines. Local centres, which are reliant on the local population, may experience decline as a result. Conversely if the population is maintained or increased these centres may be strengthened.

Owner: Strategic Planning Page 75 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Map 4.3: Options for Centres and Employment Lands

Owner: Strategic Planning Page 76 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

4.2.8. Objectives and Actions The broad employment objectives are to: Support and Revitalise Local Centres. Decreasing numbers of persons per household, which will result in population decline in some areas, combined with the absorption of new jobs by Rhodes Specialised centre and Bakehouse Quarter development is likely to detract activity from the local centres. Council should seek to retain and enhance activity in these local centres.

Protect employment lands and provide diverse opportunities for employment. Canada Bay currently accommodates a diverse range of employment located in employment lands, Rhodes Specialised Centre, Bakehouse Quarter, Birkenhead Point, local centres, Concord Repatriation General Hospital and home based business. Canada Bay will retain some industrial land to accommodate population driven industry sectors, as well as supporting employment growth within centres.

Objective E1 Continue to strengthen employment with business and retail development in local centres Canada Bay’s local centres provide the fine grain of activity in the economic, social and cultural landscape of the LGA. Significant development at Rhodes and the Bakehouse Quarter may shift attention away from existing local centres.

Retail activity is a significant component of activity in local centres and often acts as the ‘anchor’ for economic viability.

Action E1 Promote a complementary business mix in smaller centres to support successful neighbourhood hubs

Council should work with local business networks and established businesses and property owners to publicise opportunities and attract the ‘right’ uses and to brand the centres (in light of their catchments and typology) while promoting innovation and start- up business, particularly in those centres that are well-placed to expand.

Action E2 Ensure the retention of small frontage shop premises on the ground floor to ensure an active and vibrant public domain

Whilst permitting site amalgamations to facilitate redevelopment and intensification is desirable, controls on the maximum width of tenancy at the street frontage should be implemented (e.g. 8 metres).

Action E3 Provide for additional small scale office space within local centres

Rising petrol prices, traffic congestion, developments in communication technology, and CBD rents are driving demand for small and large office space in the LGA. However, the supply of small office space (around 100sqm) is particularly scarce and in high demand throughout the LGA. This demand is driven by professional services firms who service the local and subregional population, e.g. accountants, lawyers and IT services. In increasing office space Council will seek to build on precincts of activity in existing centres.

Owner: Strategic Planning Page 77 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Action E4 Improve public domain within centres

This includes the establishment of new and improved civic spaces. Particular opportunities are considered to exist in Five Dock and Drummoyne. Any new plans that impact upon the public domain shall consider the Public Art Strategy and Cultural Plan for Canada Bay.

Objective E2 Improve transport services and infrastructure

The LGA is characterised by a low level of employment self containment and current modal split trends indicate that the LGA is characterised by a high level of car dependence. Additional job growth should be encouraged in and around existing centres and close to public transport infrastructure, in conjunction with improved public transport accessibility.

Action E5 Continue to advocate for improved public transport access

Key issues include improving bus priority over private vehicles on congested roads (particularly at peak times), increasing the frequency of rail services on the Northern Line and accessibility upgrades to rail and increasing frequency of ferry services.

Objective E3 Capitalise on opportunities provided by future transport and road infrastructure upgrades

A number of major infrastructure changes are likely to have a significant impact on future planning in the LGA, including the proposed M4 East extension, and upgrades to the Northern rail line.

The provision of an M4 East tunnel, coupled with traffic calming measures along current ‘rat runs’ in Canada Bay, will improve the amenity of the southern section of the LGA and may in turn increase the potential for additional employment and residential development in these locations. The rail upgrade has potential to significantly improve public transport access in particular locations within the LGA, and therefore should be seen as an important opportunity to accommodate additional employment opportunities and dwellings in close proximity to rail stations. The timing of this infrastructure provision has important implications for the staging of intensification and redevelopment of the affected areas.

Action E6 Investigate opportunities to increase employment and residential uses around major infrastructure projects

Council should work with the Ministry of Transport to identify potential sites. Once identified, opportunities to upzone, increase densities and capitalise on improved accessibility should be explored.

Objective E4 Protect employment generating capacity and provide diverse opportunities for employment

Action E7 Protect existing employment generating capacity and provide diverse opportunities for future employment in the LGA.

State Government directives have been consistently clear about the need to protect employment lands, particularly in inner city locations where the pressure for residential conversion is the greatest.

Owner: Strategic Planning Page 78 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Areas within the Canada Bay LGA that support significant concentrations of employment and employment lands are quite diverse in nature. These areas include:

• Traditional ‘main street’ centres (Drummoyne, Five Dock, Concord); • Local neighbourhood centres; • Newer ‘self-contained’ shopping and service centres (Birkenhead Point, Bakehouse Quarter, Rhodes Waterside); • A business park (Rhodes Corporate Park); • Larger industrial precincts (Queen Street, Leeds Street, George Street); • Isolated industrial ‘pockets’ (Freshfood Sydney Site); • The Parramatta Road ‘Enterprise Corridor’; • The Mortlake Point mixed use precinct; and • Concord Repatriation General Hospital.

Objective E5 Retain industrial sites within the LGA

Industrial sites at George Street, North Strathfield, Leeds Street Rhodes and the Freshfood Site (Bushells), Concord should be retained. Although the retention of these sites does not translate into significant employment growth for the LGA, these sites are important to support growth in local business activity associated with population growth and have a level of strategic significance at both a local and sub-regional level.

Action E8 Retain industrial zones at George Street, North Strathfield, Leeds Street Rhodes and the Freshfood Site (Bushells), Concord

The IN1 General Industrial zoning is likely to be the most appropriate land use zone for these areas. Council supports the retention of these areas for industrial purposes for the medium term with further investigation to occur within the following timeframes:

• George Street 5 years • Leeds Street 10 years • Freshfood Site 10 years

Objective E6 Support strategically positioned new and developing centres

There are several emerging or expanding centres within the LGA. Development of strategically positioned centres should be encouraged. This will help to improve the economic and social functioning of the area.

Action E9 Support the development of Rhodes as a Specialised Centre

The development at Rhodes as a specialist centres is an employment economic driver for the LGA. Council should work with Sydney Olympic Park, Department of Planning and adjacent councils in planning for Rhodes/Olympic Park specialised centre.

Action E10 Coordinate the intensification of employment zones

Council will investigate opportunities to increase the amount of employment floorspace at Rhodes, the Bakehouse Quarter and potentially Victoria Road, Drummoyne and along Parramatta Road.

Owner: Strategic Planning Page 79 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Objective E7 Encourage a diverse employment base within Canada Bay

Action E11 Continue to work with key local industries to support and develop the local economy

Council currently works with key local industries to support and develop the economy. These industry groups include: Health and wellbeing industry, Renovation and building, Conference and Events and Creative Industries. Council will continue to work with these groups to develop their sustainability and presence in the local area. This action would provide focus to particular precincts and activities in the City.

Action E12 Protect opportunities for foreshore businesses and investigate opportunities to support these types of businesses

The foreshore is key element in Canada Bay and business opportunities in the area should be protected or even developed. Council could investigate opportunities to further support these types of businesses.

Objective E8 Support home-based business

In recent years, there has been a general increase in home-based employment, and Council’s Economic Development Unit already undertakes a number of programs in this area.

Action E13 Continue to Support the Bayside Home Based Business Network

Council should provide a diverse range of targeted training opportunities to support home based operators and businesses, and encourage and support the development of strategic alliances and ventures within the Home Based Business Network.

Action E14 Continue to Provide Local Platforms and Partnerships for Home Based Businesses

Local platforms for Home Based Business to promote their operations (including initiatives such as Go Local promotion programs, online database of local services, opportunities for participation in local community events and profile opportunities in at a range of business publications) should be continued. Council should also continue to partner State Government Home based business programs such as Home based business week, and training.

Objective E9 Consider the future of small isolated pockets of employment lands

Small isolated pockets of industrial land that are unlikely to support any future employment uses due to their size and location should be considered for non-employment uses.

Action E15 Rezone industrial lands at Bibby St to allow for residential redevelopment

Determine appropriate controls for medium density residential development. The controls should ensure that the precinct provides a transition from the medium density to the west and the low density to the north, east and south.

Owner: Strategic Planning Page 80 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Objective E10 Provide support for start-up businesses

Supporting start-up businesses is one means to promote economic development. Council owned land or buildings may provide an opportunity for business incubation. Given the reported scarcity in small scale office space, this may provide an opportunity for local home-based business to graduate to commercial premises whilst staying within the local area.

Action E16 Explore options for business support services in centres

Business services in centres are likely to have an important role in supporting home based business, home based work and start-up businesses. Services such as post offices, photocopying/printing/binding services or even fully fledged (but small scale) business centres are likely to make home based work a viable option for more people, as well as supporting start-up businesses.

Action E17 Test the feasibility of a creative industries based business incubator

The provision of creative industries' business support services, as well as meeting space available for hire could potentially be accommodated within the Council’s redeveloped buildings. Council should seek to test the feasibility of the provision of different means of business incubation. The focus on creative industries is in line with Council’s Cultural Development Plan.

Objective E11 Improve employment monitoring and evaluation systems

Monitoring and evaluation of activity against this strategy is important to maintain momentum in Canada Bay’s economic issues.

Action E18 Continue successful Council initiatives in this area

Current Council initiatives which monitor employment include regular consultation with the local business community to identify opportunities and barriers to successful business development, and consultation with local employment agencies about relevant partnership opportunities.

Action E19 Monitor employment data

Council should seek to monitor new data as it becomes available in order to track the nature of employment (and unemployment) within the LGA. Employment growth will be tracked against the identified targets contained within the Metropolitan Strategy over next 25 years.

Objective E12 Promote sustainability within local businesses

Sustainability is an important consideration, within Council’s operation and across the whole Local Government Area. It needs to be considered from the perspective of local businesses, as well as residents.

Owner: Strategic Planning Page 81 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Action E20 Continue to promote ’triple bottom line’ sustainability

Continue to work with all business across the City to address issues of social, economic and environmental sustainability. Programs to address these challenges would include:

• Social sustainability - training, developing accessibility, and social responsibility; • Economic sustainability - investment in developing financial sustainability or business planning; and • Environmental sustainability such as effective resource management and emissions reduction.

Owner: Strategic Planning Page 82 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

PART 5 - TRANSPORT & ACCESS

Owner: Strategic Planning Page 83 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

5. Transport and Access

FuturesPlan20 - A Moving City I can walk or cycle on designated paths to a range of commercial, recreational and community spaces around the City

I can get where I need to go safely without too much delay I have good day to day public transport options which take me to the places I need to go I can buy locally the things that I need when I need them

Effective transport and mobility within the city is important for social and economic growth, and relies heavily on the coordination of both the implementation of infrastructure facilities and the availability of transport modes & services. Transport and access within Canada Bay comprises both public and private infrastructure and a variety of transport modes. This includes roads/cars, buses, taxis; railways/trains; bicycle paths/bikes scooters, skateboards etc; walking paths/pedestrians; and ferry wharfs/ferries.

To achieve coordination between all these modes, development of a strategic plan for the City that integrates both the state level requirements and the local area requirements is needed.

5.1. Planning Context

5.1.1. State Plan The State Plan contains three targets relevant to Transport and Access:

S3 Improved health through reduced obesity, smoking, illicit drug use and risk drinking.

The health related priority of the State Plan is considered to have implications for transport planning. Promoting cycling and walking would contribute to lowering the incidence of obesity and other illnesses related to a sedentary lifestyle.

S6 Increasing share of peak hour journeys on a safe and reliable public transport system

Key transport priorities of the State Plan include increasing the share of peak hour journeys to and from Sydney CBD from 71.5% (2004) to 75% and consistently meeting public transport reliability targets for all forms of public transport. Increasing the proportion of total journeys to work by public transport in the Sydney metropolitan region by 25% by 2016 is also a key component of the Plan.

S7 Safe roads

Safety on the roads is the key priority within the State Plan for private transport, with the State aiming to continually reduce the number of fatalities to distance travelled. The target set is to reduce road fatalities to 0.7 per 100 million vehicle kilometres travelled (VKT) by 2016.

E5 Jobs closer to home

A target of the State Plan is to increase the percentage of the population living within 30 minutes by public transport of a city or a major centre in Greater Metropolitan Sydney.

Owner: Strategic Planning Page 84 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

E7 Improve the efficiency of the road network

Improvement to the efficiency of the road network during peak times will be achieved though improving passenger throughput and public transport. This will be measured by monitoring average travel speeds in Sydney by the RTA based on 7 major road corridors within Sydney.

5.1.2. Metropolitan Strategy The Metropolitan Strategy identifies Sydney's transport system based on the public transport network including rail (heavy and light), transit ways and bus services, ferries and taxis, the road network, and walking and cycling networks.

Sydneysiders make 15.5 million trips on an average weekday, at a rate of 3.8 trips per person. On weekends, there are 13.4 million trips, at a rate of 3.3 trips per person. Demand for travel is growing faster than population growth, due to a number of factors such as the location of residential development, employment and other activities such as shops, education, leisure and recreation facilities. Where people choose to live and their place of employment can exert a significant influence on their travel patterns.

There is an increasing awareness of the health and environmental costs of current travel patterns. The Strategy states that many of the social, resource and environmental impacts of transport can be managed through a greater emphasis on sustainable transport to influence travel choices.

The following vision is provided for transport:

"Sydney's neighbourhoods will have improved local transport with walking and cycling facilities and bus services to major centres. People will be able to carry out more of their trips closer to home, reducing the time taken and cost of longer trips."

Transport actions impacting Canada Bay proposed by the Metro Strategy include:

• Improving local walking and cycling networks; • Working in partnership with government agencies to increase capacity of rail and bus services; • Improving the integration of public transport; and • Improving transport planning.

5.1.3. Inner West Subregion - Draft Subregional Strategy On an average weekday, the residents of the Inner West Subregion make over 880,000 trips, at a rate of 3.9 trips per day per person, slightly above the Sydney average. Over half of these trips start and finish in the Inner West Subregion.

With the growth of Burwood, Rhodes and Sydney Olympic Park, local travel demand will need to be carefully managed to minimise traffic growth given the limited road capacity to accommodate all users.

Council's role in addressing the draft Inner West Subregional Strategy in relation to transport includes:

• Work in partnership with the Ministry of Transport to coordinate the planning and implementation of the Strategic Bus Corridors, aiming to reach a target of 25km/h average bus speed on each of these corridors. (IW D1.1.2; D1.1.3);

Owner: Strategic Planning Page 85 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

• Work in partnership with the DoP and the RTA in continuing to upgrade walking and cycling facilities to improve everyday access within neighbourhoods and to improve access to waterways and links to bushland, parks and centres. This includes: completion of the Homebush to Sydney City foreshore trail, in particular the Yaralla link; links through private development at Breakfast Point, Rhodes and Abbotsford; and a framework for an integrated network of regional recreation trails as part of the overall open space system. (IW D3.1.1; D3.1.1); and

• Continuation of existing work of the Bay Run as part of the Sharing Sydney Harbour Access Program, improving public access around the foreshore of the Parramatta River. (IW D3.1.4).

5.1.4 Metropolitan Transport Plan; Connecting the City of Cities On 21 February 2010 the NSW State Government released the Metropolitan Transport Plan; Connecting the City of Cities. The Government has announced $50.2 billion spending on transport infrastructure over the next 10 years, however, none of the spending will provide benefits to the City of Canada Bay other than for Rhodes where there will be increased train capacity. In addition, infrastructure projects such as the M4 East extension and the Sydney Metro planned for Sydney which would be highly beneficial for the City of Canada Bay to facilitate the substantial population growth have been deferred indefinitely.

5.1.5 Integrating Land Use Transport - Improving Transport Choice These guidelines, developed by the Department of Urban Affairs (now DoP), provide advice on how to better integrate land use and transport planning and provide greater transport choice. Through implementation of the guidelines, it is intended that the growth in the number and length of private car journeys will be reduced and walking, cycling and public transport will become more attractive.

The guidelines apply to all the urban areas of NSW and to all stages of planning and development. Pursuant to Section 117(2) of the Environmental Planning and Assessment Act, 1979, draft LEPs shall be consistent with aims, objectives and principles of the guidelines.

The following planning guidelines encourage and support development that is highly accessible by walking, cycling and public transport. Their implementation will also help moderate the demand for travel.

• Concentrate in centres. Develop centres containing appropriate densities of housing, employment, services and public facilities within an acceptable walking distance - 400 to 1,000 metres - of major public transport nodes, such as railway stations and high frequency bus routes with at least a 15 minute frequency at peak times; • Mix uses in centres. Encourage a mix of housing, employment, services, public facilities and other compatible land uses, in accessible centres; • Align centres within corridors. Concentrate high density, mixed use, accessible centres along major public transport corridors within urban areas; • Link public transport with land use strategies. Plan and implement public transport infrastructure and services in conjunction with land use strategies to maximise access along corridors, and to and from centres; • Connect streets. Provide street networks with multiple and direct connections to public transport services and efficient access for buses; • Improve pedestrian access. Provide walkable environments and give a greater priority to access for pedestrian movement, including access for people with disabilities;

Owner: Strategic Planning Page 86 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

• Improve cycle access. Maximise cyclists' accessibility to centres, services, facilities and employment locations; • Manage Parking supply. Use the location, supply and availability of parking to discourage car use. • Improve road management. Improve transport choice and promote an integrated transport approach by managing road traffic flow and priority of transport modes; and • Implement good urban design. Design with an emphasis on the needs of pedestrians, cyclists and public transport users. The ten principles of the guidelines have been considered during the preparation of the LPS as they relate to ongoing strategic policy and planning, land use planning, development codes and guides and future project design and assessment in Canada Bay.

5.1.6 Integrating Land Use and Transport - The Right Place for Business The policy, developed by the Department of Urban Affairs (now DoP), explains why business and services which generate transport demand should be in locations that offer a choice of transport and encourage people to make fewer and shorter trips. Business in dispersed locations cannot be accommodated without significant community and environmental costs.

The policy objectives can be most efficiently achieved by locating trip-generating development in and adjoining accessible and mixed use centres.

The policy applies to development that generates many trips from employees, customers or visitors and provides important services. Pursuant to Section 117(2) of the Environmental Planning and Assessment Act, 1979, draft LEPs shall be consistent with aims, objectives and principles of the guidelines.

Recommendations in the LPS in relation to employment have considered whether they conform with the principles contained within "The Right Place for Business".

5.1.7 NSW Planning Guidelines for Walking and Cycling These guidelines aim to assist land-use planners to improve consideration of walking and cycling in their work. It is anticipated that improving practice in planning for walking and cycling will create more opportunity for people to live in places with easy walking and cycling access to urban services and public transport. This will help reduce car use and create healthier neighbourhoods and cities.

There are a number of city-scale design principles that can assist the creation of walkable and cycleable cities and neighbourhoods. All emphasise urban renewal and the creation of compact mixed use accessible centres around public transport stops.

At the neighbourhood-scale, design principles can be reinforced through the creation of local accessible centres and neighbourhoods with connected street patterns. The detailed design of road reserves, public transport stops, development sites and open space corridors aims to reinforce local walking and cycling networks and create a safe and comfortable walking and cycling environment.

5.1.8 NSW BikePlan 2010 - Action for Bikes Action for Bikes sets out a 10 year plan for the creation of a series of arterial bicycle networks across NSW. The plan advocates the construction of off-road cycle ways wherever practical when new roads are built and the creation of off-road cycle ways where ever possible. The NSW BikePlan is currently under review.

Owner: Strategic Planning Page 87 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

5.2. Population Profile - Residents & Workers Travel

5.2.1. Where do the residents work? Understanding where workers come from is important, as it assists in planning and advocacy for roads and public transport provision. This will assist in understanding key reasons and/or destinations for travel and will facilitate the formulation of targeted policies to improve public transport mode share.

The journey to work data that is provided below is based on the 2006 Census question: "For the main job held last week, what was the person's workplace address?"

That data was then cross-tabulated with the person's current usual residential address to create a matrix of home to work, with the focus for the analysis on the work destination.

Table 5.1: Employment Analysis - Where do the residents work?

Employment location of CCBC residents, 2006 Number Percent (%) Within CCB 5,789 17.1 Outside CCB 25,484 75.3 Live within CCB, work location unknown 2,557 7.6 Employed residents of CCB 33,830 100.00 Source: ABS, Journey to work, unpublished data, 2006.

Top 10 Local Government Areas of employment for residents in CCBC, 2006 Rank LGA Number Percent (%) 1 Sydney 8,954 26.5 2 Canada Bay 5,789 17.1 3 Ryde 1,519 4.5 4 Parramatta 1,360 4.0 5 Leichardt 1,191 3.5 6 North Sydney 1,108 3.3 7 Burwood 1,104 3.3 8 Auburn 1,048 3.1 9 Willoughby 776 2.3 10 Strathfield 740 2.2 Other Areas 10,241 30.3 Total employed residents in CCBC 33,830 100.00 Source: ABS, Journey to work, unpublished data, 2006.

5.2.2. Where do the workers come from? Table 5.2: Employment Analysis - Where do the workers come from?

Residential location of CCBC residents, 2006 Number Percent (%) Live and work within the CCBC 5,789 25.6 Live outside, but work within CB 16,866 74.4 Total Workers in the CCBC 22,655 100.00

Owner: Strategic Planning Page 88 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Source: ABS, Journey to work, unpublished data, 2006.

Top 10 Local Government Areas of residence for workers in CCBC, 2006 Rank LGA Number Percent (%) 1 Canada Bay 5,789 25.6 2 Ryde 1,276 5.6 3 Blacktown 1,164 5.1 4 Parramatta 993 4.4 5 Baulkham Hills 852 3.8 6 Canterbury 797 3.5 7 Bankstown 766 3.4 8 Hornsby 761 3.4 9 Strathfield 633 2.8 10 Auburn 595 2.6 Other Areas 9,029 39.9 Total workers in the CCBC 22,655 100.00 Source: ABS, Journey to work, unpublished data, 2006.

5.3. Proposed Performance Measures Performance measures enable an overall assessment of whether the actions of the LPS are resulting in the desired changes to travel behaviour. Importantly the performance measures do not specifically relate to the discrete areas of land use, road network, parking, public transport and walking and cycling. Rather, the following measures are indicators of the cumulative effect of the changes resulting from the LPS and proposed Integrated Transport Strategy.

The measures proposed have also been selected as they form the basis for a straightforward comparison between performance in Inner West Sydney and Greater Sydney. The performance measures will also provide an appropriate benchmark by which to compare the success of proposed strategies in the future.

Four proposed performance measures are described below.

5.3.1. Modal Split This performance measure provides an indication of the relative usage of each mode of transport.

The data reveals the main modes of transport used by residents to get to work. This data is very useful in transport planning as it informs on the effectiveness and availability of local public transport. There are a number of reasons why people use different modes of transport to get to work including:

• The availability of affordable and effective public transport options; • The number of motor vehicles available within a household; and • The travel distance to work, which for example, can allow people to walk or cycle to their place of employment.

A lower mode split to car use indicates a higher proportion of trips taken by public transport, walking and cycling. Such an outcome would be consistent with the strategy objectives which include a move towards more sustainable behaviour.

Owner: Strategic Planning Page 89 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Current Performance In 2006, there were 7,165 people who caught public transport to work (train, bus or ferry) in Canada Bay, compared with 20,137 who drove in private vehicles (car - as driver, car - as passenger, motorbike or truck).

Analysis of the method of travel to work of the residents of Canada Bay in 2006 compared to the Sydney Statistical Division (SSD) shows that 21.4% used public transport, while 60.2% used a private vehicle, compared with 18% and 60.8% respectively in the SSD.

The major differences between the method of travel to work of Canada Bay and the SSD were the larger percentage of bus commuters (10.2% compared to 5.4%), and a smaller percentage of train commuters (9.7% compared to 12.3%).

The largest changes in the method of travel to work by resident population in Canada Bay between 2001 and 2006 were:

• Car - as driver (+1,891 persons); • Train (+414 persons); • Walked only (+196), and; • Did not go to work (+180 persons). Current performance for mode split is summarised below.

Table 5.3: Current Performance - Mode Split Measure Canada Bay Sydney Canada Bay Sydney LGA (2001) Statistical LGA (2006) Statistical (2001) (2006) Journey to Work Private vehicle 58.3 57.7 58.7 59 Train 9.3 13.3 9.7 12.3 Bus 10.8 5.3 10.2 5.4 Ferry 1.5 0.3 1.5 0.3 Motorbike 0.3 0.4 0.5 0.5 Cycle 0.5 0.5 0.7 0.6 Walk 2.3 3.8 2.7 4.2 Other (includes 2.9 3.1 2.1 2.5 taxi, truck & other) All Trips Private vehicle 64.88 69.5 Train 5.09 4.9 Bus 6.15 5.6 Walk 21.68 17.7 Other (includes 2.2 2.0 taxi, cycle trips and other)

Owner: Strategic Planning Page 90 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Data sources: Household Travel Survey Data 2006; ABS 2068.0 - Method of Travel to Work (provided by ID; City of Canada Bay Council Community Profile)

Target The target recommended by this Strategy for modal split is a 10% shift away from the private car in both journey to work travel (provided by the Census) and for all trips (provided by the Household Travel Survey) over a 10 year period.

5.3.2. Vehicle Kilometres Travelled (VKT) As with the modal split, this performance measure is strongly correlated to the performance of public transport networks and the distance people travel to work. Lower VKT will result in a lower demand for car travel overall.

Current Performance The daily VKT for Canada Bay is much lower than for the Sydney Statistical Division. The close proximity of Canada Bay LGA to the City makes the City a probable destination for work, especially given the high number of professionals living in the LGA. These factors are likely to be the major contributors to the reduced VKT compared with the SSD.

Current performance for VKT is summarised below.

Table 5.4: Current Performance - VKT

Measure Canada Bay LGA Sydney Statistical 2006 Division Daily VKT per person 14.41 19.9 (kilometres) [2006] Source: Household Travel Survey Data 2006

Target The recommended target relating to VKT is to maintain or reduce the per capita VKT from 2006 levels over a ten year period.

5.3.3. Travel Time This performance measure relates to the quality of life for local residents and travel impacts on communities. Reduced travel time will improve the quality of life by reducing the time and costs spent accessing employment, education, goods and services.

Current Performance Canada Bay residents on average, have a longer travel time than residents in the SSD.

Current performance for travel time is summarised below.

Table 5.6: Current Performance - Travel Time

Measure Canada Bay LGA Sydney Statistical 2006 Division Daily travel time per 85 80

Owner: Strategic Planning Page 91 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

person - average weekday (minutes) [2006] Source: Household Travel Survey Data 2006

Note: for this table, 'unlinked' trips were used to derive average time spent for each mode. 'Walking' excludes walk-linked trips.

Target The recommended target relating to travel time is to maintain or reduce average daily travel time from 2006 levels over the next ten years.

5.3.4. Road Injuries This performance measure reflects issues relating to social and economic costs in the region and Greater Sydney.

Current Performance Annual crash rates in Canada Bay are above the current Sydney Statistical Division level of 43.18 injuries per 100 million VKT.

Table 5.7: Current Performance - Road Injuries (2006)

Measure Canada Bay LGA Sydney Statistical 2006 Division Annual number of 467 17,500 crashes Annual number of 198 12,742 injuries Annual number of 2 176 fatalities Total annual number of 200 12,918 injuries and fatalities1 Annual VKT per 5,258.86 7,263.5 person2 Population3 68,725 4,119,190 Annual Injuries4 per 55.33 43.18 100 million VKT 1. Data sources; CCB, RTA Crash Data 2006/ per LGA; SSD, RTA Road Accident Database 2006; Household Travel Survey Data (2006) 2. Assumed average day to annual VKT factor = 365; SSD VKT 3. ABS Population data 2006 Census (Estimated Resident Population) 4. Inclusive of injuries and fatalities

Target The target relating to road injuries is to achieve a 10% reduction in the rate of injuries per 100 million VKT over the next 10 years relative to 2006 rates.

Owner: Strategic Planning Page 92 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

The State Plan target aims to reduce fatalities to 0.7 per 100 VKT by 2016. The Canada Bay level is currently 0.58 fatalities per VKT and it is Councils aim to reduce this standard.

5.4. Transport and Urban Form A significant contribution for integrated, active and sustainable transport can be made by a consolidated urban form of mixed use and accessible destinations with built-in priority for walking, cycling and public transport. These principles are very relevant to development throughout Sydney and underpin the framework of the Metropolitan Strategy.

This is more sustainable than current practice, in which traditional dispersed settlement patterns develop dependence on long car trips. These are very difficult to service by other transport means and can confer significant disadvantage on the less mobile sections of the community.

Locating higher residential densities along transit corridors would place more people in areas of good accessibility. In parallel with residential development, providing and protecting zones for neighbourhood centres and mixed uses (including housing, services and employment) along principal transit routes also have the potential to reduce both the length and number of private car trips.

The Residential section of this Strategy reinforces the relationship between transport and urban form, including:

• The need to focus planning efforts on the potential opportunities in and around centres; • The need to plan for opportunities provided by future transport and road infrastructure upgrades; • The importance of ensuring that new jobs in commercial and retail-related industries are located within existing centres that are well serviced by public transport; and • Investigating potential for higher density commercial development at sites along the Parramatta Road enterprise corridor that are well serviced by north-south public transport connections.

A process of integrated land use and transport planning should also establish key interchange/junction nodes within or near Canada Bay to promote interchange between high frequency services and integration of routes. These would be located at rail stations or where a number of high frequency bus services converge. Note that such a location may naturally occur outside of the LGA (such as Burwood), and it is more appropriate to strengthen these existing nodes than create less successful internal nodes.

Examples of locations that could be given such a status would include:

• Victoria Road, Drummoyne; • Great North Road, Five Dock; • Burwood Station; • Strathfield Station; and • Ashfield Station. Over the longer term, Rhodes Peninsula and the Parramatta Road corridor will have increasing population and employment. A high level of transit services will be required to both stimulate redevelopment and provide long-term accessibility in these areas.

Land use planning within the LGA must be integrated with transportation planning, reflecting the related nature of each field and the synergies that can be gained.

Owner: Strategic Planning Page 93 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

5.5. Public Transport The City of Canada Bay is serviced by a range of public transport options, which include heavy rail, buses and ferries.

In a general sense, the urban form and structure of the City developed along transit lines (trams) and around transit nodes (rail and ferry). Whilst the trams were in most cases replaced by buses, the heritage of transit use (including urban form, transit service and travel behaviour) remains.

In 2006, 21.9% of the City of Canada Bay's employed population travelled to work by public transport compared to 18.5% in the Sydney Statistical Division.

Map 5.1: People Who Used Any Form of Public Transport to Travel to Work, the City of Canada Bay 2006

While the City of Canada Bay had a relatively higher proportion of persons who travelled to work by public transport, it is important to note that this varied across the City. Proportions ranged from a low of 15.1% in Cabarita - Mortlake - Breakfast Point to a high of 33.5% in North Strathfield - Strathfield. The three areas with the highest percentages were:

• North Strathfield - Strathfield (33.5%); • Liberty Grove - Rhodes (28.0%); and • Drummoyne (25.4%)

Improving transport choice is dependant on the availability of a high level of transit service (generally every 15 minutes or less) to a range of trip destinations. Ensuring that road based public transport and persons accessing such services are not delayed by traffic congestion is also of high importance. While

Owner: Strategic Planning Page 94 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Council can only have a limited role in the determination of transit routes and level of service, the attractiveness of public transport can be greatly enhanced by improvements to the road network and public spaces surrounding transit nodes.

Map 5.2 provides the public transport network services currently operating within Canada Bay.

Owner: Strategic Planning Page 95 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Map 5.2: Public Transport Map

Owner: Strategic Planning Page 96 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

5.5.1. Heavy Rail CityRail’s Northern Line has services stopping at North Strathfield, Concord West and Rhodes (refer to Rail Service Frequency Map - Map 5.3). Strathfield is located on the Northern and Western Lines and is located on the edge of the City. Other stations located in adjoining LGAs, which are accessed by City of Canada Bay residents, include Burwood and Ashfield.

Through feeder bus services, ensure that many residents of the City of Canada Bay area have easy access to Burwood and Ashfield Station. These stations exhibit a high level of service and are directly connected to a wide part of CityRail’s network.

The following challenges have been identified for heavy rail in Canada Bay:

• Generally, rail services play a small role in the public transport network in the City of Canada Bay. Rhodes has recently been upgraded to support its role as a specialised centre with major residential and employment growth, significantly increasing the role of this station; • most of the LGA is outside of the accepted 1-1.5km catchment for rail; • rail stations have historically had limited facilities (disabled access & bicycle parking) and interchange options to promote public transport, although some of these facilities have recently been upgraded including Rhodes & Concord West making these facilities more accessible; and • it is recognised that there is limited opportunity to further expand the CityRail Network.

Owner: Strategic Planning Page 97 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Map 5.3: Rail Service Frequency

Owner: Strategic Planning Page 98 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

5.5.2. Buses The State Transit Authority (STA) operates bus services in the City of Canada Bay (refer to Public Transport Map - Map 5.2). Key destinations from the City of Canada Bay are Sydney CBD, Ryde, Ashfield, Burwood and Strathfield. A list of bus routes available in Canada Bay is provided as Appendix 4.

It is generally accepted that pedestrians will walk approximately 400m to a bus stop. Mapping showing access to bus services has been developed for on and off peak periods.

The Bus Service Frequency (Peak Hours - Map 5.4) illustrates bus service frequency in peak periods. Suburbs in close proximity to the main northern railway line are generally not as well serviced by buses in comparison to other suburbs in Canada Bay. Suburbs which could be described as having low levels of bus service include Rhodes, Concord West and North Strathfield.

These catchments illustrate that some pockets of the LGA do not fall within high frequency bus corridors. These include central parts of Concord, southern parts of Drummoyne and the area known as Cape Cabarita.

Bus service frequency in off peak periods is shown in the Bus Service Frequency (Off-Peak Hours - Map 5.5). Canada Bay, Cabarita, Breakfast Point, Mortlake, Chiswick, Rodd Point, North Strathfield, Concord West and Rhodes all have low levels of service in this period.

Strategic Bus Corridors On 17 March 2004, the Minister for Transport Services released the Final Report of the Hon Barrie Unsworth's Review of Bus Services in NSW. This report identified a network of fast, frequent, direct and convenient bus services on "strategic" bus corridors connecting centres across Sydney.

The new network of 43 bus corridor services will link Sydney's major centres, railway stations, hospitals, education facilities and other community facilities, improving access to important destinations. The strategic network will be integrated with local bus services through bus contract reform to create larger, integrated contract regions. Canada Bay is within contract Region 6.

The City of Canada Bay has three strategic bus corridors within its boundary. These include:

• Burwood - City; • Burwood - Chatswood; and • Burwood - Macquarie.

A Parramatta to the City (via Ryde) service corridor is also proposed, however this service falls in Contract region 5.

Bus services in Contract Region 6 are provided by Sydney Buses. In September 2009 the State Transit Authority placed a range of new bus services on public exhibition. The new services began on the 21 March 2010. The new bus services focus services on direct routes and evidence shows that some local services have been reduced or the services scrapped altogether such as the L03 from Mortlake to the City via Drummoyne. Council's request for an east-west link across Canada Bay was not included in the new services. Consequently there is little or no local connectivity provided by the new bus service.

Owner: Strategic Planning Page 99 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Map 5.4: Bus Service Frequency Peak Hours

Owner: Strategic Planning Page 100 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Map 5.5: Bus Service Frequency Off Peak Hours

Owner: Strategic Planning Page 101 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Bus services - challenges and opportunities Bus services currently provide a good level of service to the residents and workers of the LGA. High levels of service are provided on a number of routes, covering a large proportion of the LGA. Routes converge in a number of locations, allowing interchange to rail or other bus services. This feature of high frequency corridors and converging services at nodes is likely to be strengthened after the current review of STA bus services.

A number of cross-regional links exist, serving diverse locations such as Macquarie University, Campsie, Rockdale and Hurstville. These services enable a diverse range of trips, and provide relatively fast travel options for longer journeys.

It is recommended that Council lobby for new services to peninsula areas such as Breakfast Point/Mortlake, North Strathfield and in particular nodes which converge with the main northern railway line. The establishment of regular east - west routes in Canada Bay is also encouraged.

Buses currently have little priority over other vehicles on roads in the City of Canada Bay. As traffic congestion increases, buses will increasingly become delayed. As a result, it is likely that fewer passengers will use buses as an alternative means of transport. Additionally, bus services are currently fragmented to some degree, with minimum service levels determining some routes. Aggregation of high frequency routes would create “transit corridors”, in which passengers would know that waiting times between services are low, and most major destinations can be reached.

Many bus stops currently provide poor environment for passengers. Information and waiting facilities are generally not visible, attractive or user-friendly. In addition, passing traffic is reducing the amenity of the immediate area. As existing bus nodes are further strengthened by extra bus routes, passenger facilities should be improved in line with relevant standards for signage and easy access, while also creating user-friendly bus stops and waiting areas.

Transit corridors should be implemented in such a way that transit along these routes is immune from congestion caused by private vehicles, that a safe and attractive pedestrian environment is provided and that the viability of local commercial areas is preserved.

5.5.3. Ferries The City of Canada Bay is serviced by STA ferries operating along the Parramatta River. Wharves with ferry services in the area are Drummoyne, Chiswick, Abbotsford, Cabarita and Meadowbank (via pedestrian access from Rhodes). Level of service varies from 10-20 minutes to once/hour during non- peak and weekends.

Matilda Cruises operates a privately run ferry service between Darling Harbour and Homebush Bay, with ferry stops at Bayview Park, Cape Cabarita Wharf, Cabarita Wharf and Ryde. The ferry service operates during peak periods with a limited service on weekends.

The RTA operates a vehicular ferry that provides access for cars and bicycles across the Parramatta River between Mortlake and Putney. The ferry operates during peak periods.

Owner: Strategic Planning Page 102 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Ferries have a limited catchment as it is usually only residents of the various peninsulas that regularly use the service. Furthermore, the operational cost per passenger is quite high, meaning that cost recovery is very difficult. Whilst the government is currently undertaking a review of ferry services, there are no proposals to upgrade ferries in the short term.

While increases in the number of wharves would increase the catchment from which the services draw their patronage, this would lengthen ferry travel times and make the service less attractive to current users.

Ferries provide an attractive for of public transport and it is recommended that Canada Bay advocate for the continued improvement of this service over the longer term.

5.5.4. Light Rail Sydney's inner and middle ring suburbs were served by a comprehensive tramway network from the late 1800s to the late 1950s. By the early 1960s, all of Sydney's trams had been replaced by buses, and today's STA bus network closely follows the old tramway network.

Although creation of new light rail networks is not currently supported by the NSW Government, councils and community groups have advocated for new light rail networks. The focus has been on routes to and through the Sydney CBD which follow high patronage bus routes. These routes would build on the existing MetroRail service between Central Station and Lilyfield, which were constructed in two stages between 1997 and 2001.

5.6. Roads, Traffic and Parking

5.6.1. Main Roads The City of Canada Bay contains a number of major roads that include Parramatta Road, Victoria Road, Concord Road, Great North Road, Homebush Bay Drive and Lyons Road.

Victoria Road and Parramatta Road are the main arterial roads in Canada Bay, both linking Parramatta to the Sydney CBD (north and south of the Parramatta River respectively). Each route carries in excess of 80,000 vehicles per day with the aid of (typically) three lanes in each direction during peak times using clearways. This allows maximised traffic flow but detrimentally affects the local environment, damaging retail trade, lowering property values and reducing the level of amenity in the area.

Homebush Bay Drive and Concord Road provide north-south arterial road links from Ryde to the Strathfield area. Homebush Bay Drive (Metroad 3) carries over 60,000 vehicles per day. This road provides a high speed route of 2 – 3 lanes in each direction along the western boundary of the LGA with few at-grade intersections. In comparison, Concord Road traffic volumes have fallen by approximately 15 percent since 1985. This roadway provides two lanes in each direction with numerous signalised intersections at cross streets.

The other significant traffic route through the LGA is Lyons Road. This four lane carriageway carries traffic from Drummoyne to Five Dock, with a large proportion of traffic continuing via Lyons Road West towards Concord.

The Roads and Traffic Authority is keen to ensure that classified roads are developed in a way that recognises their primary function of through traffic movements.

Owner: Strategic Planning Page 103 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

The City of Canada Bay currently suffers from significant volumes of through traffic, along “rat-runs” such as Lyons Road West, Patterson Street – Gipps Street – Queens Road and Majors Bay Road. It is expected that through traffic along all routes will continue to increase.

Some of the City’s collector roads provide a very wide carriageway along straight alignments. This environment is conducive to speeding and reduces the amenity and safety for pedestrians and cyclists. Traffic calming including road narrowing, provision of bike lanes, traffic channelisation and installation of vertical elements of the streetscape (e.g. street trees, gateway treatments) would reduce vehicle speeds and create a more balanced street environment.

The City of Canada Bay’s position on the foreshore of the Parramatta River confines the passage of through traffic through the LGA. Traffic travelling from or to the north must access the area via either the Gladesville Bridge or Ryde Bridge. In addition, the lack of any through routes via Homebush Bay pushes east – west traffic to the south of the LGA along Parramatta Road and the M4 Motorway. These traffic access points limit the impact of traffic on residential areas and local community centres.

Traffic congestion is a problem at a number of locations, including Victoria Road, Lyons Road, Five Dock centre, and Parramatta Road. Intersections at the northern and southern ends of Concord Road are also congested. Additionally, traffic originating in the LGA will increase as development progresses.

No short-term solutions exist to “solve” this congestion as road space is limited and intersections are close to capacity. An overall reduction of mode shares to private vehicles is required within the City in order to mitigate the impact of more trips in and through the LGA.

Congestion may also be reduced through the implementation of bus priority measures to induce a modal shift to public transport and non-motorised modes, and in doing so create a sustainable reduction in traffic congestion over the longer term.

Victoria Road upgrade The RTA plans to upgrade a 3.5km stretch of Victoria Road between Westbourne Street, Drummoyne and The Crescent, Rozelle, including:

• The implementation of bus lanes; • The construction of an additional bridge adjacent to the Iron Cove Bridge; • Provision of a total flow traffic scheme within Drummoyne; and • Altered traffic arrangements and roadway adjustments through Rozelle.

M4 East Extension The State Infrastructure Strategy 2006 identifies the NSW Government's intentions to construct an extension to the M4 motorway between Strathfield and the City West Link/Victoria Road within the next decade. An extension would significantly reduce traffic on Parramatta Road and in turn, provide opportunities to reduce the number of vehicles passing through the LGA. An extension is particularly pertinent as the M4 toll was removed in February 2010. The removal of the M4 toll means 500 extra vehicles an hour will use the M4 and this will rise to an extra 2,000 per hour by 2011 (Source: NSW Auditor-General report dated Oct 2009). The Roads & Traffic Authority of NSW (RTA) have modelled the

Owner: Strategic Planning Page 104 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

traffic impacts of the removal of the M4 toll and found that it will increase the number of vehicles using the road and will increase delays.

The NSW Government's Metropolitan Transport Plan has identified the M4 East extension as being beyond the 10 year funding guarantee associated with the Transport Plan and there is no assurance that it will be built at all. This decision will have significant impact for the City of Canada Bay.

5.6.2. Local Roads At the local level, the interconnected street pattern provides direct routes and distributes traffic over a range of streets. This flat street hierarchy ensures that local traffic is not funnelled along a small number of indirect collector routes.

Rat-running along local roads reduces local access and detrimentally affects residential streetscapes. Development of foreshore areas will place additional pressure on the existing local road network and opportunity to provide an efficient public transport service to these areas. It should be recognised that accommodating additional population in peninsula locations generates traffic on local roads.

Traffic growth from new developments (particularly new medium density residential and employment developments) needs to be managed in such a way, so traffic is calmed on local streets and the impact on neighbouring areas is not excessive. Any new development should be located within identified centres with good access to public transport.

The road hierarchy should better reflect the aims of an improved local environment and travel demand management instead of responding to existing or predicted demand for private vehicle movement.

Issues relating to traffic congestion and delays should be addressed through measures that limit demand rather than measures that increase road capacity or traffic flows. This should particularly be the case when treating “rat-run” routes in order to return their uses to the local community.

5.6.3. Freight Freight trip generation is highest in areas that have large numbers of industrial sites and warehouses. There are only limited remnants of industrial and warehouse activity located in Canada Bay. These industrial precincts are dispersed with the main concentrations being on Parramatta Road in Five Dock and Leeds Street in Rhodes.

Freight movements create significant noise, vibration and light spill impacts, which are most acute along major roads and rail freight corridors. Residential areas close to industrial warehousing, depots and other freight generating activities are also affected.

Freight movements in Canada Bay primarily impact upon the major arterial routes of Victoria Road and Parramatta Road. Council should be conscious of noise and vibration impacts when considering the development on and in the vicinity of freight corridors. This matter has been considered further in the Environment section of this Strategy.

5.6.4. Car Parking Parking policy is increasingly recognised as an important element of land use and transport planning. Parking policies are most effective if associated with strong land use planning policies and a package of measures designed to reduce car use and promote walking, cycling and public transport to, from and around centres.

Owner: Strategic Planning Page 105 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

The Transport section of the Metropolitan Strategy proposes a Metropolitan Parking Policy. The aim is to develop and implement a metropolitan-wide parking policy that encourages the use of public transport to centres and to ensure a consistent approach across centres.

The Metro Strategy recognises that the availability and cost of car parking has a significant impact on people's travel choices, including where they go and the mode they use. Excessive parking in locations with good public transport accessibility can undermine public transport use and threaten the amenity and safety of centres.

Parking restraint is seen as a central component of travel demand management. Restricting the ability to park at the trip destination has an impact on the travel choices available including modes and destinations. Simply, if you cannot park at your intended destination you either choose to travel by an alternative mode, for example public transport, or choose an alternative destination with parking.

Given the competition between commercial centres, and the perception that parking should be available, it is sometimes difficult for one centre or one council to take a stand to contain parking in order to favour other modes than cars.

Draft SEPP 66 - Integration of Land Use and Transport identifies and promotes the opportunity to manage the location, supply and availability of parking to discourage car use. Although draft SEPP 66 has not yet been gazetted, it offers useful best practice guidance that is likely to form the basis of the proposed new metropolitan wide parking policy, when it is developed, including:

• Parking policies and codes that are part of, and consistent with, broader transport and land use strategies and plans; • Variable parking requirements and changes that are applied, depending on public transport accessibility; • Parking requirements that are reduced in concentrated activity centres with good public transport access; and • Parking incentives, such as cheaper rates or reserved spaces that are provided for high occupancy vehicles, including car pools and community buses.

Parking Management The provision and management of parking in City of Canada Bay will be undertaken as a “travel demand management measure”. As such, the provision and management of parking in the LGA should not attempt to meet unrestrained demand, but rather work with other initiatives to reduce the attractiveness of using private vehicles and increase the use of more sustainable means of mobility. Similarly, it should work with other initiatives to improve the quality of the local environment.

A range of parking management tools are available, including flexibility in applying off-street provision rates in accessible areas and the shared use of parking spaces. Tools for managing demand include pricing and behaviour change programs. Tools for prioritising parking space include designation of space for specific users, such as mobility parking.

Parking management measures should be implemented in such a way that achieves the aims of this strategy. A number of parking management strategies are available to Council:

• Manage parking through improved enforcement.

Owner: Strategic Planning Page 106 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Council should take advantage of changes in responsibilities for enforcement of parking regulations and initiate their own enforcement schemes. An effective enforcement team should be not only financially sustainable but also provide Council with extra revenue to improve parking and public transport facilities.

• Use parking pricing to manage parking demand.

Pricing of parking has been repeatedly proven to constitute a very powerful measure for discouraging the unnecessary use of private vehicles. This could be implemented in the form of parking meters within commercial centres and at other areas of high demand. However, it should be noted that parking pricing should be considered within the context of the surrounding sub region, as it has the potential to shift problems or commercial activity elsewhere.

• Income from parking charges to be utilised for urban improvement schemes;

It is likely that parking pricing and enforcement will result in a net profit to Council. Experience in other areas has shown that the community is more accepting of parking pricing and enforcement (and the policy behind such measures) if a clear benefit is visible;

It is therefore suggested that Council direct the income from such activities to finance projects that directly benefit the community. Such projects could include:

• improvements to urban amenity, such as to streetscape (eg. paving, planting, footpath widening), lighting, public facilities;

• improvements to transit infrastructure or facilities (e.g. construct local bicycle facilities, construct new bus shelters, improve pedestrian links to transit facilities);

• lobbying for or supporting major transportation projects that would generally fall outside Council’s jurisdiction (e.g. light rail links, regional bicycle facilities, traffic management of State roads) in order to influence the outcome in a way that better meets the objectives of this policy; and

• road safety programs and traffic facilities to improve the safety of intersections or locations with a demonstrated accident history.

Since most initiatives relating to parking fall under the control of Council, a DCP will constitute a suitable mechanism for implementation of parking provision controls.

Matters relating to the diversion of funds earned through parking pricing to other areas would need to be assessed in view of Council policy and regulations and the Local Government Act 1993. In respect of this, opportunities exist for the use of Section 94 funds for streetscape improvements, pedestrian facility augmentation and the like, relating to parking facilities. The existing Council Section 94 Contributions Plan should therefore be revised to reflect this strategy.

Car share Schemes Car sharing is an alternative system of car ownership, access and use. The costs and responsibilities of vehicle purchase, ownership and maintenance are transferred to a central group. Members pay a fee to join a car share scheme and then have the right to take and use a car when and as needed. The self- service cars are available twenty four hours a day for use for as little as an hour or longer periods.

For people who don't need a car everyday, using a car share scheme may be a better option than owning your own car. The benefits of car share are:

• It has the potential to reduce demand for parking; • Older, more polluting cars are replaced with new, more fuel efficient vehicles;

Owner: Strategic Planning Page 107 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

• Smarter choices about transportation to maximise transportation efficiency; and • Builds stronger community through efficient sharing of resources.

Car share schemes may be implemented as part of the facilities provided by the Strata Scheme for large developments, in the same way that they provide a pool or a gym as a service for residents. This could be used as an offset tool for developments where it is possible to lower the off-street parking provision below the acceptable requirement.

City of Canada Bay parking requirements for new development Parking provision for the City of Canada Bay is primarily determined by the City of Canada Bay Development Control Plan. In some cases these car parking requirements are inconsistent with the RTA Guidelines for Traffic Generating Development, particularly in relation to requirements for residential and visitor car parking spaces.

A review of the current car parking requirements should be undertaken to align with the RTA Guideline requirements and consider a reduction in car parking ratios for development within walking distance of centres serviced by a high level of public transport. Any review should consider the recommendations contained within the proposed Metropolitan Parking Policy.

Motorcycle/Scooter Parking Parking for motorcycles and scooters is often over looked. Motorcycles account for only one per cent of road travel in Australia. However, it is anticipated that due to increased congestion motor cycles will become a more popular form of transport in urban areas.

Motorcycle parking should be provided free of charge in town centres. The level of on street motorcycle parking can be determined by analysing the percentage of motorcycles compared to other vehicles in centres and the number of motorcycles currently parked legally and illegally. Motorcycle parking use should be monitored and reviewed on a regular basis.

5.7. Walking and Cycling

5.7.1. Walking The City of Canada Bay benefits from an urban form that is pedestrian friendly through its connected street layout, closely spaced shopping centres, and numerous local trip attractors. The level of amenity in most streets is excellent, with pedestrian infrastructure (footpaths, kerb ramps, street crossings) being complemented with street trees, quiet residential environments and vibrant alfresco restaurant strips.

Public transport plays an important supplementary role to the pedestrian environment, providing (generally) well distributed, frequent services to assist travel over longer distances.

Unfortunately, the pedestrian environment in a number of locations has been degraded by high traffic volumes and associated community severance. Areas such as Victoria Road, Parramatta Road and to some degree Concord Road have lost their local function as local access (by foot, cycle, public transport and car), and have become more difficult and less amenable. Some severance is also

Owner: Strategic Planning Page 108 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

caused by the limited crossings available across rail lines.

All planning and redevelopment in the City of Canada Bay should ensure that walking is promoted as a safe, healthy and accessible form of transport. Additionally, the needs of people with a disability should be incorporated into all levels of planning and implementation of the transportation network and public domain improvements.

City of Canada Bay Pedestrian and Mobility Plan (PAMP) The City of Canada Bay has Pedestrian and Mobility Plan (PAMP). A PAMP is a comprehensive action plan to develop policies and build pedestrian facilities. PAMPs aim to co-ordinate investment in safe, convenient and connected pedestrian routes. An important element of the PAMP is to co-ordinate with other plans such as the Canada Bay Bike Plan. The current PAMP provides a broad overview of proposed improvements to achieve greater accessibility throughout the City. It is considered that any future review of the PAMP should provide fine grain recommendations in relation to each centre in Canada Bay.

The existing pedestrian environment is generally sufficient and provides opportunity to further enhance walking as a transport option.

5.7.2. Cycling The LGA and surroundings are home to a large number of attractions that are within cycling distance (less than 5km) and a great number of other Sydney trip attractors lie within 10 kilometres.

The LGA possesses relatively flat topography, making cycling less physically strenuous. Also, it provides a connected street network that (apart from rat runs) is largely free from through traffic.

The existing infrastructure (i.e. Parramatta Road) and natural landform (i.e. Parramatta River) surrounding the LGA provide physical constraints to cyclists. There is opportunity to overcome these barriers by way of bridges, the Mortlake ferry and at grade crossings of roads. Access along these links must be maintained and enhanced for cyclists (and pedestrians) and opportunities for further crossings should be explored as they arise.

There is little infrastructure available that enhances cycle use and additional measures such as cycle parking should be installed at all transit nodes to encourage multi-modal trips.

Canada Bay Bike Plan The Canada Bay Bike Plan has taken into consideration a number of previous bike plans and related studies undertaken for the former Drummoyne and Concord Councils. Consultation for the development of the Bike Plan was based on input from the local community, the Local Bicycle Users Group (BayBug), Council, the RTA and the Bicycle Consultative Committee. Feedback was very extensive from BayBug and included several meetings and workshops and detailed saddle surveys by members of the group.

The Bike Plan is categorised by route development strategies, which includes:

• Regional Routes. These routes are formally included by RTA in the BikePlan 2010 and have funding and priorities allocated; • Strategic Routes. These routes are of great regional and strategic significance, but have no RTA funding;

Owner: Strategic Planning Page 109 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

• Links to adjacent jurisdictions. These are links from existing and proposed cycling facilities within the Council boundaries across to adjacent areas and they cross major boundaries, such as Parramatta Road; and • Local routes. They are bicycle routes along local streets and through Council parks and reserves. Parking facilities such as bike lockers for commuters and on-street bicycle parking stands.

Owner: Strategic Planning Page 110 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Map 5.6: Canada Bay Bike Plan Map

Source: Canada Bay Bike Plan 2005

Funding has been estimated in the Bike Plan in terms of implementation 3 major priorities:

• Priority 1 – short term (within 5 years); • Priority 2 – medium term (from 5 – 10 years); and • Priority 3 – long term (more than 10 years). Part of the above program relates to the completion and upgrading of the RTA Regional Route network, which should be funded by the RTA. The remainder of the works (Priority 1) would generally fall under Council’s future budget planning and funding from other sources.

5.8. Objectives and Actions The broad environmental objectives are to:

Integrate land use and transport. It is essential that new jobs and areas identified for dwelling growth are located within existing centres and are well serviced by public transport. A process of integrated transport and land use planning should promote interchanges and integration of transport options.

Advocate for improved public transport and promote the use of public transport. Canada Bay is serviced by various transport options including trains, buses and ferries. Council should develop programs that encourage increased use of these services.

Promote walking and cycling for local trips. Walking and cycling should be promoted, with an aim to increase the percentage of trips undertaken within the LGA by these modes.

Owner: Strategic Planning Page 111 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Manage the impact of traffic and parking. Growth of traffic and parking will continue to impact upon the amenity of Canada Bay. Parking controls should be reviewed and additional methods introduced, which aim to reduce dependence on motor vehicles. Canada Bay is also affected by regional traffic.

These are discussed in the following text.

Objective T1 Integrate land use and Transport

Action T1 Prepare and implement an Integrated Transport Strategy for Canada Bay

An Integrated Transport Strategy (ITS) provides the rationale and actions for addressing local transport issues and moving Canada Bay towards sustainable transport – that is, reducing car use and increasing use of public transport, walking and cycling.

The ITS would propose an ongoing management plan for implementation and performance measurement of opportunities identified in the existing draft LPS. The Strategy would guide Council's transport planning and inform the community and other stakeholders of the work Council is already undertaking to promote sustainable transport. The ITS would amend or replace the existing Part 4 - Transport and Access in Councils LPS.

Action T2 Focus new development in areas within walking distance of centres and public transport

Ensure areas identified for growth are located in or near established centres and are well served by public transport

Action T3 Request Transport Management & Accessibility Plans for major developments

Incorporate a requirement for the preparation of a Transport Management and Accessibility Plan to address transport impacts and issues for major development proposals within the LGA.

Objective T2 Promote the use of Public Transport

Action T4 Improve pedestrian access to public transport

Any new pedestrian links or improvement of existing links should take into account access to public transport facilities. Furthermore, co-operation with State Transit Authority and State Rail Authority to establish improved pedestrian facilities at transit stops should be a Council priority;

Provide a high quality network of pedestrian routes and spaces, avoiding negative effects of crossing busy roads and making pedestrian corridors more comfortable for pedestrians.

Action T5 Promote and advocate for public transport

In order to provide transit priority, Council should work with the RTA, Department of Transport and the STA to progressively develop and implement a system of bus priority

Owner: Strategic Planning Page 112 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

measures on the primary transit corridors, especially to improve east west links within the LGA, including:

• Victoria Road; • Lyons Road; • Concord Road; and • Great North Road.

Examples of bus priority measures include:

• bus signals, to give buses a head start (particularly at major intersections along transit routes); and

• bus lanes (ideally) or at least transit lanes, using coloured pavement treatments, along the primary transit corridors previously mentioned.

Action T6 Support Ministry of Transport to implement Strategic Bus Corridors

• Work in partnership with the Ministry of Transport to coordinate the planning and implementation of the Strategic Bus Corridors, aiming to reach a target of 25km/h average bus speed on each of these corridors

Objective T3 Promote walking and cycling for local trips

Action T7 Review the Pedestrian Access and Mobility Plan (PAMP)

Pedestrian issues need to be addressed in a holistic and consistent approach throughout the entire LGA. It is recommended that Pedestrian Access and Mobility Plans (PAMP) be detailed for individual centres within the Canada Bay LGA, on a centre by centre basis.

Action T8 Review the Canada Bay Bike Plan 2005

Key recommendations include:

• Consultation with key stakeholders.

• Reprioritise recommendations and actions of Bike Plan

• Install bike lockers, through the joint Bicycle NSW/Department of Transport Bicycle Locker Scheme; and

• Install on-street bike parking facilities.

Action T9 Develop a public awareness program

Develop a public awareness program (in conjunction with the Pedestrian Council of Australia) to promote the many advantages of walking as a basic form of transport.

Action T10 Consider the needs of cyclists during the preparation of development control plans

Owner: Strategic Planning Page 113 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Develop policies, guidelines and assessment measures to ensure that the needs of cyclists are considered when planning and designing elements of the urban environment.

Action T11 Reinforce pedestrian scale through urban design

Seek to re-establish and reinforce the pedestrian scale within the City both from an urban design viewpoint and from a traffic interaction viewpoint (reduction in traffic volumes and speeds). This is particularly important within neighbourhood business centres.

Action T12 Upgrade walking and cycling facilities to improve everyday access within neighbourhoods, including links to foreshore, bushland, parks and centres.

Work in partnership with DoP and the RTA in continuing to upgrade walking and cycling facilities. This includes:

• Completion of the Homebush to Sydney City foreshore trail, in particular the Yaralla link

• Links through private development at Abbotsford, Breakfast Point and Rhodes.

• Framework for an integrated network of regional recreation trails as part of the overall open space system.

Action T13 Promote pedestrian safety and personal security

This can be achieved by a number of measures including improved lighting, increased pedestrian path visibility, increased pedestrian path use, improved design and construction of pedestrian facilities, policing and the like. RTA records indicating a concentration of crashes involving pedestrians should be addressed as a matter of urgency.

Objective T4 Manage the impact of traffic and parking

Action T14 Enhance movement of vehicles other than private cars

Enhance movement of vehicles other than private cars by re-distributing road space to cater for travel by other modes. Alternative uses for road space could include:

• Lanes dedicated to transit (bus and/or light rail);

• Bicycle facilities;

• Improvements to the pedestrian environment, such as widened footpaths; and

• Infrastructure to support transit use, such as bus layovers or covered bus stops.

Walking, cycling and public transport need to be promoted to maintain reduced traffic levels amongst a trend of increasing population and trip numbers. In order to achieve this, some consideration should be given to “pro-active” funding of non-motorised and public transport infrastructure and information campaigns.

Owner: Strategic Planning Page 114 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Action T15 Review car parking requirements

Consider accessibility related maximum car parking requirements for new development, based on accessibility to public transport. The review should be undertaken with consideration given to the proposed Metropolitan Parking Strategy.

Action T16 Promote car share schemes

Council should advocate for the establishment of car share schemes and work with operators to promote this form of car use. Council will also investigate options for providing Car Share Schemes in lieu of car parking for large developments.

Action T17 Review parking management strategies

A number of parking management strategies are available to Council:

• Manage parking through improved enforcement;

• Use parking pricing to manage parking demand; and

• Income from parking charges to be utilised for urban improvement schemes, road safety programs and traffic facilities.

Owner: Strategic Planning Page 115 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Owner: Strategic Planning Page 116 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

PART 6 - RECREATION & OPEN SPACE

Owner: Strategic Planning Page 117 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

6. Recreation and Open Space

FuturesPlan 20 - A Healthy city I feel a sense of health and wellbeing There are places for me to participate in sport and other outdoor recreation I feel safe and comfortable accessing community spaces There are services that meet my needs

6.1. Planning Context

6.1.1. The State Plan The NSW State Plan was launched by the Premier on 14 November 2006 with the overall purpose being to deliver better results for the NSW community from government services. The State Plan identifies 34 priorities under five broad areas of activity and sets targets, actions and new directions for each priority area.

The State Plan contains two targets relevant to Parks and Recreation, which include:

R4 Increase participation and integration in community activities

The State Plan target includes increasing the proportion of the community involved in volunteering, group sports and recreation activity by 10% by 2016 and to halve existing gaps in participation rates for key groups.

E8 More people using parks, sporting and recreational facilities, and participating in the arts and cultural activity

The State Plan target aims to increase participation in sporting activities and physical exercise by 10% by 2016 and increase the number of visits to State Government parks and reserves by 20% by 2016.

6.1.2. Metropolitan Strategy Parks and Public Places Actions The Metropolitan Strategy has a vision to provide fair access to quality parks and public places for leisure, sport and recreation and a network of recreation trails for walking and cycling by linking centres and parks.

Local Government's role in addressing the Metropolitan Strategy objectives for parks and public spaces includes:

• Working in partnership with other government agencies for the improvement of local and regional walking and cycling trails; • Improving local walking and cycling infrastructure; • Investigating funding options to improve existing open space; and • Improving access to the foreshore, parks and centres.

6.1.3. Inner West Subregion - Draft Subregional Strategy The draft Subregional Strategy recognises much of the Inner West's public life is carried out in civic spaces often located near town and village centres. While these spaces may not be traditionally thought of as public spaces in the manner in which green parks are, they contribute significantly to the civic,

Owner: Strategic Planning Page 118 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

public and cultural life of residents and visitors to the inner west. The network of parks, public places and urban civic spaces in the region also plays a major role in meeting the recreational, cultural and entertainment needs of the population.

A key focus of the draft Subregional Strategy is to continue to improve access to quality leisure spaces to meet the needs of the growing population and enhance the cultural life of the region. Council's role in addressing the draft Inner West Subregional Strategy in relation to parks and public places includes:

• Work with the NSW Government to improve the carrying capacity of existing sporting fields and possible provision of facilities in passive parks to increase utilisation (IW F1.2.1); • Work in partnership with the Department of Environment and Climate Change and the Roads and Traffic Authority to explore opportunities to improve access to waterways and links between bushland, parks and centres (IW F1.3.1); • Maintain or enhance the provision of local open space, particularly in centres and along transport corridors (IW F2.1.1); • Consider an open space embellishment program for improving facilities (IW F2.1.2); • Consider mechanisms to increase the capacity of local sports fields to a district level (IW F2.1.3); • Work with NSW Government to develop links between smaller reserves to create diversity and broader user experience (IW F2.1.4); • Work with NSW Government to investigate opportunities for future open space within the subregion (IW F2.2.1); • Consider the need for civic spaces in planning for the future growth of centres (IW F2.3.1); and • Work with Tourism NSW and the Department of Planning to identify opportunities to improve and enhance public access to Sydney Harbour Foreshore (IW F4.3.1).

6.1.4. Premiers Council for Active Living The Premier's Council for Active Living (PCAL) aims to build and strengthen the physical and social environments in which communities engage in active living. The goals of the PCAL are to:

• facilitate and encourage active living through supportive: o Policy and legislative environments o Physical environments o Social environments; • support leaders in the public, private and non-government sectors to make decisions that facilitate and encourage active living; • build sustainable partnerships across the public, private and non-government sectors for policies, programs and products that facilitate and encourage active living.

6.2. Existing Open Space

The Recreation Areas map provides an illustration of public domain areas in the City of Canada Bay (see Recreation Areas map - Map 6.1).

6.2.1. Quantity x Function According to Council’s Open Space Asset Register, Council-managed open space comprises 150 parks totalling around 218 hectares – as illustrated in Table 6.1.

Owner: Strategic Planning Page 119 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Map 6.1: Recreation Areas

Owner: Strategic Planning Page 120 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Table 6.1: Provision of Open Space Per Capita by Type

Open Space Type/function No. of parks Total Hectares Ha/1,000

Parks 86 93.66 1.42 Ancillary space (road closures; road & rail 52 4.28 0.07 reserves) Sports/active (fields/courts) 20 80.40 1.22 Golf course 2 40.01 0.61 Total *160 218.35 3.32 * Greater than 150 because 10 parks have both ‘sports’ and ‘park’ components

Table 6.1 shows that around 45% of the City’s open space comprises ‘passive’ open space (parks and ancillary space), 37% is ‘active’ open space (sports fields and courts) and 18% is public golf course.

The per head supply of these different types of open space (3.32 hectares per thousand people overall or 33 m2 per capita) is also illustrated in Table 6.1.

Council’s open space resources are supplemented by some private open space – including the Concord Golf Club (43.92ha), a community title village green within the Abbotsford Cove development (0.8ha) which has a 'public access' easement, and a community title village green and open space areas at Breakfast Point (5.7ha).

6.2.2. Hierarchy The hierarchy concept is widely used – along with ‘function’ – in the classification of open space.

By far the most common hierarchy typology used in all States of Australia (and typically promoted by various state level planning agencies6) is the continuum from local through neighbourhood, district, regional, state and national/international open space.

‘Functional’ classifications have been mainly based on the simple ‘active/passive’ typology – or more recently on a ‘settings’ based approach (i.e. sport, bush land, foreshore, formal garden etc).

Using both the ‘hierarchy’ and ‘function’ concepts, therefore, results in the following types of classification:

• Local sports ground; • Local park; • Local linkage, amenity and ancillary space; • District sports ground; • District park; • Regional sports ground; • Regional park; and

6 NSW Department of Planning (1992) Outdoor Recreation and Open Space; Regional Planning Advisory Group (1993) South East Qld 2001 Project – Open Space and Recreation; SA Urban Land Trust (1988) Human Services Planning Kit; Victorian Ministry for Planning and Environment (1989) Planning Guide for Urban Open Space; National Capital Development Commission (1981) Urban Open Space Guidelines.

Owner: Strategic Planning Page 121 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

• Natural areas (of local, district or regional significance).

The current functional and hierarchical structure of the City’s open space (excluding golf courses) is illustrated in Table 6.2.

Table 6.2: Open Space Function and Hierarchy

Open space function Hierarchy Local District Regional Total Park* 42.42 15.97 36.06 94.45 Sports ground - 48.34 32.05 80.39 Natural area** - - - - Ancillary (road closures etc) 4.28 - - 4.28 Total 46.7 64.31 68.11 179.12 * Includes ‘community title’ parks ** Not separately identified in the current data base (21 of Council’s 150 parks are categorised as having at least some ‘natural area’ values – but this has not yet been quantified)

Table 6.2 illustrates the high proportion of regionally significant open space in the City – with this accounting for 38% of total open space. This is principally due to the generous number of large foreshore and sports parks in the City, including Majors Bay Reserve, Timbrell Park, St Luke's Park, Cintra Park and Queen Elizabeth Park.

While ancillary open space accounts for 32% of total open space (in terms of the number of spaces), it only accounts for 2% in terms of hectares.

6.2.3. Distribution Council’s open space is distributed unevenly through the City. This is illustrated in Table 6.3, which shows the relative quantity of open space in the Concord and Drummoyne Statistical Local Areas (SLA) – in terms of both hectares and numbers of parks.

Table 6.3: Sub-Area Distribution of Local and District Parks

District Pop* No. parks/1000 Ha/1000 No. Ha people people

Concord SLA 31,163 1.8 3.60 57 111.73

Drummoyne SLA 34,582 1.9 1.95 65 67.39

TOTAL 65,745 1.9 2.72 122 179.12

* 2006 Census population

There is 179 hectares of public open space in the City and, as illustrated in Table 5.3, 112 hectares of this (or 63%) is in the Concord SLA even though Concord only has 47% of the City's population.

Owner: Strategic Planning Page 122 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

The average is 2.72 hectares of open space per 1,000 population, but the difference between Concord and Drummoyne SLAs is significant – with Concord SLA having 3.60ha/1,000 population and Drummoyne SLA 1.95ha/1,000.

The generous per capita provision of parkland in Concord SLA is mainly due to the location within this district of several of the City’s larger parks, including Majors Bay Reserve, St Luke’s Park, Cintra Park and Queen Elizabeth Park

The uneven distribution implies that opportunities to enhance the quantity of local open space need to be pursued more urgently and vigorously in some parts of the City than in others.

This should be done within the context of also identifying the locations of future residential development – because the additional per capita amounts of open space in some precincts may be ‘eroded’ by population growth in the medium to long-term future.

6.2.4. Recreation Facilities The City’s public (and private) open space system accommodates a range of recreation facilities - including outdoor sports courts and fields, golf courses and facilities for ‘unstructured’ play and recreation (including open grassed areas, picnic areas, playgrounds, bike tracks and walking paths).

Specific facilities as identified in the Open Space and Recreation Needs Analysis (June 2008) include the following:

• 150 parks (13 ‘regional’, 13 ‘district level sports grounds or multi-purpose parks’, and 124 ‘local’ parks and ancillary spaces); • 17 sportsground complexes (with 68 summer and winter season sports fields as summarised in Table 6.4 , below); • 3 golf courses (one private and two public); • 17 barbecue/picnic areas; • 11 unrestricted dog ‘off-leash’ areas; • 1 bicycle training track and several walk/cycle routes; • 48 playgrounds and one skateboard facility; • 24 tennis courts (at five centres) and 34 netball courts (at one centre); • 2 swimming/aquatic centres; and • 1 indoor leisure centre (Five Dock Leisure Centre).

Table 6.4: Existing Sports Facilities in Canada Bay City

Facility type Current Provision No. of Facilities Population/facility Soccer fields (Senior) 17 3,900 Soccer fields (Mini/junior) 14 4,700 Rugby League 2 33,000 Rugby Union 7.5 8,800 Hockey 1 66,000 Australian Football 1.5 44,000

Owner: Strategic Planning Page 123 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Current Provision Baseball diamonds 7 9,500 Softball diamonds 0 - Cricket fields 17 3,900 Athletics 1 66,000

6.2.5. Adequacy of existing open space The question of whether or not open space provision (including space for formal and informal sport) is sufficient to meet demand has traditionally been answered via the use of quantity based standards (such as the 2.83 hectares/1000 people – comprising 1.21ha of ‘active’ space and 1.62ha of ‘passive’ space – that has been traditionally used in NSW). It was often perceived that open space provision obligations were met when the standards were achieved.

Overall, the existing supply of open space in the City (at 1.50 ha/1,000 people of parkland space and 1.22 ha/1,000 of sports space - is comparative to the historical standard of 2.83 hectares/1000 people (1.62ha for ‘passive’ parks and 1.21 ha for sport)7.

However, it is now well understood that general standards are unreliable and not necessarily valid for particular areas. A particular region or locality – depending on its demographics, climate, traditions, local cultural and natural resources and its investments in particular facilities - may have very different than average (that is, standard) needs8.

Populations with an older than average age profile, for example, are likely to have a lower than average need for sports fields and a higher than average need for ‘passive’ space. But other factors may complicate this scenario. If the area, for example, has only poor quality sites for sports grounds (filled land or flood prone sites) it may actually have a higher than average requirement for sports facilities (despite the age profile) due to the lower-than-average carrying capacities of the facilities.

Open space adequacy issues in Canada Bay were addressed in the study undertaken in preparing the City’s Recreation Plan9. This found that the quantity of open space in the City was generally sufficient – but only just so, with little spare capacity to accommodate the additional open space needs generated by new development.

The study also identified a range of issues surrounding the quality and distribution of the City’s open space resources.

Relevant specific findings – for the main categories of open space – are summarised in Table 6.5

7 Not including specific-purpose (and often privatised) sports spaces such as golf courses, tennis courts, and lawn bowls/croquet greens 8 It is, in fact, possible that 2.83 hectares/1000 people of open space (or even more) is inadequate in some circumstances – where, for example demand is robust and where the quality and/or accessibility of the open space is poor. Alternatively, a lesser amount of space could be sufficient – where, for example, the space is well designed, accessible and effectively managed 9 City of Canada Bay, Canada Bay Recreation Plan, adopted 20 March 2007

Owner: Strategic Planning Page 124 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Table 6.5: Canada Bay Recreation Study – Key Findings

Attribute ‘Passive’ ‘Active’ (Sports)

Quantity The provision of (non-sport) parks (at The provision of sportsground space (at 1.20 1.33+ ha/thousand people) is ha/thousand people) is comparative to the quantity comparative to the traditional standard specified in the traditional standard (of 1.21 (of 1.62 ha/thousand) ha/thousand) Distribution The distribution of parks in the City is The organisations' surveys identified a perception of a /access uneven – with relatively low per capita ‘lack of sporting and recreation facilities in Canada Bay’ provision in the Drummoyne/Rodd Point area and very high provision in Concord West/Rhodes/ Liberty Grove Quality/ A fairly high proportion (42%) of local Many sportsgrounds have lower than optimal carrying diversity parks are less than 0.3 hectares – a capacities (due to poor quality turf and insufficient size which does not facilitate the floodlighting) provision of a diversity of ‘walk to’ Some sports organisations rated the quality of grounds recreation opportunities (and associated facilities - amenities, spectator facilities, Very limited supply of natural areas kiosks) in the ‘poor’ to ‘adequate’ range (including remnant vegetation These organisations are seeking improvements in sports communities) turf quality, improved floodlighting, better amenities maintenance and more spectator seating While the overall provision of open space in the City was found to be quite reasonable (and considerably more than in most surrounding Councils), the distribution of open space is moderately uneven, with low per capita provision in some areas (e.g. Drummoyne and Rodd Point). In these areas, many households are beyond reasonable walking distance to high quality open space.

Demand pressures were found to be particularly critical for active sports open space – as summarised in Table 6.5. Issues were identified in regard to the quantity of space as well as facility suitability, quality and maintenance issues.

A more recent study10, has largely confirmed these earlier findings. Specifically, it has found that, while the City has a relatively high provision of sports fields and courts11, most grounds are being used at or above capacity in the winter season – as summarised in Table 6.6.

Table 6.6: Provision of Active Sports Open Space - Summary

Season Attribute Hours of use per week

City of SSROC SSROC Canada Bay NW sub-region12 Summer Average ground capacity 56 38 36 Average ground use 27 31 26 Highest use ground 42 82 61

10 Recreation Planning Associates, SSROC Regional Sport Ground Study (July 2008) 11 (1.22ha/1,000 population) compared to the South Sydney Region as a whole (0.91ha/1,000). 12 Ashfield, Burwood, Canada Bay, Canterbury, Leichhardt, and Marrickville Councils

Owner: Strategic Planning Page 125 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Hours of use per week

Winter Average ground capacity 24 27 27 Average ground use 29 37 31 Highest use ground 41 78 56

In the summer season, there appears to be a considerable amount of spare capacity – with a ground capacity average of 56 hours a week compared to average ground use of only 27 hours. But the Council-nominated summer-season capacity of 56 hours a week is very high compared to the average for the SSROC Region and north-west sub-Region (of 38 and 36 hours, respectively) and may need to be reviewed.

6.3. Population Growth and Change

6.3.1. Existing and Forecast 2031 Population The 2006 (Census) and 2031 forecast13 populations for City of Canada Bay and the Sydney Statistical Division are detailed in Table 6.7.

This shows that the City population on census night 2006 was 65,743 and that this is forecast to grow by just over 22,000 (33%) to nearly 88,000 people by 2031.

Table 6.7: Population Profile – City of Canada Bay & Sydney SD

Age 2006 2031 City of Canada Bay Sydney SD City of Canada Bay Sydney SD No. % % No % % 0-14 10,829 16.5 19.5 11,690 13.3 16.6 15-29 12,660 19.3 21.2 14,630 16.7 19.1 30-49 21,848 33.2 30.4 27,060 30.8 28.6 50-64 11,127 16.9 16.6 16,770 19.1 17.4 65+ 9,279 14.1 13.3 17,630 20.1 18.2 TOTAL 65,743 87,780

The existing (2006) population has a lower proportion of children and young adults than the Sydney population as a whole and a higher proportion of older adults.

This is illustrated in Table 6.7 which shows, for example, that children aged 0-14 years comprise only 16% of Canada Bay’s population compared to Sydney’s 19.5%. Conversely, people over 65 years comprise a higher 14.6% of Canada Bay’s population compared to Sydney’s 13.3%.

This shows that, while the populations of Canada Bay and Sydney are both forecast to age significantly over the next 25 years, Canada Bay’s population will continue to have an ‘older’ profile compared to Sydney’s as a whole (e.g. only 13.3% of the population aged 0-14 years compared to Sydney’s 16.6%).

13 Transport and Population Data Centre & NSW Department of Planning, 2005, New South Wales Statistical Local Area Population Projections 2001 – 2031 (2005 Release)

Owner: Strategic Planning Page 126 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Conversely, those over 50 years are forecast to comprise 39.2% of Canada Bay’s population by 2031 compared to 35.6% for Sydney overall.

The population ageing is likely to be accompanied by growth in the proportion of people living in flats and apartments with significantly less private open space than traditional detached housing.

6.3.2. New Population Distribution The population forecasts are not uniform across the City of Canada Bay. In fact, most of the growth (75%) is forecast to occur within the Concord area – as illustrated in Table 6.8. The Concord Statistical Local Area (SLA) is forecast to grow more than 50% (from 31,000 to nearly 48,000) with the Drummoyne SLA only growing 14% (from around 35,000 to 40,000) from 2006 to 2031.

Because of this, the Concord SLA will experience a substantial net increase in all age groups to 2031, whereas the Drummoyne SLA will face net losses in the 0-14 year age groups and only very marginal increases in the 15-54 year age groups.

There is only a slight area-based divergence in the forecast age structure of the future populations - with the Concord population ‘ageing’ slightly less than Drummoyne’s (probably due to the higher expected in- migration of younger families into that area). Between 2006 and 2031, for example, the proportion of Concord’s population aged up to 19 years is forecast to decrease by 17% compared to Drummoyne’s 19%.

Table 6.8: Population Distribution – City of Canada Bay

Age 2006 2031 Concord SLA Drummoyne SLA Concord SLA Drummoyne SLA Sydney SD No. % No. % No. % No. % %

0-4 2,015 6.5 2,146 6.2 2,364 5.0 1,785 4.5 6.6

5-14 3,493 11.2 3,182 9.2 4,483 9.4 3,051 7.6 13.0 15-19 1,877 6.0 1,446 4.2 2,467 5.2 1,477 3.7 6.6 20-24 2,301 7.4 1,852 5.4 2,708 5.7 1,889 4.7 7.2 25-34 5,151 16.5 6,266 18.1 6,760 14.2 6,287 15.7 13.3 35-44 4,932 15.8 5,889 17.0 7,329 15.4 6,353 15.9 28.8 45-54 4,347 14.0 4,574 13.3 6,996 14.6 5,528 13.8 55-64 3,253 10.4 3,739 10.8 5,815 12.2 4,844 12.1 10.2 65+ 3,794 12.2 5,488 15.9 8,810 18.5 8,823 22.0 18.2 TOTAL 31,163 34,582 47,732 40,037

6.3.3. Residential Development Scenarios The Department’s forecasts are consistent with the City’s future development scenarios and the development requirements under the Metropolitan Strategy and the (forthcoming) Inner West Sub- regional Strategy.

The latter requires Council to accommodate around 10,000 new dwellings in the period between 2004 and 2031.

Owner: Strategic Planning Page 127 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Most of the new housing is expected to be located within a few major redevelopment sites – including Rhodes Peninsula (47%), Breakfast Point (19%), the Strathfield Triangle (6%) and the Westinghouse Brakes site, North Strathfield (3%). Three of these developments – Westinghouse Brakes site, Rhodes Peninsula and the Strathfield Triangle – are within walking distance of major transport options including rail and buses.

Another 2,500 dwellings (25%) will be within a range of relatively small infill sites approximately half of which will be proximate to major transport nodes.

The forecast dwelling occupancy for the future developments is around 2.1.

6.3.4. Population Growth - Implications for Open Space Demands The forecast additional population is significant and will place substantial additional demands on public open space resources - including local and neighbourhood scale facilities (local passive parks, gardens and playgrounds) and district-scale facilities (such as playing fields and courts, swimming pools, indoor sports halls, golf courses, barbecue/ picnic facilities, natural areas and walking trails).

Specific needs and demands – according to the major age groupings (children, young adults and older adults) – are summarised in Table 6.9.

Table 6.9: Required Open Space and Recreation Opportunities x New Resident Age Profile

Age Age profile trends Key activities Open space & outdoor profile recreation needs 0-14 Declining proportions The recreation needs of children vary according Local and regional years of 0-4 years and 5-14 to age – but all require safe, familiar playgrounds and parks – years across the City environments, multi-sensory stimulation, with appropriate provision between 2006-2031 challenge, opportunities for creativity for both young children (but less so in For children 0-4 years, recreation primarily and adults (seating, Concord SLA) centres around the home, playgroups and small shade) and located near Absolute increase in local parks schools, shops and 0-14 year olds Children 5-12 years will also use local parks but community centres (+1,350) in Concord less as they grow older if equipment is not Sports fields and courts SLA and decline (- challenging. Some will play in streets, vacant Safe cycle and 500) in Drummoyne lots, natural areas pedestrian links between SLA Many will get more involved in structured homes and parks and activities (eg. participation in sports clubs and within parks activities) 15-34 Declining proportions Young people, in general, have a high rate of Sports fields & courts years of 15-34 years across participation in recreation – both structured and Cycle paths and walking the City between unstructured. trails 2006-2031 (but less Participation by young people (up to 25 years) in Large park and or natural so in Concord SLA) most recreation activities (including sport and area settings for picnics Absolute increase in physical activities) is significantly higher than it is and social activities 15-34 year olds for older age groups Large park areas for (+2,600) in Concord Youth-friendly public space and skate facilities informal play SLA and virtually are particularly important for young people not steady (+89) in interested in structured activities

Owner: Strategic Planning Page 128 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Age Age profile trends Key activities Open space & outdoor profile recreation needs Drummoyne SLA Participation in sport declines slightly after 25 years but is offset by higher participation in family activities in the child-rearing years

35+ Increasing Participation in structured sport and recreation Cycle paths and walking years proportions and activities declines steadily with age trails absolute numbers of Family recreation activities – such as visits to Large park and or natural +35 year across the district scale parks – is popular for the 40 -55 area settings for picnics City between 2006- age groups and social activities 2031 Many less structured activities – walking, Swimming pools Substantial absolute walking the dog, golf – remain popular through Dog ‘off leash’ areas increase in 35+ year all age groups Golf courses and lawn olds of 12,600 Some people over the age of 60 years will be bowls (Concord) and 5,600 regular users of ‘mainstream’ recreation facilities (Drummoyne) and programs. Others will require various levels The greatest growth of assistance – including transport, facilities is forecast to occur in designed and constructed in accordance with the 65+ year age ‘access for all’ requirements and/or special groups programs Additionally, as indicated in section 6.2, the City’s forecast additional population of 22,000 (by 2031) people are anticipated to have a substantially older age profile. As a consequence – in keeping with the lower participation rates in most sport and recreation activities by older people - the new population’s (per capita) sport and recreation needs and demands are likely to be lower than average.

This does not imply that overall open space demands will decrease. On the contrary, they will increase. The lower per capita participation rates will be more than offset by the overall substantial increase in the population (30% between 2006 and 2031).

Specific estimates of the quantities of the different types of open space likely to be required by the additional populations are provided in Sections 6.4 to 6.6.

6.4. Future Demands and Needs The forecast population increases between 2006 and 2031 will place additional demands on existing open space. In fact, in the absence of further acquisitions, the supply of ‘passive’ open space is forecast to drop from 1.50 to 1.12 hectares/1,000 people and ‘active’ open space from 1.22 to 0.92 hectares/1,000 by 2031.

The key question for this study is: ‘can the existing open space system accommodate the additional population’s demands – at these reduced per capita levels of supply – or will the system need to be supplemented and/or have its carrying capacity raised?’.

The answer depends on the future population’s levels and types of recreation participation and the capacity of existing spaces to accommodate these demands – as explained in the sub-sections below.

Owner: Strategic Planning Page 129 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

6.4.1. Future recreation participation rates As indicated in Section 6.2, Current population projections indicate that the population of Canada Bay will increase by around 22,000 (or 33%) between 2006 and 2031. A 33% increase in the number of people means, other things being equal, a 33% increase in recreation and open space demands.

It means an additional 22,000 potential users of Council’s open space and recreation services by 2031.

The City’s current population structure with its lower proportion of children and young adults and higher proportion of older adults than the Sydney population as a whole implies that, overall, the demand for developed open space and recreation facilities is likely to be lower than average. That is, the relatively low proportions of (high-participating) children and young adults and the high proportion of (low participating) older people (55+ years) will have a 'dampening' effect on demand.

However population structures and recreation needs are not static. The growth in population size will be accompanied by changes in the population age structure and broader changes in recreation interests and needs.

In particular the forecasts include substantial growth in the 50+ age groups and possible associated changes in socio-economic profiles (due to the expensive nature of new housing developments).

As the population ages over the next 20 or so years, recreation interests and capacities will also change – and this will impact the demands for and use of open space and recreation facilities.

Key issues include the following:

• An ageing population is normally associated with a trend to lower participation rates across most away-from-home sport and recreation activities (although there are exceptions to this, such as walking for pleasure); • The participation rates of aging people in the future may not decline in the same way as they have in the past due to increased health awareness, changing expectations and higher participation rates; • If participation rates do decline with age, their impacts may be offset by other population shifts – such as the possible inflow of ‘high-participating’ younger well-educated adults and children with the implementation of Council’s residential strategies; • Offsetting these trends, to some extent, will be the absolute (though not proportional) increases in younger age groups in the Concord SLA – with the most recreationally active age groups (i.e. those 5-34 years) increasing by 3,600 (28%) by 2031; and • The likelihood of changing participation rates (as the population ages) are taken into consideration in the future demand forecasts in Sections 6.5 and 6.6, below.

6.4.2. Open space system capacity As summarised in 6.2, the current provision of open space in the City, while generous compared to most surrounding Councils, is not excessive. Recent studies have shown that most open space is well used – with sports' open space actually used at above-capacity levels during the winter months.

The additional demands of the new population will therefore exacerbate existing demand pressures – even with some reduction in participation rates with the ageing of the

Owner: Strategic Planning Page 130 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

population. In these circumstances many parks and spaces, due to their specific locations and/or capacities, are unlikely to be able to cater adequately to the increased demands.

Sections 6.5 and 6.6 discuss and estimate the likely additional demands, respectively, for ‘passive’ and ‘active’ open space.

6.5. Future Needs - Passive Open Space/Parks

6.5.1. Introduction The forecast additional population will substantially increase the needs and demands for parklands at all levels of the hierarchy – from local ‘walk to’ parks to large district and regional scale spaces with a diversity of recreation opportunities.

In order to meet the demands and needs identified in Section 6.3 (Table 6.9), a range of open space types will be required – including local parks, district parks, town parks/urban squares, open space linkages and (if and where possible) natural areas.

The broad requirements - in terms of quantity, function, size and configuration, access, key uses and desirable embellishments - are summarised in the following sub-sections.

6.5.2. Quantity As summarised in Section 6.2, the City currently has around 99 hectares of parkland open space – or 1.5 ha/1,000 people. This amount of supply has been found to represent a fairly good balance with the demands and needs for the space.

Accordingly, the existing benchmark could be argued to be a reasonable benchmark for future population open space needs.

However, this would be a maximum benchmark because per capita open space needs are likely to be less in the future as a result of population ‘ageing’ and the higher densities of proposed residential developments. That is, there will be less per capita demand for space (due to the lower participation rates of older people) and, in higher density residential areas, less space is required to meet local space accessibility criteria.14

There are also likely to be land availability and acquisition affordability issues. Land values are high in the City – and probably too high to acquire 33 hectares (15m2 per capita) of parkland open space. The initial embellishment and on-going maintenance costs would also be substantial.

In this context, it needs to be emphasised that the quantity of space is not the most important criterion in identifying future ‘passive’ open space needs. The key requirements, instead, are the suitability of spaces (in terms of size, shape, attractiveness and diversity of opportunity) and accessibility (in terms of proximity to user populations and presence/absence of access barriers).

Quantity is important – but only up to the point that suitability and accessibility criteria are met. These latter criteria are discussed in the following sections – for local and district parks, town parks and linkage open space, respectively.

14 The traditional standards, in fact, are based on low density suburban requirements and are predicated on providing a particular amount of space (parks of particular sizes etc) within an accessible travel distance. For example, in a 33 persons/hectare density development, the provision of parks at least 0.5ha in size within 300m of all residences will require a minimum of 0.8ha/1,000 population

Owner: Strategic Planning Page 131 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Table 6.10: Parkland

Attribute Local Parks District Parks Function Accessible and close-to-home (‘walk to’) Larger, less accessible (‘drive to’) parks recreation opportunities in residential areas. providing for larger scale or specialist They are important for most residents - but recreation opportunities that cannot be readily particularly for children, the parents of accommodated in small local parks. children and older people Catchment 1. Small local reserves that provide for Desirably within 2-3 kilometres of all people within immediately adjacent areas - households probably within 200-300 metres walking distance 2. Larger neighbourhood parks that may attract users from surrounding suburbs/areas (but still usually within walking or cycling distance). Key uses The small reserves provide short-term play As for larger local parks plus longer-term and rest opportunities and landscape activities – family/group social gatherings, features, primarily for local residents. picnicking, walking/cycling The larger parks may comprise more Greater range of facilities – playgrounds, comprehensive play equipment, more nature walks, cycle tracks, dog exercise areas, significant landscape features (views, walking circuits significant vegetation etc) and linkages with Cultural & natural heritage resources may be other open space. important elements of district scale parks Minimum Parks should be at least 3,000m2 in size. Desirably three hectares or more size Design and User friendly in terms of attractiveness, As for local parks – but also large enough to location diversity of opportunity, perceived safety, accommodate a much greater variety of uses requirements proximity to user populations and presence/ while protecting and enhancing natural absence of access barriers features, cultural heritage, views and/or Ideally, parks that combine a variety of visually significant areas. features and uses – contact with nature, pleasant social settings, children’s play, cultural interest and varied topography.

6.5.3. Town Parks Town centre (or commercial area) parks provide rest/relaxation and perhaps entertainment opportunities for workers, shoppers and visitors within commercial/retail centres.

They range in size from small landscaped squares to large pedestrian malls and usually incorporate seating, toilets, paving, public art and plantings.

Town parks will usually comprise a ‘hard’ landscape (rather than natural grass). They will vary in size according to the size of the town centre, but should generally aim to meet the minimum area requirement of local parks (3,000m2). Smaller areas may provide for basic recreation such as seating areas and ‘breakout’ spaces.

Owner: Strategic Planning Page 132 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

6.5.4. Open Space Linkages The provision of open space connectivity (via linear open spaces and/or appropriate linking with streets, ‘greenways’ and other pedestrian facilities should be a high priority in any community.

Open space linkages add value to the usability and recreation potential of open space parcels. Specifically, they facilitate the high (and growing) community participation in walking, dog-walking, cycling, jogging and skating.

In fact, the provision of safe and convenient pathways for pedestrian and cyclist use is an important method for both improving access to open space generally and increasing the range of open space opportunities (without having to provide large quantities of space).

Where linkages are vegetated, they may also have biodiversity benefits – in facilitating fauna and flora movement and preservation.

Any remnant vegetation (or creek lines) within or near the residential growth areas should be protected and incorporated into a linear reserves system. Such resources (apart from their biological values) could (if wide enough) provide attractive settings for picnics and outdoor gatherings (and nature interpretation opportunities) in addition to the walking and cycling activities discussed above.

6.6. Future Needs - Sportsgrounds and Facilities

The forecast additional population will also increase the demands for sports grounds and facilities – at both suburban and elite levels.

Sports fields and courts are required for both structured (formal) and unstructured sports activities. Primarily, they are required by sports clubs and associations for competitions and training, particularly during ‘peak use’ times (weekends and midweek evenings) and by schools for weekly school sport and exercise and inter-school competitions (mainly, but not always, during school hours).

There is also demand for informal use of sports grounds by local residents for a range of activities (jogging, walking, dog exercise and casual play).

6.6.1. Quantity As summarised in Section 6.2, the City currently has around 80 hectares of sports ground open space – or 1.22ha/1,000 people. This space accommodates 68 sports fields, 34 netball courts and 18 tennis courts.

As with ‘passive’ open space, it could be argued that the existing supply benchmark is a reasonable guide for the future populations ‘active’ open space needs.

Specifically, an application of the existing City-wide supply benchmark to the forecast additional 2031 population (of 22,000) results in a need for the following additional facilities:

• 6 senior and 5 junior soccer fields; • 3 rugby fields (Union and League); • 6 cricket fields; • 2 baseball diamonds; • 10 netball courts; and • 6 tennis courts

Owner: Strategic Planning Page 133 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

However, the existing benchmarks, unmodified, are not a good indicator of future needs – due to current supply/demand imbalances (with a shortfall in winter and an apparent surplus in summer) and the substantial ageing of the population in future years (and its accompanying changes in sport participation rates).

A better forecasting alternative is to apply the current average age-related sports participation levels in NSW to the Department of Planning’s population projections to 2031. This approach – together with its key findings – is detailed below.

6.6.2. Sports Participation Forecasts Table 6.11 illustrates the forecast demand to 2031 – in terms of numbers of participants - for a range of the more popular sporting activities and facilities.15

The table indicates that the additional population are likely to generate demands for a wide range of sports facilities. Based on typical age-based participation rates, it is forecast, for example, to generate around 500 senior soccer players, 150 Rugby Union players and 40 athletes16.

The participant numbers for some of the activities may appear relatively small, but 200 additional cricket players, for example, translates to 13 or 14 teams (including reserves) and the need for at least 3-4 cricket fields (if the fields are of average quality with a capacity to accommodate only 2 matches per week each plus training) or 2 fields (if high quality with a capacity to accommodate 3 matches over Saturdays and Sundays).

The forecasts also demonstrate the variable participation rates of different age groups – including the ‘depressive’ impact of the older age profile on overall levels of participation. Thus the 55+ years age cohort is expected to contribute 55% of the additional population – but only 22% of the demand for sports facilities.

Table 6.11: Estimated demand for Sports Facilities – City of Canada Bay

Age Related Participation (No.) Facility Requirements

Activity Facility Unit 5-14 15-24 25-34 35-44 45-54 55+ Facility Facilities Total yrs yrs yrs yrs yrs yrs capacity required

Soccer Senior field 33 194 121 134 54 36 515 216 2.4

Soccer Mod/mini field 52 n/a n/a n/a n/a n/a 47 108 0.4 (mod/mini)

R Union Rugby field 29 65 22 16 14 24 154 250 0.6

Senior field R League 64 86 34 26 6 0 194 180 1.1 (equivalent)

15 The forecasts are based on the ABS survey, Children’s Participation in Cultural and Leisure Activities (April 2006) and the most recent (2005) Australian Sports Commission, Exercise, Recreation & Sports Survey (ERASS). They are average rates for NSW and may be higher or lower than those that actually occur in the future within the Breakfast Point and Rhodes Peninsula development areas.

16 Includes both regular and occasional participants

Owner: Strategic Planning Page 134 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Age Related Participation (No.) Facility Requirements

Activity Facility Unit 5-14 15-24 25-34 35-44 45-54 55+ Facility Facilities Total yrs yrs yrs yrs yrs yrs capacity required

Australian AFL field 11 21 10 8 6 0 51 160 0.3 Football

Netball Netball court 65 98 70 46 37 24 306 162 1.9

Cricket Cricket wicket 35 56 49 41 37 12 207 99 2.1

Softball S'ball diamond 11 12 8 8 11 0 46 162 0.3

Baseball/T B'ball diamond 6 9 3 11 3 0 29 203 0.1 ball

Athletics Athletics field 20 19 2 0 0 0 37 500 0.1

Tennis Tennis court 73 112 161 202 283 637 1,322 130 10.2

In winter, fields are required for a range of sports – particularly for soccer and rugby league, but also for softball, rugby union, touch rugby and AFL. The combined requirement of these sports – as illustrated in Table 6.4 – is for 5-6 fields.

Based on these numbers, it would be reasonable to provide 2 multi-use sports units. One would comprise one cricket field with two superimposed multi-purpose fields (for rugby, soccer, touch etc) and 4 multi-purpose courts (for tennis and netball). The other would be similar, but also include an additional full size multi-purpose ground

The smaller unit would require 4.0 ha each – comprising 3.0 ha for the sports fields, 0.25ha for the multi- purpose courts and 0.75ha for ‘run-off’ zones around the fields, circulation, curtilage, a small amenities block and some off-street parking. If additional space was available, it would also be desirable to provide a small play area (with seating) for use by the younger siblings of children playing sport on the adjacent fields or courts. The larger unit would require around 6ha – to accommodate the additional field and ‘run-off’ areas).

The total likely space requirement, therefore, is around 10ha – assuming current average participation patterns continue into the future.

6.7. Options for meeting anticipated Demands

The previous sections identified the City’s existing open space resources, the current adequacy of these resources, forecast population growth to 2031 and the likely open space demands of these future populations. This Section discusses the key options for meeting the additional future needs and demands.

These options include the following:

• More intensive use of existing space and facilities (where ‘spare capacity’ exists), • The embellishment or expansion of existing spaces (to increase their carrying capacity), • Synthetic conversions of sports field open space, and/or • The acquisition of new open space and recreation facilities.

Owner: Strategic Planning Page 135 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

The costs of those components of the embellishment, synthetic conversion and acquisition options that meet the demands of populations generated by the new development can be fully met from S94 contributions.

The options are briefly discussed in the following sub-sections.

6.7.1. Absorption in Existing Open Space and Facilities The City’s existing open space will be able to absorb at least some of the additional population’s open space demands. The rationale for this is that most of the future population growth is forecast to occur in the Concord area (particularly in Breakfast Point and the Rhodes Peninsula) and, as identified in Section 5.3, the Concord SLA has well above average supply of open space (currently 3.60ha/1,000 population compared to 2.72ha in the City overall and the traditional standard of 2.83ha).

However, in the absence of any acquisitions, the forecast population growth will, by 2031, reduce the per capita open space provision in the Concord SLA to 2.34ha/1,000 population and this (particularly with respect to sports space, is unlikely to be sufficient).

Accordingly, other options for increasing the quantity and/or capacity of open space will have to be addressed – as identified in the following sub-sections.

6.7.2. Embellishment/extension of Existing Facilities Where existing spaces and facilities cannot absorb additional demands, it may be possible to extend or reconfigure them - to increase their capacity.

The carrying capacity and usability of open space can be enhanced in various ways – including the following:

• Improved physical and visual access to parks (including ‘access for all’); • Upgrades to existing recreation facilities (playgrounds, picnic areas etc); • Additional recreation facilities (picnic areas, walking and cycle tracks, playgrounds); and • Sports facility upgrades and/or reconfigurations

The works should focus on increasing the durability and/or capacity of existing open spaces and facilities to accommodate use through a range of relevant improvements (including multipurpose site layouts, new/extended equipment and enhanced accessibility).

In this way, the works can reduce the need for additional open space by getting existing spaces and facilities to ‘work harder’ to meet the recreation needs and demands of the additional population generated by new residential development.

Desirably, the upgrading projects should respond to needs identified in previous studies (e.g. improved amenities and more shade in parks, skate park facilities, year-round, heated swimming pools and more walking opportunities.

Owner: Strategic Planning Page 136 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

The projects should also be consistent with the expected changing demographics of the City. That is, they should address the needs of a population with the following characteristics:

• Declining proportion of children and young people (0-14) but with a modestly increasing number of 0-14 year olds in the Concord area; • A rapidly growing population aged 40 and over; • A significant proportion of older people 55 years+ (some of who may be moving from larger family homes in the City to the new medium density housing); • A possible influx of new families taking the place of these people in larger family homes; and • An increase - with the development of multi unit housing around transport hubs in the Concord area - of young adults aged 20-34 years.

In particular, upgrading projects should extend the ‘carrying capacities’ of parks within the residential development areas or within a reasonable travel distance17 of them.

The ‘carrying capacities’ will be enhanced through extending the number of usable hours (floodlighting and turf improvements), the ‘hardening’ of facilities (more constructed walking and cycle tracks), the expansion of facilities (larger play grounds, additional toilets, more shelters) and/or the provision of new facilities (picnic areas and recreation facilities – new play areas, exercise stations, cricket nets and similar facilities).

The improvement in ‘carrying capacities’ is a critical requirement in meeting the needs of new population in the context of the unavoidable decline in the quantum of per capita open space with the implementation of Council’s future residential development strategies.

6.7.3. Synthetic surface conversion The conversion of some outdoor sports fields to synthetic surfaces provides the major opportunity to extend the carrying capacity of sports grounds – thereby reducing the need to acquire open space for new fields.

A best practice review was recently completed of synthetic surfaces in conjunction with the SSROC Sports Ground Study. This clearly demonstrated the benefits of synthetic surfaces in terms of playability (not affected by wet weather), availability (up to 80 hours a week compared to 20-30 for turf), reduced maintenance (no mowing, fertilizing), flexibility (multiple uses), water efficiency and cost-effectiveness.

Melbourne City Council has recently completed a feasibility study on synthetic conversions18. This demonstrated a strong case for conversions of selected sites based on two compelling benefits - lower life cycle costs and water harvesting opportunities.

The business-case for conversions (in terms of whole-of-life comparative costs) is summarized in Table 6.12.

17 ‘Reasonable travel distance’ is normally defined as up to 500 metres walking/cycling distance for small parks and a 5-10 minute drive for larger ‘district scale’ parks (ie those with picnic facilities, vantage points, high quality play facilities an/or specialist facilities such as children’s bike tracks and dog exercise areas) 18 Undertaken by a Melbourne-based consulting company (Smart Connection Company)

Owner: Strategic Planning Page 137 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Table 6.12 clearly shows that, over a ten-year period and with one surface replacement, synthetic surfaces are far more economic – as long as their use is significantly above that achievable for a grass- based field (of around 20 hours a week).

The table demonstrates this for two scenarios – one where the synthetic surface field is used for 60 hours a week (over 50 weeks of the year) and the other where the field is used for 80 hours (also over 50 weeks).

Table 6.12: Economic Cost Comparison – Grass and Synthetic Sports Fields19

Cost/revenue elements Surface Options Natural Turf Synthetic Turf Construction cost $295,000 $450,000 Annual maintenance cost $50,000 $26,000 Surface replacement costs N/A $315,000 Est. cost over 10 years $795,000 $1,025,000 Average hrs of use 20 hrs/week 60 hrs/week 80 hrs/week Use over 10 years (median) 9,750 30,000 40,000 Cost per hour of use $81.54 $34.16 $25.63 Hire fee (per hour) $15 $40 $40 Potential annual income $15,000 $120,000 $160,000 Est. revenue over 10 years $150,000 $1,200,000 $1,600,000 Management costs (25% of t/o) - $300,000 $400,000 Est. net cost -$645,000 -$125,000 +$175,000

Based on the assumptions identified in Table 6.12, a traditional grass field would cost around $645,000 over a ten year period. On a synthetic pitch, used at three times the level20, the deficit reduces substantially, to $125,000. A further 20 hours use a week would move the facility to a modest surplus over the ten year ($175,000 or $17,000 per annum).

The benefits of synthetics are even more compelling when ‘cost per use’ is considered (above $2 per use for grass and around 10c for a synthetic field used 60 hours a week).

The water harvesting potential of synthetic surface fields is an added bonus. The Melbourne City feasibility study found that approximately 3.9 ML of water a year could be collected from the surface area of one synthetic pitch (in an average rainfall year). This is sufficient to provide the total irrigation needs

19 The figures are based on the feasibility study undertaken by the Smart Connection Company – but with some changes to reflect some calculation errors made in that analysis 20 This is realistic. The three synthetic pitches at the Darebin International Sports Centre in Victoria (see Case Study, Section 7) are programmed for use between 9am and 10pm and are used at an average of 60 hours a week all year. See M Sheppard, Synthetics Come of Age, Australian Leisure Management, Sept-Oct 2007, page 28.

Owner: Strategic Planning Page 138 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

of one neighbouring grass field (with cool-season turf) and nearly enough for 2 fields (with warm-season turf)21.

At least one neighbouring Council (Leichhardt) is planning such a conversion. It has recently given in- principle support for a multi-purpose synthetic pitch (primarily for hockey) at Leichhardt Oval No. 1 (although progression of the project depends on finding alternate grounds for existing user groups).

6.7.4. Access to currently unavailable facilities In most communities, school outdoor sports facilities (playing fields and various types of courts - netball, basketball and/or multi-purpose) are often available for community use outside school hours – particularly those located within government schools.

However, the current community use of school sports facilities in the City appears to be quite limited. In fact, only one of the 12 (Canada Bay) schools that responded to the Schools Survey component of the recent SSROC Sports Grounds Study currently makes its facilities available for community use outside school hours.

This school, St Marks, hires its netball court to Five Dock All Saints Netball. Currently, no schools in the City hire sports fields or ovals to community sports organisations.

However, at least three schools in the City (Strathfield North, Five Dock and Mortlake Public Schools) have sports facilities (2 fields, 4 netball courts and cricket nets) with the potential for community use but this depends upon various upgrading and/or management initiatives (such as formal use agreements).

After-hours school requirements (at some schools) can also be a constraint to greater community use of school facilities – but such facilities can provide an important back-up resource to Council facilities, particularly for junior sport.

There are likely to be several opportunities to negotiate the use of school sports facilities outside of school hours. These should be fully explored by Council prior to committing resources to the development of new Council facilities.

Such negotiations will need to address shared responsibilities for facility upgrading, maintenance and security and formal community access agreements (to confirm joint responsibilities and ensure security of access tenure).

6.7.5. Acquisitions of new facilities It is likely that no amount of absorption, embellishment, reconfiguring, hardening and extending will meet all the open space needs of the City’s additional 22,000 people to 2031. So some open space acquisition may be required.

21 Assuming that the annual irrigation requirements are 3.8 ML/ha and 2.0 ML/ha for cool and warm season turf-grasses, respectively, and that irrigation is required from September to April for cool season turf and from November to March for warm season turf.

Owner: Strategic Planning Page 139 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

The aim of any acquisition strategy should be to build on the embellishment and other initiatives - to ensure that the City’s open space can meet the needs of the new population without diminishing the existing population’s enjoyment of open space resources. It is not possible to be definitive about the quantity of open space required. This will depend on the potential to expand the ‘carrying capacity’ of existing open space (and this requires quantification via a more detailed study), residential development densities (because the per capita amount of ‘passive’ open space required varies with different densities), and land acquisition and embellishment affordability (in the context of Council’s other priorities and changes in these priorities over the next 20-25 years).

As noted above (in regard, respectively, to ‘park’ and ‘sports’ specific open space), it could be argued that the existing City-wide per capita provision of open space is a reasonable (future supply) starting point.

In this scenario, the additional open space requirement for the projected 2031 population increase of 22,000 persons would be 59.8 hectares (or 27m2 per capita) less the reduced need for sports space (as detailed in Section 6.5).

However, given the high land values in Canada Bay and the difficulty of acquiring suitable parcels of land, it could also be argued that such a requirement would be an unreasonable burden on development.

As well, as detailed above, there is considerable scope to absorb future demands in the City’s existing open space resources – particularly if the capacity of those resources is expanded according to the options identified.

6.7.6. Open Space within major development projects Developers may dedicate open space – for local parks and lineal connections through developments - to Councils in lieu of S94 contributions. This can be an attractive and sensible option where high land costs may inhibit the acquisition of sufficient open space to meet the open space needs generated by the development.

With respect to this, the City’s major development projects incorporate the following open space allocations:

Table 6.13: Major Developments Comprising Open Space

Location Area (Ha) Configuration Rhodes Peninsula 6.15 Not determined Breakfast Point 8.25 Village Green (2.2ha) Open space around club house (3.5ha) Spring Park Circuit (0.1ha) Silkstone Park (0.45ha) Foreshore walk (2.0ha) The 14.4ha of dedicated space will increase the total open space in the Concord SLA to 126.13Ha and the per capita provision in 2031 (in the absence of other acquisitions and/or disposals) to 2.64ha/1,000 population. This is just a little below the current overall City provision of 2.72ha/1,000 population.

Owner: Strategic Planning Page 140 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

6.8. Principles and Performance Requirements Key principles and performance requirements for meeting the City’s additional open space requirements (to 2031) are summarized in Table 6.14.

Table 6.14: Principles and Performance Requirements for Open Space

Performance requirement Principle Adequate, well distributed open space Adds to the diversity of open space types in the area (eg: heritage, conservation and balanced/diverse range of recreation opportunities) Creates/adds to open space in a residential block which has little or no open space Space suitable for intended purposes Sufficient size: Local – minimum 0.3 ha and preferably minimum 0.5ha with at least some parks 1.0ha+ District – 3.0ha+ Sports areas require at least 4ha of usable area Cost-effective use of land/space Contribute to the viability of an existing site Site would be difficult to use productively for alternate purposes Accessibility Has high accessibility/centrality to users: Local – at least one park within 300-500m of all residents District – one park within 2-3kms of all residents Connectivity Has a capacity to support linear linkage Heritage Has historic, cultural, environmental significance Scenic value Has high landscape/visual/scenic values (and contributes to the identity/legibility of the area) Safety Visitor safety – facilitated by casual surveillance from residences and/or streets Sustainability Has suitable topography/drainage etc to enable ease of long term maintenance

All open space capacity proposals – whether upgrades, extensions, embellishments, changes of use or acquisitions – should meet as many of the above performance requirements as possible.

Notional Open Space Requirements Based on the forecast additional population (to 2031) of around 22,000 people, the likely settlement of most of this population (75%) in the Concord SLA and existing open space provision standards in the City, a notional requirement of around 29 hectares of additional open space will be required if current levels of service are to be maintained.

This notional requirement is based on the calculations illustrated in Table 6.15.

Owner: Strategic Planning Page 141 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Table 6.15: Notional Open Space Requirements - City of Canada Bay to 2031

Concord SLA Drummoyne Canada SLA Bay City Current provision of open space 111.73ha 67.39ha 179.12ha Existing population 31,163 34,582 65,745 Current per capita provision of open space 3.60ha 1.95ha 2.72ha Forecast additional population to 2031 16,569 5,455 22,024 Additional open space required to 2031 to maintain existing City-wide supply level (i.e. 2.72ha/1,000) in 18.10ha 10.68ha 28.78ha Concord SLA and existing SLA supply levels (i.e. 1.95ha) in Drummoyne SLA

This overall forecast open space demand (29ha) can be sub-divided into specific requirements for park (‘passive’) and sports (‘active’) space according to existing levels of provision and the needs and opportunities identified in the current study – as summarized in Table 6.16. Table 6.16: Additional Open Space Requirements to 2031 x Open Space Type

Open space type Concord SLA Drummoyne Canada SLA Bay City Sports (active) open space requirement to 2031 8.13 4.80 12.93 Less space dedicated (in current plans) - - - Net ‘active’ space required 8.13 4.80 12.93 Adjustment for age-related sports participation 6.30 3.70 10.00 forecasts (Section 6) Park (passive) open space requirement to 2031 9.97 5.88 15.85 Less space dedicated (in current plans) 14.4 - 12.2 Net ‘passive’ space required nil 5.88 5.88

As illustrated in Table 6.16, there is a net City-wide notional requirement for around 10 hectares of sports open space and 6 hectares of park open space – after allowing for the currently planned open space dedications in the proposed major developments at Rhodes Peninsula and Breakfast Point.

This does not imply that this amount of open space needs to be acquired as there are several ‘non- acquisition’ options for meeting open space needs, as discussed in detail in Section 6.7.

6.9. Summary and Conclusions Based on the current age-related population forecasts and the assumption that current service levels should generally be maintained into the future22, the following conclusions are made, with respect to ‘passive’ and ‘active’ space, respectively.

A key assumption behind these conclusions – for both types of open space – is the importance of ensuring that existing spaces and facilities are optimally used (via refurbishment, extension, improved

22 This assumption is arguable based on the current overall balance between the supply of and demand for open space in the City – as explained in Section 2 of this Report

Owner: Strategic Planning Page 142 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

access, user management) prior to the commitment of scarce capital resources to the acquisition and embellishment of additional open space. This is consistent with the principles of sound asset management.

6.9.1. Passive Open Space 1. There is currently 99 ha of ‘passive’ open space in the City – or 1.5 ha/1,000 population. This is comparative to the traditional standard of 1.62 ha/1,000 of ‘passive’ space.

2. Council’s recent Recreation Needs Study found that there was sufficient passive space to meet needs in much of the City – with the exceptions including insufficient parks in the Drummoyne and Rodd Point precincts and many parks (across the City) too small to adequately meet recreation needs.

3. The uneven distribution is reflected in the per capita passive park supply figures for Concord SLA (with 1.97ha/1,000 population) and Drummoyne SLA (with 1.06ha/ 1,000 people)

4. The population is forecast to increase by 22,000 by 2031

5. This population growth will be accompanied by substantial change in the age structure of the population – with a much greater proportion of older people aged 55 years+

6. Despite this ageing, there will be absolute increases in all age groups overall in the City (although in the Drummoyne SLA, there is a forecast absolute decline in the 0-14 year age groups)

7. Parks will therefore need to address the needs of all age groups into the future but with an increasing emphasis on the specific needs of older people (i.e. walking trails and routes, rest areas, dog ‘off leash’ areas, ‘access for all’ design, picnic areas etc)

8. With 22,000 more people in the City, there will be a substantial increase in the demand for parks of all types (local and district parks, linear reserves, town parks etc)

9. The population growth will, in the absence of new additions, reduce the per capita supply of passive open space to 1.28 ha/1,000 in Concord and 0.92 ha/1,000 in Drummoyne

10. Based on existing supply levels and population forecasts, there will be a ‘notional’ need for nearly 16 ha of passive open space across the City – 10 ha in the Concord SLA and 6 ha in the Drummoyne SLA (see Table 6.15).

11. Proposed dedications (for the Breakfast Point and Rhodes Peninsula developments) reduce this requirement to nil in the Concord SLA.

12. But quantity is only one measure of need – and arguably not the most important. More important is the quality and accessibility of the space – and its suitability with respect to the specific needs of potential users (see Table 6.14). 13. Quantity is important, but only to the extent that the quality, suitability and access criteria are able to be met. For example, space should be sufficient to allow the provision of local parks of up to 0.5ha within 300-500 metres maximum distance from all households and (on a pro rata basis) one district park within 2-3 kilometres of all households.

Owner: Strategic Planning Page 143 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

14. Additionally and where opportunities exist, local and district parks should be complemented (and connected if possible) by linear reserves (including riparian reserves, creek lines and drainage corridors) and remnant bushland.

6.9.2. Sports (active) Open Space 1. There is currently 80 ha of active (sports ground) open space in the City – or 1.22 ha/1,000 population. This is comparative to the traditional standard of 1.21 ha/1,000 of ‘active space.

2. Recent studies (Council’s Recreation Needs Study and SSROC’s Sports Ground Study) found that this sports ground space is mostly used at full capacity (in some cases, at over full capacity, in the winter season at least).

3. The sports ground open space is distributed unevenly in the City – with the per capita ‘active’ open space supply figures for the Concord SLA being a relatively generous 1.62ha/1,000 population compared to the Drummoyne SLA’s 1.06ha/ 1,000 people).

4. The forecast population increase and changing age structure will impact sports participation. While the per capita participation rates will decline, with population ‘ageing’, this will be more than offset by the population increases. Based on current average participation rates, the participation growth will be significant (with 500 additional soccer players, nearly 200 Rugby League players, 300 netballers etc – as detailed in Section 6.3).

5. The population growth will, in the absence of new additions, reduce the per capita supply of ‘active open space to 1.06 ha/1,000 in Concord and 0.75 ha/1,000 in Drummoyne.

6. Based on existing supply levels and population forecasts, there will be a ‘notional’ need for around 10 ha of ‘active open space across the City – around 6 ha in the Concord SLA and 4 ha in the Drummoyne SLA (see Table 6.15).

7. The proposed dedications for the Breakfast Point development area do not include any publicly accessible sports ground space. A ‘village green’ proposal of 2.2ha can only be used for informal activities. The Rhodes Peninsula development area is proposing around 6ha of open space (but it is assumed here that none of this will be developed for formal sports activities).

8. Therefore the net ‘notional’ needs for sports space remains at 10ha – although this could change if any of the dedicated spaces in the Breakfast Point, Rhodes Peninsula or other development areas were developed for formal sports

6.9.3. Conclusion This analysis has reviewed the need for, and options for meeting, the additional open space needs resulting from the requirement (under the State Government’s Metropolitan Strategy) to accommodate 10,000 additional dwellings in the City to 2031.

Specifically, the Study has identified the size and age structure of the forecast 2031 population, their likely sport and outdoor recreation needs (and how these are likely to change from present needs), the

Owner: Strategic Planning Page 144 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

current provision and adequacy of open space resources in the City and options and mechanisms for ensuring that there is sufficient open space in the future to meet the identified future needs.

The Study has concluded that there is a ‘notional’ requirement for around 16ha of passive space in the City (10 ha in the Concord SLA and 6 hectares in the Drummoyne SLA) and 10 ha of ‘active space (around 6ha in Concord and 4ha in Drummoyne).

The ‘net’ requirement, after allowing for current open space dedication proposals, is around 10ha of ‘active’ and 6ha of ‘passive’ open space.

However, there are alternative, ‘non-acquisition’ options for ensuring adequate access to and use of open space (as identified in Section 5.7) and these need to be addressed in detail prior to a final determination of open space quantities required. It is possible for these options (if deemed to be suitable and viable) to significantly reduce the total amount of open space required for the future additional populations.

This investigation is beyond the scope of the current Study.

It is recommended that the ‘notional’ requirements be reviewed and adjusted, as appropriate, according to a detailed review of both ‘acquisition’ and ‘non-acquisition’ options for increasing the capacity and suitability of Council’s open space system.

Accordingly, it is recommended that Council prepare a City-wide open space acquisition strategy.

Subsequent to this further study, Council’s relevant S94 Contributions plans can be adjusted to incorporate the identified acquisition and non-acquisition projects in the appropriate contribution schedules.

6.10. Objectives and Actions The broad recreation and open space objectives are to:

Respond to Future Recreation Needs and identify opportunities for multi use of green space. As the population within Canada Bay increases, Council needs to respond to this growth by planning for active and passive recreation. This includes the preparation of an open space needs strategy and associated Section 94 Contributions plan.

To achieve these objectives, specific actions are recommended. These are discussed in the following text.

Objective R1 Respond to Future Recreation Needs and identify opportunities for multi use of green space.

Action R1 Prepare a city wide open space strategy The strategy should address: • Existing open space acquisition strategies • Non-acquisition options for meeting future open space demands: • Optimising access to open existing open space (including school open space); • Options for improving the carrying capacity of existing space and facilities • Options for sports field synthetic conversions

Owner: Strategic Planning Page 145 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

• Existing and possible future open space dedications (and options for adjusting these in the light of the findings in this Strategy) • Acquisition priorities (based on access, travel distance, existing distribution of open space, type of space required, etc) • Acquisition principles (access, visual quality, function, location, size etc)

Action R2 Amend Section 94 Contribution Plans to address open space and recreation needs of population growth

Incorporate the identified acquisition and non-acquisition projects in the appropriate contribution schedules.

Action R3 Provide additional civic space when developing plans for centres

Opportunities to provide additional civic space should be identified in planning for centres where increased commercial and residential development is proposed to be located.

Action R4 Seek grant funding to improve the quality of existing open space

Apply for funding to improve the quality of existing open space and improve connections and accessibility to the foreshore of the Parramatta River. Continue to apply for funding under the:

• Metropolitan Greenspace Program • Sharing Sydney harbour Access Program

Action R5 Implement the City of Canada Bay Plans and Policies in relation to Open Space and Recreation

• City of Canada Bay Council Recreation Plan 2007 • City of Canada Bay Generic Plan of Management 2007 • City of Canada Bay "Lets Play Strategy" 2008

Action R6 Facilitate public access to the foreshore

• Identify and map foreshore linkage opportunities • Development on the foreshore to include public access • Ongoing implementation of Sydney Harbour Access Plan This matter is further discussed in Part 8.1 Special Planning Areas, Parramatta River.

Owner: Strategic Planning Page 146 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

PART 7 - NATURAL ENVIRONMENT

Owner: Strategic Planning Page 147 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

7. Natural Environment

FuturesPlan20 - A Green City I am proud of and value my City's natural environmental assets I have access to a biologically diverse natural environment near where I live I know what I can do to help the environment and make active day to day choices to support environmental sustainability I have a sense of wellbeing through living in a clean, healthy local environment

The City of Canada Bay contains large expanses of public open space areas including remnant bushland reserves and approximately 38km of foreshore along the Parramatta River.

As a result this geographical position on the Parramatta River, the area has been extensively utilised for a variety of different land-uses, ranging from logging and agriculture in the early years of colonisation, to heavy industrial, commercial and residential uses in the 19th and 20th centuries. This history of development has resulted in the majority of the City’s natural vegetation communities being removed, leaving only isolated remnants that provide a small indication of the area’s original natural character.

However, these remaining areas continue to support a unique diversity of plants and animals, including a number of threatened species, ecological communities and their habitats. The parks and foreshore areas support a variety of flora and fauna which are recognised for their regional, state and international significance, including remnants of Sydney Turpentine-Ironbark Forest, Swamp-oak Floodplain Forest, Coastal Saltmarsh, Brays Bay, Yaralla Bay, Majors Bay, Mason Park and Homebush Bay wetlands. These provide a range of fauna habitat and in particular habitat for wader birds, a number of which are protected under commonwealth legislation and international treaties.

Public awareness and recognition of these areas is vital to ensure the ongoing protection, conservation and management of remnant flora and fauna.

7.1. Planning Context

7.1.1. Biodiversity Legislation - Commonwealth & State Environment Protection and Biodiversity Conservation Act 1999 The Commonwealth Environment Protection and Biodiversity and Conservation Act 1999 (EPBC Act) ensures there is a process for assessments and approvals for matters of National Environmental Significance.

Matters of National Environmental Significance within the LGA include 15 migratory species. (Estuary Vegetation Management Plan 2008; p11) This includes:

• Seven (7) terrestrial migratory bird species; • Five (5) wetland migratory bird species; • Three (3) migratory marine bird species; and • Several bird species for which the LGA is considered to provide 'over-fly marine' areas (as reported in "Other matters" protected by the EPBC Act).

Owner: Strategic Planning Page 148 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Threatened Species Conservation Act 1995 The Threatened Species Conservation Act 1995 (TSC Act) is the primary legislation for the management of threatened species and endangered ecological communities in NSW. The TSC Act sets out the processes for the listing of such species and communities and also provides for the establishment of recovery plans.

Endangered ecological communities identified within Canada Bay and listed under Part 3 of Schedule 1 of the TSC Act include:

• Swamp Oak floodplain forest of the NSW North Coast, Sydney Basin and South East Corner bioregions; • Coastal Saltmarsh in the NSW North Coast, Sydney Basin and the South East Corner bioregions; • Turpentine-Ironbark Forest (Remnant trees, woodland and forest formations); and • Green and Golden Bell Frog.

Listed under Schedule 2 of the TSC Act as vulnerable species within Canada Bay include:

• Wilsonia backhousei (Wilsonia); • Pandion haliaetus (Osprey); • Ptilinopus superbus (Superb Fruit-dove); and • Pteropus poliocephalus (Grey-headed Flying-fox).

In addition to these communities, the Canada Bay LGA also retains small, yet significant examples of Sydney Coastal Sandstone vegetation and mangrove forests. The diversity of remnant habitats that remain in Canada Bay supports a surprisingly diverse array of native (and introduced) fauna. (Estuary Vegetation Management Plan 2008; p11).

7.1.2. Planning Legislation

The State Plan There are four relevant priorities that directly correlate to the environment in the State Plan:

E1 A secure and sustainable water supply for all users

Increase water recycling in Sydney from 15 billion litres to 70 billion litres per year. Improve the efficiency of water use in Sydney by saving 145 billion litres of water per year by 2015 (representing almost 25% water reduction).

E2 A reliable electricity supply with increased use of renewable energy

Improve percentage of consumed energy to renewable energy from 6.1% (current renewable energy) to 15% by 2020.

E3 Cleaner air and progress on greenhouse gas reductions

Meet national air quality goals in NSW and cut green house emissions by 60% by 2050.

E4 Better environmental outcomes for native vegetation, biodiversity, land, rivers and coastal waterways

Meet NSW Government targets for protection of our natural environment including by 2015, an improvement in:

Owner: Strategic Planning Page 149 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

• Vegetation extent and condition; • The number of sustainable populations of native fauna species; • Recovery of threatened species, populations and ecological communities; • Condition of riverine ecosystems; • groundwater systems and their ability to support groundwater dependant ecosystems; • soil condition; • natural resource decisions which contribute to improving or maintaining economic sustainability and social well-being; and • The reduction in the impact of invasive species.

Metropolitan Strategy - Parks and Environment The vision of the Metro Strategy is to create a sustainable city with a small environmental footprint, high quality of life and preservation of unique, natural and scenic beauty. It includes actions to protect the loss of biodiversity, protect air quality, manage with less water, move towards cleaner energy and respond to the risk of climate change.

Local Government's role in addressing the Metropolitan Strategy objectives for the environment includes:

E1 Establish targets for sustainable growth

Ensure environmental targets are established and these targets are integrated into the decision making process.

E2 Protect Sydney's Natural Environment

Ensuring we take steps to improve our waterways; protect our unique diversity of plants and animals; improve Sydney's air quality; protect Aboriginal cultural heritage; and minimise household exposure to unacceptable noise levels.

E3 Achieve sustainable use of natural resources

Ensure we contain Sydney's urban footprint; achieve sustainable use of water; use energy efficiently and reduce greenhouse intensity of energy supply and minimise and recycle waste.

Inner West Subregion - Draft Subregional Strategy The draft Subregional Strategy identifies a number of targets and objectives to be incorporated into Council's principle LEP in relation to sustainable development and the management and improvement of natural waterways and biodiversity. The Inner West Subregion is highly urbanised however it also contains a natural setting with a considerable amount of foreshore fronting the Parramatta River. The river and foreshore areas support a number of significant local and regional environmental assets.

Council's role in addressing the draft Inner West Subregional Strategy in relation to the environment includes:

• Councils to seek advice from the Department of Primary Industries on the use of waterway zonings within the Principle LEP and other provisions to maintain and improve the health of the Parramatta River (IW E2.1.4); • Continue to promote water-sensitive urban design (IW E2.1.5); • Implement Section 117 Directions set by State Government in relation to stormwater requirements and riparian corridor mapping (IW E2.1.1; IW E2.1.6); • Consider regional biodiversity matters to inform to comprehensive LEPs (IW E2.2.1);

Owner: Strategic Planning Page 150 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

• Ensure waste management facilities and land use conflicts are minimised through planning controls (IW E3.4.1); • Protect regionally significant open space to ensure continued contribution to the recreational and scenic amenity of the subregion (IW E3.5.1); • Identify and consider major noise sources in preparing LEPs (IW E2.5.1); • Consider planning for natural hazards in relation to climate change when developing the comprehensive LEP (IW E5.1.1); • Plan for land affected by flooding (IW E5.3.1); • Consider reviewing and assessing Aboriginal cultural heritage values and heritage studies when preparing the comprehensive LEP (IW E2.4.1; IW E6.1.2); • Work in partnership with the Department of Planning to develop an approach to manage conservation whilst achieving growth targets. [Refer to NSW Government Design in Context: Guidelines for Infill Development in the Historic Environment 2005] (IW E6.2.1); and • Work in partnership with local councils to identify areas to promote and provide access to heritage places. This aims to help contribute to local economies and assist in sustaining local heritage places.

Sydney Regional Environmental Plan (Sydney Harbour Catchment) 2005 The principle aim of the Harbour REP is to ensure that the catchment, foreshores, waterways and islands of Sydney Harbour are recognised, protected and maintained as an outstanding natural asset of national and heritage significance for existing and future generations.

Performance based criteria and guidelines relating to matters such as foreshore access, visual and natural environments, recreation and maritime industrial uses are established by the Sydney Harbour Foreshores & Waterways Area DCP.

The Harbour REP also identifies Wetland Protection Areas which aim to preserve, protect and encourage the restoration and rehabilitation of wetlands; to ensure they continue to perform their ecological functions and to preserve their scenic qualities. Within Canada Bay, wetland protection areas are located at: Brays, Yaralla, Majors, Kendall, France, Exile, Kings, Hen and Chicken, Sisters, Half Moon and Rodd Point Bays, and Cabarita Point.

Canada Bay Local Environment Plan 2008 The land use zoning in the LEP is the primary planning mechanism available to Council to protect biodiversity and create a clearer and transparent decision making process.

Existing biodiversity mostly occurs on land zoned RE1 Public Recreation and SP2 Infrastructure under the Canada Bay LEP 2008. Other smaller fragments of biodiversity occur adjacent to land zoned for residential, mixed use and private recreation.

These zones do not contain provisions which actively respond to the protection of areas with high biodiversity significance. An analysis of existing data and consultation with the Department of Planning (DoP) and Department of Environment and Climate Change (DECC) has been carried out to identify which areas, if any, should be zoned with an applicable environmental zoning under the LEP standard template.

The LEP standard template provides the following zonings in relation to the protection of biodiversity:

Owner: Strategic Planning Page 151 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

• E1 National Parks and Nature Reserves; • E2 Environmental Conservation; • E3 Environmental Management; and • E4 Environmental Living

In addition, the standard template also provides for an Environmental Protection Overlay of sensitive lands with additional performance measures which can be added as Local Provisions. The overlay is an effective tool which enables sensitive lands to be identified and made visually apparent in circumstances where rezoning an area may not be appropriate.

7.2. Biodiversity Conservation

7.2.1. Inventory and Management Studies Inventory and management studies have been carried out to acknowledge the remaining biodiversity within Canada Bay, and include:

• Estuary Vegetation Management Plan (2008); • Dame Eadith Walker Estate Concord: Vegetation Management Strategy (2008); • Flora Inventory for Canada Bay City Council (April 2003); and • Canada Bay Fauna Survey (2002-2003)

When reviewing the provisions of the comprehensive LEP, Council should consider the recommendations of abovementioned management plans & studies. Areas with high biodiversity/conservation values will need to be assessed in conjunction with adjacent land uses, to enable conflicts to be appropriately managed. This process will require consistency with legislation for the protection of threatened and vulnerable species under state and commonwealth legislation and in conjunction with the objectives of the Sydney Regional Environmental Plan (Sydney Harbour Catchment) 2005, the Metropolitan Strategy and draft Inner West Subregional Strategy.

Following this assessment, recommendations will then inform Council's comprehensive LEP.

Sydney Estuary Vegetation Management Plan (2008) Council, in partnership with the Department of Environment and Climate Change (DECC) funded the development of the Estuary Vegetation Management Plan (VMP) as a NSW Estuary Management Program incentive. The primary objective of this plan is the provision and protection of long-term habitat for native flora and fauna within Council's foreshore areas, which includes but is not limited to seagrasses, mangroves, Coastal Saltmarsh (threatened species) and Swamp-oak Floodplain Forest (threatened species).

The VMP includes the foreshore areas within Council's LGA in which estuarine vegetation or habitat for estuarine vegetation occurs. This plan:

• Provides an inventory of estuarine vegetation, and report on the condition of each estuarine vegetation community within the LGA; • Identifies the statutory requirements applicable to the management of these communities; • Identifies existing and future threats to the communities; • Provides overarching and specific management strategies; and • Draft internal protocols that can by used by all staff, volunteers and contractors to guide the day to day maintenance of the estuarine environment

Owner: Strategic Planning Page 152 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Vegetation Management Strategy for Yaralla Estate (2008) The Yaralla Estate Sydney Turpentine Ironbark Forest (STIF) remnant is the most biodiverse and structurally intact example that exists in the City of Canada Bay. It also provides a highly valuable habitat for native fauna, comprising the core bushland corridor that links to Brays Bay to Majors Bay.

Enviroscape Consultancies were engaged by CCBC to prepare the subject Vegetation Management Strategy for the Sydney Turpentine Ironbark Forests remnants within Yaralla to guide restoration efforts for the next 5-7 years.

Flora Inventory for Canada Bay Council (June 2003) The aim of this survey was to document flora diversity across the Canada Bay City area.

A total of 159 plant species were located. One vulnerable species, Wilsonia backhousei, listed in Schedule 2 of the Threatened Species Conservation Act, and another fourteen species of conservation significance are recorded from the City area.

Remnants of the Sydney Turpentine-Ironbark Forest in best condition are those at Dame Eadith Walker Reserve and Queen Elizabeth Park. Other remnants of interest include the Grey Ironbark trees and associated understorey plants at Five Dock Park and the trees and associated understorey plants at North Strathfield Public School and Concord Golf Course.

Canada Bay Fauna Survey (2002-2003) A detailed fauna survey was undertaken in 2002-2003. All terrestrial vertebrates were recorded whilst surveying recreation areas, reserves and tidal wetland foreshore areas of the Parramatta River and upper reaches of Sydney Harbour within this LGA.

A total of 11 native mammals, 86 native birds, 7 native lizards, 1 freshwater turtle and 6 native frogs had confirmed sightings in the LGA during this survey.

Four threatened species including the Grey-headed Flying Fox, Large Bentwing Bat, Little Bentwing Bat, Green and Golden Bell Frog have been recorded in the LGA.

The LGA also contains the most valuable migratory shorebird habitat remaining in the Parramatta River estuary. Favoured locations include Rodd Point, Halliday Park, Prince Edward Park and a private jetty in France Bay off Dorking Road. Unfortunately the migratory shorebirds suffer high levels of disturbance from people and dogs. They also lack protected roost sites.

These plans and strategies identify flora and fauna that are important for ongoing ecological sustainability, enhanced visual character and the sustainability of broader regional and international ecological communities.

The Fauna Survey recommends the key habitats that need to be protected and conserved in the LGA are all remnant dry sclerophyll forest, freshwater ponds, Saltmarsh, mangrove and tidal estuarine areas.

7.2.2. Planning framework Consideration of Endangered Ecological Communities (EEC), threatened species and populations are triggered during the development application stage where a proponent is required to consider potential impacts under Section 5A of the EP&A Act. In practice, consideration of these issues being left to this

Owner: Strategic Planning Page 153 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

stage leads to ad hoc decision making, resulting in fragmented pockets of habitat and eventually the loss of biodiversity. Inclusion of biodiversity provisions in the LEP process provides a more strategic and effective approach to biodiversity conservation. This would increase certainty and reduce assessment costs for applicants and the community and lead to improved biodiversity outcomes. It is considered that the most appropriate tools to be utilised by Canada Bay within the LEP for biodiversity conservation are:

• E2 Environmental Conservation (including additional Local Provisions); and • Environmental Protection Overlay (including additional Local Provisions)

Implementation

Mapping

The Biodiversity Map (see Map 7.1) shows areas of high biodiversity, including:

• Endangered Ecological Communities; • Vulnerable Species; and • Areas of high biodiversity significance.

This map has been used as the basis for the Environmental Protection Map, which shows the proposed application of the E2 Environmental Conservation zone and the Environmental Protection Overlay within the Canada Bay LGA.

The Sydney Harbour Foreshore & Estuarine Vegetation Mapping guidelines, produced by a joint group of State Government authorities, aim for conservation of EECs through the rezoning of affected areas to E2 Environmental Conservation zone, providing it can be reasonably achieved. In some cases, an E2 zoning for an area identified as an EEC is too difficult due to the often fragmented condition and location of communities in such a highly urbanised locality. In these circumstances, the Environment Protection Overlay (EPO) is considered appropriate alternative to zoning for the protection of these areas.

This approach is consistent with the LEP standard template in Part 6 Additional Local Provisions. Overlays are simply marked on a map with an associated local provision in the LEP that details the matters that must be considered in assessing a DA for the area identified. This planning overlay is recommended to provide further protection for high conservation lands where environmental zoning is not possible or practical. Where an overlay is proposed, additional local provisions may be applied to help in the assessment process of determining relevant developments over these areas.

E2 Environmental Protection zone The E2 Environmental Conservation zone is proposed to apply over areas of high biodiversity significance, including: • Sydney Turpentine Ironbark Forest (EEC) • Wilsonia Backhousei (VS) • Estuarine Fringe Forest (EEC) • Estuarine Saltmarsh (EEC)

Objectives: The objectives of the E2 Environmental Conservation zone are: • To protect, manage and restore areas of high ecological, scientific, cultural or aesthetic values; • To prevent development that could destroy, damage or otherwise have an adverse effect on those values; and

Owner: Strategic Planning Page 154 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Additional local provisions may include: A person must not take an action in or adjacent to high biodiversity significance lands where that action: • Leads to a long-term adverse effect on high biodiversity significance vegetation, or • Reduces the extent of high biodiversity significance vegetation, or • Fragments an occurrence of high biodiversity significance vegetation, or • Adversely affects habitat critical to the survival of high biodiversity significance vegetation, or • Modifies or destroys abiotic factors (such as water, nutrients, or soil) such that the survival of high biodiversity significance vegetation will be adversely affected, or • Results in invasive species that are harmful to high biodiversity significance vegetation becoming established in an occurrence of these lands, or • Diminishes the environmental protection capacity of a buffer area adjacent to high biodiversity significance vegetation; or • Adversely affects the environmental capacity of a regional connectivity area or riparian corridor.

Environmental Protection Overlay The Environmental Protection Overlay is proposed to apply over areas of high biodiversity significance that are not captured by the E2 zoning. These areas include: • areas identified by the Sydney Regional Environmental Plan (Sydney Harbour Catchment) 2005, Wetlands Protection Area Map; • Coastal Sandstone Gully Forest; • Coastal Sandstone Ridgetop Woodland; • Estuarine Mangrove; • Estuarine Saltmarsh; and • Sandstone Headland Scrub.

Objectives:

1) The objective of this clause is to protect, maintain and improve the biodiversity of landscapes including: a) protecting biological biodiversity, native fauna and flora, and b) protecting ecological processes necessary for their continued existence, and c) encouraging the recovery of threatened species, communities, populations and their habitats.

2) This clause applies to development on land identified as Environmental Protection Map.

3) For the purpose of this clause the Environmental Protection Map means the Canada Bay Local Environmental Plan 2010 Environmental Protection Map.

4) Development consent must not be granted to development unless the applicant has submitted a report with the development application that addresses, to the satisfaction of the consent authority, the following matters: a) identification of any potential adverse impact on; i. a native vegetation community, and ii. the habitat of any threatened species, populations or ecological communities, and iii. a regionally significant species of plant, animal or habitat, and iv. a habitat corridor, and v. a wetland, and

Owner: Strategic Planning Page 155 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

vi. the biodiversity values within a reserve, including a road reserve; and b) a description of any proposed measures to be undertaken to ameliorate any potential adverse impact.

5) Where the consent authority is of the opinion that the development will cause a potential adverse impact the consent authority shall not grant development consent unless it is satisfied that; a) the development meets the objectives of this clause; and b) the development is designed, sited and managed to avoid the potential adverse environmental impact; or c) in circumstances where a potential adverse impact cannot be avoided, the development: i. is designed and sited so as to have minimum adverse impact, and ii. incorporates effective measures so as to have minimum adverse impact, and iii. mitigates any impact through the restoration of any existing disturbed area on the site.

Owner: Strategic Planning Page 156 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Map 7.1: Biodiversity Map

Owner: Strategic Planning Page 157 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Owner: Strategic Planning Page 158 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Owner: Strategic Planning Page 159 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Map 7.2: Environmental Protection Map

Owner: Strategic Planning Page 160 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Owner: Strategic Planning Page 161 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Owner: Strategic Planning Page 162 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

7.3. Landscape & Visual Quality

7.3.1. Landscape and Visual Character Landscape The City’s topography is produced by the underlying geology with a landscape transition from the sandstone ridges of Sydney Harbour to the mantle of Wianamatta Shale in the Cumberland Plain. West of the City the Parramatta River landscape has a character of undulating hills and a meandering estuary.

The City of Canada Bay is made up of four main peninsulas including; Rhodes peninsula, Cabarita/Mortlake peninsula, Abbotsford/Chiswick peninsula, and the Drummoyne peninsula.

The Abbotsford and Drummoyne peninsulas and the eastern part of the City exhibit the characteristics of the sandstone topography and landscape. The topography is characterised by interlinked ridgelines and steep side slopes. Creek lines tend to be short and steep, flowing into the numerous bays along the foreshore. Sandstone outcrops are evident, especially in the foreshore areas and side slopes.

The topography generally west of Hen and Chicken Bay tends to be dominated by rolling hills. High points tend to be knolls rather than ridges. Long creek lines meander between the knolls towards the more incised and rounded bays. Only the points on the peninsulas show characteristics of sandstone geology.

Street pattern and views Street patterns in the eastern precinct of the LGA respond to the topography. The main roads including Victoria Road, Lyons Road and Great North Road, follow the ridges though tend to lack a distinctive character partly because there is no prominent street tree planting pattern.

Local streets are arranged in a grid like pattern and either descend quickly to the Harbour or are parallel to the foreshore. The grid like pattern rotates across the peninsulas as the orientation of the ridges changes.

The grid and the steep slopes tend to create significant vistas from the main roads down the side streets to the Harbour. These views capture the character of the sandstone topography and the Harbour.

In the west main roads are less related to the ridges. With the exception of Concord Road, the main roads such as Lyons Road West, Majors Bay Road, Queens Road and Parramatta Road wind through the topography. The serpentine character of the main streets is slightly unpredictable. There are few significant vistas.

Most of the local streets are set out on a grid that is oriented to the north and-north-west, and not necessarily related to the foreshore edge. The local streets are thus not orientated with views to the harbour.

Owner: Strategic Planning Page 163 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Open space pattern and views Most of the open spaces are located along the natural drainage lines or along the foreshore of the City. In the east the parks tend to punctuate the foreshores but are not interconnected. The landscape character in the east is that of a harbourside City.

There are two types of parks on the foreshores in the east. Werrell Park, Howley Park, Quarantine Station and Rodd Point Park are located on the points of peninsulas. These parks are small with significant views of the harbour from elevated positions.

Larger parks such as Russell Park, Campbell Park, Timbrell Park and Taplin Park are located at intertidal zones. These parks are generally flat with a number of active recreation facilities, but few trees. They generally lack diversity in recreational opportunities and amenity, despite the potential offered by their waterside location. The infill of soil has often been over-compacted, restricting growth of vegetation.

The exception is Drummoyne Oval, which is also located on an infilled drainage line, but has a significant character generated by diverse recreation activities and mature trees. Only on the east shores of Hen and Chicken Bay and the northern shores of Iron Cove (Bay Run) is there continuous foreshore access.

In the west, public domain areas are more expansive. The parks tend to be in better condition, with a greater diversity in recreation type and mature trees. As a result the landscape character in the west is more like a parkland City.

Cabarita Park and Prince Edward Park are similar to the peninsula parks found in the eastern part of the LGA. These parks exhibit characteristics of the sandstone landscape character type, and include many mature trees and passive and active recreational facilities.

The larger public domain areas tend to follow the drainage lines inland and produce a string of parks and open spaces that partially link the City’s hinterland to the foreshores.

These parks in the west include three major golf courses (public and private), but also include large public parks of significant tree growth, such as Queen Elizabeth Park.

The visual quality of the parklands and their interconnectedness is generally of higher quality in the west, where tall trees and remnant bush provide a strong thread of vegetation along the drainage lines.

The following planning challenges and opportunities have been identified relating to landscape and visual quality:

• There is an absence of strong character and identity in the public domain; • The foreshore areas are the most significant and sensitive ecologically and visually, and yet there are few linkages to recognise this potential; • Main streets lack distinctiveness. There is an absence in street hierarchy; • The open spaces in the City lack linkages and corridors for ecological biodiversity; • In the west the street pattern, particularly on the main roads, lacks character and legibility; • In the west the City’s locality is detached from the bays and peninsulas; • There is an absence of interconnected foreshore access around the City. Creation of foreshore access plans that identifies all existing public access areas to the foreshore, and opportunities for increased options to link access to all other areas where possible;

Owner: Strategic Planning Page 164 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

• The western areas have a pattern of parklands and intertidal zones that form the framework of visual and biodiversity links from the hinterland to the foreshore following drainage lines. They also have the potential to provide improved water quality to the receiving waters; • The street patterns in the eastern areas respond appropriately to the topography and generate good vistas and a legibility in the sense of place; and • Ridge areas are less ecologically sensitive than foreshore areas, and so they generally have the potential for higher population densities and could be accompanied by a more sophisticated and urban public domain.

7.4. Air Quality Clean air is important for the health of the local and regional community and for mitigating climate change at the national and global level.

In Sydney, vehicles are a major source of many air pollutants, including precursors to photochemical smog, with significant health impacts. Action for Air, the NSW Government's 25 Year Air Quality Management Plan identifies the need to reduce or limit vehicle kilometres travelled (VKT). VKT is reduced through:

• Regular public transport; • A permeable street layout with good pedestrian and cycling facilities; • A high level of employment containment; • Co-location of high-service facilities (shops, offices, schools etc); and • Limiting parking where sites are in close proximity to public transport.

Council can facilitate the use of public transport, walking and cycling through the provision of pedestrian and cycle path/facilities and by limiting parking at centres and transport nodes. The health and amenity of residents living near transport corridors can be addressed through best practice land use planning aimed at minimising exposure to air emissions.

Councils can influence local air quality through actions aimed at reducing wood smoke pollution from solid fuel heaters by ensuring alternatives for cooking and heating are available in new developments.

Council can assist in meeting greenhouse gas reduction targets by:

• Setting mandatory energy targets for commercial and industrial development (which are not currently covered by BASIX); • Ensuring there are no statutory barriers to the installation of solar panels and solar hot water systems; and • Ensuring high trip generating commercial and residential development are located within close proximity to public transport services.

7.5. Noise Noise levels throughout different parts of the City are diverse and are affected by different transport infrastructure types, the location of transport corridors, the variety of background noise sources and grouping of land use zonings which produce similar noise such as industrial zonings, commercial and residential areas.

Domestic animals, burglar alarms, parties and construction are common sources of local noise disturbance, which have remained the most common source of noise complaints received by Council.

Owner: Strategic Planning Page 165 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

The Department of Environment and Conservation recommends the following approach to address noise impacts:

• Avoid conflicts - by locating incompatible land uses away from each other using zoning controls and, where possible, buffers. Situate land uses that are least impacted by air quality, odour and noise near the source (e.g. along the road corridor or next to the industry) to provide a buffer and appropriate setback for more sensitive land uses; • Mitigate impacts - by recognising that sensitive land uses in areas affected by residual impacts should be designed, orientated and constructed to provide internal and where possible external, areas protected from high levels of noise and air pollution. Buildings should comply with relevant Australian Standards for noise and vibration; and • Conflicts and potential impacts will be considered where any land rezoning is proposed within the comprehensive LEP. Further to this, consistent with the recommendations of the draft Inner-West Subregional Strategy, Council will incorporate acoustic mitigation measures where residential development is within 60 metres of an arterial road or rail line.

7.6. Acid Sulfate Soils Acid sulfate soils (ASS) is the common name given to naturally occurring sediments containing iron sulfides. The sulfides are derived from sea water, so the majority of ASS are found at less than 1 metre elevation in sediments that were deposited below sea level. ASS areas generally have naturally high water tables. The exposure of the iron sulfides to oxygen by land drainage or excavation leads to the generation of sulphuric acid causing potential environmental harm.

Acid Sulfate soils are dealt with by Section 117 Direction No. 4.1 - Acid Sulfate Soils that requires councils that have land mapped on Acid Sulfate Soils Planning Maps to avoid significant adverse environmental impacts from the use of that land. Clause (5) of the Direction requires councils to include provisions in draft LEPs that regulate work in ASS.

The City of Canada Bay Local Environmental Plan contains provisions which regulate work in ASS locations and the associated maps illustrate what land is affected. Future development within ASS locations will continue to be managed to minimise environmental impacts.

Owner: Strategic Planning Page 166 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Map 7.3: Transport Noise

Owner: Strategic Planning Page 167 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

7.7. Water Quality The Canada Bay LGA is located within a highly urbanised catchment within close proximity to Sydney CBD. The LGA hosts 38 kilometres of frontage to the Parramatta River, making water quality a major environmental issue which needs to be carefully managed, ensuring our resources remain available for future generations.

Typical pollution problems into water courses include:

• Nutrient enrichment leading to accelerated eutrophication (excessive plant growth); • Low dissolved oxygen (DO) levels associated with eutrophication and/or flow restrictions; • Suspended sediments that reduce light penetration into the water, or smother plant growth; • Toxic contaminants in the water column or sediments, particularly petroleum and hydrocarbons and heavy metals from point discharges and non-point source runoff; • Algal blooms, which can also be toxic to marine organisms and humans; and • The proliferation of invasive species.

There are a number of ways to manage and improve the current and future impacts of water quality within our LGA. Council currently includes limited water sensitive urban design requirements within local planning documents. Further investigation should be undertaken to identify relevant principles relating to water management and water sensitive urban design requirements, so that they can be incorporated into Council's comprehensive DCP at the next appropriate opportunity.

Section 117 Directions and supporting information are currently being prepared by the Department of Planning and the Department of Environment and Climate Change in relation to how stormwater is to be considered in the development of draft LEPs and associated planning controls such as the Development Control Plan.

7.8. Climate Change Natural hazards are events and processes that can pose risks to life and property. They include flooding, coastal hazards and bushfire. Climate change and associated sea level rise has the potential to increase risks associated with these hazards.

Council has not yet undertaken comprehensive studies regarding the potential impacts of climate change, specifically with regard to flooding, sea level rise, extreme events and the potential impacts these events may have on the foreshore areas within the Canada Bay Council LGA.

Floodplain risk management assessment needs to be undertaken through the development of floodplain risk management studies and plans. The objective of these studies and plans is to consider the potential flooding implications of climate change for existing and proposed development. Council proposes to undertake studies in this regard in the near future. As part of investigations for these studies, Council will consider the latest information available on these issues when planning for natural hazards in the comprehensive LEP as outlined within the draft Inner West Subregional Strategy.

At this stage, the Intergovernmental Panel on Climate Change (IPCC) has produced projections as to likely permanent sea level rises due to global warming. The low projection indicates a sea level rise of 13cm, and the high projection suggests that global sea levels could rise by as much as 94cm by 2100. The middle projection would see ocean levels rise by approximately 50cm within the present century. Increases to 2050 are predicted to range between 10cm and 40cm, with a middle projection of 20cm.

Owner: Strategic Planning Page 168 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Maps released by the IPCC and other future climate change updates in relation to sea level rise, flooding and extreme hazards will be monitored by Council and considered when investigating the potential impacts of climate change on land within Canada Bay LGA.

7.9. Objectives and Actions The broad environmental objectives are to:

• Protect and support biodiversity in Canada Bay. Canada Bay boasts large expanses of public open space areas including remnant bushland reserves and foreshore area on the Parramatta River. These areas are imperative in supporting the unique diversity of plants and animals in Canada Bay, including threatened species, endangered ecological communities and their habitats. Future plans should ensure controls are implemented that aim to protect these areas for future generations; • Enhance the landscape and visual character of the area. Ensure the geographical qualities within Canada Bay are maintained, by placing emphasis on maintaining views to the foreshore and improving green linkages to enhance the parkland setting; • Ensure environmental impacts are minimised. Council should review local planning instruments and develop controls within policies to ensure impacts on air, water and noise are minimised; and • Investigate potential impacts of climate change Climate Change is expected to have a long- term impact on our environment with impacts including sea level rise, adverse weather conditions and higher temperatures. Even though climate change is a global issue, Council should act locally to mitigate against these impacts for the ongoing sustainability of our environment.

Objective E1 Protect and support biodiversity in Canada Bay.

Action E1 Ensure the recommendations of the Estuarine Vegetation Management Plan, Flora & Fauna survey reports are considered in the preparation of the LEP.

Investigate opportunities for a foreshore protection zone in line with recommendations from DECC and Council's Estuarine Vegetation Management Plan, to manage the amount / intensity of development and recognise the ecological and scenic values of the area.

Implement the E2 Environmental Conservation zone and Environmental Protection Overlay to areas of high biodiversity significance.

Identify properties on Section 149 certificates that have environmental conservation zones and/or have environmental protection overlays.

Action E2 Ensure new development is sensitive to the ecological assets of Canada Bay

Update zoning objectives to incorporate strengthened ecological objectives in SP2 Infrastructure and RE1 Public Recreation zones.

Develop ecological objectives for remaining larger potential development sites

Compliance checks should be carried out on more sensitive lands (such as waterfront, developments/activities in sensitive catchments and adjoining public land). For example, Warringah Council requires a compliance check from an independent ecologist where works occur in seagrass. This style of procedure could be adopted for stormwater controls.

Owner: Strategic Planning Page 169 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Action E3 Implement bush regeneration strategies

There are a number of parks in the area that have potential for and would benefit from bush regeneration & management. Further investigation will be undertaken to identify areas that need to be protected and appropriate controls are included in the LEP/DCP or relevant Plans of Management.

Objective E2 Enhance the landscape and visual character of the area

Action E4 Prepare a Canada Bay Street Tree Planting Strategy

Prepare a Street Tree Planning Strategy for:

• Enhancement of the harbour side character of the eastern areas with tree planting focusing on framing views with Harbour background; • Acknowledgement and enhancement of the parkland setting in the western areas. The park character should be extended into the streets so that ecosystems extend upstream in the catchment; • Recognition of the hierarchy of streets that clearly identifies topology and landscape types and subtypes and the opportunities for ecological links; • Planting of certain types (native species) that relates to soil types in the area; and • Visual and physical connection to open spaces and the foreshore.

Action E5 Ensure view lines to the foreshore from the public domain are protected

Views to the foreshore provide a significant enjoyment for the public, both living within and passing through the Canada Bay LGA. Significant views to the foreshore should be recognised and protected.

Objective E3 Ensure environmental impacts are minimised

Action E6 Contribute locally to improving Sydney's air quality

Create development controls which seek to reduce the energy use of commercial buildings (which are not currently covered by BASIX) Examples could include sun shading and natural lighting

Ensure there are no statutory barriers to the installation of solar panels, photo voltaic and solar hot water systems.

Ensure new high trip generating commercial and industrial development is located within close proximity to public transport services.

Action E7 Address potential local noise impacts

Identify major noise sources within the LGA, and implement noise relevant mitigation measures including residential properties within 60 metres of the rail line or any arterial roads.

Owner: Strategic Planning Page 170 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Action E8 Address potential impacts of Acid Sulfate Soils

Minimise environmental impacts by ensuring existing LEP controls addressing ASS are kept up to date with new legislation requirements and findings.

Action E9 Contribute locally to improving Sydney's Storm Water quality

• Implement Section 117 Directions in relation to stormwater management within LEPs and DCPs when released by DoP and DECC; • Seek advice from the Department of Primary Industries on the use of waterway zonings within the comprehensive LEP; and • Research and incorporate improved water management and water sensitive urban design principles into Council's Development Control Plans.

Objective E4 Determine potential impacts of climate change

Action E10 Assess the potential impacts of climate change and determine relevant mitigation measures

Undertake floodplain risk management assessment including the development of floodplain risk management studies and plans, which consider the flooding implications for existing and proposed development.

Consider the possible impacts of sea level rise on foreshore areas and consider mitigation measures for these impacts.

Owner: Strategic Planning Page 171 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Owner: Strategic Planning Page 172 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

PART 8 - HERITAGE

Owner: Strategic Planning Page 173 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

8. Heritage

FuturesPlan 20 - A Liveable City My City has attractive landscapes with sustainable development and where heritage is conserved

FuturesPlan20 - A Vibrant City

I have awareness, respect for local Aboriginal heritage and culture

Valuing, protecting and celebrating our heritage is important. The City of Canada Bay has a rich history with examples of development from phases of Australia's history prior to and since European settlement.

As the needs and lifestyles of our community change over the next 20 years, it will be important to ensure our City's rich history and link to the past is maintained for future generations, adapted to remain relevant and complemented by new development.

8.1. Historical Context

8.1.1. Indigenous History Evidence exists of the occupation of the Sydney basin by Aboriginal people for at least 6,000 years when the Sydney coastline and Port Jackson reached their present form. Prior to that time, Aborigines occupied the area including much of the present river basin but evidence of this earlier period of Aboriginal occupation has been flooded by the rising sea levels.

There is still some debate about which Aboriginal clan occupied the City of Canada Bay area. It is generally agreed that the Darug language group occupied most of the Sydney region, between Broken Bay and Botany Bay. The coastal dialect of the Darug language was, according to some researchers, the Eora dialect. The Aborigines around the City of Canada Bay area were thought to be members of the Wangal clan and their land was known as Wanne. Some of the Wangal language survives to the present day in the name of Yaralla, thought to mean camp or home. The name of the clan itself is recognised in the naming of Wangal Reserve at Mortlake.

Parramatta River was essential to the Wangal people, providing important foods including fish, oysters and shellfish. Other foods commonly eaten included yams, wild figs, edible roots, cabbage tree palm hearts, possums, wallabies, emus, lizards and snakes. The most common tangible evidence of the Aboriginal occupation of the area survives in the remnants of shell middens. Most of the shell middens would have been disturbed early in the European occupation of the area as the shells provided a good source of raw material for lime making. There are also records of some hand stencils at Chiswick and Abbotsford.

Soon after the First Fleet landed at Sydney Cove and began to establish their settlement, Captain Phillip sent Captain Hunter and Lieutenant Bradley with a party of marines to explore the Parramatta River. The group was instructed to establish a dialogue with the indigenous people and to demonstrate their superiority over them. The group landed at Breakfast Point on February 5, 1788 where they met with Aboriginal people from the northern side of the river. Lieutenant Bradley observed that "They left their spears in the canoes and came to us. We tied beads etc. about them and left them our fire to dress mussels which they went about as soon as we put off”. The Aboriginal name for this point is believed to be Boondioowoogal.

Owner: Strategic Planning Page 174 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

It was not long before contact with the Aboriginal people was less harmonious. Gifts of beads, tools and food began to dry up. Some convicts also began to steal Aboriginal possessions. The Europeans' need to find food sources also depleted supplies of fish and led to the gradual clearing of land along the Parramatta River. As well as displacing the Aboriginal people, their food sources also became polluted or destroyed. By 1790 the traditional subsistence culture of the Aboriginal people in the area was no longer viable and retaliation was inevitable. At Isaac Nicholl's Concord estate (Yaralla) in 1808 it was reported in the Sydney Gazette that:

"These people still continue (to be) troublesome wherever they find access … they made a descent of the farm of I. Nicholls at Concord and after using their accustomed familiarity with the stockman's little property and provisions … they chased and dispersed the flock in all directions."

It was not just the impacts of European settlement on their food sources that threatened the Aboriginal people. Smallpox had a terrible impact on their community. As early as April 1788, Aboriginal people began to fall victim to the disease. It is estimated that at least 50% of the Aborigines in the Sydney area were killed by smallpox in several months. Other diseases introduced by Europeans that ravaged the Aboriginal community included influenza and syphilis. Alcohol also affected the Aboriginal society.

8.1.2. European Settlement The first contact of Europeans in the City of Canada Bay area was the landing party of Captain Hunter, Lieutenant Bradley and their party of marines at Breakfast Point on February 5, 1788. This was followed ten days later by an expedition with Governor Phillip and Bradley on a search for good agricultural land.

After Parramatta was established as an agricultural district, a rough track between Sydney and Parramatta was created to supplement the use of the river as the main transport link between the two towns. This track, created in 1791, marked the beginning of Parramatta Road. Longbottom Stockade was established at the midpoint of the road as an overnight detention point for the gangs of convicts. This stockade was later to develop into the suburb of Concord. Between 1840 and 1842 it held 58 Canadian exiles after whom the suburb of Canada Bay is named.

Meanwhile, land grants close to the bays and headlands of Parramatta River were being given to settlers such as Surgeon John Harris (Five Dock), Isaac Nichols (Yaralla), Thomas Bishop (between Majors Bay and Kendall Bay).

Transport continued to focus on Parramatta River and Parramatta Road for some time. In 1829 the construction of Great North Road through the present day Five Dock, Wareemba and Abbotsford was complete. This was a highly significant infrastructure project, providing a land route from Sydney to the Hunter Valley. The road relied on a punt to cross Parramatta River between Abbotsford Point and Kissing Point.

Through most of the nineteenth century, the settlement pattern in the area was a mix of large estates, small holdings and small villages. Towards the end of the nineteenth century, the establishment of industries such as the Australian Gas Light Company at Mortlake and the Dunlop Tyre Factory at Birkenhead Point (Drummoyne) led to increases in the growth of the nearby villages. Access to the river also prompted the re-development of some of the larger waterfront estates for industries such as Phoenix Iron Works. The only nineteenth century estate to remain from this period without substantial re- development is the Yaralla Estate of Thomas Walker.

Owner: Strategic Planning Page 175 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

The development of public transport routes including trams along Victoria Road, Great North Road, to Cabarita and Mortlake and the construction of the northern train line through North Strathfield and Rhodes also helped to foster industrial growth. Arnott's Biscuits established a factory at North Strathfield because of its access to the new rail line.

Much of the residential development of the Council area occurred in the late nineteenth century through to the Inter-War period. Many of the development relied on access to transport as well as proximity to industrial places for employment. The influence of the garden suburb movement ensured proximity to parkland and the planting of street trees that continue to add to the amenity of the area.

The late twentieth century has seen the most dramatic change to the Council area with the rehabilitation and redevelopment of many of the large industrial sites. Most of these have been replaced with medium density residential and commercial developments that enjoy the proximity of the sites to Parramatta River.

8.2. Planning Context

8.2.1. The State Plan The NSW State Plan was launched by the Premier on 14 November 2006 with the overall purpose being to deliver better results for the NSW community from government services. The State Plan identifies 34 priorities under five broad areas of activity and sets targets, actions and new directions for each priority area.

There are no priorities in relation to heritage in the State Plan.

8.2.2. Metropolitan Strategy Parks and Public Places Actions The Metropolitan Strategy includes specific actions in relation to protecting aboriginal heritage. The Strategy advocates identifying areas of Aboriginal cultural significance, developing Aboriginal heritage assistance protocols and involving Aboriginal communities in the identification of regionally significant sites.

There is no direct consideration of European/built heritage contained within the Sydney Metropolitan Strategy.

8.2.3. Inner West Subregion - Draft Subregional Strategy The Subregional Strategy acknowledges that the heritage value of the subregion contributes to its rich character. The Inner West subregion contains important cultural heritage including Aboriginal sites, industrial waterfront heritage, and the historic character of varied residential areas and landscapes. The heritage of the area is an asset for both existing and future communities.

Council's role in addressing the Draft Inner West Subregional Strategy in relation to heritage includes:

• Consider a review and assessment of Aboriginal cultural heritage values when preparing the Principal LEP (IW E2.4.1); • Review and/or update heritage studies as part of preparing their Principal LEP (IW E6.1.2); • Work with the Department of Planning to develop an approach to manage conservation areas whilst achieving growth targets (IW E6.2.1); • Refer to NSW Government Design in Context: Guidelines for Infill Development in the Historic Environment (2005) in preparation of Development Control Plans (IW E6.2.2);

Owner: Strategic Planning Page 176 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

• Manage infill development in the historic environment to provide high quality outcomes that connect new development with local character (IW E6.2.3); • Work with Department of Planning to identify areas to promote and provide access to heritage places, contribute to local economies and assist in sustaining heritage places (IW E6.3.1); • Work with the Department of Planning to develop integrated heritage tourism strategies (IW E6.3.1); and • Integrate heritage initiatives and programs into Local Plans as appropriate to interpret and celebrate local heritage places (IW E6.3.3).

8.2.4. New South Wales Heritage Act The NSW State Heritage Register lists six heritage items in the City of Canada Bay Council area as well as the Meadowbank Rail Bridges over the Parramatta River that abut the Council area. These include:

• Rhodes Railway Station; • Joanna Walker Memorial Children's Hospital; • Thomas Walker Convalescent Hospital Precinct; • Dame Eadith Walker Convalescent Hospital; • Federation Pavilion; and • Drummoyne Reservoir.

The heritage items include landmark sites such as Yaralla, the former Thomas Walker Convalescent Hospital and Drummoyne Reservoir.

8.2.5. Sydney Regional Environmental Plan (Sydney Harbour Foreshores) 2005 The Sydney Regional Environmental Plan (Sydney Harbour Foreshores) 2005 lists 15 heritage items in the City of Canada Bay Council area as well as a small number of places abutting the Council area such as bridges and Rodd Island. The 15 heritage items include the following places located on the edge of the waterfront:

• Stone retaining walls - Iron Cove, Five Dock Bay, Hen & Chicken Bay; • Rodd Island - Iron Cove; • Thompson Street Wharves - Thompson St & Henley Marine Dr, Drummoyne; • Iron Cove Bridge - Iron Cove; • Wharves/Reclaimed Land, access from Peppercorn Reserve & Salton Reserve - St Georges Crescent, Drummoyne; • Wolseley Street Wharf - Wolseley Street, Drummoyne; • Clovelly House Boatshed - Drummoyne Avenue, Drummoyne; • Federation House Boatshed Drummoyne Avenue, Drummoyne; • Gladesville Bridge including abutments; • Stone Wharf, Blackwall Point, Chiswick 11 Bortfield Drive, Chiswick; • Abbotsford Jetty Great North Road, Abbotsford; • Newington College boatshed and grounds Checkley Street, Abbotsford; • Site of former swimming baths at Hen and Chicken Bay Bayview Park, Concord; • Former Cabarita Wharf Cabarita Park, Cabarita; • Sanders Marina Cabarita Park, Cabarita; • Federation House boatshed only 87 Llewellyn Street, Rhodes;

Owner: Strategic Planning Page 177 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

• Stone Wharf 91 Llewellyn Street, Uhrs Point, Rhodes; • Ryde Bridge Church Street, Ryde to Concord Road, Rhodes; and • Ryde Railway Bridge Northern Railway Line, bridge between Rhodes and Meadowbank.

The Sydney Harbour Catchment Heritage Map only lists those items within the waterway & land/water interface not already listed in other Environmental Planning Instruments, including the Canada Bay LEP 2008.

8.2.6. Local Planning Context Concord Heritage Study The former Concord LGA commissioned a heritage study that was produced in 1986 and which identified some 1,000 heritage items. In 1998 the Council commissioned the same consultants to review the heritage list and they identified and documented (using the State Heritage Inventory software) 421 items and nine areas (which included 825 properties). Apart from its industrial sites and the Yaralla estates, Concord is distinguished by its exceptional representation of Inter-War housing. This work was consolidated in LEP No.103 (Heritage) of 2000, which is incorporated in a document Heritage Conservation in Concord.

Drummoyne Heritage Study The former Drummoyne Council commissioned a heritage study (1988) which identified some 357 items (including groups). In 1996 the study was reviewed and a number of recommendations made to improve the heritage management process. The work resulted in Amendment No. 44 of the Drummoyne LEP 1986. Items in Drummoyne were not documented on the State Heritage Inventory database, in contrast to those in Concord. The work to integrate the Drummoyne Heritage Inventory into the SHI database is ongoing.

Canada Bay Local Environmental Plan 2008 The Canada Bay Local Environmental Plan 2008 amalgamated the heritage schedules of the Concord LEP No. 103 (Heritage) and of Drummoyne LEP 1986. A review of the Concord and Drummoyne heritage schedules included consideration of areas previously listed as Special Character Areas for Conservation Areas, deletion of heritage items that had been demolished from the heritage schedule and a review of the extent of the listing of heritage items on land that had been subdivided and/or redeveloped. The Heritage Schedule of the Canada Bay Local Environmental Plan 2008 includes 525 heritage items and 24 conservation area.

Owner: Strategic Planning Page 178 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Map 8.1: Heritage Items and Conservation Areas

Owner: Strategic Planning Page 179 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

8.3. Local Heritage Programs and Services Heritage Advice The City of Canada Bay Council employs a Heritage Advisor. The Heritage Advisor is available to comment on development applications affecting heritage items and conservation areas, to provide advice to owners of properties affected by heritage listings, increase the understanding and appreciation of heritage among council staff and to promote heritage within the local government area.

Local Studies Librarian The City of Canada Bay Council has a Local Studies Librarian as part of its library team. The Local Studies Librarian maintains a collection of documents and items pertaining to the history of the local government area, assists the public with historical research and promotes the history and heritage of the area through organising exhibitions, talks and other heritage events.

Heritage Awards Program The City of Canada Bay has a program of heritage awards that recognise the contributions of the community in conserving our cultural heritage. The program promotes achievements in maintaining heritage properties, good design in relation to heritage properties and recognises members of the community who have made important achievements in promoting our heritage.

Heritage Funding The City of Canada Bay has a local heritage assistance fund to aid owners of heritage items and places in conservation areas in the ongoing care and maintenance of their buildings. This program has been very well subscribed, with over 90 applications received for the 2008-9 financial year.

8.4. Planning Opportunities and Challenges

8.4.1. Draft Inner West Subregional Strategy The Draft Inner West Subregional Strategy provides a number of areas that need to be addressed by Council in its strategic planning.

Consider a review and assessment of Aboriginal cultural heritage values when preparing the Principal LEP (IW E2.4.1) An Aboriginal Cultural Heritage Study and Management Plan for the City of Canada Bay Council was prepared by Gondwana Consulting in 2006 and was adopted by Council in April 2007. It is not necessary to review this study at this time. The study should be considered by Council in preparing a new Principal LEP.

Review and/or update heritage studies as part of preparing their Principal LEP (IW E6.1.2) The City of Canada Bay LGA has a very large heritage resource. To manage this, two parallel heritage planning regimes based on the two pre 2000 LGAs, Drummoyne (LEP 1986, Amendment No.44) and Concord (LEP No.103) were used by the City of Canada Bay Council. These are qualitatively different in their approach. The heritage controls in these instruments were replaced by the Canada Bay Local Environmental Plan 2008 which consolidated all of the Council's heritage resources into a single planning instrument. The heritage provisions of the Canada Bay Local Environmental Plan 2008 are based on the model template provided by the NSW Department of Planning.

Since the former Concord and Drummoyne LGAs were amalgamated, there has been no work done to undertake a heritage study review of the whole of the City of Canada Bay area. This will involve a new

Owner: Strategic Planning Page 180 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

thematic history of the City of Canada Bay to bring together the previous thematic histories of Drummoyne and Concord Municipalities. Additionally, a review of existing heritage items and potential new heritage items is needed. This review would assess heritage items in the light of changes that have been made since the previous heritage studies were reviewed 10 years ago or more. This is needed due to changes from alterations and additions, changes to the context of some heritage items due to nearby development, the loss of other similar types of development that might make a place that was once a common example of its type rare and changes in community attitudes to heritage. It would also allow a review of heritage items in the context of other planning considerations and provide an opportunity to include places that are listed as heritage items on the State Heritage Register and on State Regional Environmental Plans.

Work with the Department of Planning to develop an approach to manage conservation areas whilst achieving growth targets (IW E6.2.1) Some of the conservation areas in the Canada Bay LGA include detached and semi-detached houses on small allotments within areas zoned Residential R3. These are popular places for people to live and the heritage values of the conservation areas are generally appreciated by most residents and property owners.

As well as the heritage values of the conservation areas, the size of most of the allotments is an additional constraint to medium density development in these areas. Council needs to develop strategies to provide for medium density residential development without adversely impacting on the significance of its conservation areas. This might include the preparation of guidelines for infill development as well as consideration of other areas for Residential R3 zoning.

Refer to NSW Government Design in Context: Guidelines for Infill Development in the Historic Environment (2005) in preparation of Development Control Plans (IW E6.2.2) The publication NSW Government Design in Context: Guidelines for Infill Development in the Historic Environment (2005) was used to assist in the preparation of heritage provisions in the City of Canada Bay Development Control Plan but is not specifically referenced in that document. A new Development Control Plan for the City of Canada Bay could include a direct reference to this document as well as to the document New Uses for Heritage Places (2008) that provides guidelines for adaptive reuse of heritage places.

Manage infill development in the historic environment to provide high quality outcomes that connect new development with local character (IW E6.2.3) Reforms of the NSW Planning System are reducing Council's ability to manage development in the vicinity of heritage items and in conservation areas.

The City of Canada Bay Development Control Plan provides clear guidelines for development in conservation areas and for development in the vicinity of heritage items. These will be revised and updated in future Development Control Plans for the local government area.

Owner: Strategic Planning Page 181 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Work with Department of Planning to identify areas to promote and provide access to heritage places, contribute to local economies and assist in sustaining heritage places (IW E6.3.1). The City of Canada Bay has actively engaged in promotion of heritage places through initiatives such as audio heritage walks and through organising activities and exhibitions for the National Trust Heritage Festival and through its Heritage Awards Program.

Council is also active in assisting in sustaining heritage places and contributing to local economies through its Heritage Assistance Fund. Council also provides the services of a heritage advisor to assist property owners in the management of heritage items. This includes providing advice on maintenance, alterations and adaptive re-use. The management of this fund generally follows the guidelines established by the Heritage Branch, Department of Planning.

Work with the Department of Planning to develop integrated heritage tourism strategies (IW E6.3.1). The City of Canada Bay has developed heritage tourism strategies that link into heritage tourism in the region and state. Council's program of audio heritage walks was done in partnership with Sharing Sydney Harbour. Activities for the National Trust Heritage Festival are part of the important program organised by the National Trust. Other opportunities to promote heritage within other tourism strategies in the region should be explored.

8.4.2. Other Opportunities and Challenges Industrial Heritage The waterfront industrial heritage of the City has been mostly lost and replaced by medium/high rise flat development (Chiswick, Breakfast Point and Cabarita) although a small number of significant heritage buildings have been retained. The eastern waterfront has been largely altered by such development and the river end of the LGA is now being similarly affected.

Landmark Heritage Sites There are six items identified as State heritage significance on the State Heritage Register. These are institutional/infrastructure sites and includes the Walker/Yaralla groups.

In heritage terms the City of Canada Bay is particularly distinguished by its generally homogeneous Federation and Inter-War residential townscapes including period shops and commercial buildings. Federation townscapes characterise much of the Drummoyne peninsula with Inter-War townscapes of areas such as Rodd Point and Concord West, providing a good representative examples of Inter-War Sydney suburbs. Also notable are the Yaralla estate, Rivendell (former Thomas Walker Convalescent Hospital), the parklands and remaining unspoilt waterfront areas. However, it should be noted that whilst the waterfront originally shaped the area, the loss of its industrial heritage and redevelopment of the waterfront with residential units has significantly altered the heritage of the waterfront setting of the City.

The Yaralla Estate and Rivendell (former Thomas Walker Convalescent Hospital) precincts are remarkable collections of buildings and vast landscapes so close to the City, are of exceptional significance and should be retained. Conserving these resources on riverfront headlands is an ongoing planning challenge. Concord Repatriation General Hospital adjacent to these sites provides a dramatic contrast in the landscape and its significance as a landmark needs to be managed.

Owner: Strategic Planning Page 182 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Landscapes Much of the Canada Bay LGA, particularly Concord, was developed in the early twentieth century when the philosophies of a garden suburb underlay many planning decisions. The parks in the LGA and street plantings from this are an important feature of the Council area and contribute to the amenity of the area. The management and/or replacement of street trees when they have reached the end of their useful life needs to be carefully managed. Reinforcing street plantings and minimising the impacts of overhead electrical wiring on street trees needs to be better managed.

Development Pressure A major heritage issue for the LGA is the progressive degradation of the heritage qualities of residences and residential groups by overdeveloped additions. This problem is not unique to the LGA. Design guidelines need to continue to evolve to respond to the increasing demand for larger developments within conservation areas and in the vicinity of heritage items. Many of the LGA’s characteristic Inter-War dwellings are quite small in terms of building size, lot size and accommodation. A couple of decades ago, even after their heritage qualities were recognised and ‘restoration’ was a value-added practice, these dwellings would often be purchased by young-childless owners, or parents of one or two young children who would be satisfied with the accommodation (perhaps adding only a family room at the back) and would regard the property as a ‘stepping stone’ towards purchase of a larger property as their family needs grew.

Subsequently, the great increase in value of Sydney real estate, combined with a finite, even diminishing stock of intact ‘period’ houses, has meant that such a house is often the family’s one and only opportunity to purchase a period property in Sydney. Thus there is great pressure to increase the accommodation in the house. This has resulted in some very imaginative but inappropriate efforts to add large amounts of floor space in two-storey rear additions to single storey houses while nevertheless complying with heritage design guidelines in terms of building forms and finishes. The results of such work are starting to seriously degrade the heritage qualities of the City’s characteristic areas of Inter-War housing. Without making controls and guidelines over-prescriptive in terms of design, it is highly desirable to introduce controls that confine such extensions to the rear, on a horizontal plane and, if a second floor is required, that it be within the rear roof envelope of the house (as an attic in effect).

Zoning of Heritage Conservation Areas Heritage Conservation Areas identified under Schedule 5 of the Canada Bay Local Environmental Plan 2008 contribute to the built heritage of Canada Bay Council LGA. Formal identification of these areas through the LEP aims to provide long term protection of their heritage value, helping to preserve the special character created through the contribution made by a number of individual items.

Currently a number of these Heritage Conservation Areas have also been zoned R3 Medium Density Residential. These include:

• Bourketown Conservation Area; • Drummoyne Park Conservation Area'; • Drummoyne Avenue East Conservation Area; • Drummoyne Avenue West Conservation Area;

Owner: Strategic Planning Page 183 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

• Marlborough and Tavistock Streets Conservation Area; • Birkenhead and Dawson Estates Conservation Area; • Salisbury Street Housing Group; • Powell's Estate Conservation Area; • Mortlake Workers' Housing Group; and • Gale Street Inter-War Californian Bungalow Group. A conflict exists where the zoning permits increased development potential and heritage controls promote the conservation of the existing built fabric.

8.5. Objectives and Actions The broad heritage objectives are to: Enhance Council's heritage database to allow informed decisions. Council's heritage resources are to be continually developed and adequately maintained. Part of this will include a Council wide heritage study review (if funding permits) to update the information and assessment of our heritage resources. This will enable informed decisions which reflect the heritage values of the community.

Develop and implement strategies to assist in the understanding and protection of heritage. Council should continue to develop programs that generate public awareness and involvement in local heritage, providing opportunities to celebrate its importance to the community. These programs should include heritage awards, heritage funding assistance, heritage advisory services, participation in the National Trust Heritage Festival, continued development of audio walking tours etc.

To ensure that development does not adversely affect heritage significant places. Ensure the LEP and DCP contain appropriate controls to conserve local heritage. Ensure that adequate information is available about heritage items and conservation areas so that appropriate decisions can be made about future development.

To achieve these objectives, a series of strategies and associated actions are recommended. These are discussed in the following text.

Objective HE1 Enhance Council's heritage database to allow informed decisions

Action HE1 Prepare a Thematic History for Canada Bay

Prepare a thematic history of the entirety of the LGA. Completion of this action will be dependant on whether appropriate funding can be achieved.

Action HE2 Undertake a Heritage Study Review

Undertake a Heritage Study Review of the whole of the City of Canada Bay Council area based on revised Thematic History. Completion of this action will be dependant on whether appropriate funding can be achieved.

Action HE3 Provide individual inventory forms for buildings within conservation areas

Council should complete inventory forms for buildings within conservation areas in the Canada Bay LGA, so that the public can access information and be informed as to how their building contributes to the heritage significance of the area. Completion of this action will be dependant on whether appropriate funding can be achieved.

Owner: Strategic Planning Page 184 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Action HE4 Manage Aboriginal sites

Actively manage Aboriginal Heritage sites in accordance with strategies in the Canada Bay Aboriginal Cultural Heritage Study and Management Plan.

Objective H2 Develop and implement strategies to assist in the understanding and protection of heritage.

Action HE5 Continued implementation of heritage assistance schemes and awards

Continue to support and implement strategies such as heritage assistance and/or rate reduction to encourage owners of heritage listed properties to conserve their properties.

Action HE6 Develop interpretive material to improve community understanding of the history and development of the City of Canada Bay.

Continued development of interpretive material to assist the community's understanding of its historical development. This could include historic walking guides, website information and heritage festival activities.

Action HE7 Continued engagement of Heritage Advisor

Continued engagement of a Heritage Advisor and augmentation of resources within Council.

Action HE8 Support the local studies collection in Council's libraries.

Continued engagement of a Local Studies Librarian and provision of adequate space in Council's libraries for its Local Studies Collection.

Objective H1 To ensure that development does not adversely affect heritage significant places.

Action HE9 Continue to develop guidelines and policies for managing development affecting heritage items and conservation areas.

Review existing planning guidelines and policies and update the provisions for development affecting heritage items and conservation areas.

Action HE10 Develop guidelines for managing Council owned landscape heritage items

Develop policies for the management of parks that have heritage significance so that these places can contribute to the amenity and overall character of the LGA.

Develop policies for the replacement of street plantings that are nearing the end of their useful life.

Owner: Strategic Planning Page 185 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Owner: Strategic Planning Page 186 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

PART 9 - SPECIAL PLANNING AREAS

Owner: Strategic Planning Page 187 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

9. Special Planning Areas

The following areas have been identified as “Special Planning Areas” which require detailed planning to contribute to the long-term goal of achieving the key objectives of the LPS. The Special Planning Areas are shown on the Special Planning Areas map (map 8.1).

9.1. The Parramatta River The City of Canada Bay LGA has over 35 kilometres of foreshore to the Parramatta River, which is the largest of any LGA in the Sydney Harbour catchment area. The Parramatta River makes a major contribution to the landform and urban development pattern of the LGA and also adds to the areas amenity and recreational value.

9.1.1. Planning Context Sydney Regional Environmental Plan (Sydney harbour Catchment) 2005 The Sydney Regional Environmental Plan (Sydney Harbour Catchment) 2005 (the Harbour REP) provides a planning framework with environmental outcomes for Sydney Harbour and its tributaries.

These foreshore areas are considered a major natural, cultural, recreational and commercial asset for both Sydneysiders and visitors, and continue to take the pressure of the increasing population growth and subsequent pressures from additional users. The Harbour REP aims to establish a balance between promoting a prosperous working foreshore, maintaining a healthy and sustainable waterway environment and promoting recreational access to the foreshore and waterways for future populations.

The Harbour REP provides maps which outline the boundary of the Sydney Harbour Catchment, identify strategic foreshore development sites, identifies areas designated for special purposes such as marinas, and provides a waterway zoning map, heritage map, wetlands protection map and critical habitat map.

These maps and associated legislation will be utilised to inform foreshore planning on the Parramatta River within the Canada Bay LEP.

The Sydney Harbour Foreshores and Waterways Area Development Control Plan 2005 This development control plan has been provided to support the Harbour REP. The DCP provides detailed design guidelines for development and criteria for natural resource protection for the area identified as Foreshores and Waterways area. The DCP was made at the same time that the REP was gazetted.

Maps 2, 3, 4, 6, 7 of the Ecological Communities and Landscape Characters maps apply to the Canada Bay LGA. These maps and associated DCP, in conjunction with the Harbour REP will be utilised to inform foreshore planning on the Parramatta River within the Canada Bay LEP.

Sharing Sydney Harbour - Access Plan The Access Plan's vision is to improve public access to, and enhance the recreational enjoyment of, Sydney Harbour and its tributaries for the people of Sydney and visitors to the city. The Access Plan identifies opportunities to improve access to the foreshores and waterways for a range of recreational users including pedestrians, cyclists and recreational boaters. Typical projects include walking tracks; on- road and off-road cycleways; public domain improvements; wharves, jetties & pontoons; and soft access for landing small boats including seawall steps and beaches.

Owner: Strategic Planning Page 188 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Map 9.1: Special Planning Areas

Owner: Strategic Planning Page 189 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Council has attained a number of grants to assist in achieving the objectives as described in the Sharing Sydney Harbour Access Plan (August 2003):

2003 $200,000 - to Canada Bay Council for the construction of approximately 400m of the second stage of the off road cycleway on Henley Marine Drive between Brent Street and Miller Street. $40,000 to Canada Bay & Strathfield Council for the Powell's Creek - Harbour to Hinterland long term strategy to provide a shared use pathway between Homebush Bay and Strathfield Town Centre. 2005 $20,000 - to Canada Bay Council for the Abbotsford Bay Foreshore Access Project, contributing towards stairways and platform structures to improve foreshore access in Montrose and Figtree Reserves, Abbotsford. $80,000 - to Canada Bay Council for the Cabarita Park shared pedestrian and cycle path along the foreshore to link Breakfast Point to the rivercat wharf off Cabarita Park. 2006 $200,000 - to Canada Bay Council for the Bay Run (Drummoyne) to widen the Iron Cove Bay Run on the eastern side of Henley Marine Drive between Henley and Thompson Streets. 2007 $200,000 - to Canada Bay Council for the Bay Run (Drummoyne) to continue widening of the Iron Cove Bay Run on the eastern side of Henley Marine Drive between Henley and Thompson Streets and ensure consistency of paving along the section of the circuit within the Canada Bay LGA. $20,000 to Canada Bay & Strathfield Council for continuation of the Hamilton Street Bridge across Powell's Creek - 'Harbour to Hinterland' long term strategy to provide a link between Homebush Bay and Strathfield Town Centre.

Discussion The main land uses located along the City of Canada Bay foreshore have undergone significant change through the loss of industrial sites such as the Gasworks at Breakfast Point, Union Carbide site at Rhodes and former Dulux site at Cabarita, to contemporary forms of housing. There are remaining industrial areas at Mortlake and Concord (Exile Bay) and maritime and marinas precincts at Birkenhead Point and Abbotsford which provide marine services for the local and regional boating community. The remaining industrial areas include an industrial precinct at Leeds Street in Rhodes and the Freshfoods (Bushells) factory on Burwood Road in Concord.

There has also been the emergence of recreational areas at Iron Cove (Bay Run) and Brays Bay Reserve.

The City of Canada Bay State of the Environment Report 2000/2001 identified that the Parramatta River is under stress from human and natural factors, which has resulted in water pollution from stormwater runoff from hard surfaces (roads and backyards), illegal discharge and natural tidal range and flushing.

Through Sharing Sydney Harbour “Our Harbour Agreement” (Refer Chapter 3.2) and relevant environmental planning legislation, both State and local government initiatives are working to improve foreshore access; maintain and secure maritime sites; improve environmental quality and design of land use on the foreshore and also enhance the recreational and cultural experience of the Harbour and its tributaries.

The City of Canada Bay will need to respond to the main planning objectives and strategic outcomes as promoted by State and Local Government to ensure that the Parramatta River continues to function as a natural waterway that provides an area of access, recreation, home and workplace.

Owner: Strategic Planning Page 190 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

The main planning opportunities and challenges facing the Parramatta River in the City of Canada Bay are provided below:

• Sydney Harbour and the Parramatta River provide recreation opportunities both on and adjacent to the waterway; • The demand for high quality housing along the foreshore; • The ongoing use of the Parramatta River as a transport corridor (STA Ferries) and public transport service demands from new housing areas; • Resident concern about the operation of marinas and maritime precincts; • The ongoing use and potential redevelopment of remaining large industrial sites along the City of Canada Bay foreshore such as Bushells and Mortlake; • Remaining Industrial areas and maritime precincts need protection from further pressures of residential redevelopment; • The emergence of Cockatoo Island and Spectacle Island as areas of historic and tourism potential; • Manage land uses along the foreshore of the City of Canada Bay and also Cockatoo and Spectacle Island on the Parramatta River; and • The need to improve the natural water quality of the Parramatta River and its tributaries.

9.1.2. Objectives and Actions The broad Parramatta River objectives are to:

Improve public access to the foreshore. Existing public access to the Parramatta River should be retained and enhanced. Council should also identify opportunities for additional foreshore access where new development is proposed.

Reduce visual and environmental impacts of development on the Parramatta River. Visual and environmental impacts of future development should be minimised and reduced through the review of land use zones and urban design controls relating to developments that are within or directly impact foreshore areas.

Objective S1 Improve Public Access to the foreshore

Action S1 Identify and map future foreshore linkage opportunities

Create a foreshore access plan that identifies all existing public access to the foreshore and opportunities to increase access to all other areas.

Action S2 Development on the foreshore to include public access

Council's LEP and DCP should clearly articulate Council's position on maintaining and enhancing public foreshore access. These plans should be revised to align with any foreshore access plan.

Action S3 Ongoing implementation of "Sydney Harbour Access Plan"

Council should continue to attain grants while they are offered, to assist in achieving the objectives in the Sharing Sydney Harbour Access Plan. This Plan is a capital works grants program launched in 2003 as part of the Sharing Sydney Harbour Vision program.

Owner: Strategic Planning Page 191 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Objective S2 Reduce visual and environmental impacts of development on the Parramatta River

Action S4 Limit further large scale residential development on the foreshore where located outside of centres

New large scale (high rise) residential development should be limited in Peninsula locations on the foreshore. Redevelopment of remaining sites in foreshore locations should have densities which reflect their peninsula locations.

Action S5 Provide detailed design controls for all land uses along the foreshore.

Controls should consider setbacks, visual impact, landscaping and environmental impacts of development.

Action S6 Implement the City of Canada Bay plans in relation to the Parramatta River.

• Estuarine Vegetation Management Plan; • Dame Eadith Walker Estate Concord: Vegetation Management Strategy (2008); • Flora Inventory for Canada Bay Council (April 2003); and • Canada Bay Fauna Survey (2002-2003).

Owner: Strategic Planning Page 192 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

9.2. Parramatta Road Parramatta Road is approximately 23 kilometres long and links the Sydney CBD with the Parramatta CBD. Parramatta Road forms a significant part of the southern boundary of the City of Canada Bay (3.5 km of road frontage). It is characterised by a mix of industrial, residential and commercial zones, with car retail outlets a feature, although over time there has been gradual change from car based retailing to recreation based establishments and bulky good retailing premises.

Sections of Parramatta Road are suffering due to poor environmental quality and amenity and declining economic activity. Heavy volumes of traffic and poor road infrastructure make Parramatta Road a major congestion area for commuters and lack of urban design and restricted access provide a poor pedestrian environment.

The area also has a fragmented land ownership pattern and along with inconsistent planning codes and controls and disjointed management by private and government agencies, the road faces important challenges.

9.2.1. Planning Context Draft Inner West Subregional Strategy The draft Inner West Subregional Strategy identifies Parramatta Road as an 'Enterprise Corridor Zone'. This zone is intended to provide valuable spaces for local industrial services, such as automotive services, a limited range of retail formats and often affordable spaces for business.

The draft Inner West Subregional Strategy states that strategic planning work is being undertaken for the corridor, accompanying the three draft Subregional Strategies (South, Inner West & West Central). This work further outlines opportunities along Parramatta Road for urban development and identifies infrastructure improvements to support the revitalisation of Parramatta Road including local and regional transport capacity, public domain, community services and open space.

The draft Inner West Subregional Strategy recommends that land adjoining Parramatta Road be zoned 'Enterprise Corridor'. The exception to this is existing industrial zoned land which has been identified to remain as industrial land. Canada Bay has 10.9 hectares of Category 1 lands along the Parramatta Road Corridor.

Parramatta to City Corridor Project The “Parramatta Road Project” was an initiative by the Department of Planning to outline opportunities along Parramatta Road for urban development and identifies infrastructure improvements to support the revitalisation of Parramatta Road including local and regional transport capacity, public domain, community services and open space. Future work on the Parramatta Road project was to be contingent on the extension of the M4 Motorway or any other public transport initiatives.

In May 2004 the NSW Government established a Taskforce to identify opportunities for renewal within the Parramatta to City corridor.

Owner: Strategic Planning Page 193 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

The City of Canada Bay Council fell under three (3) out of the four (4) sectors identified along the Parramatta Road corridor, namely:

• Sector 2 - Ashfield and Canada Bay; • Sector 3 - Burwood and Canada Bay; and • Sector 4 - Auburn, Strathfield, Parramatta and Canada Bay (and indirectly SOPA).

Through the development of Structure Plans for each Sector, the Taskforce considered the capacity to accommodate homes and jobs along the Parramatta Road corridor. It was intended that this work would identify the infrastructure investments (public transport, open space, utilities and community facilities) to support growth.

As at the completion date of the LPS, the Parramatta Road project has not been finalised nor have any of the Sector Plans that affect the Canada Bay LGA been released for public comment. It would appear that they are unlikely to be forthcoming.

Discussion Council has received submissions from land owners on Parramatta Road seeking redevelopment. In particular landowners of large existing industrial sites have indicated the desire to rezone these sites to accommodate some form of mixed use activity, including residential development.

Juxtaposed to these requests the State Government is advocating a policy of supporting the retention of industrial zoned sites to provide local light manufacturing, warehousing, auto repairs and the like.

This LPS identifies that Parramatta Road will continue to be a major western arterial road in the short to medium term. It is unlikely that the function of the road will change in the immediate future. In light of the non finalisation of the draft Inner West Subregional Strategy and the desire of Council to see redevelopment and renewal of Parramatta Road it is recommended:

• That the B6 Enterprise Corridor be applied to the existing industrial zone on Parramatta Road. This will provide a consistent zoning along the Parramatta Road Corridor.

The LPS in recommending a B6 Enterprise Corridor does not, however support residential as part of this zone in the short term. Council recognises that whilst Parramatta Road is suitable for urban renewal the lack of public transport infrastructure is a constraint to increasing densities within the corridor. The NSW Metropolitan Transport Plan (February 2010) has put on hold two transport infrastructure projects which were critical to the redevelopment of Parramatta Road - the M4 East extension and the commencement of Sydney's Metro network. Council engaged GTA consultants to undertake an independent review of the impact of Metropolitan Transport Plan on the City of Canada Bay. As part of this review GTA undertook a Transport Accessibility Assessment of the Parramatta Road industrial area which concluded that there are insufficient public transport services within the local area to accommodate the future demand generated by proposed mixed use development.

Owner: Strategic Planning Page 194 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

9.2.2. Objectives and Actions The broad Parramatta Road objectives are to:

Continue to plan for a long term vision for Parramatta Road. Liaise with State Government in relation to supporting the long term vision of Parramatta Road, following any future infrastructure initiatives. Council will investigate implementing a B6 Enterprise Corridor on Parramatta Road. Improve the amenity along the Parramatta Road corridor. Parramatta Road is seen to have poor amenity due to the aggressive traffic environment. Future plans and policies should incorporate controls which mitigate impacts in relation to noise, pollution, visual quality and provide improved urban design.

To achieve these objectives, a series of actions are recommended as follow:

Objective S3 Acknowledge the role of Parramatta Road as a major arterial road and transport corridor

Action S7 Acknowledge that Parramatta Road will remain as a major State Arterial Road in the Sydney Metropolitan Region.

Future development and planning controls should acknowledge Parramatta Road as a major traffic generating precinct.

Action S8 Advocate for an appropriate M4 East Road proposal and public transport options to support redevelopment along Parramatta Road

In principle support should be provided by Canada Bay Council for the concept of an M4 East extension and other public transport options to service the ongoing redevelopment of Parramatta Road. The M4 East extension and additional public transport options would provide significant benefits in terms of removing traffic from Parramatta Road, Queens Road and local streets.

Objective S4 Rezone industrial land on Parramatta Road

Action S9 Rezone IN1 General Industrial precinct on Parramatta Road to B6 Enterprise Corridor. Residential uses are not to be permitted in the short term

Rezone existing Industrial lands to Enterprise Corridor. Residential uses are not to be permitted in the short term. Council will continue to lobby the NSW State Government for the provision of suitable public transport infrastructure to support the ongoing redevelopment of the Parramatta Road Corridor.

Action S10 Retain employment land generating uses on the Parramatta Road Corridor

A mix of employment-related development should continue to be encouraged along the Parramatta Road ‘Enterprise Corridor’ as it is well suited to support a range of local industries and specialised business/commercial uses.

The volume of traffic along Parramatta Road can offer benefits to businesses in terms of profile. There may be scope for additional high quality show rooms; for example modern integrated auto sales and repair centres. High quality developments with

Owner: Strategic Planning Page 195 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

visible frontages have the potential to improve the look and feel of the area, and may influence the perceptions of those travelling through the LGA.

Objective S5 Improve the amenity along the Parramatta Road corridor

Action S11 Improve Urban design and Pedestrian Amenity through design and planning.

Review Council's Development Control Plan to ensure effective design outcomes for improved amenity are achieved for the Parramatta Road corridor.

Action S12 Minimise exposure to unacceptable noise levels

Any new urban development should experience noise levels consistent with relevant noise criteria.

Owner: Strategic Planning Page 196 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

9.3. Strathfield Triangle The Strathfield Triangle precinct is centrally located within the Sydney metropolitan area and is bordered and somewhat constrained and isolated by existing transport arteries. These include the railway alignment to the west, Leicester Avenue to the east and Parramatta Road to the North.

It has a largely residential character with former commercial and industrial sites on Parramatta Road converting to residential uses. A current feature of the area is that it is in a transition phase from older low density building to higher density residential flat buildings.

Strathfield Triangle Review Council has commissioned planning and urban design consultants to conduct a review of the Concord Planning Scheme Ordinance, 1969, the Concord Local Environmental Plan No. 103, the Strathfield Triangle Development Control Plan 2002 and Section 94 Plans for the Strathfield Triangle. The major outcome of this project is to prepare a new draft DCP and provide revised development standards for inclusion in a future Local Environmental Plan for Canada Bay.

9.3.1. Objectives and Actions The broad Strathfield Triangle objectives are to:

Prepare a long term plan for the Strathfield Triangle. The Strathfield Triangle has been nominated for redevelopment under the Sydney Metropolitan Strategy. A revision of existing planning controls is being undertaken to ensure planning responds to needs identified for the future growth of the area.

Facilitate higher density residential development close to transport, infrastructure and services. Strathfield Triangle is located in close proximity to Strathfield railway station, Strathfield town centre and Powells Creek corridor. Higher densities are encouraged in Strathfield triangle as a result of its close proximity to transport and the town centre. New development should ensure amenity and accessibility to these services is improved through enhanced urban design.

Implement new and enhance existing pedestrian scale access to transport, services and public domain areas. Strathfield Triangle has limited pedestrian accessibility to surrounding public transport, services and facilities. Future plans should address urban design concerns and improve connectivity and accessibility to transport and general services located within close proximity of the precinct.

Ensure the strategy facilitates the implementation of a public park which meets the needs of the area. It will be necessary to ensure that the urban design outcomes within the development control plan address the need for open space to support future increased population growth within the precinct.

Develop a S94 Contributions Plan for the Strathfield Triangle precinct. The S94 Plan for the Strathfield Triangle should be reviewed concurrently with the DCP, to ensure it responds adequately to the outcomes and implementation requirements of the DCP.

Objective S6 Prepare long term planning controls for the Strathfield Triangle

Action S13 Prepare a new Development Control Plan for the precinct.

A Development Control Plan should be developed to plan for the future growth for the area identified by the Sydney Metropolitan Strategy.

Action S14 Facilitate higher density residential development close to transport, infrastructure and services.

Owner: Strategic Planning Page 197 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Planning for the Strathfield Triangle should respond with higher residential development to reflect its appropriate location in close proximity to a major rail line, town centre and accessibility to Sydney city.

Action S15 Improve urban design and pedestrian amenity.

Ensure effective design outcomes for improved amenity are achieved for residential areas within the precinct and for pedestrian links providing connectivity and accessibility to transport and services surrounding the precinct.

Action S16 Improve connectivity and accessibility to the town centre and local services.

Connectivity and accessibility from the Strathfield Triangle to the surrounding town centre services and facilities, including transport should be maximised through urban design.

Action S17 Facilitate the creation of public open space for residents.

Facilitate the creation of public open space within the Strathfield Triangle to meet the demands of population growth in the precinct.

Objective S7 Develop a Section 94 Contributions Plan

Action S18 Review existing S94 Contributions Plan

Review existing s94 Plan and prepare a new Plan to enable the provision of an appropriate level of community infrastructure.

Owner: Strategic Planning Page 198 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

9.4. Rhodes Peninsula The Rhodes Peninsula is located on the Parramatta River, approximately 19 km west of the Sydney CBD.

The Rhodes Peninsula is surrounded by major transport networks and has access to the Sydney Suburban Network (Rhodes Rail Station on the Main Northern Rail Line) and the entire Peninsula is located within 800m of the rail station.

The area has access to regional roads including Concord Road (north-south), Homebush Bay Drive (north-south) and further south is the M4 Motorway, which links to the Sydney CBD and Greater West.

There is a regional cycle link which connects the area to Homebush Bay, the Cooks River and Ryde. Sharing Sydney Harbour Access Plan also recommends new regional cycle paths to better link the Rhodes Peninsula to Homebush Bay and Concord West. Walking paths are also proposed as part of the Access Plan to achieve better linkage to the foreshore areas east of Rhodes.

The Rhodes Peninsula contains a mixture of residential, industrial, commercial office and public domain uses. The area has good access to Sydney Olympic Park, Bicentennial Parklands and Homebush Bay and also local parks such as Brays Bay Reserve.

The Rhodes Peninsula will ultimately provide around 4,500 new dwellings. As at March 2009, 900 of 1,500 approved dwellings have been constructed such that development is approximately 22% complete, with another 200 apartments proposed to be opened shortly.

A new shopping centre (Rhodes Waterside) of approximately 52,000m² of retail space and 8,000m² office space has been constructed, and includes the second largest IKEA store in the southern hemisphere (27,000m² floor space), Bing Lee, Coles, Harris Farm Fruit Market, an 8-screen cinema complex owned by Readings Cinemas and a number of speciality shops and eateries. It is estimated that Rhodes will ultimately provide 1,500 office jobs and 850 retail jobs to the area, as well as construction jobs over the life of the project.

9.4.1. Planning Context Draft Inner West Subregional Strategy The Rhodes-Homebush Bay precinct has been identified as a Specialised Centre in the draft Inner West Subregional Strategy, providing a commercial core located close to the railway station with high density residential development surrounding the core and fronting the Parramatta River.

Rhodes is considered a Specialised Centre in conjunction with the Olympic Park site, due to their geographical proximity and the potentially complementary role which the two precincts may play. Together these precincts offer major potential to establish higher skilled jobs towards Western Sydney, and will make a significant contribution to economic growth in Sydney to 2031.

Rhodes specifically, performs a vital economic role, providing significant higher skilled employment opportunities close to transport. It also provides an important economic role in its own right within the subregion through the provision of town centre functions and subregional retail needs.

Sydney Regional Environmental Plan No. 29 - Rhodes Peninsula Planning for this area, known as the "Renewing Rhodes" Urban Renewal Project, was undertaken by the NSW Department of Planning. The land comprises 43 hectares of former waterfront industrial land which was heavily contaminated. Remediation of Precincts B and C of the area is currently being undertaken

Owner: Strategic Planning Page 199 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

by Thiess Services under the strict control of the State Departments of Environment and Climate Change, and Health.

Planning for the Rhodes Peninsula has been controlled by Sydney Regional Environmental Plan No. 29 (SREP 29). For the first few years since the gazettal of the plan in 1999, the State Government was responsible for development consent. However, in July 2007, the City of Canada Bay Council was delegated the Consent Authority role by the Planning Minister. Now, virtually all applications for development are lodged with the Council.

On 8 December 2009 Council adopted a new Rhodes West Master Plan, proposing an uplift in floor space, increased public open space, a public square and a larger multi-functional community facility to meet the needs of the new and existing population. The Master Plan will be implemented by incorporating the relevant provisions of SREP 29 and changes proposed by the Rhodes West Master Plan into the Canada Bay LEP 2008 and a new Development Control Plan.

Discussion Future development in the precinct will focus on providing a lively mixed-use retail, residential and commercial district, playing a complementary role to Sydney Olympic Park and the creation of a well serviced community.

It is currently anticipated that the future planning for this precinct will remain under Council's direct control. Council through the Rhodes West Master Plan will address a number of shortcomings which have emerged in the development of the area, via a review of the existing planning controls, and taking into account current market trends and housing scenarios.

Major consideration of the review includes:

• Recognising the need for connectivity to Sydney Olympic Park, especially new facilities proposed to be located in the new town centre (i.e. hospital and tertiary education facility under the Sydney Olympic Park Master Plan 2030) and the proposed Homebush Bay West residential and commercial area proposed by the Department of Planning. • Recognising the Parramatta River as an important waterway, recreation area and transport corridor. • Recognising the importance of providing sufficient accessibility to and from the Peninsula especially via pedestrian pathways and cycleways to other public transport options such as buses and ferry, as well as rail and providing people with options to discourage car usage. • Recognising the need for more open space within the Peninsula and considering increasing building heights to obtain more open space at ground level. • Recognising that the precinct needs a high quality community facility which will function as the centre of the community life on the Peninsula, meeting a range of purposes and functions.

9.4.2. Objectives and Actions The broad Rhodes objective is to:

Facilitate planning in Rhodes in recognition of its role as a specialised centre. Rhodes is identified as a Specialised Centre in the Metropolitan Strategy. The Specialised Centre performs a vital economic and employment role which generates metropolitan wide benefits. Also, the Rhodes Peninsula will accommodate nearly half of all housing and employment growth in Canada Bay to 2031. It is important to ensure planning for this area is coordinated in line with this growth.

Owner: Strategic Planning Page 200 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

To achieve these objectives, a series of strategies and associated actions are recommended. These are:

Objective S8 Facilitate planning in Rhodes in recognition of its role as a specialised centre.

Action S19 Integrate SREP 29 into Canada Bay LEP

Prepare a LEP amendment which will provide zoning, building height and floor space controls that reflect the adopted Rhodes West Master Plan.

Action S20 Improve accessibility to the Peninsula

Improve the accessibility of the Peninsula to other adjoining localities in the City of Canada Bay, especially pedestrian and cycle ways connecting to foreshore reserves and other local and regional open space.

Action S21 Protect employment and industrial lands at Leeds Street

The Leeds Street industrial precinct is important for the local and subregional economy and there are minimal constraints for the current use at this time. This industrial land should be retained, subject to further investigations within a 10 year time frame.

Action S22 Provide a multi-functional community facility and increased public open space in Rhodes

Provide for a landmark design, multi-purpose community facility in the centre of the Rhodes Peninsula urban renewal precinct as well as an increase in public open space.

Owner: Strategic Planning Page 201 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

10. References

Aboriginal Cultural Heritage Study and Management Plan for the City of Canada Bay (2006), Gondwana Consulting Pty Ltd City of Canada Bay Bike Plan (2005). City of Canada Bay Council. City of Canada Bay Cultural Plan (2008-2013). City of Canada Bay Council. City of Canada Bay Development Control Plan (March 2008). City of Canada Bay Council. City of Canada Bay Draft FuturesPlan20 (2008). City of Canada Bay Council. City of Canada Bay Estuary Vegetation Management Plan (2008), City of Canada Bay. City of Canada Bay Fauna Survey (2008), City of Canada Bay. City of Canada Bay Flora Inventory for Canada Bay City Council (2008), City of Canada Bay. City of Canada Bay Generic Plan of Management (March 2007). City of Canada Bay Council. City of Canada Bay Let's Play Strategy (2008). City of Canada Bay Council. City of Canada Bay Local Environment Plan (March 2008). City of Canada Bay Council. City of Canada Bay Public Arts Strategy (2008-2013). City of Canada Bay Council. City of Canada Bay Recreation Plan (March 2007). City of Canada Bay Council. City of Canada Bay Security and Crime Prevention Strategy (?). City of Canada Bay Council. City of Canada Bay Structure Plan (2004). GHD. City of Cities - Sydney Metropolitan Strategy (2005) Department of Planning. Concord Heritage Study (1986), Grace Karskens Drummoyne Heritage Study - Thematic History(1989), Paul Ashton Environmental Planning & Assessment Act 1979, New South Wales. Household Travel Survey (2006), Transport Data Centre, NSW Ministry of Transport. Inner West Subregion Draft Subregional Strategy (2008), Department of Planning. Integrating Land Use Transport - Improving Transport Choice (2001), Department of Urban Affairs and Planning. Integrating Land Use Transport - The Right Place for Business (2001), Department of Urban Affairs and Planning. Journey to Work (2006), Transport Data Centre, NSW Ministry of Transport. Local Government Act 1993, New South Wales. Metropolitan Strategy: City of Cities: A Plan for Sydney's Future (2005), NSW Department of Planning. SRROC Review of Sporting Fields Management in the Southern Sydney Region (July 2008), South Sydney Regional Organisation of Councils. State Environmental Planning Policy (Draft) No.66 Integrating Land Use and Transport Information Package. State Environmental Planning Policy (Housing for Seniors and People with a Disability) 2004. The State Plan - A New Direction for NSW (November 2006), NSW Government. Threatened Species Conservation Act 1995, New South Wales. Rhodes West Master Plan, City of Canada Bay, December 2009 Metropolitan Transport Plan, NSW Government February 2010

Owner: Strategic Planning Page 202 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Appendix 1 - Development Feasibility Testing

Feasibility Testing Five sites have been chosen across three different centres. The sites include mixed use main street locations, centre edge locations that may be appropriate for commercial ground floor and/or live/work ground floor dwellings and purely residential locations.

The locations selected are considered suitable for residential intensification by virtue of their proximity to existing public transport routes, retail services and open space assets. The sites are typical of the lots size and pattern in the immediate locale making the results relevant to a broader area, not just the specific allotments chosen.

For each site, the test has envisaged two different development scenarios. In general, the first scenario is a more conventional form of residential intensification: redevelopment of larger sites (in most cases greater than 1,000 sqm) with generally more than 15 dwellings, basement parking and some communal open space. The number of car spaces is generally 1 per dwelling or less.

The second scenarios are generally an alternative approach that permits the development of smaller sites, around 600 sqm. These redevelopments would generally provide limited or no off-street parking, generally have less or no communal open space and require the amalgamation of only two adjoining allotments.

Generally planning controls have discouraged or prohibited this latter type of development via minimum lot size controls for higher density developments. Due to the small size of existing allotments, amalgamation of 3 or 4 adjoining sites is required to achieve the minimum lot size. This, coupled with high cost of housing, has prevented the redevelopment of many areas that are well located to support higher residential densities. This alternative approach seeks to permit development of smaller land parcels thereby freeing up sterilized land. Such types of development are also likely to be considerably cheaper to build (no basement, less communal open space) which should contribute to the supply more affordable housing. Due to the lack of on-site car parking it is critical that such development are only located in areas that are within a easy walk of good public transport services and ideally have access to multiple transport route as well as car share facilities.

Variety of existing lot and block sizes Although there is a general consistency of the existing built form on these sites (detached and attached one and two storey housing) there is subtle but significant variation in the lot dimensions in all five locations. This variation underlines the need for specific site testing and the development of place specific development controls, particularly FSR, setbacks, heights, site cover, etc. In some instance specific building envelopes would be appropriate means of describing the desired form for new development.

Owner: Strategic Planning Page 203 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Development Scenarios Area of typical Site Location Typical depth Typical width Orientation allotment 570 NW-SE and NE- 1 Five Dock 38 15 SW 340 NW-SE and NE- 2 Five Dock 26 13 SW 3 Concord 32 10 320 NW-SE 4 North Strathfield 48 15 720 NE-SW 5 North Strathfield 42 13 550 NE-SW Source: SGS, 2008

Off street car parking Provision of on-site car parking is usually a key constraint to redevelopment of lower density site to higher density residential and mixed uses development. All the sites tested here should be allowed to provide lower rate of car parking that the current controls would permit by virtue of their proximity to existing centres and public transport routes and infrastructure. It is likely that reduced rates, coupled with appropriate public transport service levels and residential parking schemes, are necessary to encourage redevelopment of these sites. This should have the dual benefit of supporting existing centres with increased residential population and increasing modal share of residents that frequently use public transport

Scenarios in detail Site 1: Five Dock centre Regular allotment sizes Scenario 1: Scenario 2: Both mixed use and residential Mixed use development on Great Residential Both rear access and without Northern Road development on Typical lot depth 37 – 40 metres One floor retail 400 sqm 3 x 3 bed Typical lot widths (residential streets): One floor commercial 400 sqm townhouses 7.5, 9 and 15 metres 2 x 2 bed apartments 3 x 1 bed Typical lot widths (main streets): varies 4 x 1 bed apartments apartments (above garages at between 8 and 18 metres 3 at grade parking lane) 3 at grade parking (access from lane)

Site 2: Five Dock edge of centre Irregular allotments Scenario 1: Scenario 2: Good opportunity for intensification if Residential development on Lyons Road Residential major consolidation can be achieved 10 x 3 bed apartments development on Potential for mixed uses on particular 20 x 2 bed apartments Innes Street street frontages and/or live/work 10 x 1 bed apartment 4 x 3 bed dwellings at ground apartments 2 lifts No rear access 4 x 2 bed Basement parking for 30 cars (less than 1

Owner: Strategic Planning Page 204 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Typical lot depth 22 – 30 metres per dwelling) apartments Typical lot widths: 11, 13 and 15 4 x 1 bed metres apartment 1 lift Basement parking for 8 cars (less than 1 per dwelling) Site 3: Concord Scenario 1: Scenario 2: Residential development on Bent Street Residential development on Bent Street 3 x 3 bed apartments 2 x 3 bed apartments 3 x 2 bed apartments 2 x 2 bed apartments 2 x 1 bed apartments 2 x 1 bed apartments Basement parking for 6 cars (less than 1 per No off street parking dwelling) Site 4: North Strathfield Scenario 1: Scenario 2: Residential development on Waratah Street Residential development on Waratah Street 3 x 3 bed apartments 4 x 2 bed apartments 8 x 2 bed apartments 4 x 1 bed apartments 4 x 1 bed apartments No off street parking Basement parking for 15 cars (1 per dwelling) Site 5: North Strathfield Scenario 1: Scenario 2: Residential development on Hamilton Street Residential development on Hamilton Street 2 x 3 bed apartments 5 x 2 bed apartments 5 x 2 bed apartments 2 x 1 bed apartments 5 x 1 bed apartments No off street parking Basement parking for 12 cars (1 per dwelling)

Summary of Feasibility Testing Results The summary of the results for the feasibility testing are shown in 0. The model inputs are summarised as follows:

Revenue Side Sales values Achievable sales values will be equal to current median sales values in that suburb plus 20% for new development Selling expenses Commission on sales=3% of sales value, legal fees = 0.5% of sales value, marketing = 0.5% of sales value, allowance for profit and risk = 15%

Owner: Strategic Planning Page 205 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Cost Side Professional Fees Total professional fees (architect, QS, etc) = 5.5% of construction cost.

Building cost Demolition = $49/ sqm, residential building (basic standard) = $1,525/ sqm, commercial/ retail construction = $665/ sqm, lift = $110,000 per 5 storey lift, outdoor parking = $2,320/ space, indoor parking = $39,200/ space (Source: Rawlinsons Construction Manual). Contingency on building costs = 10% of construction cost

Other costs Council fees = 1% of building cost, Stamp duty (standard calculation). Loan value = total cost. Interest rate = 9.7%. Period from construction to sale = 2yrs.

Land Value Per sqm rates sourced from RPData

For each site the total revenue (less sales expenses) minus the total costs has been calculated to produce the residual land value (RLV). The three RLV values illustrate the effect of varying the sales prices by the inflated median value +/- 10%. Where the RLV is greater than the estimated current value of the site, the development is considered to be viable.

Owner: Strategic Planning Page 206 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

In broad terms this exercise has demonstrated that increasing densities and decreasing parking requirements will make development at the subject sites and therefore in centres more feasible.

Table A1: Summary of Feasibility Testing Results Site 1 Site 2 1a 1b 2a 2b Devt Description mixed use: retail, commercial, residential 2.5 storey townhouses and loft apartments 5 storey apartment with basement parking 4 storey apartment with basement parking Site Area 450 sqm 600 sqm 1800 sqm 680 sqm Built Footprint 0 sqm sqm 1050 sqm 330 sqm Residental Floorspace 420 sqm 678 sqm 2700 sqm 1068 sqm Retail/ Commercial Floorspace 600 sqm 0 sqm 700 sqm 0 sqm Net FSR 2.27 1.13 1.89 1.56 No. Dwellings 6 6 36 12 Outdoor Parking 3 6 0 0 Underground Parking 0 0 30 8

Total Revenue (median, +/- 10%)$ 5,017,119 $ 5,043,001 $ 5,068,883 $ 3,170,713 $ 2,882,466 $ 2,594,219 $ 21,342,628 $ 19,964,703 $ 18,586,778 $ 6,201,895 $ 5,638,086 $ 5,074,277 Total Cost $ 1,583,465 $ 1,572,536 $ 8,673,572 $ 3,025,024 RLV$ 3,261,971 $ 3,286,559 $ 3,311,147 $ 1,518,267 $ 1,244,433 $ 970,599 $ 12,035,604 $ 10,726,575 $ 9,417,546 $ 3,018,027 $ 2,482,409 $ 1,946,791

Estimated Market Value$ 2,310,000 $ 921,300 $ 2,559,600 $ 1,459,500 Viable $ 951,971 $ 976,559 $ 1,001,147 $ 596,967 $ 323,133 $ 49,299 $ 9,476,004 $ 8,166,975 $ 6,857,946 $ 1,558,527 $ 1,022,909 $ 487,291

Site 3 Site 4 3a 3b 4a 4b Devt Description 3 storey apartment with basement parking 2 storey apartment with no parking 2 and 3 storey apartment with basement parking 2 storey apartment with no parking Site Area 960 sqm 640 sqm 1450 sqm 720 sqm Built Footprint 400 sqm 320 sqm 660 sqm 660 sqm Residental Floorspace 1248 sqm 512 sqm 1275 sqm 560 sqm Retail/ Commercial Floorspace 0 sqm 0 sqm 0 sqm 0 sqm Net FSR 0.97 0.8 0.88 0.78 No. Dwellings 16 8 15 8 Outdoor Parking 0 0 0 0 Underground Parking 10 0 15 0

Total Revenue (median, +/- 10%)$ 8,022,742 $ 7,293,402 $ 6,564,062 $ 3,641,695 $ 3,310,632 $ 2,979,569 $ 6,423,754 $ 5,839,776 $ 5,255,798 $ 2,814,134 $ 2,558,304 $ 2,302,474 Total Cost $ 3,377,074 $ 1,230,224 $ 3,735,265 $ 1,332,662 RLV$ 4,413,384 $ 3,720,511 $ 3,027,638 $ 2,290,898 $ 1,976,388 $ 1,661,877 $ 2,554,065 $ 1,999,286 $ 1,444,507 $ 1,407,399 $ 1,164,360 $ 921,321

Estimated Market Value$ 1,549,650 $ 1,549,650 $ 1,980,000 $ 990,000 Viable $ 2,863,734 $ 2,170,861 $ 1,477,988 $ 741,248 $ 426,738 $ 112,227 $ 574,065 $ 19,286 -$ 535,493 $ 417,399 $ 174,360 -$ 68,679

Site 5 5a 5b Devt Description 2 and 3 storey apartment with basement parking 2 storey apartment with no parking Site Area 1100 sqm 550 sqm Built Footprint 660 sqm 280 sqm Residental Floorspace 1020 sqm 512 sqm Retail/ Commercial Floorspace 0 sqm 0 sqm Net FSR 0.93 0.93 No. Dwellings 12 8 Outdoor Parking 0 0 Underground Parking 12 0

Total Revenue (median, +/- 10%)$ 5,043,951 $ 4,585,410 $ 4,126,869 $ 2,613,125 $ 2,375,568 $ 2,138,011 Total Cost $ 3,020,760 $ 1,202,474 RLV$ 1,922,031 $ 1,486,418 $ 1,050,804 $ 1,340,118 $ 1,114,439 $ 888,760

Estimated Market Value$ 1,584,000 $ 792,000 Viable $ 338,031 -$ 97,582 -$ 533,196 $ 548,118 $ 322,439 $ 96,760

Owner: Strategic Planning Page 207 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Appendix 2 – Implementing Density Increases

Neighbourhood Centres

Principles

• Provide fine grain retail and commercial development in a tightly defined core, typically not greater than 50 metres in length; • Permit ‘shop top’ housing within the core, up to 3 or 4 storeys; • Permit higher density residential development immediately adjacent to the retail core, ideally less than 200m walking distance. Encourage the provision of smaller dwellings and significantly reduce off street parking requirements; • Where possible provide local small scale open space (plaza or urban park) within or immediately adjacent to the retail core, and if possible collocated with actives uses and/or transport nodes; • To encourage walking and cycling, ensure good quality public domain connects the centre with higher order centres, larger open spaces and alternative public transport routes; • Provide dedicated on street parking spaces for car share vehicles; and • Encourage secondary dwellings on existing housing lots as a means of increase density and housing choice, but do not permit subdivision of these lots.

Owner: Strategic Planning Page 208 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Small Village and Village Centres

Principles

• Provide fine grain retail and commercial development in a defined retail core and encourage commercial floor space above ground; • Permit ‘shop top’ housing within the core, generally up to 3 or 4 storeys although more intensive development may be appropriate where it will not compromise amenity and support the viability of centres and existing public transport routes; • Permit higher density residential development immediately adjacent to the retail core, between 250m and 400m depending on the size of the retail core. Encourage the provision of a range of dwelling types including smaller dwellings, seniors housing, adaptable and accessible dwellings. Ideally dwelling types will be a mix of smaller apartment developments, terrace/row housing, small lot housing and secondary dwellings; • Employ differential off street parking rates with very low rates (or no parking requirements) for dwellings within the retail core, progressively increasing as distance from the centre increases. • Encourage live/work dwellings beyond the retail core; • Provide local open space such as a plaza or urban park, collocated with actives uses and/or transport nodes; • To encourage walking and cycling, ensure good quality public domain connects with larger open spaces and alternative public transport routes; • Consider opportunities for centralised off street parking facilities and reducing or removing requirements for off street parking for retail and commercial developments; • Provide dedicated on street parking spaces for car share vehicles; and • Encourage secondary dwellings on existing housing lots as a means of increasing density and choice, but do not permit subdivision of these lots.

Owner: Strategic Planning Page 209 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Rail-oriented Village Centres

Principles

• Provide fine grain retail and commercial development around both bus and rail nodes; • Permit ‘shop top’ housing within the core, up to 4 storeys. More intensive development may be appropriate where it will not compromise amenity and there is good access to public transport routes and public open space; • Permit higher density residential development immediately adjacent to the retail core, within 400m walking distance, while avoiding significant new housing immediately adjacent to rail line or busy roads. Encourage the provision of a range of dwelling types including smaller dwellings, seniors housing, adaptable and accessible dwellings. Ideally dwelling types will be a mix of smaller apartment developments, terrace/row housing, small lot housing and secondary dwellings; • Employ differential off street parking rates with very low rates (or no parking requirements) for dwellings within the retail core and close to public transport nodes, progressively increasing as distance from the centre increases; • Encourage live/work dwellings beyond the retail core; • Provide local open space, such as a plaza or urban park, collocated with actives uses and/or transport nodes; • To encourage walking and cycling, ensure good quality public domain connects the centre with public open space; • Provide dedicated on street parking spaces for car share vehicles; and • Encourage secondary dwellings on existing housing lots as a means of increase density and housing choice, but do not permit subdivision of these lots.

Owner: Strategic Planning Page 210 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Appendix 3 – Affordable Housing Mechanisms

Mechanism Summary Description

Housing Production Efficiency Mechanisms which seek to improve the operation of the development and housing production chain to reduce costs and ultimately prices. These mechanisms are aimed at achieving general market efficiency. Residential Land Capacity This relates to Council’s assessment of residential capacity to ensure that Assessment at least 15 years of supply is available, including redevelopment potential, infill on vacant sites in residential zone. This assessment would include also assess environmental and infrastructure issues. The assessment would be used to consider upzoning opportunities, and urban expansion. Planning and Building Council could encourage innovative approaches to residential Regulations development which provides an affordable but acceptable standard.

Development Approvals Opportunities to streamline the development assessment process should Process be explored, i.e. increasing the range of ‘deemed to comply’ or ‘as of right’ classes, in order to reduce delays in the planning process. Infrastructure charges and Opportunities to reduce development contributions could be considered prices for certain residential developments. Recurrent charging options could be explored as a way of reducing the up-front cost impact of essential infrastructure charges. Market structure Encouraging competition from developers and builders is one way of raising the level of development and offering a broader choice to consumers. Consideration could be given to involving a public sector developer as a way of providing diverse product and prices into the market. Non Subsidy Based Mechanisms which are tenure, financing or construction process modifications that seek essentially to lower the ‘up-front’ cost of entry to the market

‘Sweat Equity’ The fit outs and finishes of completed housing units adds to the end price of housing and a scheme that allows households to purchase a house ‘shell’ and fit it out according to their needs may lower the cost of entry into the market. This approach would have to be regulated over time and targeted carefully. Loan innovations This action is outside Council’s remit. Capital indexed and low start loans are included in this form of intervention.

Owner: Strategic Planning Page 211 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Direct Subsidy Based Mechanisms which provide demand or supply side incentives to generate more affordable housing opportunities. This essentially bridges the gap between the market value of housing and a value which is more affordable to lower income households. Use of rates Council could use its rate base to develop and construct affordable housing, although retaining the benefits of this approach has to be considered through a partnership with a registered social landlord. This could be through a special rate levy i.e. 1% of Council’s rate base could be dedicated to affordable housing projects. Or, through a rate rebate to rental properties with low income tenants. Alternatively, Council could offer rate rebates or discounts on properties where there is a genuine affordable housing development undertaken. Use of surplus land Council could dedicate surplus land in Council ownership to affordable housing outcomes through donation (therefore reducing the end price of residential units) or could defer payment, thereby reducing the upfront development costs. Other organisations with surplus land such as Churches may be persuaded to use their land in this way. The Centre for Affordable Housing has a modest programme aimed at leveraging different sources of capital to leverage government funding. Planning Mechanisms which seek affordable housing outcomes through planning and development controls Impact Mitigation These are conditions attached to development approval to compensate for Conditions an identified adverse environmental impact of development, i.e. a loss of affordable housing. This can be achieved through the developer providing an equivalent supply of affordable housing either within the site or in another location, or a cash contribution/relocation costs to displaced residents. In some cases a proportion of units within the new development must be offered at a fixed rent for a specified period of time. This approach is limited to preserving the existing level of provision at best. Inclusionary Zoning Inclusionary zoning is a planning provision requiring incorporation of a certain use or facility in approved developments within a specified zone. In some cases a monetary contribution in lieu is provided. Where environmental conditions warrant, inclusionary zoning approaches can be applied to the provision of affordable housing in developments, i.e. a proportion of the development devoted to a particular dwelling type which is more affordable, holding dwellings that can be retained as affordable for a period of time or in perpetuity, or providing a monetary contribution. Bonus Development Bonus systems offer the prospect of more intense or higher value ‘rights’ development if the developer is prepared to include affordable housing in the project or contribute to an affordable housing fund.

Owner: Strategic Planning Page 212 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Negotiated agreements Developers may enter into a negotiated agreement with a Council with regard to the provision of affordable housing in conjunction with a development, whether on site or off site, in cash or in kind. In NSW the EPAA makes specific provision for such agreements, under s93(F). Infrastructure charges In this approach, affordable housing is treated as ‘support infrastructure’ for development in the same way as water supply, sewerage, drainage and roads. While in NSW, SEPP 70 has essentially ruled out the use of Section 94 contributions for housing related mitigation payments, the provision for planning agreements under s93(F) EPAA 1979, now provides a process for seeking contributions for housing as a form of community infrastructure. Betterment capture This form of development contribution relates to the uplift in land value which is created when the scope or intensity of development permissible on the site is increased by an approval authority. It is contended that part of this value should flow back to the community for reinvestment to the public good. Affordable housing could be one form of investment. However, this approach is currently not used in NSW and would need State reform.

Owner: Strategic Planning Page 213 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

Appendix 4 - Bus Services in Canada Bay

Route No. Route description

407 Strathfield to Burwood via Strathfield West

409 Hurlstone Park to Burwood Station via Ashfield and Five Dock shops

436 Chiswick to Circular Quay via Rodd Point, Haberfield shops, Leichhardt Town Hall, Annandale, Railway Square and Town Hall

437 Five Dock Shops to Circular Quay via Rodd Point, Haberfield shops, Leichhardt Town Hall, Annandale and Railway Square

438 Abbotsford to Circular Quay via Five Dock and Leichhardt

L38 (Prepay Only Limited Stop Service) Abbotsford to Circular Quay via Five Dock shops, Haberfield, Leichhardt, Annandale and Railway Square

458 Ryde to Burwood via Rhodes, Concord Repatriation General Hospital, Concord West, North Strathfield and Strathfield Station.

460 Five Dock shops to Concord Repatriation General Hospital via Concord.

461 Burwood Station to City (QVB) via Parramatta Road and Sydney University

462 (Night Service) Ashfield Station to Mortlake via Croydon Park, Enfield, Burwood Station, Concord and Cabarita.

463 Bayview Park to Burwood Station via Burwood Road.

464 Mortlake to Ashfield Station via Concord, Burwood Station and Croydon Park.

466 Cabarita Park to Ashfield Station via Concord, Burwood Station and Croydon Park.

471 Five Dock Shops to Rockdale via Ashfield, Bardwell Park and Arncliffe Station

472 Five Dock Shops to Rockdale via Dobroyd Point, Ashfield and Bexley North Station

492 Drummoyne to Rockdale via Five Dock, Burwood, Campsie and Kingsgrove

499 Drummoyne to Hurstville via Rodd Point, Five Dock, Burwood, Campsie, Bardwell Park and Bexley North

501 West Ryde to Circular Quay via Drummoyne

502 Bayview Park to Circular Quay via Drummoyne

L03 (Limited Stop Service) Mortlake to Circular Quay

504 Chiswick to Circular Quay via Abbotsford, Russell Lea, Drummoyne, Rozelle, White Bay and Town Hall.

X04 (PM Peak Express Service ) City to Chiswick

506 Macquarie University to Circular Quay via Drummoyne

507 Ryde to Macquarie University via Drummoyne

515 Eastwood to Circular Quay via Drummoyne

518 Macquarie University to Circular Quay via Drummoyne

520 Parramatta to Circular Quay via Drummoyne

L20 Parramatta to Circular Quay via Drummoyne

525 Burwood to Parramatta via Strathfield, Olympic Park, Newington and Victoria Road.

Owner: Strategic Planning Page 214 of 215 Last Revised: 10/11/2010 Adopted by Council 01/06/2010 Canada Bay Local Planning Strategy 2010

1a MarlboroughOwner: Strategic Street, Planning Drummoyne NSW 2047 Page 215 of 215 Tel 9911Last 6555 Revised: Fax 10/11/2010 9911 6550 www.canadabay.nsw.gov.au Adopted by Council 01/06/2010