Urban Precinct Studio ABPL30060- Low Carbon Northcote by Anita Lily Ye

ABPL30060 Urban Precinct Studio

Low Carbon Northcote

A Precinct Structure Plan

Figure Figure i. A political 1. Ye, A, (2019), bannerTitle in front of Image of a Northcote Street.

Acknowledgements Created by: Anita Lily Ye 912820 ABPL30060: Urban Precinct Studio Capstone Project at The University of Melbourne, School of Architecture Building and Planning. Ella Anderson and Felicity Karakiklas You two have become two of my most amazing groupmates and friends. I could not have done this project without your help. We were a cohesive bunch that built upon each otherâ&#x20AC;&#x2122;s strengths whilst continuously sharing knowledge. Thank you guys for all your hard work and dedication.

I acknowledge that the study area is situated on the traditional lands of the Wurunjeri People, whose land was never ceded.

A Word From The Author Also special thanks to Lakshmanan Madhu for being the best tutor one could have asked for in this subject. The prospect was daunting at first but with the extensive help and encouragement of Madhu, who always pushed us to produce the best work we could, anything was possible. Lastly, I would like to thank Professor Sun Sheng Han who has followed our Urban Planning journey since Semester Two 2017. I am grateful for your knowledge and your coordination of the most important subject of our University careers and hope that you have seen how far we have come since then.

Contents 1.0 Introduction

1.1 Metropolitan Context 1.2 Local Context 1.3 History 1.4 Demographics

2.0 Policy Analysis

6 7 8 9 11

3.0 Strategic Context

Public Realm 3.1 Site Analysis 3.1.1 Green and Open Space 3.1.2 Streetscape 3.1.3 Amenities Transport 3.2 Site Analysis 3.2.1 Public Transport 3.2.2 Pedestrian Network 3.2.3 Bike Network Built Form 3.2 Site Analysis 3.3.1 Overlays 3.3.2 Character 3.4 Issues 3.5 Opportunities

4.0 Visioning 4.1 Principles 4.2 Objectives

5.0 Design Actions

19 21 22 23 25 27 29 31 32

35 39 45 51 59

6.1 Schedule 6.2 Monitoring and Review

63 65

References

of the defining traits of Northcote

16 17

Objective One Objective Two Objective Three Objective Four Objective Five

6.0 Implementation

Figure 2. Ye, A, (2019), Artistic Photocollage

1.0 Introduction

Purpose The effects of Climate Change are rapidly manifesting in the form of sea level rise, ice sheets melting and the death of ecosystems (Willis, 2019). Over 50,000 articles have been written on Climate Change, inciting widespread global activism as evidenced by the recent Extinction Rebellion protests (Lehmann, 2015; Extinction Rebellion, 2019).

The purpose of this report is to develop a Precinct Structure Plan that will position Northcote as a pioneering Low Carbon City, aligning with the City of Darebin’s proactive role in influencing climate policy (The City of Darebin, 2017). The PSP will endeavor to significantly lower carbon emissions by creating a greener, cleaner and more efficient Northcote.

With the majority of the world’s population settling in urbanized areas, there is an increasing need to shift behaviors as it is estimated that cities are responsible for ‘75% of global emissions’ with transport and buildings being the most significant contributors (United Nations, 2019). Existing Australian cities are designed for automobiles and face an increasing diminishment in canopy cover (Greener Spaces Better Places, 2017), leading to the diminishment of healthy air and increase in carbon emissions.

Figure 3

Context

Introduction

1.1 Metropolitan Context Northcote is situated within the City of Darebin, a north eastern municipal council located approximately seven kilometres from the Melbourne Central Business District (City of Darebin, 2019b). The Council shares boundaries

for the suburb of Bundoora, the City of Moreland with Coburg and Coburg West, the City of Yarra with Alphington and Fairfield and the City of Banyule for Macleod.

Figure 1.1. Metropolitan Context of Northcote

Figure 1.1.1. Zoomed in Context of Northcote

Introduction

Context

1.2 Local Context

Local Context of Northcote and its surrounding Darebin suburbs

ocal Context of Northcote and its surrounding Darebin suburbs

Figure 1.2. Local Context of Northcote and its surrounding Darebin suburbs Train

Major Activity Centres

Tram

Secondary Activity Centres

Education Hub

Northcote is contained by Darebin Road in the north, Rathmines Street in the east, Heidelberg Road to the south and Merri Creek along the west. Its neighbouring suburbs comprise of Brunswick East, Thornbury, Fairfield, Alphington and Fitzroy North. The suburb is home to the Northcote and High

Westgarth High Street Activity Centre, two of ten major activity centres identified by the Darebin Planning Scheme (REF). The High Street Activity Centre serves as an epicentre to retail, commercial, educational and community engagement facilities. However the activity centre resembles the characteristics of a monocentric style city, due to the fact that many residents are excluded from a walkable catchment area.

History

Introduction

1.3 Becoming Northcote

1950s-Present

In the present day, Northcote has become one of the most progressive suburbs in Melbourne. Northcote residents are heavily involved in social and enviornmental issues which is evident through the active participation of residents in numerous political rallies.

1870-1950s

Northcote would develop significantly during this period. The train and tram network along with the ideology of the ‘Garden City’ began to take shape during this period. Northcote began to develop an industrial character during this time, as evidenced by the presence of many factories, warehouses and the former ‘Northcote Landfill’ (now known as All Nation’s Park’.

1835-1870

The first instance of Aboriginal contact with John Batman was believed to be at Darebin, which ensued in the displacement of many Aboriginal peoples in the years that ensued. This initiated the beginning of development which would form Northcote.

Pre 1835

Figure 1.3, Artistic depiction of Northcote’s historical timeline.

Northcote was the traditional home of the Wurundjeri people, with strong spiritual and social ties with the natural landscape. Even today, meeting locations such as the Merri CWreek are significant and important places of congregation for the Indigenous population .

Introduction

Demographics

1.4 Northcote Now Population Profile

2016

34,985 33,463 31,970 30,500 28,465

Projected

39.20%

27.3%

Gender Composition

Household Structure

62%

Group 10.7%

22.6%

Australian 18.6%

2041 2036 2031 2026 2021

Change by 2041

Family Single

Ancestry

24,561

English

Irish

11.7%

Scottish

13,038

7.6%

11,528

Greek 6.6%

City of Melbourne

Employment Locations

The darker the blue, the more advantaged in terms of IEO

Occupation

SEIFA Index of Education and Occupation

Socio-Economic Profile

42.1% 5,677

27.2%

Darebin

Of Residents are Professionals

21%

Yarra 8.7%

Reservoir

22.7%

Epping

18.1%

Melbourne

46.7%

27.5%

Northcote Weekly Income

Education Level

Northcote

Reservoir

$1,197

Whittlesea 5.2%

Epping

$1,409 $1,868

Moreland

Melbourne

$1, 542

4.5%

41.71%

39.52%

Socially Progressive, Majority Left Leaning

Community Activism

Voting Preferences

Social Identity

Figure 1.4. Demographics Page, icons sourced from Flaticon, Google and DEWLP.

Northcote Good Karma Network 5000+ Members

Darebin Can (Climate Action Now)

â&#x20AC;&#x2DC;Northcote Neighbourhood Houseâ&#x20AC;&#x2122;

All statistics sourced from Australian Bureau of Statistics and Profile.id.

Policy Analysis

Darebin Planning Scheme Clause.

Area

What

3.0

C136 Requirements for development plan

‘Incorporate (ESD) measures to aid in the reduction of energy and water consumption, the generation of waste, greenhouse emissions.’

11.01

VC148 Settlement

‘Encourage settlements that support sustainable transport to reduce emissions’

12.01-1s

VC148 Protection of biodiversity

15.02-1S

VC148 Energy and resource efficiency

‘Establish, protect and re establish biodiversity through a network of green spaces and large-scale native vegetation corridor projects’ ‘Encourage land use and development that is energy and resource efficient, supports a cooler environment and minimises greenhouse gas emissions.’

56.06

Vc62 Access And Mobility Management

‘Cluster compact and walkable neighbourhoods, provide for walking, accessability, cycling, public transport...contribute to reduced car dependence, energy efficiency, transport efficiency, reduced greenhouse gas emissions and reduced air pollution.’

56.09-2

VC42 Electricity, telecommunications and gas

‘Provide public utilities in a timely, efficient and cost effective manner, reduce greenhouse gas emissions by supporting generation and usWe of electricity from renewable sources.

As evidenced by Figure 2.0, the predominant land use of Northcote is residential, accounting for 80% of the toral area. Refer to Section 3.3.1 on the Built Form for a more detailed analysis of the land use zoning. The current and future development of Northcote is guided by various fundamental planning policy documents ranging from the state, metropolitan and local level. Table x is a brief summary of the Clauses which have guided the development of the Precinct Structure Plan. It is evident that there is discourse present towards fostering a municipality guided by Environmentally Sustainable Principles. However, with the exception of Clause 19.01-1s, there is little mention of Low Carbon Strategies throughout the entire Darebin Planning Scheme. It is important to note however that the principles which comprise of a Low Carbon City, such as mixed use, energy efficiency and the discouragement of automobile usage is evident throughout the planning scheme.

Figure 2.0 Northcote Land Use Zones

2.0 Policy Analysis

Policy Analysis

Council Strategic Documents Name (2007) Going places: Darebin transport strategy (2012-2020) Darebin Green Streetscape Strategy (2013-2023) Darebin Housing Strategy (2013) Draft Darebin Urban Forest Strategy (2015-2025) Watershed: Towards a Water Sensitive Darebin (2017-2022) Darebin Climate Emergency Plan (2018) Darebin City Council Breathing Space Open Space Strategy (2018) Climate Emergency Action Darebin Residents Taking Action in the Climate Emergency (2019-2029) Darebin parking strategy This table is representative of the key local council policy documents which guided the development of the Precinct Structure Plan. The documents chosen predominantly pertain to the importance of open space, sustainable design and low carbon transportation.

2017-2022 Climate Emergency

Figure 2.1 Darebin Climate Emergency Plan

The need for climate action has become a significant part of political discourse recently as evidenced by the litany of Extinction Rebellion protests which display consciousness towards the rising threat of climate change. The City of Darebin has become a flagship council for Climate Action as evidenced by the release of the pivotal 20172022 Climate Emergency Plan. The plan revolves around nine key principles aimed to emphasise the need for ‘urgent action’ in the current state of climate emergency (The City of Darebin, 2017). Since the release of the policy document, Darebin residents have

1. Climate Emergency mobilisation and leadership 2. Energy efficiency 3. Renewable energy and fuel switching 4. Zero emissions transport 5. Consumption and waste minimisation 6. Fossil fuel divestment 7. Adaptation and resilience 8. Engaging the community 9. Climate Emergency Darebin

actively embraced ‘Objective 8- Engaging the Community’, as numerous protesters lay on the ground in High Street Northcote during the September 2019 ‘Drown In’ to symbolise the threat of climate change on the environment and ecosystems (Pearce, 2019). The 2019 United Nations Climate Action has hypothesised the imminent global temperature rise of 2 degrees if current unsustainable measures are not mitigated within twelve years, emphasising the urgency of pioneering low carbon cities (United Nations, 2019).

It is important to analyse the features of the site prior to developing a Precinct Structure Plan. In this stage of the planning process, four site visits were undertaken on the following dates which aimed to understand the identity of various Northcote areas. August 5th 2019 Dennis Station, High Street, Mitchell Street, Eastern Residential Precincts

August 8th 2019 St Georges Road, Merri Creek Park, High Street, All Nation’s Park

September 8th 2019 St George’s Road, St George’s Road Retail Area, Western Industrial Precinct

September 30th 2019

Victoria Road, Northcote Recreational Centre, Croxton Area

3.0 Strategic Context

3.1 3.2

Site Analysis via QGIS, edited in Illustrator

Identification of Issues edited in Illustrator

3.3

Identification of Opportunities edited in Illustrator

Site Analysis

Strategic Context

3.1 Green and Open Space The open space available in Northcote totals an area of approximately 75 metres, comprising of a variety of forms which range from parks, nature trails to sporting facilities. The Merri Creek Parklands and All Nationâ&#x20AC;&#x2122;s Park are the most recognisable natural landmarks in the suburb.

Parks

Croxton PS Playground

There is a good distribution of parks in the suburb. However, as evidenced by Figure 3.1.1 the aesthetic, amenity and qualities varies in each one.

Sporting Facilities

Croxton PS Playground

There are a range of sporting facilities and clubs which promote community engagement and an active lifestyle.

Nature Trails

The Merri Creek Trail is a popular trail that connects Fitzroy North to Coburg, bisecting Northcote on the way.

Schoolyards

Most schools in the area are Merri Park restricted for school uses only. However Croxton Special School has partnered with The City of Darebin in an initiative which allows the community to utilise the play equipment. This unlocks the potential for schools to be a valuable and productive open space even outside of schooling hours.

Transport Green Corridor

Although there is a significant amount of open space along railway and tramway corridors, these areas are often unmaintained and devoid of visual interest.

Green Spaces Outside of Precinct

Public Realm

Northcote Train Station

Figure 3.1.a Northcot

A positive public realm is conducive to elevated levels of satisfaction and happiness, whilst also contributing to promoting healthier and cleaner air quality.

te Green Spaces Map

Enviornmental Overlays

All Nation’s Park

Figure 3. 1..1.b Enviornmental Overlays Map ESO Enviornmental Significance

SBO

Special Building

LSIO

Land Subject to Inundation

EAO Enviornmental Audit

Environmental overlays stipulated within the Darebin Planning Scheme respond to the natural features of the site which include areas at risk of flooding, areas of natural beauty and potentially contaminated land as seen in the Figure. It is important to recognise these overlays and plan accordingly.

Green Space Ratings Green Space

Area (ha)

Northcote Public Golf Course

24.34

All Nation’s Park

12.19

McDonnell Park

6.13

Oldis Gardens & Northcote Park

5.73

Johnson Park

2.10

Rubie Thomson Reserve

1.75

Gumbri Park

1.64

Northcote Station

0.36

Baden Morgan Reserve

0.26

Peter’s Reserve

0.17

Derby Reserve

0.07

Facilities

Maintenance

Excellent

Aesthetic

Good

Fair

EcologyA

Poor

ccess

Very poor

Figure 3. 1.1.c .Northcote Green Spaces Map

Site Analysis

Strategic Context

3.1.2 Streetscape Figure 3.1.2.a Streetscape Map This map displays the tree density of the Northcote precinct, separated into three categories- scattered, medium and dense. The tree canopy in Northcote is predominantly scattered which is indicative of a typical urban environment, however it is important to note that the SPOT Panchromatic satellite imagery which extracted this data has been said to ‘generally overestimate the occurrence’ of trees which was evident throughout the site visit.

Beaver’s Road Industrial Precinct

Christmas Street

Westgarth Train Station

Tree Canopy Densities None

Medium

Scattered

Open Space

Throughout the various site visits it was clear that there were several areas in the Western region of Northcote that were comparatively less ‘green’ than those areas in the East. This was particularly evident around the residential streets off St George’s Road, which were devoid

of attractive street tree planting and vegetation, despite its close proximity to the Merri Creek. The lack of tree canopy can also be noted in Figure 3.1.2, where it can be seen that there are distinctive lapses in adequate tree canopy.

3.1.3 Amenities Figure 3.1.3.Northcote Amenities As evidenced by Figure 3.1.3, neighbourhood amenities appear to be strongly concentrated in the High Street Activity Centre Precinct. The intensification of the purple colour on the map displays a higher concentration of amenities which intensify towards High Street. Unfortunately residents who live outside the 400 metre catchment area are excluded from a significant portion of community services.

400m Catchment Major Locations Secondary Schools 1. Northcote HS

2. Santa Maria College

Primary Schools

1. Westgarth PS 2. Northcote PS 3. St Josephâ&#x20AC;&#x2122;s PS

Croxton Special School Places of Worship 1. Greek Welfare Center and Orthodox Church 2. Holy Monastery of Axion Estin 3. St Josephâ&#x20AC;&#x2122;s Catholic Church 4. Saints Cyril and Methody Bulgarian Eastern Orthodox Cathedral 5. Hope Rope Church 6. Northcote Uniting Church Chalice 7. Westgarth Baptist Church

Medical Facilities 1. Vic Medical Doctors Northcote 2. Your Community Health 3. Northcote Medical 4. Turn the Corner Medical Clinic 5. Pure Herbal Ayurved Clinic 6. Medical Laser and IPL Clinic 7. Chinan Traditional Chinese Medicine Clinic 8. Doctors of Northcote

Community Services 1. Victorian Aboriginal Community Services Association 2. Community Health Initiative 3. Jika Jika Community Centre

Community Gardens 1. Merri Corner CG 2. Northcote CG 3. Northcote Library CG 4. CERES Community Garden (outside precinct)

Site Analysis

Strategic Context

3.2.1 Public Transport

Figure 3.2.1 Northcote P

Catchments As evidenced by Figure x, the majority of Northcote residents are within walkable distance to train and tram stops. This has manifested in an increased likelihood to utilise the network, as evidenced by 2016 ABS Census data which reveals that the rate of train and tram travel by Northcote residents is above the Victorian Average (ABS, 2016; Refer below). Furthermore, train and tram frequencies in Northcote are high during peak hour, which contributes to the high degree of Public Transportation use as a dominant mode of travel to work.

Victoria

Northcote

14.9%

2,005 Residents

Train

5.8%

7.3%

982 Residents

Tram

1.9%

268 Residents

Bus

1.3%

Train Line

All statistics retrieved from ABS, 2016

The Mernda and Hustbridge Line services Northcote. There are five train stations in the suburb.

Tram Line

Route 11 to West Preston and Route 86 to RMIT University Bundoora service Northcote on St Georgeâ&#x20AC;&#x2122;s Road and High Street.

Bus Routes

There are six bus routes that service the area which provide valuable connections to surrounding suburbs both outside the municipality and within the municipality.

Catchment Areas for Public Transport 800 Metre Train Catchment 400 Metre Tram Catchment 400 Metre Bus Catchment

Transport

Emissions Contribution

Transport emissions contribute to 18% of Darebin City Councilâ&#x20AC;&#x2122;s community emissions according to the 2017 Climate Emergency report (The City of Darebin, 2017). Cars are one of the largest contributors of transport emissions, with most residents having ownership of at least one automobile (ABS, 2016). Unfortunately, cities have been planned with the trajectory of automobile development in mind, which has not supported active transportation modes such as public transport, walking or cycling. Mitigating the effects of the automobile city is essential in order to achieve a low carbon Northcote.

Public Transport Map

Frequency Whilst train and tram frequencies are high during peak hour, there is a significant decrease in frequency during non-peak hour times and weekends for all forms of transportation. Furthermore, whilst a large majority of residents benefit from convenience of the train and tram network, a noticeable dichotomy can be seen in the North Eastern section of Northcote where there is an absence of infrastructure. Residents in these areas are serviced solely by buses, whose frequency is poor in comparison (Refer to Figure 3.2.1).

Westgarth Bus Stop

There is an extreme scarcity of bus services (Route 250 and 251) on the weekends.

Hierarchy Good service Frequency Moderate Service Frequency Poor Service Frequency

Frequently Moderately Scarcely used used used

MERNDA HURSTBRIDGE LINE LINE

ROUTE 11 ROUTE 86 TRAM TRAM

7AM-9AM 10AM-4PM 5PM-7PM LATE SATURDAY SUNDAY

250

251

506

508

552

567

7AM-9AM 10AM-4PM 5PM-7PM LATE SATURDAY SUNDAY

5-10 MINUTES 11-20 MINUTES 21-60 MINUTES

Data retrieved from PTV

100 Residents

Site Analysis

Strategic Context

3.2.2 Pedestrian Network It was evident during the site visits that many of Northcote’s main roads are designed for cars. This is most evident in the convoluted intersection of St George’s Road, where pedestrian safety is intimidated by the high prevalence of automobiles and a chaotic intersection.

The intimidating nature of St George’s Road put into perspective by a pedestrian

Victoria

Northcote

3.3%

Walk

450 Residents

3.2%

Major Council Roads

High Street, Arthurton Road/Seperation Street and Victoria Road are classified as Major Council Roads. Unfortunately, there is a noticeable lack of pedestrian hierarchy due to the prevalence of surface parking and intimidating enviornment for pedestrians.

Significant Local Roads

Mitchell Street, Bastings Street and Clarke Street provide Northcote with a valuable EastWest Connection and are resemblant of the typical residential street.

Walking Trails and Paths

The majority of walking trails and paths were situated within parklands and open spaces.

Local Roads

Often varied in quality, as some streets were either poorly maintained or completely devoid of pedestrian paths. This was particularly evident near train stations and parklands.

An example of a Local Street without pedestrian paths.

Figure 3.2.2 Northcote B

3.2.3 Bike Network

Bike and Pedestrian Map

The shared pedestrian and cycling lane in the middle of St George’s Road.

Cycling is a valuable way to reduce carbon emissions by 4-8% if there is a 5% modal shift from automobile to cycling (Victorian Transport Policy Institute, 2019; The City of Darebin, 2014). According to the City of Darebin, over 20% of Darebin residents work within 5km of home which is considered ‘a comfortable cycling distance’ (2014).

An unmarked bicycle lane on Christmas Street. Note the lack of hierarchy due to shared use.

Victoria

Northcote

9.5%

Bike

1,286 Residents

1.2%

Formal and Designated Bike Network

Northcote residents are more inclined to cycle to work compared to residents in other suburbs (Australian Bureau of Statistics, 2016). This may be attributed to its relatively close location to the Melbourne Central Business District- the predominant place of employment for residents. Despite its relatively high demand however- the bicycle infrastructure network in Northcote appears incomplete and underserviced. Despite the fact that there are designated bike lanes down St Georges Road and throughout various residential streets, there is a lack of hierarchy with cars often disregarding the network and creating an unsafe environment for cyclists, discouraging the potential to capitalise fully on the bicycle network.

Strategic Context

Site Analysis

3.3.1 Planning Scheme Current Land Use Zoning Current land use zoning consists of a predominantly residential fabric with over 80% of the subrub being zoned form residential use.

GRZ1

General Residential Zone

NRZ1

Neighbourhood Residential Zone

Developments in this zone can be up to three metres tall and are less restrictive than NRZ1 Predominantly supports one to two storey residential development. There is a strong correlation with the Heritage Overlay HO in Northcote (Refer to Figure x)

RGZ

Residential Growth Zone

MUZ

Mixed Use Zone

Provides housing at increased densities in buildings up to and includingW four storey buildings. Despite the increasing emphasis on increasing density within the Darebin Planning Scheme and in State Planning Documents such as Plan Melbourne, RGZ are sparsely distributed throughout the precinct. Provides uses for higher density housing, commercial and industrial activity.

C1Z

Commercial Zone

INZ3

Industrial Zone

Vibrant mixed use commercial centres encompasing housing, retail, commercial and community use. The High Street Activity Centre is zoned for Commercial Use and in some locations, features newly developed medium density apartments on top of shopfronts. However, other C1Z areas are largely unproductive and defunct. Provides for the manufacturing industry. There has been an industry shift from comprising of a largely traditional manufacturing industry to a more professional demographic. The sparse distribution of industrial zones is indicative of this

Built Form

Figure 3.3.2a Northc

Emissions Contribution

With the majority of Northcote comprising of a built urban fabric, it is essential to consider its contribution to overall emissions within the council. With some buildings dating back to the 19th century and many in development, it is essential for sustainable measures to be implemented in order to promote low carbon living.

Parcel Sizes

cote Land Use Map Figure 3.3.2b Northcote Parcel Sizes Map

0-250 m2 250-500 m2

500-1000m2 1000-2000m2 2000m2 +

The majority of Northcote parcel sizes above 2000m2 are of open space or public uses. Its primarily residential fabric consists of parcel sizes between 2501000m2.

RDZI/2 PCRZ

Road Zone Public Park and Recreation Zone

Refer to Section x for a detailed analysis PUZ1 UFZ

Public Use Zone Urban Flood Zone

Site Analysis

Strategic Context

$ Spent on Energy

Housing Types

3.3.2 Character 48.2% 30.2% 20.4% Detatched House

$109

Figure 3.3.2a Northcote Bu lays

Townhouse/ Apartment Terrace

$70

$59 per week (ABS, 2013)

Two Storey Limit

The 9 Metre storey limit is almost exclusively associated with the Neighbourhood Residential Zone and Heritage Overlays. As of March 2017, the Victorian Planning Scheme increased the limit from eight metres to nine metres, however this storey limit is still largely restrictive as it limits the potential for higher density development near valuable railway and public transport corridors.

Three Storey Limit

Are generally less restricted by heritage overlays.

No Designated Story Limit

There is only one area of the suburb that falls under this category and has been zoned as a Residential Growth Zone (13.5m restriction). Unfortunately, there are no minimum garden requirements for developments that fall into this category.

Heritage Overlay (HO)

Are applied to places which are considered of ‘local, regional, State or national heritage significance.’ The majority of heritage overlays are applied in the neighbourhood character areas with Victorian/Edwardian characteristics.

New development on Beaver’s Road in the RGZ.

Design and Development Overlay (DDO)

Identifies areas which are affected by specific requirements relating to the design and built form of new development. Within Northcote there are six DDOs situated predominantly near the major road corridors of High Street and St George’s Road.

An example of a 2000s development situated in a Victorian Edwardian zone in Pearl Street.

The following map displays the Neighbour Character zones as defined by the City of Darebin in the Neighbourhood Character Study Report (2007). It is important to note that this map is just generalisation of the predominant residential character styles that may not necessarily take into account the most recent residential growth areas.

Figure 3.3.2b Northcote Land Use Map

uilding Heights and OverMap

VIC/ED VIC/ED IW/PW VIC/ED/ IW IW IW/PW PW AC 2000S

Victorian Edwardian Victorian/Edwardian/Interwar/Postwar Victorian/Edwardian/Interwar Interwar Interwar/Postwar Postwar Activity Centre 2000s

Uncapitalised potential of mixed use development in South Cresent near Dennis Station.

Strategic Context

Issues

3.4 Issues The Urban Heat Island Effect The Urban Heat Island Effect has become a growing phenomenon in the urbanised world, in which concrete, steel and asphalt dominate whilst vegetation is sparse (Coutts et al, 2009). With 80% of its total area comprising of a residential fabric, Northcote is susceptible to the Urban Heat Island Effect as evidenced by the Cooling and Greening Interactive Map by the Department of Environment, Land, Water and Planning (DELWP) which indicates a 5-10 degree classification (Refer to Figure 3.4.2; DELWP, 2018). Figure 3.4.2 UHI Map

Green and Open Space Despite the significant presence of the Merri Creek as a natural landmark, Darebin City Council has been identified as one of the eight most vulnerable local councils in regard to the VHHEDA index (Vulnerability to Heat, poor Health, Economic Disadvantage and Access to green spaces; 2015). Variances in the quality of â&#x20AC;&#x2DC;green systemsâ&#x20AC;&#x2122; from parks to the streetscape hinder the achievement of a low carbon city. There is a large variance of streetscape quality throughout the suburb as the tree canopy in the North Western precinct is distinctively sparser than the Eastern precinct despite its proximity to the Merri Creek. Although there is a significant amount of open space along railway and tramway corridors, these areas are often unmaintained and devoid of visual interest.

Unfortunately not all parks and recreational facilities are well maintained or appealing to the public. Poor lighting, a lack of wayfinding and an evident disconnect from the street prevent the full utilisation of the green and open spaces.

Figure 3.4.1 North

hcote Issues Map

Built Form There is a poor distribution and management of RGZ which contradicts with the Darebin Housing Strategy. Currently, RGZ do not require a minimum garden limit, unlike developments zoned for GRZ1 and NRZ1 whose green space requirements increase incrementally with the size of the land. Without regulation it became evident that new developments appeared disconnected from the landscape. Current zoning is preventing the full achievement of an efficient and mixed use Northcote. Unlike the neighbouring suburb of Brunswick, land near train stations is poorly utilised with an oversupply of low density houses restricted by Heritage Overlays and residential zoning. NOT SHOWN ON MAP Green infrastructure has not been widely adopted in new developments, despite increasing discourse pertaining to its natural cooling and insulation benefits.

Transport Despite the fact that active transportation contributes positively towards fostering a low-carbon, sustainable city, there is a lack of pedestrian and cyclist priority in Northcote (Han, 2015; Lehmann, 2015). Residents in the North Eastern side are solely restricted to infrequent bus services. This is unfortunately a predicament which extends beyond Northcote and into the neighbouring suburbs of Thornbury and Fairfield. Only bus route into the city Despite the high prevalence of residents who choose to cycle to work, the bicycle network lacks a noticeable presence and hierarchy which has been evidenced by prevalence of informal and unsafe bicycle lanes and a lack of adequate storage facilities at train stations. Although there is a noticeably lower rate of car ownership and usage within the suburb, the roads are nevertheless reflective of a car dependent city. This is reflected by absence and unmaintained nature of pedestrian paths, concerningly situated on main roads and near major transit stations.

Strategic Context

Opportunities

3.5 Opportunities The map featured to the left is a rough representation of the opportunities in Northcote to achieve lower carbon behaviours. The natural landscape of Northcote brings many opportunities for further greening and intensification of its natural character.Additionally, whilst the presence of underutilised land is often seen as unproductive and unsafe, there arises opportunities to capitalise upon these spaces as valuable locations for the community to congregate at.

Whilst unattractive and unsafe, there is potential to unlock the Hurstbridge train corridor as a valuable form of open space similar to the Ringwoor-Belgrave shared trail.

Green and Open Space There are many opportunities to intensify tree canopy, namely near the significant natural landmark areas of the Merri Creek to better integrate the built environment with the naturall y occuring. Train and tram corridors can become a valuable form of open space. Current train corridors appear unsafe, with a lack of formal fencing and an unkempt/informal adjoining pedestrian path. Underutilised land has the potential to become valuable spaces for community engagement. Although community gardens do exist in the suburb, they are relatively underutilised and recieve little attention. There is a potential to create self sustaining community gardens, to reduce food miles, enhance community connections and promote a healthy lifestyle.

Figure 3.5 Northcote O

Opportunities Map

Built Form There is an opportunity to reinvigorate inactive and low functioning Commercial Zones (CZ1), namely those in the St Georgeâ&#x20AC;&#x2122;s Road precinct into productive and efficient Mixed Use Zones. NOT SHOWN ON MAP Train stations without Heritage Overlays can be capitalised upon further, in order to maximise the potential for higher density around major transit areas. NOT SHOWN ON MAP Environmentally Sustainable Design features such as green walls, facades and roofs can be used more extensively as a form of passive heating and cooling for the built form. New Catchments for MUZ.

Transport The suburb is already well serviced by various modes of transport, however frequency is lacking. There are opportunities to invest further into public transport, not only to benefit Northcote residents but also benefit the rapidly growing Northern Growth corridor suburbs. Cycling can be capitalised further upon as a low carbon form of transport. As most Darebin residents live within 5km of their workplace, improving cycling links will be beneficial to decrease car use. Establish Bike Infrastructure at major activity nodes There are opportunities to establish attractive pedestrian walking paths that enhance the human scale and decrease the need to use cars during short trips.

Vision

By 2050, it is projected that 68% of the world’s population will be living in urbanised areas (United Nations, 2018). Urbanisation refers to the movement of people from rural to urban areas which has contributed to the increased prevalence of impermeable surfaces such as concrete, asphalt and roads (Bhuvandas, 2012) catalysed by factors such as widespread industrialisation and the advent of the automobile which would allow for greater freedom of movement (Lehmann and Dong, 2010). Unfortunately, this pattern of development has become detrimental to the environment, as perpetual urbanisation has encroached on green space, compromised eco systems and catalysed climate change (McHarg, 1969; Bhuvandas, 2012).

Literature

Low Carbon Cities use resources ‘more conservatively’, encourage its residents to lead ‘environmentally friendly lifestyles’ and discourage car use which contribute to more a more sustainable and conscious city structure (Han, 2015). Although the ‘Low Carbon City’ is still ‘a vision’ that has not yet eventuated, its principles of efficiency, sustainability and mixed use can be applied to Northcote in order to pioneer a healthier city which can be applied throughout the greater context of Melbourne. As the City of Darebin has recognised the state of Climate Emergency, it is integral that low carbon initiatives are implemented in order to mitigate the burgeoning Climate Change crisis.

Forming Guiding Principles

Steffan Lehmann et al.

Low Carbon Cities:Transforming Urban Systems

Sun Sheng Han et al.

Towards Low Carbon Cities in China

Daniel Bongardt et al.

Low Carbon Land Transport

United States Green Building Council

LEED Neighbourhood Development

4.0 Vision

The creation of the Northcote Low Carbon City will be guided by the following principles A city that produces lesser carbon. A city that is highly efficient and self sustaining - A city that is harmonious with nature.

Northcote: a pioneering Low Carbon City in Melbourne. Why a Pioneer?

Since the Climate Emergency Darebin document was published in 2017, the City of Darebin has become established as one of the most environmentally progressive local councils in Victoria. In late 2018, the Council held a conference at Northcote Town Hall, inviting a range of stakeholders and community members to attend. Northcote residents have proven to be socially with many individuals demonstrating consciousness towards social and political issues. It is evident that the successful implementation of low carbon policies cannot be fully effective without the support of the community (Lehmann, 2015; Han, 2015; Bongardt, 2015). Fortunately, Northcote residents have shown an inclination to enact change and protect the environment, unlocking the potential for the suburb to

Objectives

Objective 2: Establish a dominant green identity within the suburb to improve the streetscape whilst promoting carbon sequestration.

Objective One: Establish Efficient And Convenient Mixed Use Precincts

Objective 5: Integrate water sensitive urban design to maximize permeable surfaces and minimize impermeable surfaces

Lower Carbon Emissions And Reduce The Heat Island Effect.

Objective 3: Retrofit and Incorporate Environmentally Sustainable Design Principles (ESD) into heritage buildings and new developments.

Objective 4: Significantly reduce transport emissions by promoting active trWansportation modes and discouraging private car use.

5.0 Design Actions

Lehmann asks: ‘Could buildings be like a tree and cities like forests?’

‘Using Photosynthesis to harness solar power’

‘Providing energy and food’

‘Collects and stores rainwater’

‘Absorbs air pollution’

‘Ample oxygen supply ’

‘Produces no waste’ ‘Carbon sequestration’ Page 21 , Low Carbon Cities Transforming Urban Systems

Figure 5.0Ningbo Low Carbon City

Design Actions

Objective One

5.1 Efficient Mixed Use Objective 1: Establish efficient and convenient mixed use precincts

Figure 5.1 Rezoned

The predominant neighbourhood fabric consisting of General Residential and Neighbourhood Residential zones largely restricts high density development. In order to pioneer an efficient and mixed use Low Carbon Northcote, it is imperative that the suburb is rezoned to allow for greater flexibility of development that will decrease the need for cars and increase catchment areas for amenities (Han, 2015; Lehmann, 2015). Rezoning for diverse precincts aligns with the Councilâ&#x20AC;&#x2122;s plans in the Northcote Major Activity Centre Structure Plan (2007) which identifies opportunities for residentialintensification within activity area boundaries.

For a more detailed analysis of Land Use please refer to Section 3.2.1

Amended Land Use

Drawing of Sustainable

d Northcote Map

e Mixed Use Precinct

Action

A1.1 A1.2

A1.3

A1 Rezoning for efficiency A1.1 Establish Activity Centre Zone (ACZ): Activity Centre Zones aim to encourage a mix of uses and housing densities, maximise public transport and promote good, attractive urban design (DEWLP, 2015). At the moment, there is no existing Activity Centre Zone in Northcote. In areas where Heritage Overlays exist, it is often difficult to implement Activity Centre Zones as they are limiting to development. This amendment to the zoning of Northcote will aim to exclude any areas encumbered by Heritage Overlays, instead aiming to rezone Neighbourhood Residential zones without the HO schedule instead. MUZ

A1.2 Rezone Derelict Commercial Areas to Mixed Use (MUZ): Current Mixed Use zones do not account for a significant portion of Northcote despite the repeated discourse towards intensifying mixed use within the City of Darebin Strategies and state-wide policies such as Plan Melbourne (2017). The amendment will rezone the derelict St Georgeâ&#x20AC;&#x2122;s Road Commercial Zone into a Mixed Use Zone to encourage the regeneration of the area as a valuable residential and commercial hub.

A1.3. Make an amendment to the Victorian Planning Scheme to require a mandatory garden requirement for RGZ. Not Shown On Map Currently, Residential Growth Zones do not require a minimum garden requirement, unlike GRZ1 and NRZ1 Schedules. In order to achieve a Low Carbon Northcote, it is imperative that the green space which was once removed for development is replaced and improved upon in alignment with Objectives Two and Three.

Objective One

Design Actions

A1. Rezoning for Efficiency Figure 5.1a Central Park One

PRECEDENT

One Central Park, located in Chippendale- Sydney is an award winning mixed used building that combines residential with retail. It is one of the most sustainable buildings in Australia, combining hanging gardens with a low carbon trigeneration powerplant and internal water recyling plant. Gray water is used to service bathrooms and laundry. Its striking Vertical Garden sprawls 1000 square metres over 33 stories tall. The garden is comprised of 30,000 shrubs, 70,000 plants total and 360 Australian native species. The building is an excellent example of how the built enviornment can be seamlessly incorported into the naturally occuring and contribute to the decrease in carbon emissions due to its self sufficient manner (Department of Industry, Innovation and Science, 2019).

Figure 5.1b endeavours to represent the idealised mixed use identity that Northcote will undertake following rezoning. Mixed Use precincts will be situated within close proximity of transit centres (tram and train corridors). By situating residential areas closer to transit corridors, it eliminates the need for automobile use with short trips. At the moment, commercial and retail activity in Northcote is highly centralised within the boundaries of the High Street Activity Centre and subsidiary retail precincts are neglected as a result. The current commercial zoning applied over these defunct retail precincts is currently inefficient and is not fully maximised. By encouraging development within these new Activity Centres and Mixed Use areas, it will reinvigorate the once neglected areas into valued places again. Relates to What Action?

A1.1 A1.2

A1.3

Invigorate former derelict retail areas into valued, bustling landmarks for the community.

Authorâ&#x20AC;&#x2122;s vision of a new low carbon mixed use Development.

Sustainable and environmentally concious new developments.

Green Roof Green Facade

Residential Use

Figure 5.1b Ye, A. Mixed Use Precinct

Objective Two

Design Actions

5.2 Green Identity Objective 2: Establish a dominant green identity within the suburb to improve the streetscape whilst promoting carbon sequestration. Despite the fact that Northcote is home to the natural landmarks of Merri Creek and Darebin Creek, the City of Darebin is one of the eight Australian Councils that has the most vulnerable rating on the VHHEDA Index (Vulnerability to Heat, poor Health, Economic Disadvantage and Access to green spaces; Greener Spaces, Better Places, 2017). Insufficient green space contributes to the exacerbation of the Urban Heat Island effect, as carbon is unable to be sequestered adequately in the presence of heat absorbent concrete and asphalt. As identified in Section 3.1, there are some residential streets that are devoid of street tree canopy, contributing to elevated heat stress. Therefore, actions need to be undertaken in order to cultivate a green idenWtity for Northcote- one that consists of more significant and lush tree canopies and a prioritisation for the green spaces in the area to alleviate the heat island effect.

Policy Analysis Enhancing the green identity of Darebin City Council has remained a pertinent part of Council discourse as evidenced by numerous council frameworks such as The Darebin Urban Forest Strategy (2013) and Breathing Space: the Darebin Open Space Strategy (2019). All policies relating to enriching green identity acknowledge the positive impacts of trees and vegetation on the health and wellbeing of residents in addition to its contribution to the lowering of carbon emissions.

Figure 5.2a Green

n Actions Map

Action

A3.1

A3.2

Actions A1. Establish a Native Tree Canopy Replicate the natural state of Northcote to soften hard concrete edges and promote a dense tree canopy and improve carbon sequestration.

A2 Increase setbacks near green spaces Numerous green spaces in the suburb are segregated by fences which diminishes the connection from the pedestrian path/ street. This action will endeavour to remove select fences from adjoining parks in order to soften its edges.

A.3 Enhance existing community gardens Community gardens are an excellent way to engage the community, provide self sustaining food sources and are a valuable way to utilise green space. A3.1 Enhance and improve existing Community Gardens A3.2 Establish new self sustaining edible gardens

Objective One

Design Actions

Residential Street

a sia m rgina

Bottle Bottle Tree Tree

Lemon Scented Gum

us leuc ypt ox al

ylo

Co r

ia citrado r

b ym

chiton rupe hy

ris

Silver Silver Banksia Banksia

Red Flowering Gum

(Right) A selection of potential street trees for greening of the landscape.

Bra c

Eu c

ia ficifol

mb ry

Why native?

There is a high prevalence of non native street tree species planted throughout Greater Melbourne. The planting of non native street trees has become problematic due to the unsuitablity of some species to as evidenced by the fact that 70% of the extensively planted London Plane Trees in the City of Melbourne are to be removed in compromise for a new native vegetation palette. In regards to Northcote, it is important to form cohesive connec-tions between the natural systems and the built envi-ronment. The addition of native trees will promote biodiversity in addition to con-tributing to

Resillient trees that are low maintenance, fast growing and contribute to a lush tree canopy. The size of the nature strip may restrict the planting of some trees.

A1. Establishing a Native Tree Canopy

Yellow Gum

Selection was based off of various existing State and Local Council documents such as the City of Melbourne ‘Urban Forest Diversity Guidelines’ and of the City of Darebin ‘Guide to Indigenous Plants’ in addition to research conducted on the Burnley Plant Guide. All street trees selected must be tolerant of harsh conditions and require little maintenance. They must also be resilient of potential root disturbance from ongoing construction and be non disruptive to the surrounding environment.

Retail Precincts Retail areas often feature overhead awnings which may restrict tree canopy. The use of a cut out (planting on the road) may be required. The High Street Activity Centre is currently planted with Brachychiton rupestris (Bottle Tree) with varying degrees of canopy cover.

Figure x

Beavers Road Industrial Precinct Before.

Figure 5.2b AFTER:

Action

A3.1

A3.2

The once barren industrial precinct will be transformed into an intuative and natural pathway into the Merri Creek Parklands.

A3.Encourage Participation in Community Gardens

Figure 5.2c CERES Community Garden

PRECEDENT

The CERES (Centre For Education And Research in Enviornmental Strategies) is located across the Merri Creek in the neighbouring suburb of Brunswick. It is a successful example of urban renewal, growing from a â&#x20AC;&#x2DC;wastelandâ&#x20AC;&#x2122; in 1982 to one of the most successful Community Gardens in Melbourne. Although neighbourhood gardens exist in Northcote, there is very little awareness of their existance.

Figure 5.2d Templestowe Permeculture Garden

PRECEDENT

Templestowe College is home to an edible permeculture garden which serves as both a classroom for its students as well as a community garden. The edible garden concept can be implemented throughout various areas in Northcote to aid in self sufficiency and community bonding.

Figure 5.2e. Northcote Community Garden

A productive waste management opportunity. The existing Northcote Community Garden encourages community engagement by requesting food scraps as fertiliser. This initiative can be applied to existing and future community gardens. Action

A3.1

A3.2 41

Objective One

Design Actions

A2. Increasing Setbacks How?

Public parks are often cordoned off by tall, intimidating fences. This action will endeavour to remove fences or bring increase the space between the fence and the street level in order to provide more unobstructed green space for the community.

Why?

Existing fences currently create a disconnect for pedestrians as it segregates the green space from the pedestrians. In the selected areas, the fences which divide parks from the road will be removed to allow for greater fluidity of movement and contribute to a more seamless public realm.

Figure x BEFORE:

2.2 Install Wayfinding Signage The amount of space designated for Green Corridors 2.1.2 Create cars is disproportionate to pedestrian Increase Setbacks 2.3 space. There is no tree canopy despite Gardens 2.4 Promote the presence of McDonnell ReserveNeighbourhood to the left.

Figure 5.2f AFTER: Action

A3.1

A3.2

There will be a distinctive Green Identity as Native Vegetation is planted and setbacks are increased. As a result, there is a better contribution to the public realm and the green connection is improved.

Strategic Context

Site Analysis: Public Realm

Metric RIGHT: A plan view of Clifton Street displaying the changes will will take place under the Precinct Structure Plan. Pedestrian Path New Greening Increase park setbacks

Remove Surface Parking to install a nature strip

Remove fence next to Northcote Recreation Centre

Plant native vegetation as stated previous action A1

Widen Pedestrian Footpath

Location of Plan on Map

Figure 5.2.g Proposed Clifton Street Plan View 43

Design Actions

Objective One

5.3. ESD Principles Objective 3: Retrofit and Incorporate Environmentally Sustainable Design Principles (ESD) into heritage buildings and new developments. Within the City of Darebin, 81% of all community emissions are derived from the building operations of gas and electricity (Refer to Figure x). Whilst it is important to acknowledge that Northcote has a rich heritage character, often times heritage buildings are not compliant with modern Environmentally Sustainable Building Principles and therefore require extensive retrofitting to a sustainable standard (Belgian Building Research Institute (BBRI). Furthermore, whilst many new developments are endeavouring to adhere to ESD principles, entirely sustainable buildings are often unaffordable to most due to the cost of sourcing environmentally sustainable building materials. As buildings contribute significantly to the amount of carbon emissions in the environment it is imperative to implement appropriate actions in response to this.

What is Environmentally Sustainable Development (ESD)? Environmentally Sustainable Development (Clause 22.12) is widely referred to in the Darebin Planning Scheme as one of the guiding principles for development. It outlines the development of environmentally sustainable design encompassing factors such as energy performance, indoor environment quality and water efficiency. Some of the metrics which are used to measure performance include BESS (The Built Environment Sustainability Scorecard) and Green Star from the Green Building Council of Australia (GBCA; The City of Darebin, 2017).

Figure 5.3.a

Action

A2.1 A2.2

A3.1

ESD Map

A1. Retrofit heritage buildings with insulation. Insulation is a powerful way to keep buildings warm in winter and cool in summer, eliminating the need to use external heating and cooling devices (Mosher, 2013). As a result, this acts to cut costs by half in addition to reducing greenhouse gas emissions (Mosher, 2013). Please note Figure x is solely a rough representation of the location of insultation to be installed and is not indicative of the full extent.

A2. Solar Systems This action responds to Clause 22.06-3.1 on Sustainability in the Darebin Planning Scheme which endeavours to â&#x20AC;&#x2DC;make use of resource saving utilities such as solar hot water heaters and solar panelsâ&#x20AC;&#x2122;. 2.1 Encourage the installation of solar energy systems such as solar hot water heaters and solar panels in existing developments. A2.2 Require mandatory installation of solar hot water systems in new developments. NOT SHOWN ON MAP

A3. Require developers to install at least one component of green infrastructure in the form of a green roof, green facade or green wall on one side of a new development. NOT SHOWN ON MAP

Objective One

Design Actions

A1. Retrofit heritage buildings with insulation. 19th Century Revival- Hanley Stoke on Trent Renovated as a part of a â&#x20AC;&#x2DC;Retrofit for the Future Competitionâ&#x20AC;&#x2122;, this 19th century terrace house features two different forms of insulation and integrated solar thermal systems in order to reduce carbon emissions. Following installation, carbon emissions were reduced from 140 kg to 57kg per square metre per year (Construction Products Association).

Action

A1 A3.1

A2.1 A2.2

Existing Policy There is currently no policy in regards to installing insulation in heritage buildings within the City of Darebin Planning Scheme. However, a document published by the Heritage Council of Victoria (2018) in regards to Heritage Buildings and Sustainability note that the installation of insulation in heritage buildings is to be encouraged in order to promote greater energy efficiency and decrease carbon emissions.

A2. Solar Power China: A Solar Super Power The Chinese cities of Shenzhen, Jinan, Rizhao and Wuhan have required the mandatory installation of solar systems since 2007 as a mechanism to reduce carbon emissions. This measure has been largely successful due to government funding and the contribution to the local economy (Han, 2015, p. 62).

Feasiability According to the existing Darebin Solar Saver and Bulk Buy Document (2018), solar installation can be executed without the need for a permit for the majority of Darebin residents, even those in heritage areas. Panels in heritage areas are to be hidden from street and park view.

Action

A2.1 A2.2

A3.1

Objective One

Design Actions

A3. Green Walls, Facades and Roofs

Green walls and facades aid in the mitigation of the heat island effect and assist in the removal of â&#x20AC;&#x2DC;gaseous pollutantsâ&#x20AC;&#x2122; in the air (Department of Environment and Primary Industries, 2014). Additionally, the installation of green walls and facades also assists in the improvement of thermal performance, reducing the need for external heat and cooling devices in buildings.

Sample Vegetation Palette

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buccin tus a h c

Dis ti

Blood-Trumpet Vine

Kangaroo Vine

rea pando r

Low maintenance species, fast growing and dense cover. These do require a trelis or supprot system.

r to

iss

Tendril/Twining

Wonga Wonga Vine

Pa n ciss no

us q u in lia efo

ata

Parth

cissus tricu

id sp

Part he

Self Climbers Do not require the support of a trellis and climb by attatching to walls with sticky disks (BPG, 2019)

Action

A1 A3.1

A2.1 A2.2

Green Wall

Green Roof

Green Facade

Boston Ivy

The greening actions undertaken within this section are not to be confused with Section 5.2 (Establishing a Green Identity) whose actions are more responsive to issues on the streetscape level. It is important to also integrate vegetation throughout housing developments as the built form evolves to prioritise higher densities. Whilst the plantation of trees on the street level is valuable way to reduce carbon emissions, generally the implementation of trees in buildings can be problematic. Therefore, it is more beneficial to green housing with climbers, shrubs and herbaceous perennials (Growing Green Guide, 2014).

Objective One

Design Actions

5.4. Transportation Objective 4: Significantly reduce transport emissions by promoting active transportation modes and discouraging private car use. Transport is the third largest contributor to carbon emissions in the City of Darebin (2017), comprising of 18% of all emissions. According to the Climate Council (2016), private cars contribute to 50% of all transport emissions in Australia as it is the predominant form of transportation for the majority of Australians (Australian Bureau of Statistics, 2016). With 86.2% of all Northcote residents owning at least one car, it is essential that public transportation infrastructure alongside the pedestrian and cycling network is improved to discourage private car use and lower carbon emissions (Australian Bureau of Statistics, 2016; Han, 2015).

Why Active Transport? This photograph taken by the Cycling Promotion Fund (2012) displays the difference in which 69 car drivers, cyclists and bus passengers have on the road spatially. Shifting the suburbâ&#x20AC;&#x2122;s focus to that of an active transportation nature will enable greater spatial efficiency and decrease overall carbon emissions simultaneously.

Figure 5.4.b Comparison of different modes of transport

Figure 5.4.a Propose

ed Transport Map

Action

A1.1 A1.2 A2.1 A2.2 A3.1 A3.2

A1. Improve Transport Frequency A1.1 Increase Route 250 and 251 Bus to every 10 Minutes in Peak Hour Weekdays A1.2 Increase Off Peak and weekend Train Frequency to match trams.

A2 Embrace Cycling Identity A2.1 Install bicycle storage facilities at Train Stations A2.2 Upgrade and extend bicycle lanes

A3. Increase Pedestrian Hierarchy A3.1 Upgrade poorly functioning footpaths A3.2 Create a pedestrian trail adjacent to Train Lines

These actions are largely guided by Bongardt et al. (2013) literature ‘Low Carbon Land Transport’ with a strong emphasis on the ‘Avoid, Shift and Improve’ strategy in Chapter Two.

Figure 5.4.c Low Carbon Transport

Objective One

A1. Improving Public Transport Frequency

Current Frequency

Design Actions

ROUTE 11 ROUTE 86 MERNDA HURSTBRIDGE ROUTE ROUTE TRAM 250 251 LINE LINE TRAM

7AM-9AM 10AM-4PM 5PM-7PM LATE SATURDAY SUNDAY

Figure 5.4.e W po

Benchmark Requirement The tram network in Northcote has a high frequency and has been used as a benchmark for the proposed frequencies of Trains and Buses.

Figure x. Location of proposed increase in Frequency, The 250 and 251 bus networks were chosen due to its value in moving residents of the North Eastern/Eastern section of Northcote to the key employment, educational and entertainment districts. Despite the continued growth of outer suburbs, the Mernda line and Hurstbridge Lines have a comparatively scarcer frequency as opposed to the Frankston, Dandenong and Ringwood Lines (all situated in South Eastern/Eastern Melbourne.

Rese

Figure 5.4.d Public Transport Implementation Map

Action

A1.1 A1.2 A2.1 A2.2 A3.1 A3.2

Increased Frequency Routes

Proposed Frequency

ROUTE 11 TRAM

7AM-9AM 10AM-4PM 5PM-7PM LATE SATURDAY SUNDAY

ROUTE 86 TRAM

Wider public transort Map

Increasing public transport frequency is not just a Northcote issue. Hereâ&#x20AC;&#x2122;s why. According to Infrastructure Australia (2019), annual patronage on the Mernda Line is expected to increas by 9.1% each year between 20182021 due to the significant growth of the outer Darebin City Council suburbs the Whittlesea Council. Failure to increase current train frequency will result in greater transport poverty, as residents will become frustrated with overcrowding and unreliability and become more susceptible to car dependency, which will exaserbate carbon emissions even further. Therefore it is imperative to increase the train network to a reliable frequency to match those of the Eastern and South Eastern Frequencies.

ervoir

$200 Million to Increase Frequency of Trains to every 10 Minutes

Figure 3.3.a ESD Map MERNDA LINE

HURSTBRIDGE LINE

ROUTE 250

ROUTE 251

$15.8 Billion for East-West Link Freeway Project

As evidenced by Figure x, the Train, Tram and Bus networks run through various suburbs, from the Melbourne Central Business District to the newly developed outer suburbs. Mernda in particular has been identified as one of the fastest growing suburbs with a projected 68% population increase by 2036 (The City of Whittlesea, 2019). Residents who live in the outer suburbs are more susceptible to car dependency due to the distance from home to work, according to Infrastructure Australia (2018).

Objective One

Design Actions

A2. Embrace Cycling Identity Parkiteer Bike Cages Parkiteer Bike Cages are an initiative managed and maintained by Bicycle Victoria. The premise of the program is that the cages are located at train stations to promote greater multimodality. Its introduction has caused a reduction of people driving to the train station whilst promoting a welcome positive shift in cycling culture (Martin, 2007). Unfortunately, there are no Parkiteer bike cages in any of the five stations in Northcote. During the site visits, people were seen to be chaining their bicyles onto adhoc storage such as parking poles, indicating a need for a mroe formal bicycle infrastructure to promote multimodality. Figure 5.4.e Parkiteer Bike cage

Figure 5.4.g Author’s impression of new bike lanes

New Road Division Why Mitchell Street? The narrow nature of Arthurton Road heavily restrains the fulfillment of any cycling infrastructure plan. Although Arthurton Road/Seperation Street are key transit corridors to surrounding suburbs, it also experiences heavier traffic than the comparatively more residential streets of Mitchell Street. Action

A1.1 A1.2 A2.1 A2.2 A3.1 A3.2

At the moment, there is already an existing bicycle lane on Mitchell Street although it has not been formally marked according to GIS spatial data. Improvements to this bike lane would entail the establishment of a ‘Protective Bike Lane’ utilising a ‘buffer object’ of a vegetated curb.

A1. Embrace Cycling Identity Penn Street Protective Bike Lane The Penn Street Protective Bike Lane is a unique duallane bike network located in Philadelphia. It is akin to a â&#x20AC;&#x2DC;bike highwayâ&#x20AC;&#x2122; and can be applied to Northcote as a way of promoting active transportation in residential areas.

Figure 5.4.f Penn Street Protective Bike

Two Bicycle Lane Vegetated Curb to divide traffic

Objective One

Design Actions

A1. Increase Pedestrian Hierarchy Major Road Level Increasing pedestrian hierarchy can be achieved by accomodating less for cars and prioritising the pedestrian. In order to achieve this, this action will endeavour to: reduce the speed of cars by introducing elevated pedestrian crossings, creating a greater sense of visibility for pedestrians.

Remove Surface Parking in areas of high pedestrian activity. Create elevated pedestrian crossings near major green spaces and places of transit crossing. Increasing setbacks near selected parks as outlined in the previous Green identity section.

Figure 5.4.h. Authorâ&#x20AC;&#x2122;s impression of new pedestrian path

Action

A1.1 A1.2 A2.1 A2.2 A3.1 A3.2

Figure 5.4.i. Authorâ&#x20AC;&#x2122;s impression of new pedestrian path

Transport Corridors The site analysis identified that train corridors were largely underutilised and emitted a hostile energy due to the lack of pedestrian paths. Dennis Station was devoid of footpaths with one of the only means of walking to be undertaken along the exposed and unfenced rail track.

Create a pedestrian friendly path that undulates through nature Create a bike lane adjacent to the Hurstbridge Train Line Erect a new fence along railway for safety and increased amenity.

Figure 5.4.j. Authorâ&#x20AC;&#x2122;s impression of new pedestrian path

Figure 5.4k. Before: Dennis Train Station

Figure 5.4.l. Action After: A Reimagined Dennis TrainA1.1 A1.2 Station A2.1 A2.2 A3.1 A3.2

Objective One

Design Actions

5.5 Water Sensitive Urban Design Objective 5: Integrate water sensitive urban design to maximize permeable surfaces and minimize impermeable surfaces Integral to decreasing carbon in the atmosphere and reducing the heat island effect is the application of effective water sensitive urban design in Northcote. The amalgamation of ‘blue’ (water) and ‘green’ infrastructure can be used as an innovative way of supporting good urban design, whilst also delivering clean water to vegetation, gardens and parklands (Ong, 2015; The City of Darebin, 2015). According to the City of Darebin (2015), delivering green, permeable spaces will aid in the filtration of stormwater whilst mitigating the urban heat island effect. Additionally, many water sensitive urban design practices may also provide visual interest through the provision of increased greenery.

Policy Assessment There are a number of Council Strat egies which emphasize the importance of implementing Water Sensitive Urban Design practices within the suburb namely Watershed: Towards a Water Sensitive Urban Design and the 2012-2020 Green Streets Streetscape Strategy (The City of Darebin, x; 2012).

Figure 5.5 a.

WSUD Map

A1. Implementation of permeable paving Unfortunately, most building materials and surfaces are impermeable which have little capacity of effective cooling and promote excessive heat gain. According to Mills (2015), alteration of the ‘surface albedo’ is one of the most effective methods to promote a decrease in the Urban Heat Island effect.

A2. Implement raingardens A raingarden is a form of water sensitive urban design which utilises garden beds to filter stormwater runoff from surrounding areas or stormwater pipes. Through the use of soil, plants and microbes they are an effective method to treat stormwater whilst also providing aesthetic interest.

A3. Implement swales Swales are another form of water sensitive urban design, that also filter storm-water. Swales are ‘depressed chan-nels’ planted with a litany of vegeta-tion.

Objective One

Design Actions

A1. Permeable Paving

Figure 5.5 b. Permeable Paving

A3. Raingardens

Figure 5.5 c. Grace Park Watergardens

PRECEDENT

The Grace Park Raingarden, located in Hawthorn is a The City of Melbourne has combined permeable pavnewly implemented raingarden that is a part of the City ing with its distinctive bluestone paving character. The of Boroondaraâ&#x20AC;&#x2122;s 2014 Water Management Strategy. The water sensitive footpaths have replaced impermeable raingarden is connected to an underground tank and asphalt with sawn bluestone pavers which have helped water truck refills which is used to water other green to improve soil moisture whilst providing valuable water spaces in its vicinity such as Glenferrie Oval and Grace sources for nearby trees (City of Melbourne, n.d). Park. The raingarden treats stormwater before it enters the river system and Port Phillip Bay.

A2. Swales Figure 5.5 d. Grace Park Watergardens

Cunningham Street

The swales will be installed in areas with underutilised land. One of the proposed areas of installation is near Little High Street, which is located in the centre of an expansive boulevard road. Currently, the off centre median strips on either side of the road are underutilised and have poor planting. Installing a swale is a way of promoting water sensitive urban design whilst capitalising on underutilised land.

Route 86 Tram

High Street

Location of Swales to be implemented on Little High Street, Northcote.

The successful fulfillment of the Low Carbon Precinct Structure Plan will largely be determined by the Council and the Communityâ&#x20AC;&#x2122;s willingness to adhere to its principles throughout time. This section aims to outline the desired timeframe of implementation of the actions from Section 5 (Design Actions). The actions have been classified into three distinctive categories:

6.0 Implementation

Policy Changes:

Actions that require amendments to the Victorian and Darebin Planning Schemes . These actions may include rezoning areas and compulsory actions to be adhered to by developers.

Design Initiatives:

Targetted responses that endeavour to create a tangiable difference to the landscape through the design and construction of various elements which will aid in the diminishment of carbon emissions.

Community Advocacy:

Actions that are largely dependent on the receptiveness of the community to adapt and apply changes to everyday life in order to achieve a Low Carbon Northcote.

An Ongoing Process Due to the immience of Climate Change and the tangiable, permenant effects it has on the environment, most of these actions implemented will be ongoing in order to ensure that carbon emissions continue to be lowered throughout the years. The Low Carbon Precinct Structure Plan endeavours to permanently alter unsustainable transport, housing and consumption habits and pioneer a shift in societal attitudes.

The categorical timeframes are as follows: Short: 1-5 years Medium: 10-15 years Long: over 15 years Ongoing: Now-Indefinite

Implementation

6.1 Schedule 5.1 Mixed Use No. A1

Action

Stakeholders