Banyule City Council Ordinary Meeting Attachments 9 June 2015 by Banyule City Council

ATTACHMENTS 2.1

Olympic Village Learning Hub - Olympic Neighbourhood House Attachment 1

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Victorian State Disability Plan - Council Submission Attachment 1

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Attachment 4 Attachment 5

Approval Letter from Minister for Planning ..................................... 490

Review of Opportunities for Advertising Signs on Council Land Attachment 1

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Architectural Plans......................................................................... 422 Background Information ................................................................ 465 Assessment against Higher Density Guidelines ............................. 478

Planning Scheme Amendment C93 - Ivanhoe Activity Centre Attachment 1

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Locations of the NRZ 1, 2 and 3 .................................................... 308 Summary table of NRZ1, 2 and 3 .................................................. 309 Residential Zones Standing Advisory Committee Report on Draft Amendment C125 ................................................................. 312 NRZ Schedule Review Report ....................................................... 335 Draft NRZ Monitoring and Review Program ................................... 413

Proposed apartment building at 13-17 Cartmell St Heidelberg Attachment 1 Attachment 2 Attachment 3

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Draft Parking Overlay - Heidelberg Activity Centre ........................ 301 Draft Parking Overlay Map - Heidelberg Activity Centre ................ 304 Draft Parking Overlay - Bell Street Mall ......................................... 305 Draft Parking Overlay Map - Bell Street Mall.................................. 307

Update on the Neighbourhood Residential Zone Attachment 1 Attachment 2 Attachment 3

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Plans ............................................................................................. 242 Background information ................................................................. 285 Guidelines For Higher Density Residential Develoopment ............. 294

Draft Heidelberg and Bell Street Mall Parking Plan Attachment 2 Attachment 3 Attachment 4 Attachment 5

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Attachment 1 ................................................................................. 226

Proposed nine to ten storey mixed use building at 4-6 Flintoff Street, Greensborough Attachment 1 Attachment 2 Attachment 3

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Draft Banyule Integrated Transport Plan........................................ 168 Feedback Summary Paper ............................................................ 198

Ivanhoe Grammar School Development Plan 2015-2021 Attachment 1

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State Disability Plan - Banyule Council Submission - May 2015 .............................................................................................. 163

Draft Banyule Integrated Transport Plan Attachment 1 Attachment 2

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OLYMPIC NEIGHBOURHOOD HOUSE - Situational Analysis & Development Options. Heidelberg West 3081 .............. 146

Outdoor Advertising Policy Part 1 & 2 Feb 2010 ............................ 492

Items for Noting Attachment 1

Banyule Age-friendly City Advisory Committee Minutes April 2015 .............................................................................................. 529

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Attachment 1: OLYMPIC NEIGHBOURHOOD HOUSE - Situational Analysis & Development Options. Heidelberg West 3081

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Attachment 1: OLYMPIC NEIGHBOURHOOD HOUSE - Situational Analysis & Development Options. Heidelberg West 3081

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Attachment 1: OLYMPIC NEIGHBOURHOOD HOUSE - Situational Analysis & Development Options. Heidelberg West 3081

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Attachment 1: OLYMPIC NEIGHBOURHOOD HOUSE - Situational Analysis & Development Options. Heidelberg West 3081

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Attachment 1: OLYMPIC NEIGHBOURHOOD HOUSE - Situational Analysis & Development Options. Heidelberg West 3081

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Attachment 1: OLYMPIC NEIGHBOURHOOD HOUSE - Situational Analysis & Development Options. Heidelberg West 3081

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Attachment 1: OLYMPIC NEIGHBOURHOOD HOUSE - Situational Analysis & Development Options. Heidelberg West 3081

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Attachment 1: OLYMPIC NEIGHBOURHOOD HOUSE - Situational Analysis & Development Options. Heidelberg West 3081

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Attachment 1: OLYMPIC NEIGHBOURHOOD HOUSE - Situational Analysis & Development Options. Heidelberg West 3081

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Attachment 1: OLYMPIC NEIGHBOURHOOD HOUSE - Situational Analysis & Development Options. Heidelberg West 3081

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Attachment 1: OLYMPIC NEIGHBOURHOOD HOUSE - Situational Analysis & Development Options. Heidelberg West 3081

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Attachment 1: OLYMPIC NEIGHBOURHOOD HOUSE - Situational Analysis & Development Options. Heidelberg West 3081

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Attachment 1: OLYMPIC NEIGHBOURHOOD HOUSE - Situational Analysis & Development Options. Heidelberg West 3081

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Attachment 1: OLYMPIC NEIGHBOURHOOD HOUSE - Situational Analysis & Development Options. Heidelberg West 3081

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Attachment 1: OLYMPIC NEIGHBOURHOOD HOUSE - Situational Analysis & Development Options. Heidelberg West 3081

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Attachment 1: OLYMPIC NEIGHBOURHOOD HOUSE - Situational Analysis & Development Options. Heidelberg West 3081

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Attachment 1: OLYMPIC NEIGHBOURHOOD HOUSE - Situational Analysis & Development Options. Heidelberg West 3081

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Attachment 1: State Disability Plan - Banyule Council Submission - May 2015

Submission to the Victorian State Disability Plan

June 2015

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Attachment 1: State Disability Plan - Banyule Council Submission - May 2015

1. What sort of structures do you have in place to engage with people with a disability in your local council area? Banyule Council’s consultation strategy and guidelines aim to ensure inclusive consultation and engagement and to involve people with a disability and their families in consultations across the municipality. Our approach includes not just ensuring we reach people with a disability, but also ensuring the way information is presented and consultation is delivered is inclusive and accessible.

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Additionally Council has specific structures and programs in place to support the engagement of people with a disability and their families including:  Banyule Disability Inclusion and Advisory Committee - A Council appointed committee including people with a disability and their families.  Banyule Disability Advocacy group – A group of interested local people with a disability who are interested in working with Council on issues affecting people with a disability. This group is convened as needed to provide input on polices, plans and local issues.  Banyule Disability Services Network – A network of local disability service providers supported by Council’s MetroAccess officer.  MetroAccess – Council’s MetroAccess officer is engaged with local people with a disability who are involved in the planning and delivery of MetroAccess projects locally.  Home and Community Care (HACC) and Jets Creative Arts Studios – Both the HACC service and Jets provide direct programs and supports to people with a disability. The individuals and families supported are involved in the review and evaluation of the services they receive. While Council has various structures in place to engage people with a disability, an ongoing challenge is capturing the voices of people not engaged with disability services or Council’s advisory structures. 2. In submissions made to the Inquiry into Social Inclusion and Victorians with Disability (Sept 2014), Councils and communities identified a number of priorities to full social and economic participation of people living with a disability, including: 1. 2. 3. 4. 5.

Physical infrastructure and accessibility to the built environment Social inclusion through increased participation in community life Economic participation and independence Locally-focused initiatives to improve social inclusion and Reducing attitudinal barriers and discriminatory practices in the community

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Attachment 1: State Disability Plan - Banyule Council Submission - May 2015

Do these points reflect the issues that exist in your community? What does your community see as the top three priorities for government in this area? (provide examples & attachments if desired)

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The list provided is an accurate reflection of the priorities raised by the Banyule Community. Additional and more specific issues identified through the local community include:

2. Increasing non-structured social inclusion opportunities where people can make friends, socialise, and connect. Nillumbik Council provide the Recreation and Leisure for Fun (RALFF) program which provides informal social opportunities. 3. Increased opportunities for participation / social inclusion of people not attached to a service provider - increased inclusion in all community opportunities from Neighborhood houses, to sporting and arts based activities along with employment and volunteering opportunities. 4. Community Building â&#x20AC;&#x201C; The need to engage generalist community services and opportunities to welcome and support people with a disability. This is an important function of the MetroAccess program that needs to be continued. Council has experienced that the redirection of Access for All Abilities funding has left a large gap in opportunities and efforts around inclusion in sport and recreation and has reduced choice in participation. 3. Strengths: What features of the SDP 2013-2016 have enabled Councils and communities to influence change? How and why have these features helped? Please provide examples. The State Disability Plan 2013-2016 recognises that all people with a disability should lead an inclusive life in their chosen community. The framework of the Plan provides a sound basis for improving the lives of people with a disability and the attempt to gain commitment from various state government departments is critical to achieve change. Local government has been recognised as an important level of government within the plan, and there are examples within the two yearly implementation plans that specifically focus on local councils. Additionally, the plan recognises that not all people with a disability can participate without assistance, and that the correct supports are important. These principles have assisted services such as HACC to look to more flexible and responsive approaches to assist families with in program. The structure of the plan is consistent with the approaches used by many councils to support people with a disability. Recognising the importance of creating more flexible and responsive services as a key aspect of the plan has provided a useful platform for Banyule ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 165

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1. Increasing access to opportunities to participate in both targeted and inclusive school holiday programs with appropriate ratios of supports to participants. Limited opportunities currently exist. (Whittlesea Councilâ&#x20AC;&#x2122;s WHISKAS program is a good example of a successful model).

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Attachment 1: State Disability Plan - Banyule Council Submission - May 2015

to review its own disability services with a view to changes resulting from the incoming NDIS.

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4. Improvements: How can the next State Disability Plan provide a more effective guide or tool for councils to influence change within their local communities? Please provide examples. Council recommends that the next State Disability Plan reflect the ‘true successes’ and impacts of the preceding plan. While the aspirations of the current plan are admirable, real examples of how local councils and others can make a difference would be beneficial. This could be complimented by additional guidelines and best practice examples for local government. The landscape of disability services will be vastly different for the next State Disability Plan. Recognising the important function that local councils play in building inclusive communities and supporting people with a disability is critically important and should be addressed in the next plan. The next plan should continue to operate as a vehicle for developing partnerships between levels of government and the private sector to create opportunities for people with a disability. Many issues facing people with a disability such as social inclusion and economic participation remain. Ensuring that there are meaningful projects and measures to address these issues will continue to be an important focus for the next plan. Additionally, local government plays an important role in the coordination of local services and facilities, facilitating partnerships between local organisations and leading advocacy on local issues. These broader functions are essential and critical particularly in more direct and consumer needs driven funding arrangements likely through the NDIS. Local councils play an important role in communicating with the wider community so they have a true appreciation of people with a disability and of the services required to support people to participate. Therefore, it is important to continually engage the voices of local communities. The use of the committees and groups is a good way of getting a broader range of people involved, including people with a disability themselves, families and community members. This enables decision makers to hear firsthand what are the everyday issues affecting people with a disability. The next State Plan should recognise and strengthen opportunities for local voices to be heard and influence change.

5. Finally, what do you think is needed to increase the economic and social participation of people with a disability in your community? Please provide your response in the box below, including any additional information we should consider in developing the next State Disability Plan. Economic Participation: A systemic and coordinated approach is required to address issues and times of transition (e.g. School – further education – employment). Supports need to be in place to ensure opportunities for future employment. For example, programs of education, training and development that are supportive and inclusive of people with disability and allows people to follow and fulfil their potential. ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 166

The creation of genuine pathways for young people to transition from education to further training and employment - are significant gaps. Within the local area, the Inner Northern Local Learning and Employment Network and the Banyule Nillumbik Local Learning and Employment Network are both working to increase partnerships with Council and other employers in the community to create linkages and pathways to professional training, development and employment. These local partnerships are essential to provide real opportunities for people. As a sector, local government has the opportunity to be leaders in the field of equal employment and has great potential to be a â&#x20AC;&#x2DC;best practiceâ&#x20AC;&#x2122; employer. The next state plan can recognise and support local government and other settings to create real opportunities for increased economic participation. Importantly, a supportive welfare system is essential to encourage and support people into employment. Anecdotally, Banyule City Council is aware that some peopleâ&#x20AC;&#x2122;s experience with the welfare system places restrictions on working hours for people with disability, as they are penalized with reduced payments for working over a certain number of hours. Social Participation: It is important that there are practical examples of successful social inclusion including what steps and guidance leads to more social inclusion. Meaningful inclusion for people with a disability can be complex, and organisations and families benefit from examples of success that apply to people with a range of needs. Social participation is increased when people are active in community life, and have opportunities to meet and connect with others. Ongoing effort is needed to ensure that participation opportunities across the spectrum of life are inclusive of people with a disability. The role of building inclusive communities within sectors such as Sports and Recreation and the Arts can create local opportunities where people actively participate. Banyule City Council also believes that continual community education is important. Attitudes that limit opportunities for people with a disability are still prevalent in local communities. Addressing these early, within the school system for example, is important. Supporting education programs within schools supports children to learn acceptance and appreciation of differences in others. Not addressing this early can lead to discrimination and negative attitudes being present in the wider community.

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Attachment 1: State Disability Plan - Banyule Council Submission - May 2015

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Attachment 1: Draft Banyule Integrated Transport Plan

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BANYULE INTEGRATED TRANSPORT PLAN 2035 DRAFT APRIL 2015

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Attachment 1: Draft Banyule Integrated Transport Plan

Contents 1 Introduction ..............................................................................................................3

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2 Setting the Stage ......................................................................................................4 2.1

Local Context............................................................................................................................. 4

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Growing Pressures .................................................................................................................... 6

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Policy Framework...................................................................................................................... 8

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Developing the Integrated Transport Plan ........................................................................10

4 Transport Themes ................................................................................................. 13 4.1

Accessibility and Mobility.......................................................................................................13

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Land Use and Development ..................................................................................................15

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Walking and Cycling ...............................................................................................................18

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Public Transport ......................................................................................................................22

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Transport Network ................................................................................................................24

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Advocacy ...................................................................................................................................27

5 Making it Happen ................................................................................................... 29

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3 Vision and Policies ................................................................................................. 11

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Attachment 1: Draft Banyule Integrated Transport Plan

1 Introduction

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Transport is an integral part of our lives, shaping our neighbourhoods and connecting us with jobs, education, services, shops, and recreation opportunities. It also underpins the economy, linking businesses with workers, customers and clients and allows the delivery of goods. The transport choices we make can have both positive and negative consequences for ourselves and our community. The Banyule Integrated Transport Plan 2035 (BITP) is a long-term strategic plan that will help guide transport and land use decisions in our municipality. The plan provides an overall framework to address transport issues, and create a more accessible, safe, liveable and sustainable community. It sets a long-term vision and includes high-level policies, and outlines strategies and actions to achieve this. There are a number of ways Council can influence travel behaviour and enable change in transport choices. Capital works projects, behavioural change programs, and the preparation and implementation of local transport strategies and plans, are just some of the initiatives that can be implemented by Council. On a broader scale, advocacy is required to the State Government and other statutory bodies, including VicRoads, Public Transport Victoria and the Metropolitan Planning Authority, in order to improve services or explore opportunities within Banyule. Although many areas are outside Councilâ&#x20AC;&#x2122;s control, Council continues to advocate strongly where it can to resolve transport issues in Banyule. Councilâ&#x20AC;&#x2122;s capacity to enable change and deliver the plan is also impacted by budget limitations and competing services.

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Attachment 1: Draft Banyule Integrated Transport Plan

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2 Setting the Stage 2.1 Local Context

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Banyule lies between 7 and 21 kilometres north east of Melbourne. The 63 square kilometre area encompasses quiet residential streets, lively neighbourhood centres and large activity and employment districts. Banyule has significant open spaces and parklands, with residents rating trees and natural vegetation one of the key features of the area.

Figure 2-1: Map of Banyule Road Network

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Attachment 1: Draft Banyule Integrated Transport Plan

WHO WE ARE Banyule is home to 124,000 people. Over a third of our population is 50 years or older, which is significantly higher than Greater Melbourne. The age profile of Banyule continues to change, with our preschool age group (0-4 years) increasing 13% in number since 2006. Our 60-69 and 85+ age groups have also increased significantly during this time.

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A third of our 44,000 households comprise couples with one or more children. Banyule also has a high proportion of lone-person households (comprising nearly a quarter of all households), and households of couples without children. We have a growing number of residents born overseas, with over 50 countries represented across Banyule. A total of 16% of our population come from non-English speaking backgrounds, with over 120 different languages spoken at home across Banyule. In 2011, over 5,000 people within Banyule reported needing help in their day-to-day lives due to disability. 12.3% of Banyuleâ&#x20AC;&#x2122;s population provided unpaid care, compared with 10.9% of Greater Melbourne. How we Live, WORK AND PLAY Three quarters of land across Banyule is residential, with 80% of all houses being separate dwellings. Relative to Greater Melbourne, there is a lower proportion of medium density and higher density dwellings across the municipality. However, a higher proportion of people reside in social housing across Banyule than the metropolitan average. In 2011, 58,000 people living in Banyule were employed. Of our working population, a significant portion work locally, with 25% working within Banyule and 28% working within our neighbouring municipalities. A further 14% work within the City. Approximately 10,000 local businesses are situated across the municipality, creating over 47,000 jobs. The key employment sectors include health care and social assistance, education and training, and retail trade. In total, these three industries employed 20,423 people or 34.8% of the total employed resident population. Banyule is renowned for its open spaces and plentiful parklands, especially along the Yarra and Plenty River valleys. There is 10 square kilometres of public space across Banyule, with a wide range of community leisure and recreational facilities. These cater for recreational users and a wide variety of sports, allowing the community to enjoy football, cricket, netball, hockey, tennis, and lawn bowls, to name a few, in their local area. HOW WE MOVE Most households in Banyule own one or two vehicles, with the number of households with no vehicles falling since 2006. Over the same period, a higher proportion of residents travel to work using public transport, and a lower proportion travel to work by private vehicle. On our journey to work, 65% of our population drive by private vehicle (car, truck and motorcycle), and another 14% travel by public transport. Active travel modes, such as walking and cycling, comprise 3.5% of work related trips. However, these modes are more popular for educational and recreational trips.

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Banyule’s transport system includes road, rail, tram, bus, cycling and walking infrastructure. There are nine railway stations across the municipality; extending from Montmorency to Darebin, and providing connectivity to Melbourne to the south, and through to Eltham and Hurstbridge to the north.

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A total of 20 bus services operate throughout Banyule, comprising 17 neighbourhood routes and three orbital smart bus services. Tram route 86 runs along the north west border of the municipality, connecting La Trobe University to Bundoora RMIT to the north, and Melbourne Docklands to the south.

There are a number of challenges facing the Banyule community now and into the future. While these are not unique to Banyule, if these challenges are not addressed they will impact on our environment, community, health and wellbeing, and will affect the way people live and choose to travel in our municipality. POPULATION GROWTH Our Council and its neighbours are growing. By 2031, Banyule is expected to add another 15,000 residents to its current population of 125,000. Major growth is also likely to continue in our neighbouring areas to the north, with the municipality of Whittlesea expected to grow by 148,000 people over this time. This will increase travel demand within and across Banyule and the wider metropolitan area. CONGESTION The current transport network across Banyule and the wider metropolitan area is under increasing pressure, with our roads and public transport systems at or near capacity during peak times. Based on our current travel patterns, the projected growth in Banyule’s population alone will add 5,000 car-trips to our road network during peak hour by 2031. The growth in neighbouring areas to the north is expected to significantly add to the number of vehicles using Banyule’s roads. FREIGHT MOVEMENT Due to Banyule’s position between the Metropolitan Ring Road and the Eastern Freeway, our arterial road network is used for freight and commuter traffic from the northern and western suburbs to the south eastern suburbs. With the potential future growth of the Port of Hastings, as well as the relocation of the Melbourne fruit, vegetable and flower market to Epping, the freight connections and resultant impacts on amenity and safety along our road network will be significant if not addressed. SEDENTRY LIFESTYLES About 45% of Banyule residents are overweight or obese, and many of them also experience high levels of physiological stress. We can help reverse this trend by making our active transport modes more convenient and comfortable. Providing an environment where active transport is encouraged will create a healthier, more resilient community, and will improve the overall liveability of our neighbourhoods. AGEING POPULATION Banyule currently has a higher proportion of older persons than the metropolitan average. 21.7% of Banyule’s population is 60 years or older, compared to 18.2% of Greater ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 173

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2.2 Growing Pressures

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Attachment 1: Draft Banyule Integrated Transport Plan

Melbourne. With this trend predicted to continue, there will be an increasing number of Banyule residents relying on non-car travel modes to maintain their mobility and social wellbeing. ACCESSIBILITY & SOCIAL INCLUSION

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While our key destinations should be accessible to all residents, there are some activity centres within Banyule which have limited access to certain travel modes. This restricts access to employment, education, shopping, social and community opportunities. The transport network should provide accessible connections across our municipality and be able to accommodate those of varying income, ability and age across a wide range of travel modes. PARKING There is increasing demand for parking around our activity centres, schools and railway stations. Banyule residents rate traffic concerns and car parking as some of the key issues in their local areas. Many of our streets do not have enough space to provide everyone with an on-street parking space, which provides challenges to ensure the spaces we have are managed fairly. CLIMATE & THE ENVIRONMENT One third of greenhouse gas emissions produced from Australian households is from transport. Private vehicles are a significant contributor, accounting for 80% of trips, and 53% of trips under 5km in Banyule. Shifting towards sustainable transport modes, such as walking, cycling and public transport, will help reduce our overall greenhouse gas emissions. SAFETY Safety of all users is an important factor in planning and managing our transport network. Every day, someone is injured on our roads. This could be a pedestrian, cyclist, or a driver or passenger in a car. Addressing safety concerns though infrastructure improvements, education and behavioural change will help create a safer environment for us all. DIVERSE COMMUNITIES Our community is becoming more culturally and linguistically diverse. These differences may restrict access to some transport modes, reducing the ability to connect to social, education and employment opportunities. We need to ensure that cultural and language differences are considered when planning and providing transport services and information.

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Attachment 1: Draft Banyule Integrated Transport Plan

2.3 Policy Framework Responsibility for provision and planning of transport within Banyule is shared between Council and the State Government.

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Council manages the local road network and most of the pedestrian and bicycle networks. These responsibilities are outlined in various local policies and strategies that contribute to transport in Banyule and provide the main policy framework for the BITP. Both levels of government must work together to provide a transport network that caters for our community. Place Holder: Graphic on State Gov. Plans & Strategies Figure 2-2: Victorian Government Plans and Strategies

STATE GOVERNMENT STRATEGIES The BITP is informed by existing legislation and State Government plans and strategies including: The Transport Integration Act (2010) sets out decision-making principles that are to be applied when specified organisations undertake transport planning. Where councils make decisions that impact upon the transport system, the Act requires that transport system objectives and decision-making principles be considered. Council planning must follow these principles when developing transport plans. Plan Melbourne outlines growth and development priorities for Melbourne to 2050 and will have a significant impact on the future of planning and development in Banyule. This includes the emerging La Trobe Employment Cluster and the North East Link connecting the Metropolitan Ring Road to the Eastern Freeway at Ringwood. Victoria – The Freight State outlines the State Government’s long-term strategy to improve freight efficiency, grow productivity and better connect Victorian businesses with their markets, whether local, national or international. Cycling into the Future (2013) sets out the priority actions needed to establish cycling as a viable, sustainable, affordable and safe transport option. It brings together planning for Melbourne’s bike paths, aligning the Principle Bicycle Network and Metropolitan Trail Network. The Victorian Road Safety Strategy (2013) sets a target to reduce fatalities and serious injuries on our roads by more than 30%. Realising this target would see Victoria’s annual road toll fall to below 200 persons. This will require a combined approach that targets the safety of the road environment, the vehicles in which people travel, and the behaviour of everyone on the road.

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Three key areas of transport are the responsibility of State Government: high level land use planning policy; public transport; and the state arterial road network. The reality is that Council cannot act in isolation of the State Government’s land use or transport policies. It is important to be aware of these policies because any Council policy or strategy must fit within the State policy framework.

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Attachment 1: Draft Banyule Integrated Transport Plan

Accessible Public Transport in Victoria Action Plan seeks to improve access to public transport services and facilities, and address the travel needs of people with a disability or mobility restrictions, and the growing population of older people. LOCAL STRATEGIES

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Council’s vision, objectives and key directions are outlined in the Banyule City Plan 20132017, under five themes: Participation, Performance, Place, People and Planet. ‘Place’ describes the buildings, structures and spaces in which we live, work, shop and play. It is about our surroundings, how we interact with and move about within them. ‘Place’ also shapes our interactions with others and influences the quality and frequency of our social and economic activities. Figure 2-3 demonstrates where the BITP sits within Council’s strategic framework. CITY PLAN PARTICIPATION PERFORMANCE

PEOPLE

PLACE

PLANET

MUNICIPAL PLANNING SCHEME PLANNING POLICY FRAMEWORK

MUNICIPAL STRATEGIC STATEMENT

LIVE

WORK

MOVE

PLAY

SHOP

Housing Strategy

Activity Centre Structure Plans

Road Management Plan

Public Open Space Plan

Shopping Centre Business Plans

Economic Development Plan

Integrated Integrated Transport Plan Transport Plan

Reserve Master Plans

Neighbourhood Character Strategy

Precinct Master plans

Car Parking Strategies

Road Safety Strategy

Walking Strategy

Bicycle Strategy

Right of Way Strategy

Figure 2-3: Council Plans and Strategies

The BITP delivers on one of Council’s Place objectives of the City Plan, which is ‘Support Sustainable Transport - Develop an integrated transport plan for Banyule”. The BITP also considers a range of other policies and strategies within the objective themes of People, Planet, Participation and Performance, including the Municipal Health and Wellbeing Plan, the Access and Inclusion Policy (both under People), and the Environmental Policy (under Planet).

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Attachment 1: Draft Banyule Integrated Transport Plan

2.4 Developing the Banyule Integrated Transport Plan The vision, strategies and actions outlined in the BITP have been shaped by public input and local expertise. We have also looked at best practice from metropolitan Melbourne and beyond. Key inputs include:

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A review of current literature and policy initiatives around the themes of land-use, transport, economic development, open spaces, employment and innovation; Community consultation conducted during the review of the Banyule City Plan, through Council’s community advisory groups, and additional consultation conducted during the BITP development process; State Legislation and State Government plans, policies and strategies; Council commissioned research: o Banyule Household Survey, 2011 and 2014; o Statistical data published on the Banyule Community Profile, Social Atlas and Economy websites produced by id consulting; Discussions with an external reference group, comprising of stakeholders from Government departments and agencies, neighbouring councils, trader association representatives, key community, employment and education groups. The information and feedback collected helped develop the plan’s vision and themes. These were developed into a discussion paper and consultation summary paper released to the wider community and external stakeholders for feedback in February 2015. Feedback collected during February and March 2015 guided the preparation of the draft BITP, which is anticipated to be released to the wider community for comment in June 2015. The final BITP will consider and incorporate additional feedback obtained during June – August 2015, and is expected to be formally adopted by Council by the end of 2015. The BITP development process is demonstrated in Figure 2-4.

CONSULTATION WITH COMMUNITY & STAKEHOLDERS

Vision, Themes & Policies

Draft Integrated Transport Plan

2015 FEB - MAR

2015 JUNE

BACKGROUND RESEARCH & REVIEW

2014 APR-DEC

Final Integrated Transport Plan

2015 NOVEMBER

Figure 2-4: Development of the Integrated Transport Plan

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Feedback from a Transport Workshop with Banyule Councillors and staff;

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3 Vision and Policies To achieve a safe, accessible integrated transport system within Banyule, Council has established a vision to guide decision making over the next 20 years. The vision is highlighted in Figure 3-1.

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Vision

Banyule is a City with accessible, liveable and sustainable communities, with good access to jobs, education, shopping and community opportunities within a safe transport network

Figure 3-1 - Council's Transport Vision

The vision defines what kind of city Banyule will be and identifies the transport infrastructure, services and projects needed to underpin the cityâ&#x20AC;&#x2122;s growth, accessibility and mobility. It is a blueprint for Banyuleâ&#x20AC;&#x2122;s future liveability and sustainability. The vision is supported by six themes considering a different aspect of transport. Each theme is guided by a policy statement, and supported by strategies and actions that will help to achieve the vision. These strategies and actions are outlined throughout this document [denoted: S=strategy; A=action]. The relationship between the vision, themes, policies and associated strategies and actions is demonstrated in Figure 3-2.

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Accessibility and Mobility

Advocacy Raise and promote an awareness of all transport issues faced by the community and continue to advocate to State and Federal Governments for funding and action Strategies and Actions on page 26

The Transport Network Streets will be places where people live, work and congregate and provide access for a range of users to deliver a safe, integrated and efficient transport system Strategies and Actions on page 23

Improve accessibility and transport choice to destinations within and beyond Banyule for people of all abilities and reduce our reliance on private vehicles Strategies and Actions on page 12

VISION Banyule is a City with accessible, liveable and sustainable communities, with good access to jobs, education, shopping and community opportunities within a safe transport network

Public Transport Council will work with State Government agencies to ensure the provision of an accessible and reliable public transport network across Banyule that meets the transport needs of our community

Land Use and Development Land use and development in Banyule will support sustainable transport and reduce the need to travel Strategies and Actions on page 15

Walking and Cycling Walking and cycling will be encouraged and become a viable transport choice for short trips in Banyule Strategies and Actions on page 17

Strategies and Actions on page 21 Figure 3-2: Themes and Policies ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 179

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4 Transport Themes 4.1 Accessibility and Mobility Improve accessibility and transport choice to destinations within and beyond Banyule for people of all abilities and reduce our reliance on private vehicles.

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Banyuleâ&#x20AC;&#x2122;s transport network needs to be accessible and cater for people of varying income, ability and age across a wide range of travel modes. People of all ages and abilities can be affected by an inaccessible transport network. Some may not own or have access to a car, and need other transport modes for study, work and social opportunities. Well designed and accessible communities benefit everyone. When more people use alternative modes of transport more often, our community becomes more sustainable, healthier and safer. Independent travel becomes possible for the elderly, children, youth, families and people with a disability. Carefully considering the needs of different types of transport users and eliminating barriers that restrict people from carrying out their daily activities results in better transport infrastructure for all users. Access to public transport provides greater transport choice for people to get to their place of employment or education, make use of services and engage in social and community activities. While public transport operates across Banyule, some areas have less opportunity to access high frequency services. Along the train, tram and orbital bus routes, services are more frequent, especially during peak times. In other areas, such as those served by local bus routes, the frequency and convenience is much lower.

â&#x20AC;&#x153;As a council worker, you can make the community I live in better to achieve my goals of being independent on public transport.â&#x20AC;? International Day of Disability- Banyule

Older residents in Banyule identified their most significant issue as the ability to get out and about by either private, public or community transport. Community transport can encompass a range of transport choices, including buses, assisted transport, program transport, and flexible transport such as taxis, community group transport and volunteer transport services. These alternative modes of transport help provide vital social connection and inclusion and promote independence, health and wellbeing. Providing a transport network which users can navigate safely is crucial for an accessible transport system. Footpaths should be designed for easy access for all users, including people with prams, wheelchairs and mobility scooters. Infrastructure should be designed so as not to restrict mobility and minimise the chance of accidents occurring. Strategies and Actions S1. Key destinations will be universally accessible Providing universal access to our key destinations allows people of all abilities the opportunity to use sustainable transport. Monitoring mobility trends and developing policies that address issues associated with mobility is essential to improve access and mobility for our community. A1. Develop a Universal Access strategy for Banyule. A2. Develop and implement a program for pathway connections to public transport ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 180

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and key destinations that are accessible for all. A3. New Council works will comply with the requirements of the Disability Discrimination Act.

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S2. Reliance on private vehicles will be reduced and there will be greater choice of accessible public and active transport.

A4. Work with the State Government to ensure intersections on identified routes and places give priority of space, movement and crossing time to pedestrians, cyclists and buses. A5. Support the actions proposed by Public Transport Victoria in the Accessible Public Transport in Victoria action plan. A6. Support and promote car sharing in Banyule. S3. Community Transport will be improved and sustainable. Community transport allows those with limited mobility and unable to access mainstream public transport to connect to services, jobs and social opportunities. Council will work with local community transport providers and community groups to identify current service gaps and advocate for improved access for those who require it. A7. Advocate for the development of a State Government community service model. A8. Encourage local groups in providing community transport services in Banyule through Council grants.

Place Holder: Case Study - Success of the 903 Smart Bus Route

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People of all ages and abilities can be affected by an inaccessible transport network. Some may not own or have access to a car, and need other transport modes for study, work and social opportunities. Ensuring public and active transport options are easily accessible allows greater choice of transport mode.

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4.2 Land Use and Development Land use and development in Banyule will support sustainable transport and reduce the need for travel.

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The way land is used and developed has a significant impact on transport and can influence our travel choices. Where we live, work, learn and relax generates a need to travel. Our choice of travel mode is influenced by the distances between our destinations, the facilities around us, proximity to public transport, parking availability, and the ease of travel. Plan Melbourne encourages new development to be located in defined areas near services and infrastructure. Focusing change in these areas encourages positive social integration and diversity, reduces and shifts demand to more sustainable transport options, including walking, cycling and public transport, and improves liveability and economic activity. Detailed planning, however, is required to ensure sustainable transport is met with infrastructure improvements. A key theme within Plan Melbourne is the idea of living locally. ‘20 minute neighbourhoods’ are about planning and developing at the local level so people have safe and convenient access to goods and services within 20 minutes of where they live, travelling by foot, bicycle or public transport. Where distances are short and connections are direct and comfortable, many people will walk or ride a bike. Where distances are longer or connections are circuitous and difficult, people tend to take their cars, if available.

“The 20-minute neighbourhood concept is supported by research that demonstrates neighbourhoods with a mix of services and facilities, and which are well-connected by walking and cycle paths and local public transport, tend to be safer and more inclusive communities and to have vibrant economies.” Plan Melbourne

Banyule’s Activity and Neighbourhood centres provide a range of services and facilities. Concentrating development within and close to these centres maintains the idea of living locally by reducing the need to travel long distances. This will help improve congestion, reduce travel costs and greenhouse gas emissions, and improve the health and wellbeing of our community. There are also areas outside our activity centres that will have increased development, such as within the La Trobe National Employment Cluster (see Emerging Opportunities: La Trobe National Employment Cluster on page184). Council’s structure planning has identified locations in Banyule’s Activity Centres for growth, where opportunities for integrated transport solutions could be prioritised through transport planning projects. The preparation and implementation of Parking Plans within these centres, and further investigation on sustainable transport planning solutions, including requiring all new developments to prepare and implement Green Travel Plans are some of the ways this could be achieved.

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Figure 4-1: Land Use & Transport in Banyule

Strategies and Actions S4. New development will be located in accessible locations that offer greatest access to public transport and walking and cycling infrastructure. The integration and coordination of land use and transport in Banyule can play a crucial role in creating connected communities and promoting sustainable travel behaviour. Effective land use and transport integration will promote sustainability through an urban environment that ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 183

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reduces the need for travel and distances travelled; enhances access to goods, employment and services; provides a variety of equitable and affordable travel alternatives; and promotes the use of sustainable modes of transport. A9.

Support development surrounding railway stations, tram routes and high frequency bus routes.

A10. Develop and implement Structure Plans for Banyuleâ&#x20AC;&#x2122;s Activity Centres. A11. Amend the Municipal Strategic Statement to include the key transport issues and objectives identified within the Banyule Integrated Transport Plan.

S5. New developments will support and encourage walking, cycling and public

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transport use. Ensuring new developments support and encourage sustainable transport modes assists in reducing parking demand and traffic in our streets. Requiring developers to provide adequate end of trip facilities for pedestrians and cyclists, and good connections to the public transport network and can assist in making these sustainable travel modes more desirable. A12. Require new developments to prepare and implement Green Travel Plans. A13. Ensure new Council developments and community facilities improvements address sustainable transport access as part of the scope of works. A14. Ensure streetscape works within activity and neighbourhood centres prioritise sustainable transport modes, including walking, cycling and public transport.

Place Holder: Case Study â&#x20AC;&#x201C; Latrobe National Employment Cluster INSERT LATROBE NEC MAP

Figure Error! No text of specified style in document.-1: La Trobe National Employment Cluster (Plan Melbourne pg 57)

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4.3 Walking and Cycling Walking and cycling will be encouraged and become a viable transport choice for short trips in Banyule.

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Local neighbourhoods that have accessible and safe walking and cycling routes not only increase the opportunity for people to be healthy, but create vibrant community places. These areas provide the chance for social interaction, reduce isolation and create a thriving local economy where people can access local businesses and services. Plan Melbourne encourages design principles to promote walking and cycling in local neighbourhoods and recommends the adoption of the National Heart Foundation’s Healthy by Design (see inset box Healthy by Design). Place Holder: Healthy by Design Graphic/ Smart Art Figure 4-3: Healthy by Design - National Heart Foundation

WALKING Walking is the most accessible form of transport and forms part or all of each journey most people make. Walking is also the cheapest and most space efficient way to travel. Walking can be encouraged with the provision of safe and pleasant walking paths and routes. It is also encouraged through public transport availability and by providing links between where we are, other transport modes, and where we are going. There is opportunity to increase walking as the preferred travel mode over short distances. Over a quarter of our community walk to complete errands at least some of the time. However, some roads are unpleasant to walk along because footpaths are too narrow, too bumpy, missing kerb ramps, have little or no buffer space between pedestrians and traffic, or are not provided at all.

OCTOBER is Walk to School for the whole month! Walking or riding to school is a great way to start the day after a good breakfast. To quote a grade five Sherbourne student, “I don’t feel awake unless I have walked to school”. Walking to school improves children’s health and well-being and helps students learn healthy habits. An added benefit is the reduced number of cars on the road. Each classroom will have a calendar to record every student’s active travel days. Students can walk, ride a bike or scoot a scooter. Banyule Council awards a prize to the school with the most walkers and riders per enrolment for October. In 2013, Sherbourne PS had the second highest number of active travellers for the north east region. Extract from Sherbourne Primary School Newsletter

In order to plan and encourage walking as the preferred transport choice over short distances, Plan Melbourne recommends the identification of local Principle Pedestrian Networks. These are a network of pedestrian routes developed to include highquality footpaths, good lighting, strategically placed shelter and seating, and which are given priority over other transport modes at intersections.

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Walking and cycling are the most sustainable forms of transport and play a significant role in the transport network. Of all transport modes, these active modes are the least harmful to the environment, and provide a wide range of health benefits, including better mental health and increased levels of fitness and energy.

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Strategies and Actions S6. A consistent and strategic approach will be used to manage walking. For walking to become the preferred transport mode on short trips, Council needs to maintain a consistent approach to the planning and provision of pedestrian facilities, and promotion of walking as a transport mode. A15. Develop and implement a Banyule Walking Strategy.

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A16. Develop a Banyule Principal Pedestrian Network to identify key walking routes in Banyule as part of the Banyule Walking Strategy. A17. Create Activity Centre Pedestrian Priority Precincts where accessibility, mobility and safety will inform the design of the public realm as part of the Banyule Walking Strategy. S7. Our infrastructure will enable walking. Our pedestrian network needs to be accessible, safe, and easy to navigate around. Providing high-quality pedestrian links to key destinations with appropriate way-finding is important to encourage people to walk within our neighbourhoods. Work also needs to be undertaken to reduce the existence of physical barriers within our pedestrian network. A18. Provide paths between walking routes and public transport modes. A19. Consider the needs of pedestrians in transport infrastructure upgrades and street maintenance programs. A20. Continue to install or replace missing or deficient kerb ramps and develop criteria for prioritising implementation. S8. Council will encourage and support walking as a transport mode. Providing infrastructure improvements and developing pedestrian networks reduces the physical barriers to walking as a mode of transport. Council is committed to support and encourage our community to be more active. A21. Sign the International Walking Charter. A22. Support schools to participate in Vic Healthâ&#x20AC;&#x2122;s existing Walk to School program and support community walking initiatives. A23. Promote walking as a fun, practical and healthy transportation choice. A24. Undertake behavioural change programs to increase walking as a transport mode.

Place Holder: Case Study â&#x20AC;&#x201C; Banyule Walk to School Program

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CYCLING For many people, cycling is a fun, healthy and inexpensive recreational activity or mode of transport. It creates no emissions, and can be a great way of experiencing parklands and shared trails. Cycling is often the most convenient way to get around for short trips â&#x20AC;&#x201C; many of our trips are less than 5 km, which is less than 20 minutes if travelling by bicycle.

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Routes and links between and to key local destinations and public transport hubs are important to promote cycling as a transport choice. End of trip facilities are essential in our activity and neighbourhood centres, employment locations, schools and public transport hubs. While these are particularly important for cyclists, there is growing evidence that the provision of bicycle parking is good for local business. Surveys show that people who cycle often have more disposable income than drivers, and are more likely to shop locally. Links to cycling routes and destinations outside of Banyule are also important. The Banyule Local Bicycle Network and the state wide Principle Bicycle Network, overseen by VicRoads, identifies proposed and existing bicycle routes across Banyule and metropolitan Melbourne. Off-road trails are also provided through the Northern Regional Trail Network. These networks help provide the connections required to cycle safely within and beyond Banyule. Place Holder: Bicycle Networks (PBN, LBN and Regional Trail Network) Figure 4-4: Map of Banyule & Surrounds

Strategies and Actions S9. A consistent and strategic approach will be used to manage cycling. The Banyule Bicycle Strategy supports and encourages cycling as a recreational and transport mode, through identifying actions that contribute to improving cyclist access, mobility and safety in Banyule. A25. Continue to implement the actions of the Banyule Bicycle Strategy. A26. Review and update the Banyule Bicycle Strategy. A27. Review the existing cycling network to identify missing routes, gaps and deficiencies as part of the Banyule Bicycle Strategy (2010-2020). A28. Support the implementation of the Northern Regional Trails Strategy to improve links through and beyond Banyule. A29. Advocate to VicRoads for the completion of the Principle Bicycle Network across Banyule. S10. The cycling network will cater for all ages and abilities. For cycling to become a mainstream transport mode, routes should be comfortable and low-stress for everyone, including children, seniors, and new cyclists. Consistent and direct routes, even across municipal boundaries, minimise the need to refer to maps. End of trip facilities are also needed, as cyclists need convenient places to securely park a bike when they reach their destination â&#x20AC;&#x201C; no matter the duration of their stay. ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 187

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While there are increasing numbers of people who cycle to work, study or the shops, many people are discouraged from cycling because it seems dangerous or impractical. In Banyule, ensuring there is safe on-road and off-road routes for cycling are essential to our community. Separating cyclists from motorised vehicles on busy roads not only provides a safe travel path, it helps reduce conflict between cyclists and parked cars.

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A30. Develop and extend the existing bicycle network of links between our key destinations. A31. Develop a bicycle accessibility map to help promote riding routes as part of the Banyule Bicycle Strategy. A32. Provide end of trip facilities at key destinations. A33. Consider the needs of cyclists in all transport infrastructure upgrades and street maintenance programs. A34. Develop and implement a consistent, legible way-finding system on all bicycle routes.

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S11. Council will encourage and support cycling as a transport mode. Council will demonstrate a commitment to change, and will support and encourage our community to be more active. A35. Support schools to participate in Bicycle Networkâ&#x20AC;&#x2122;s Ride to School program. A36. Promote cycling as a fun, practical and healthy transportation choice. A37. Undertake behavioural change programs to increase cycling as a transport mode.

Place Holder: Case Study â&#x20AC;&#x201C; Cycling Infrastructure Initiatives

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4.4 Public Transport Council will work with State Government agencies to ensure the provision of a reliable public transport network across Banyule that meets the transport needs of the community.

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Within Banyule, public transport usage is increasing. More public transport trips are taken in areas that have access to quality services, like Heidelberg, or where car ownership is low, including Bellfield and Heidelberg West. We need to ensure that these areas and other areas that have inadequate public transport services all benefit from improved access to frequent and convenient services. Our community is keen to use public transport and want better connections between trains and buses, along with improved access and more frequent services. While Council can improve access, connectivity and amenity around public transport stops, improving service frequency, connectivity and reliability is under the control of the State Government and transport providers. Council, however, advocates strongly for improvements to services on behalf of the community. Council can also assist by providing bus priority on its local road network.

â&#x20AC;&#x2DC;A public transport system that is well connected and accessible to all Victorians and represents a viable travel alternative to private motor vehiclesâ&#x20AC;&#x2122; Accessible Public Transport in Victoria, Public Transport Victoria

Public Transport Victoria is currently developing a bus route hierarchy for implementation across the bus network. The hierarchy separates the services into three distinct categories. Premium routes provide fast direct frequent arterial routes to major activity centres (such as SmartBus routes). Connector routes provide secondary routes to premium services. And Neighbourhood routes provide maximum residential coverage and lower frequency services. Council supports the establishment of this hierarchy which will lead to a better public transport network. The bus route hierarchy will improve the transport options available to Banyule residents to travel in any direction and reach a larger number of possible destinations. It will also allow for greater public transport coverage in areas that are currently underserviced. Council also supports the removal of level crossings to improve train service reliability and reduce the impact of train movements on road users. Place Holder: Public Transport Network in Banyule (Train, Bus, Tram, and identify key projects) Figure 4-5: Public Transport Network in Banyule

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Public transport builds community with its convergence of people, its inclusion of all ages and abilities and its compact land usage with low impact on surrounding amenity. A well connected and efficient public transport network provides a viable alternative to the car for accessing work, education, and community and social services.

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Strategies and Actions S12. Public Transport upgrades will improve infrastructure and services. Council will advocate for prioritised train, tram and bus infrastructure and services. Transport links between train, tram and bus services are vital to the smooth running and usability of public transport to allow movement between destinations. A38. Advocate for upgrading the Hurstbridge line in conjunction with the grade separation of Lower Plenty Road at Rosanna station, including providing double tracks along all sections, as well as upgrading the signalling systems.

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A39. Advocate for improved bus priority on arterial roads through the provision of bus lanes and jump queues at intersections. A40. Support 10 minute service frequency for trains and premium bus services together with improved coverage of bus services. A41. Support increased services linking key destinations within and beyond Banyule, including to and within the La Trobe National Employment Cluster. A42. Work with State Government agencies and transport providers to upgrade modal interchanges and improve accessibility within Banyule’s Activity Centres. A43. Advocate to Public Transport Victoria for improved service reliability, coverage and timetable coordination between train, tram and bus services. S13. The Public Transport system will be universally accessible. Ensuring universal access across the public transport system provides people of all abilities with the opportunity to use public transport. This allows independent movement across greater distances and reduces reliance on private vehicles. A44. Support the provision of safe and comfortable waiting areas at bus stops. A45. Work with Public Transport Victoria and taxi providers to improve taxi rank facilities at key destinations. S14. Public Transport patronage will increase. Community capacity building and education programs are important to enable a shift from car dominated travel to more sustainable modes. A large part of this is supporting the community to use public transport services more often. A46. Undertake behavioural change programs to increase the usage of public transport. A47. Provide information on Council’s website on public transport availability and links to online journey planning tools.

Place Holder: Case Study – Public Transport Use

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4.5 Transport Network Streets will be places where people live, work and congregate and provide access for a range of users in order to deliver a safe, integrated and efficient transport system.

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Historically, transport planning has placed an almost exclusive emphasis on private vehicles when considering the wider road network. While private vehicles are a legitimate transport option; by changing the way road space is shared and managed, traffic congestion and travel times can be reduced and safety improved. This also allows a greater balance for sustainable transport modes, such as public transport, walking and cycling. There are regional issues, including freight and employment generators external to Banyule that impact our road network. Due to Banyule’s position between the Metropolitan Ring Road and the Eastern Freeway, our arterial road network is used as a link for freight and commuter traffic between the northern and western suburbs to the south eastern suburbs. Changing the way we manage and share our road space will reduce trip delays for all road users, as well as reduce air pollution and improve the overall amenity. VicRoads’ SmartRoads approach in managing the arterial road network seeks a balance between the competing interests of all road users for road space. This will also support a more sustainable transport network into the future. Under the SmartRoads philosophy, roads within Activity Centres will provide priority for pedestrians, cyclists and public transport. Outside of these areas, arterial roads such as Bell Street and Greensborough Highway will provide priority for cars and freight traffic. The SmartRoads approach will be complemented at a local level through Banyule’s Road User Hierarchy. This hierarchy has been developed to guide the allocation of road space within Activity Centres and the local road network. Pedestrian, cyclists and public transport have priority above other road users, with sole occupant private vehicles the lowest priority. This ensures mobility and accessibility to services for the broadest section of the community, and provides sustainable transport options to promote community health, wellbeing and help mitigate environmental impacts. Table 4-1: Road User Hierarchy Travel Mode Pedestrians Bicycles Public Transport Taxis Service Vehicles Private Vehicles (with passengers) Private Vehicles (without passengers)

Priority Highest

Lowest

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Streets are a significant part of our community. While they get people from one place to another, they also form vital components of residential and commercial areas, and greatly affect our overall quality of life. Our streets are used by various users for a variety of purposes and need to be actively managed to provide equitable access and a safe, efficient transport system.

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Banyule’s Road User Hierarchy looks to provide all road users with ideal facilities. Council acknowledges that this is sometimes not possible and will endeavour to find solutions to competing demands without reducing the safety of our more vulnerable road users.

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Providing enough parking to satisfy demand is one of the greatest challenges faced by Council. While parking is a valid use of our roads, there is insufficient room in some places to accommodate traffic flow as well as provide everyone with on-street parking. Given these limitations, Council needs to ensure that parking is managed in an equitable manner.

“Cars are given too high a priority. Off street car parks need better traffic control to ensure cars stop before entering a carriageway and cease blowing horns. Let’s support a quieter city for local residents” Quote from City Plan consultation

Strategies and Actions S15. Road space will be managed to give priority to sustainable transport modes. Road space is limited. To encourage a shift toward more sustainable transport modes, reduce congestion and improve the safety and amenity impacts of traffic, allocation of road space needs to consider all transport modes. A48. Minimise the construction of new roads or widening of existing roads to provide for private cars. A49. Use the Road User Hierarchy to govern road space allocation across Banyule. A50. Develop and implement a Destination Freight Strategy to address delivery and service vehicle access within our Activity, Neighbourhood and Industrial centres. S16. Arterial road upgrades will improve safety and amenity. Ensuring safety and amenity on our arterial roads is very important to our community. Our arterial roads provide links through our municipality – understanding the key routes and links in Banyule plays a key part of ensuring these connections are managed to provide upmost protection to our residential areas. A51. Work in partnership with VicRoads to review Network Operating Plans across Banyule and beyond. A52. Advocate for a North-East Link as a direct orbital link between the Metropolitan Ring Road to Eastlink. S17. Parking will be approached as a limited, shared resource. There is not enough room on our streets to provide everyone with a parking space. The availability of parking can greatly influence what travel mode we choose to take. It can increase congestion and affect the overall viability of our activity and neighbourhood centres. We need to manage this limited resource to ensure parking is provided for those who need it. A53. Implement the Residential Parking Permit Policy and Activity Centre Car Parking Policy in the development of an overarching Banyule wide Parking Strategy. A54. Use a wide range of parking management tools to manage parking demand within Banyule. A55. Develop and implement Parking Plans and Parking Overlays for the Heidelberg, Ivanhoe and Greensborough Activity Centres, and the Heidelberg West Industrial Estate. ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 192

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S18. The transport network will be safe for all users. Being and feeling safe on our transport network is important. Council is committed to improving the safety of all users of the transport system within Banyule. This can be achieved through lower vehicle speeds, greater sharing of space between road users and public space, and providing safe and convenient paths for all road users.

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A56. Review and update the Banyule Road Safety Strategy. A57. Ensure the safety of all road users is considered and addressed in the design and implementation of all transport infrastructure works and upgrades.

Place Holder: Case Study â&#x20AC;&#x201C; Parking Demand Management, Heidelberg

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A58. Work with VicRoads to reduce speed limits on roads within activity areas, including within Banyuleâ&#x20AC;&#x2122;s Activity and Neighbourhood centres.

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4.6 Advocacy Raise and promote an awareness of transport issues faced by the community and continue to advocate to State and Federal Governments for funding and action.

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Council has a responsibility to raise awareness of all transport modes and encourage the shift towards more sustainable modes of transport. While building new infrastructure provides an opportunity to enable this change, it is also important to support our long-term vision through advocacy and marketing. Effectively communicating to the widest audience possible our transport needs and the benefits of change is an important part in providing the best possible transport outcome for our community. The community is looking for Council to be more proactive in advocating on its behalf on transport issues, including safety and amenity on our arterial roads, public transport frequency and connectivity, and accessibility across the transport network. Council also needs to improve community perceptions towards sustainable transport modes and encourage ownership of road safety issues. Providing a fully integrated transport system is a complicated process, with responsibilities falling to all levels of government. It is important that Council represent the interests of the community to other stakeholders responsible for the provision of transport services, facilities and infrastructure where they impact on local needs and fall outside of Councilâ&#x20AC;&#x2122;s direct control. Fostering good relationships with other councils, government departments and agencies and transport providers is also necessary to achieve a fully integrated transport network. To bring about community wide change, it is important for the community to have ownership on their personal transport choices. Providing up-to-date information on transport services and initiatives, as well as promoting Councilâ&#x20AC;&#x2122;s role in delivering an integrated transport system, develops a well informed and engaged community. Council will continue to engage with residents, businesses and other stakeholders in developing and implementing sustainable transport strategies, plans and initiatives. This could range from establishing a Sustainable Transport Advisory Group to developing a Banyule wide sustainable transport behaviour program. Strategies and Actions S19. Council will advocate to the State Government and other transport agencies on key local and regional transport issues. Council has an important advocacy role to play in developing a comprehensive transport network for its community. Depending on the issue, this advocacy can be undertaken alone, with regional groups such as the Eastern Transport Coalition and Metropolitan Transport Forum (MTF), or with other groupings with similar needs. By representing the interests of the community in a range of forums, we have the capacity to attract additional resources and resolve complex issues affecting the liveability of our city. A59. Develop advocacy priorities as part of each new City Plan. A60. Inform the Banyule community of transport advocacy activities. S20. Council will become a leader in encouraging, developing and implementing sustainable transport behaviour and road safety education programs. In promoting sustainable behaviour change, it is important that Council, as an organisation, leads by example in effecting transport modal change. Demonstration ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 194

Attachment 1: Draft Banyule Integrated Transport Plan

projects such as a green travel plan for Councilâ&#x20AC;&#x2122;s proposed Greensborough Office will be marketed to leading employers in the municipality to enable them to have confidence in undertaking similar projects.

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A61. Develop and implement a green travel plan for Councilâ&#x20AC;&#x2122;s main offices. A62. Encourage and provide assistance to private and public sector employers in Banyule to prepare and implement green travel plans. A63. Proactively source and apply for a range of transport related funding opportunities from State and Federal Government agencies to undertake transport programs in Banyule.

Many residents are aware that alternative sustainable options and road safety programs are available but do not know where or how to access information easily. The BITP will actively promote and engage with the community to raise awareness of a wide range of transport programs. Promotion and engagement will seek to be as accessible as possible for the community. A64. Ensure up-to-date information on transport services and initiatives is provided to the community through a variety of mediums. A65. Promote the Banyule Integrated Transport Plan.

Place Holder: Case Study â&#x20AC;&#x201C; Advocating for the 40km/hr speed limits in our Activity Centres

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Attachment 1

S21. Council will actively engage and raise community awareness on transport mode choice and safety.

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Attachment 1: Draft Banyule Integrated Transport Plan

5 Making it Happen Many of the actions in this plan will require further study and/or consultation. This implementation plan sets the timeframes, responsibilities, external stakeholders and resources required to enable the successful completion of each of the actions identified within the BITP.

Attachment 1

Delivery of actions is prioritised into ‘immediate’ (currently approved works and being undertaken); short term (1-4 years); medium term (4-9 years) and long term (10-20 years). The prioritisation of actions has been influenced by a range of factors including: preparatory work already underway; its role in strengthening Council’s capacity to deliver on future work; ability to deliver the most significant positive sustainable transport mobility, safety and amenity impacts; feasibility of implementation; and the ability to deliver the best possible community benefits utilising Council resources. These actions involve the development of more detailed strategies and plans to strengthen Council’s capacity to deliver the benefits of the BITP. It is intended the BITP will be reviewed every five years to monitor and evaluate progress and to update the plan as required.

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Attachment 1: Draft Banyule Integrated Transport Plan

PLACE HOLDER Delivery/Resources of Actions to be inserted following future discussions

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Attachment 1

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Attachment 2

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Attachment 2: Feedback Summary Paper

Agenda of Ordinary Meeting of Council 9 June 2015

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BANYULE INTEGRATED TRANSPORT PLAN

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Attachment 2: Feedback Summary Paper

4.1

Contents

Contents .................................................................................................................................... 1 1 Introduction ........................................................................................................................... 2 1.1 Feedback Summary ........................................................................................................................................ 3 2 Phase One Consultation ....................................................................................................... 4 2.1 Feedback Summary ........................................................................................................................................ 4 2.3 Banyule Community Transport Forum ..................................................................................................... 7 3 Phase Two Consultation ....................................................................................................... 8 3.1 Feedback Summary ........................................................................................................................................ 8 3.2 Banyule Integrated Transport Plan Survey Responses ....................................................................... 10 3.3 Banyule Festival Consultation ................................................................................................................... 13 3.4 Disability and Aged Advisory Group Consultation ............................................................................. 14 3.5 Banyule Website Integrated Transport Plan Quick Poll .................................................................... 16 3.6 Written submissions ................................................................................................................................... 17 3.7 Banyule Leaders Network......................................................................................................................... 18 3.8 Reference Group Submissions ................................................................................................................. 20

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Attachment 2

2.2 Councillor Transport Workshop ............................................................................................................... 6

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1 Introduction In Councilâ&#x20AC;&#x2122;s development of an Integrated Transport Plan (ITP) an external reference group and an internal working group were established to guide the development of the plan. Two phases of consultation were undertaken prior to the release of the draft ITP. These are outlined below. Phase One Consultation

Attachment 2

A Councillor Transport Workshop was held in November 2013, followed by a Community Transport Forum held in April 2014. Community consultation was undertaken during November 2014 as shown in the table below. The external stakeholder reference group initial consultation forum was held in December 2014. The internal working group also consulted with various community and advisory groups throughout Oct/ Nov 2014. Phase Two Consultation In March 2015 a second round of consultation took place. Reference group and working group comment was sought on an interim draft ITP document. A survey and a discussion paper were used to obtain community feedback and further community feedback was obtained at the Banyule Festival. An internal staff consultation was also undertaken as part of Councils Banyule Leaders Network. This paper outlines the issue and concerns raised throughout both Phase One and Phase Two of the consultation process.

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Attachment 2: Feedback Summary Paper

1.1 Feedback Summary Table 1-1 below outlines the consultation undertaken during Phase One and Phase Two, and the associated attendee/response numbers.

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 13

Nov- 

 14

Apr-



Councillors



Annual City Plan Community Feedback



Over 1000



Community Transport Workshop



MTF Election Candidates Transport Forum ( Banyule)



Approx. 100

 14

Aug-



 14

Oct-

 Ride to Work Day breakfast – informal consultation  with attendees



100

 14

PHASE TWO

Councillor Transport Workshop

 15



Banyule Youth Summit

Nov-  Community invited comments were invited via  website, social media and flyer distribution

Dec-

Mar-



100 Faces Early Childhood Consultation



100



Seniors Network Transport Feedback



100



ITP Reference Group Forum (Key Stakeholders)



20 reps



Banyule Bicycle Advisory Committee meeting feedback



 Disability letters as part of International Day of People  with a Disability.

Approx. 15



Banyule Household Survey



1,934



Working Group consultation



8 Council reps



Reference Group consultation



20 reps



Banyule Festival transport consultation



300



Working Group - Disability and Aged Advisory 

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PHASE ONE

Table 1-1: Banyule Integrated Transport Plan Consultation Response Summary Type of Consultation Attendees/Responses Date

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Attachment 2: Feedback Summary Paper

4.1

committees 

ITP Survey responses



ITP Quick Poll



Banyule Leaders Network Consultation



120



Attachment 2

 

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2 Phase One Consultation 2.1 Feedback Summary Issues raised at all phase one consultation events is recorded and collated under six main transport themes. These are summarised in the table below. The most prevalent issues are shaded.

Land use and development

Public transport *Includes public transport concerns from above sections

Walking and cycling

The transport network

Issue

Responses

Some areas of Banyule have limited public transport making car use necessary (e.g. Viewbank and St Helena) Accessibility provisions not enough (wheelchairs, prams) Volunteer drivers/ community buses/ shuttle buses needed especially for elderly Stops and stations need to be accessible, well lit, clean and have adequate seating and shelter Mobility scooters need better footpaths Taxiâ&#x20AC;&#x2122;s arenâ&#x20AC;&#x2122;t reliable or friendly for the elderly Walking is difficult for elderly due to Banyule topography Public transport/cycling/walking connections need to be improved e.g. around Latrobe employment cluster Higher density development needed More local employment/ shopping/better schools/services needed to reduce the need to travel Domination of roadway infrastructure on landscape North East link impacts on liability and parklands and community division Increase/improve public transport services Bus connectivity to train/ other buses/ long waits - needs improving Safety /security/graffiti concerns on buses/trains Need late buses to meet with late trains Need bus stops/shelters (e.g. near community centres) Duplicate Hurstbridge line Bike parking at stations/bikes on trains/buses need access Need more car parking at train stations Remove level crossings Use energy efficient buses Safe walking routes/ footpaths/ crossings needed Safe bike lanes needed on road/ bike paths/ need to be respected/across intersections/ continuous Place making and walking amenity/ lighting at activity centres needed Fund existing cycling strategy Develop a walking strategy Freight on Rosanna Rd/ Greensborough Hwy - damaging road/ noise until late hours Road improvements needed/upgrades/ North East link Parking at activity centre/schools/ hospitals Need speed limits in activity centres Community is too car centric around activity centres Congestion on other roads/ rat running Road safety issues/ road crossings

16 12 11 3 2 2 1 7 5 5 2 1 27* 17* 6 3 3 3 3 2 1 1 28 27 6 2 1 18 9 8 7 6 5 6

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Attachment 2

Transport Theme Accessibility and mobility

Attachment 2

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Attachment 2: Feedback Summary Paper Issue More information/ better advertising on public transport services/walking routes/ council programs/community transport forums/ Smart wayfaring maps/ transport access guides Promotion of walk to school/ discourage driving to school/ including safety/ commuter cycling/car share/behaviour change programs Incentives programs for walking/cycling/public transport use including free travel days, pedometers, Myki cards giveaways, free coffee, salary packaging Advocacy to Vic roads/ state government agencies/ sustainable transport/ road improvement Need an emphasis on community sharing of public transport, community spirit/ art on trains, buses/ street art/ community expertise Councillors and Council senior management should be better examples of sustainable travel behaviour

Details of the following Phase One consultation events are given in the following sections: 

Councillor Transport Workshop



Banyule Community Transport Forum

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Responses 18 15 9 7 6 1

Attachment 2: Feedback Summary Paper

2.2 Councillor Transport Workshop A Councillor Transport Workshop was held in November 2013 to brainstorm the challenges and issues involved.

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Item: 4.1

A list of transport themes was proposed as follows:  Land Use Planning and Transport Integration  Walking and Cycling

 Road and Freight Network  Education/Marketing/Advocacy A summary of the key points is given below: Land Use Planning and Transport Integration  Road Safety within developments  Currently encouraging 1person/1car environments  Viewbank and Lower Plenty have no/limited Public Transport  Employment cluster around Latrobe University /Heidelberg/Northland  Road widths/Number or cars  Pedestrian access ways/streetscapes/access to activity centres needs consideration  Support for greater/higher intensity around Public Transport  Develop Higher Density Corridors using Housing Strategy/Housing Framework  Consider Parking Policy Framework  Development contributions – direct to transport projects (parking, walking, cycling projects)  Traffic assessments for developments Public Transport and Community Transport  No community transport  Target Viewbank & Lower Plenty  Aging population  Shared car schemes – need more publicity  Public transport needs to be direct and frequent o Smart buses o Local bus routes need to be more direct o Buses to stations

Walking and Cycling  Lack of footpaths  Need more bike lanes and bike paths  Pedestrian priority in Activity Centres  Reducing car parking  Bike lanes across intersections  Funding is needed to go ahead with the actions established in strategies and plans  Need for the development of a walking strategy  Ageing population  Walking and cycling links  Lighting and sealing of roads/ footpaths to increase “walkability”  Behavioural change, breaking barriers  Lower speed limits Road and Freight Network  Port of Hastings development  Missing North East Link – not resolved  Freight links to major destinations  Road safety – strategy for Rosanna Road/Greensborough Hwy link  Road deaths low – casualty crashes still high  Rosanna Road/Lower Plenty Road/Greensborough Hwy – work on advocacy Education/marketing/Advocacy  Need champion from each school  Communication between Principals and Ward Councillors.  Advocacy to state government agencies

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Attachment 2

 Public Transport and Community Transport

Attachment 2

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Attachment 2: Feedback Summary Paper

2.3 Banyule Community Transport Forum A community forum was held in April 2014. The six main transport themes from the previous Councillor workshop were used to obtain comment from the attendees. 60 people attended.     

Bus use for elderly, seating time, close to kerbs Bike racks on buses and trains Designated train carriages for bikes/dogs. Encourage public transport use. Public Transport needs to be efficient to reduce mode change for access into centres.  Car parking around stations  Dependent on cars. Viewbank not connected by public transport  School parking/children safety.  School drop-offs.  Long distance regular commuters.  Encourage reduced trip lengths.  40km/hr limit for activity centres.  Greater consideration to short-term parking.  Should have no car parks in inner city rail stations  Trains and public transport as canvas for art Road and Freight Network  Congestion on Greensborough Highway/ Rosanna Rd and Grimshaw St  Short-cuts and rat running in side streets.  Reducing passenger vehicle usage to free up capacity for commercial.  Disabled parking permit scheme  Providing more car spaces with Austin Medical Centre.  More Park and Ride spaces  Freight at night, speeding, noisy  Growth in home delivery  No trucks in residential area  Promote car share spaces (flexi-car) Education, Marketing and Advocacy  Information on public transport and travel options  Better marketing of Transport Forums  Smart “wayfaring” maps  Education/promotion to bike riders, school kids, road safety  Incentives for walking and cycling and using public transport  Banyule needs to be a better advocate for sustainable transport.  Advocate for disability access on public transport – buses, trains, trams  Reducing “driving to school”, Walking School Buses

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Attachment 2

Land Use Planning and Transport Integration  Transport services are not growing with higher population density  Domination of roadways/ through traffic  North East link effect on parklands and division of community  Ring Road – North East link needed  Find alternative alignment for North East Link  Need more local employment and local services and shops  Densities that support shops and services  Maximise density around transport hubs  Better use of environment corridors to link neighbourhoods  Good design to connect with public space  Developer contribution scheme for investment in new transport initiatives  More mix-use development  Shopping centres with public spaces free of cars/ closing roads on shopping streets  Community is too car-centric, still drive to Activity Centres and shops Active Transport – Walking and Cycling  Land use planning needs to consider cyclist provisions and safety  Connection with community – lack of pedestrian connections.  Bicycle/pedestrian walking trail – no connection.  Cyclist on/off road routes.  End of trip facilities for cyclists  Better walkability and cycling – active modes most important  “Slow Down” Culture Promotion/Community Spirit.  Banyule Bike Train – commuter cycling  Walking amenity Public Transport and Community Transport  No community transport and reliance on volunteers/ RSL  Duplicated line to Hurstbridge.  Lack of bus shelters  Need to have better public transport services, connections and interchanges  Activity Centres via public transport

4.1

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4.1

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Attachment 2: Feedback Summary Paper

3 Phase Two Consultation 3.1 Feedback Summary

Attachment 2

In Phase Two of the ITP consultation, feedback was sought on the vision statement and on the direction/ transport theme statements to be used in the ITP. This was done via the ITP survey with the following results.

Statement

Agree or Strongly Agree

Vision: Banyule is a City which aims to create more accessible, liveable and sustainable communities, giving residents better access to local jobs, education, shopping and community opportunities within a safe transport network

78%

Accessibility and Mobility: Improve accessibility and transport choice to destinations within and beyond Banyule for people of all abilities and reduce our reliance on private vehicles

85%

Land Use and Development: Land use and development in Banyule will support sustainable transport and reduce the need to travel

68%

Walking and Cycling: Walking and cycling will be prioritised and will become the preferred transport mode for short trips in Banyule

62%

Public Transport: Council will work with State Government agencies to ensure the provision of an accessible and reliable public transport network across Banyule that meets the transport needs of our community

94%

The Transport Network: Streets will be places where people live, work and play and provide access for a range of users to deliver a safe, integrated and efficient transport system

85%

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Attachment 2: Feedback Summary Paper

Advocacy: Raise and promote an awareness of all transport issues faced by the community and continue to advocate to State and Federal Government for funding and action

89%

4.1

Item: 4.1

Accessibility and Mobility

Public Transport

Most community feedback agreed that services for those with extra mobility and accessibility needs are not currently being fully met. A strong support for improvement to these services came through.

Public transport services are widely held to be not convenient enough to allow people to use them to access jobs, services and recreation. Long waiting times, infrequent services and lack of services in some areas were mentioned.

Land Use and Development

The Transport Network

Strong support was obtained for the idea that new developments should provide for and encourage walking, cycling and public transport.

Some controversy emerged on the issues of parking with some people wanting more restriction and some wanting more parking availability.

People also agreed that services should be located close together and with good access to public transport.

The issue of prioritising walking and cycling and then public transport over car use was strongly agreed too as well as being strongly opposed.

Walking and Cycling

Advocacy

Walking amenity in activity centres is seen as desirable by most although for around a third of respondents this does not extend to prioritising these modes over car parking.

Advocacy was largely supported for improvements to public transport services. Advocacy for building of road links and expansion was both opposed and supported.

Safety for pedestrians and cyclists was seen by many as needing improvement, especially to allow children to take advantage of the health benefits of these modes.

Detailed results from the following phase two consultations are given below: ď&#x201A;ˇď&#x20AC;

ITP Survey Response ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 209

Attachment 2

Other results from this round of consultation were mixed. There are a wide range of viewpoints on transport issues in the Banyule community. A summary of the stand out issues is given in the table below:

4.1

Item: 4.1     

Attachment 2



Banyule Festival Consultation Disability and Aged Advisory Group Consultation ITP Quick Poll Written Submissions Banyule Leaders Network Reference Group Submissions

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Attachment 2: Feedback Summary Paper

3.2 Banyule Integrated Transport Plan Survey Responses The ITP survey was open for 6 weeks (20 Feb – 27 March) on the Banyule Council website and received 75 responses. The key findings are summarised below.

4.1

Item: 4.1

On what the Vision has missed:  All modes are not equal – cars and trucks are lower  Public transport should be linked/connected Other feedback on the vision Includes:  Cars should be prioritised above other modes, particularly in the north  Not enough emphasis on safety  Vision is too wordy, includes jargon  A number of local transport issues identified. Accessibility & Mobility "Improve accessibility and transport choice to destinations within and beyond Banyule for people of all abilities and reduce our reliance on private vehicles."  85% of respondents either Agree or Strongly Agree with this statement Of the suggested ways to ensure access is maintained  97% rated “Ensure safe road crossings on walking routes” as important or very important  86% rated “Improve the timing between bus and train connections” as important or very important  86% rated “Improve walking infrastructure” as important or very important Other feedback on Accessibility and Mobility include:  Improve parking around public transport  Reducing congestion on roads  Ensure Public Transport stops are weather friendly  Possibly altering bus routes

 Stop giving priority to cars  Remove parking  Give cyclists and buses more priority  Community Transport  Introduce a speed limit for motorised scooters

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Attachment 2

Vision "Banyule is a City which aims to create more accessible, liveable and sustainable communities, giving residents better access to local jobs, education, shopping and community opportunities within a safe transport network"  78% of respondents either Agree or Strongly Agree that the Vision reflects where Banyule should be in the future.

Attachment 2: Feedback Summary Paper

Attachment 2

4.1

Item: 4.1

Land Use and Development " Land use and development in Banyule will support sustainable transport and reduce the need to travel”  68% of respondents either Agree or Strongly Agree with this statement Strong support for (above 90% agreement or Strong Agreement):  New developments should provide for and encourage walking, cycling and public transport  Developers should contribute to the provision of sustainable transport infrastructure.  Public transport services should be increased to high density areas, shopping areas, and employment area  Low support for restricting access to the parking permit scheme for new developments (46% agreement, 35% disagreement) Other feedback on Land Use and Development:  Higher density could be encouraged  Car parking provision should be reduced above stations and along the rail  Support for sustainable transport initiatives within corridor. development  Strong disagreement with restricting  Should focus more on sustainable transport within parking permits developments  Car parking must be provided onsite Walking and Cycling "Walking and cycling will be prioritised and will become the preferred transport mode for short trips in Banyule."  62% of respondents either Agree or Strongly Agree with this statement  Improving amenity and safety of walking routes is considered to be beneficial or very beneficial (100% and 98%)  33% consider prioritising walking and cycling within Activity Centres would not be of benefit Other feedback on Walking and Cycling include:

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 Give cyclists and buses more priority  Bicycle routes should be wide and safe  Complete bicycle routes, make sure  Better bicycle parking lanes don’t disappear  Wider footpaths  Better pedestrian crossings at signals  Enforcing rules on paths and roundabouts  Improved signage  Drinking fountains  Remove cyclists from main roads  Terrain can make walking and cycling  Put bicycle lanes on main roads difficult  Remove parking along bicycle routes Public Transport "Council will work with State Government agencies to ensure the provision of an accessible and reliable public transport network across Banyule that meets the transport needs of our community."  94% of respondents either Agree or Strongly Agree with this statement Of the suggested ways to improve public transport  90% rated “Better timetabling connectivity between public transport” as important or very important  89% rated “Increased frequency of Bus, Train and Tram services” as important or very important  79% rated “Duplicating the Hurstbridge rail line where there is a single track” as important or very important Other feedback on Public Transport include:  Improve connectivity and directness of bus  Ensure Public Transport stops are weather friendly routes  All weekend/late night bus services required  Provide bus priority on local roads  PT should be increased to all areas  Provide additional parking at train stations

The Transport Network "Streets will be places where people live, work and play and provide access for a range of users to deliver a safe, integrated and efficient transport system"  85% of respondents either Agree or Strongly Agree with this statement Of the suggested ways to manage our roads:  83% rated “Advocating to VicRoads to better manage freight and through traffic on our arterial road network” as important or very important  63% rated “Improving the look and feel of our streets within our activity and neighbourhood centres” as important or very important  40% rated “Removing on-street parking along designated bicycle and bus routes” as important or very important (31% rated it as not important)  52% rated “Introducing a 40km/h speed limit on our local roads” as not important Other feedback on Transport include:  Reducing congestion  Don’t remove on-street parking in activity centres  North East Link is a priority  Enforce speed limits  More trees and wider footpaths

 Improve parking around public transport  Reducing congestion on roads  Stop giving priority to cars  Remove parking  Remove nature strips to provide parking  Do not build more roads

Advocacy

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4.1

Attachment 2: Feedback Summary Paper

Attachment 2

Item: 4.1

Attachment 2: Feedback Summary Paper

Attachment 2

4.1

Item: 4.1

"Raise and promote an awareness of all transport issues faced by the community and continue to advocate to State and Federal Government for funding and action"  89% of respondents either Agree or Strongly Agree with this statement Of the suggested ways to ensure access is maintained  95% rated “Maintain a strong advocacy stance with state and federal agencies for transport projects affecting Banyule” as important or very important  80% rated “Support walk and cycle to school programs” as important or very important Other feedback on Accessibility and Mobility include:  Get people thinking about car parking and the  Support PT to school – some live too preconception that it should always be provided far away to walk  Work with schools to educate kids on walking and  Provide maps and links to walking and cycling cycling routes to all residents  Trial road closures  Need to communicate why these programs can do work

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Attachment 2: Feedback Summary Paper

3.3 Banyule Festival Consultation Three Council representatives from Transport Planning asked visitors to the Banyule Festival about transport issues. Around 300 people were approached. They were mainly from Banyule. Around 70% were unaware of the Integrated Transport Plan. Many people thought that Banyule did not suffer from major transport problems, apart from Rosanna Road. A summary of comments is given below.

Land Use and Development  New developments should make provision for walking, cycling and PT (x4)  New dwelling developments should not have access to residential parking permits (x4)  Alphington Development -address traffic issues Walking and Cycling  More signage and prioritising walking and cycling (x5)  Improve bicycle facilities (laneways, storage)(x2)  No need to improve bicycle facilities (laneways, storage)(x3)  Bike Trail connection to Main Yarra Trail  Need to have more bicycle parking available at Activity Centres, Schools etc.  If we provide car parking, we should be providing bicycle parking.  Bike Parking needed at Ivanhoe, Rosanna and Greensborough Council Offices, also at the libraries. It needs to be visible and accessible  Safe walking to school o Heidelberg Primary needs safe access for children walking to school. o Have an Active-Tag system in schools so that parents get a notification email/text when child arrives in school safely Public Transport  Provide bus services after 10pm (x5)  Increase bus and train services (x7)  Duplicate the Hurstbridge Railway (x5)  PT to be increased in high density areas (x5)  Bus Services needed to the Austin and Royal Talbot Hospitals  Train – Bus connections need improving – can be waiting at Rosanna station for a long time for a bus connection  Elderly need to get to the shops and to the station by bus – currently not enough services  Smart Bus is not direct enough

Transport Network  Don’t introduce 40km/h to local roads (x4)  Better manage the freight network (x5)  Don’t remove parking where bicycle lanes exist (x5)  Give more priorities to cyclists, pedestrian and public transport (x3)  Don’t give more priorities to cyclists, pedestrian and public transport (x2)  Council needs to work with VicRoads to find a solution.  Off-peak traffic in general is not a problem in Banyule  Jika St Heidelberg o Should be one way o Needs truck curfew enforced o Parking should not be allowed on the street o Drop speed limit  Rosanna Rd o Problem o Dreadful o Too many trucks o Crossing at Burgundy St (Heidelberg Park to Warringal shops side) cars turning left into Jika St have a green arrow and disregard pedestrians ( who are crossing with a green light) o Resident doesn’t park on street even though it’s allowed because it causes so much traffic chaos and then is fined for parking on nature strip. o Rosanna Road is a major problem. o Build the North East Link o No tunnel ( for North East Link) o Build the East West Link

Attachment 2

Accessibility and Mobility  If we can’t provide accessible footpaths, ramps etc., then we need to consider putting in seats, so that people can have a rest on their journey

4.1

Item: 4.1

 Parking/traffic at schools o Parking at St John’s Primary (got a fine) o Parking is a problem at Banyule Primary and there is too much traffic o Can’t park at Heidelberg Primary o Winston Hills Preschool and Delta Road Preschool stated that they rarely hear of traffic or parking issues from their parents

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Attachment 2: Feedback Summary Paper

3.4 Disability and Aged Advisory Group Consultation Council’s Community and Social Planning organised a forum on March 26 2015 to address issues raised in the ITP discussion paper. This group had participants from the disability and inclusion advisory committee and the aged friendly committee and ambassadors. The comments received have been summarised below.

Attachment 2

4.1

Item: 4.1

Land Use and Development

Walking and Cycling

 Agreement that it is important to plan to have services located in the place that we choose to develop opportunities for people with disabilities or for those who are ageing  Places that are identified as good accessible places for people with disabilities. o flat surface, o lots of parking and o close to accessible public transport  Place a limit on the number of cars parked on side of road in residential areas? Recent example given of a Council approved development of a large unit development with limited parking which has forced the residents to park on the road.  Connectivity is a priority identified by the group

 Footpaths should be a high priority  Maintenance issue on footpaths – if asphalt, it melts in the summer and causes an uneven surface, which is difficult for people using mobility aides – they can tip over.  Re – instate good Access is Good Business (GAGB) access audits of shopping strips. (Walking, signage etc.)  There was also a sense of fear from the participants about their safety in public spaces that are not well frequented such as parks.  Fear of bike riders on walking tracks/ shared trails.  Identification of tracks/ loops where children or people with a disability are frequently using – monitoring for safety – creating safety in numbers. Find new ways to attract people to use these journey loops so that people who are vulnerable do not feel so isolated.

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Accessibility and Mobility

Public Transport Note: Under the NDIS the mobility allowance has been removed. It may mean if a person does not  Education and communication training for public realise they need to request inclusion of mobility transport drivers, particular buses into their plan, that they will then be reliant on  Participants liked the idea of a Travellers Aid in taxis and community transport. Banyule – that would support people to move around Banyule, support to learn how to use Disabled parking and parking public transport  Need more disabled parking in Banyule.  Identified issue with Delta Road leading to  More disabled parking near buses and Watsonia station –feels unsafe when alone. trains. Heidelberg station only has 2  Support required getting in and out of transport spaces, and they are the wrong size. modes (not just the journey)  Parking meters in Banyule are not free. St  More audio bus stops needed Kilda parking meters are free and state  Get one bus company to show what they can do – that they are free in lieu of lack of disabled where they go, how they work –and then parking. promote this example. The City of Port Philip has  Council need clear decision about when worked on this. those spaces are fixed / upgraded – a Top 3 priorities for public transport prioritisation process. 1. More frequent buses 2. Connect the trains to buses and to shopping centres, key areas 3. Accessibility of Ivanhoe station – example was given of a person with a disability, who regularly travels to Heidelberg station in order to then travel back to Ivanhoe station in order to exit on the accessible side. Advocacy

Transport Network

 Increase of options for transport, particularly for after-hours support.  Double rail line from Greensborough

 Request to widen roads on shared spaces between bikes and cars and to have separate bike lanes.  Regular high number of cars into Bell St coming from Banyule, especially to get to Bulleen Heights special developmental school.  Way finding issue of road signs - too small and general public signs in Banyule are lacking

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3.5 Banyule Website Integrated Transport Plan Quick Poll A quick Poll was also available on the Banyule website over March 2015. Each of the following questions was displayed individually at different times with availability of a yes or a no response. The results are given below. Question Do you think that the current transport network and services in Banyule should be improved? Is it important to you that people of all life stages and abilities have access to transport services? Should development be concentrated to allow quicker access to jobs, shops and services? Would you like public transport services that provide a real alternative to using the car? Would you like walking and cycling paths and routes to be available and safe for all people to use including children and other pedestrians? Would you like to be supported to learn more about how to meet your transport needs while leaving the car at home i.e. Where is the nearest bus, how to connect with a train, using PTVâ&#x20AC;&#x2122;s journey planners, bike riding skills or car share services?

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Yes 1

No 0

4 1

0 0

3.6 Written Submissions Nine written submissions were received from individuals during community consultation. Key issues raised are listed below: Land Use and Development

Public Transport

 Residential units should have compulsory 40% office space – to build local employment opportunities

 Bus services should run late enough to meet the last trains to allow travellers to get home without walking in the dark

 New buildings should have compulsory underground car parking (resident/visitor and public)

 More bus shelters are needed in general especially near community centres (particularly 517 route)

 If the proposed large development at 443 Upper Heidelberg Rd goes ahead, then traffic volumes in the road and Bell St will increase

 All bus shelters should have seating and shelter  Better integration of buses and trains at Greensborough – some buses don’t stop at Station  Public transport is too inconvenient to get to work on time, especially if need to transfer  Carrying of luggage/ shopping too hard on public transport

Accessibility and Mobility

The Transport Network

 Need pram/bike/wheelchair access to Ivanhoe  Better traffic management needed around Station (need ramp) schools  Add speed bumps to slow traffic - Kenilworth  Multiple pedestrian access points at train Pde, Ivanhoe stations extra overpasses or underpasses at stations like Eltham and Greensborough where  More car parks at train stations (especially you can take stairs/ramps at both ends of the Greensborough) station.  Need more parking at train stations and tram stops ( not everyone is healthy enough to walk Walking and Cycling there)  Safe routes to schools are needed, more safe road crossings were requested in Heidelberg Heights and Ivanhoe  Education / walk to school promotions needed  Need safe cycling routes to school Donaldson's Creek bicycle path crossing at Livingstone Street dangerous, no zebra crossing or warning lights.

 Bundoora residents need to use arterial roads which are clogged by through traffic a lot of the time  Commercial traffic Bundoora/Banyule

cutting

through

 I approve of proposed 40kph limits

Need to update and implement Bicycle Strategy –  It has become extremely difficult to enter/exit Heidelberg during the day. The roads near the especially improvements to bicycle infrastructure/ Austin hospital are very congested bike links to Latrobe University and activity centres

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Advocacy  Need to strongly advocate for road and rail infrastructure improvements:  Extend the South Morang rail line to Whittlesea  Widen Plenty Rd to dual (or triple) carriageways  Complete the Ring Road to Ringwood  Re-instate the East-West Tunnel

3.7 Banyule Leaders Network

Attachment 2

Internal Council staffs were consulted as part of a regular Banyule Leaders Network meeting. The following responses were obtained:

Q1. What does Transport mean to you, and what role does it play for Council? Accessibility and Mobility  Role to transport to get staff to work, give community access to services (2)  Supported access to services (2)  Community buses on loops (use shopping centres and others to fund)  Create social connections  Help people get to places – Dr, shops, entertainment (2)  Congestion on roads impacts on meals delivery and HACC workers getting around and social support bus  Accessibility for families and young/old people in the community  Better access to facilities and services



Accessibility remains an issue, frequency doesn’t equal accessibility

Land Use and Development  Apartment developments that should provide adequate on site car spaces for residents and visitors  Colocation of services for multiuse and placement near transport modes (2) ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 220

Public Transport    

How practical is it, is it cost prohibitive? Needs to be efficient and effective (3) Seating and Shelter Aged residents not knowing how to make good use of Public Transport  The Unknown – Where do I catch Public Transport? How long will it take? Where will it take me?  Commuter Parking  Public Transport hours limited, call for more, lower cost, more frequency, more accessible



Buses offer greater physical accessibility

Transport Network  Options, convenience and ease in getting around (10)  Predicting future demands.  A good ‘transport network’ improves healthy wellbeing, economic development, amenity, property value.  Staggered working hours, does everyone need to be travelling at the same time?

 Not everyone rides a bike  Being Healthy – walking more to reach public transport (4)  Footpath maintenance  Arts and Leisure – encourage active transport.  Improved bike networks and support infrastructure (2)  Walking School Buses  Increase education for parent communities

     

 

Advocacy



 Advocate to State/Federal Government re traffic issues in Banyule and solutions i.e. Ring Road, Road Traffic Network (3)  Education on different transport models and increased profile of these

 

One Council office to reduce movement. Improved IT and work from home policy (2) Helps economic development. Safe travel by all modes (3) Transport vision needs to include ‘non-residents’ Transport means More Capital Works, More Maintenance, More Congestion, More Environmental Drainage, More revenue from parking meters. Road infrastructure Car Pooling, options/incentive for staff and community (2) Real traffic dangers – increase in parents driving, and rushing around Creating shared zones – cars don’t have more rights, mix of regulations and education, change in culture in local streets Children/people who cannot drive – dependency

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Walking and Cycling

Attachment 2: Feedback Summary Paper

Attachment 2

Item: 4.1

Attachment 2: Feedback Summary Paper

Attachment 2

4.1

Item: 4.1

Q2. What can the Integrated Transport Plan do to help you with your role into the future? Accessibility and Mobility  Community transport for aged to attend and engage in community life  Think about access for people with mobility aids getting to and from shops in planning shopping areas  Aging population – accessibility issues. – transport modes in future  Accessibility for people ( families, young, old) Land Use and Development  Bring more industry to Banyule to reduce need to travel  Urban planning, activity planning around less car transport reliance  Housing, commercial mixes – walkability Walking and Cycling  Increased safety/ amenity for different transport routes – encourage walking, cycling, public transport, as people will feel safer  Planning – decrease reliance on parking. Make other options more inviting ( cycling, walking)  Creation of shared zones, balance of education and regulation, reclaim the streets  Integrated walking and cycling  Access to open space/ activity centres ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 222

Public Transport  Transport coordination and accessible buses  Resources for families and the community about public transport and accessing it  Connected transport links Transport Network  Understand the ‘why’ people travel. The ITP may not be the only solution. i.e. people travel to get to work – CBD  Improved parking strategies – impact on enforcement  Assists in planning senses – knowing what people’s preference/ ability for transport is – timing and location of services to respond.  Travel training – rather than drive training  Police priority parking  Rubbish and recycle trucks – operations around streets (2)  How much parking will developers need to provide for future proofing  Charging points for electric cars  Increased transport infrastructure  Adaption of moving around Banyule as traffic increase

Advocacy  Advocacy for taxis  Advocate for cheaper off peak travel for PT  Advocate for the Freeway extension  Advocacy to state Government regarding accessibility  Advocacy regarding more public transport services after hours  Reinforcing existing education programs

 Identify a limited number of key actions that can be realistically achieved  Find relational connections between existing programs and activities  Acknowledge that some stakeholders are early on journey  Tackle challenges with growth areas commuting to our city for work ( parking and travel)  Help local businesses by improving access to business  Car share – GO GET etc., Priority parking e.g. For WaterMarc users – not just pick up points  Safety messages  Car Pool system  Space for Pram/ bike parking at Council services  More drop off zone parking for families safety



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4.1

 Health and wellbeing benefits  Walkability precincts around centres  Access to ‘rest stops’, parks, local community spaces, seating for people to stop and rest. Shade, lighting, shelter, water and toilets all important

Attachment 2: Feedback Summary Paper

Attachment 2

Item: 4.1

Attachment 2

4.1

Item: 4.1

Attachment 2: Feedback Summary Paper

3.8 Reference Group Submissions Feedback received from: → Austin Health → Banyule Bugs → BEAC → Bicycle Network → Bus Vic → Darebin Council → Greensborough Traders → Heidelberg Traders → Latrobe University No correspondence from: → Boroondara Council → Ivanhoe Traders

→ → → → → → → → →

Manningham Council MAV PTV RACV Vic Roads Vic Police Victoria Walks Whittlesea Council Yarra Council

→ PTUA 

Key Points Feedback from the reference group members highlighted general support with the direction of the first cut of the Integrated Transport Plan. Detailed feedback was provided on the content and the context of the draft document, as well policy and action directions for consideration. A summary of this feedback is provided below. Accessibility & Mobility  Different areas have differing levels of accessibility/impacts on mobility (i.e. Greensborough terrain etc.)  Reference to Smart Bus Route 903 good for Case Study  Need to be aware of changes to Smart Bus Route 903  Not all disabilities have transport access difficulties  Need to make sure infrastructure doesn’t restrict mobility  Education around enabling confidence in using accessible transport may be useful Land Use and Development  Population growth needs to be directed towards activity centres  More carparking is needed in Activity Centres  Requiring developers to contribute to Sustainable Transport is important  Higher strategic outcomes should be explored  Change terminology – non-car rather than sustainable transport  Should provide further information on what a Green Travel Plan is within document Walking and Cycling Walking  Discussion should specify current/historic spending on walking infrastructure and programs  Should be a mode-share target Cycling  Discussion on cycling connections required – between Activity Centres, Neighbourhood Centres and neighbouring municipalities  End of trip facilities should be discussed  Cyclist safety should be discussed – i.e. dooring  Separated on-road cycling facilities preferred  Cycling lanes to remove parking lanes and not traffic lanes Public Transport  Bus route Hierarchy should be discussed and potentially supported (i.e. Premium, Connector and Neighbourhood Routes)  Discussion of Grade Separations  Walking and Public Transport complementary modes ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 224

 Discuss required public transport connections with radial municipalities  Park and Ride needs to be supported – commuter parking etc.  Working with local bus operators to develop routes should be an action The Transport Network  Road User Hierarchy not supported at a local level  To and From Freight movement not considered/discussed  Strong support for “kerbside space will be given to sustainable transport modes as a priority”  Strong support for “Along key bus and bicycle routes, parking may be controlled or removed to ensure these transport modes have the greater priority along these roads.”  Turnover of parking along cycling routes needs to be considered  Strategy must recognise legitimacy of car access, parking and mobility  Need to be stronger Advocates on addressing through route traffic i.e. North East Link  Car Share Schemes not discussed  Lower Speeds supported in Activity Centres and in high activity areas  Blanket 40km not supported  Parking on arterial roads can come at an expense of traffic improvements (i.e. bus, trams etc) Advocacy  Advocate for additional bus and train commuter services  Promote and progress commercial/private development over Heidelberg Station to improve access and parking  Think about Council strengthening advocacy position by developing an advocacy strategy (eg. Wyndham) Other Comments Overall Vision isn’t clear – discussion required on what this strategy /plan is (i.e. overarching, standalone or both) Targets and Assessment should be included, including a discussion of current mode share No Lifespan of document mentioned A number of minor grammar corrections and input provided Context Context should include findings from former Integrated Transport Strategy Detail purpose of the plan at the start, and how it’s been developed plus interactions with other Council plans/strategies Discuss how many people are economically active in Banyule, and where the main employment clusters are external to Banyule Mention changes in habits of younger people State Government Strategies need to be checked with change in government. Sections Separate sections required on Walking and Cycling – different travel modes and have different contexts and opportunities – benefits of one don’t necessarily benefit the other More focus on safety and behavioural change programs

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Attachment 2: Feedback Summary Paper

Attachment 2

Item: 4.1

4.2

Item: 4.2

Attachment 1: Attachment 1

ATTACHMENT 1

BACKGROUND the existing use of the school for non-school uses including the swimming pool which is used between 6am-9.30pm Monday to Friday, 6am-12pm Saturday and 12pm-5pm one Saturday a month. In addition the school hall is currently used for non-school uses including basketball, netball and volleyball training between 7pm-9.30pm four nights per week.

Attachment 1

Below is a history of recent planning approvals. P1255/14 – Minor works at Buckley Hall to enclose a verandah area. P341/14 – Permit issued for the removal of four trees at the southern end of the school in proximity to Locksley House. These trees included a Populus spp, Quercus robur, Cupressus macrocarpa and Eucalyptus botryoides. P426/14 – Permit issued for the removal of one tree (Hakea spp) within close proximity to Locksley House. P929/2013 – Vegetation removal. P591/2012 - Extension to a building known as Locksley House and the removal of vegetation (one tree, being an Evergreen Alder); P922/2010 – Granted 5 December 2011 for Buildings and works, demolition, vegetation removal and pruning (associated with a school addition); P519/2010 – Granted 6 September 2010 for Buildings and works (bin enclosure); P854/2009 – Granted 1 April 2010 for Buildings and works (construction of a fence); P860/2004 – Granted 29 August 2005 (amended 15 July 2009) for the construction of a three-storey school building, car park and associated vegetation removal; P938/2008 – Granted 29 January 2009 for Buildings and works associated with the construction of fencing and gates at three (3) separate locations; P267/2007 – Granted 8 August 2007 for the construction of alterations and additions to an existing education centre building (Wilcox Building) and for the removal of vegetation;

SCHOOLS AS COMMUNITY FACILITIES Community use of school facilities is line with the guidelines provided by the Victorian State Government Schools as Community Facilities: Policy Framework and Guidelines (2005). This document identifies opportunities for schools and community groups to partner together in using school facilities including for use as community recreation facilities and sporting facilities. The document outlines the benefits of these partnerships including (not limited to):

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Attachment 1: Attachment 1

4.2

Item: 4.2  Better access for communities to state-of-the-art facilities;

 Stronger social networks between schools and communities; and  Greater community involvement in school activities and children’s learning;

A recent decision of the tribunal (Minister for Education v Whitehorse CC) makes reference to these guidelines. In this case, a school hall was being used by local sporting groups for activities such as basketball and indoor soccer and for music lessons. The use of this building was occurring immediately after school hours and in the evenings. Some uses were occurring during school hours when the building was not being used by the school. In her findings, Deputy President Helen Gibson concludes that the use of the school facilities by community groups is consistent with the State Government document Schools as community facilities. In making this finding however, she does note that the uses must be for the purposes of educational, recreational, sporting or cultural activities for students, the local community and young persons and that there is no requirement that users have an affiliation with the school. Deputy President Gibson also notes an important distinction between commercial use of school facilities and the use for community groups where a fee is paid to assist with maintenance and cleaning. She concludes that the use of school facilities for commercial activities would fall outside the guidelines provided by the State Government. Table 1: Access Control Access point

Required outcome

New Russel Street access (South Ground Car Park).

Alter access to provide for right-in/leftout entry/egress only. The design of the entrance to facilitate adequate sightlines toward Scotts Pde. This may require some vegetation removal. Open for

Control – early morning from 5:45 am Open for early morning drop offs for sports centre/pool. Circulation space to be provided within car parking so parents can exit onto Russell without 3 point turn.

Control – during school staff hours Open for staff

Control – after school staff hours Open for parking associated with sports centre until 10 pm.

Control on Saturdays

Open for

Open for parking associated with school and sports centre until 5pm.

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Attachment 1

The document does not give guidance as to the hours of use that may be appropriate or the volume of people that should be accommodated. However, it does specify that schools should not allow their facilities to be used for activities that create excessive noise or pose a nuisance to nearby neighbours.

Attachment 1

4.2

Item: 4.2

Attachment 1: Attachment 1

Existing Scotts Pde 18. Fairy St

maintenance access only

Allow for staff entry and exit during school staff hours

Open for staff only from 7.30 am

Closed at 6.00pm

Closed

19. Elphin St.

Allow for staff entry and exit during school staff hours Allow access

Closed for early morning drop offs for sports centre/pool Closed

Open for staff only from 7.30 am

Closed at 6.00pm

Closed

Open for staff only

Closed

Fairy St carpark through to Elphin St Car Park

Table 2: Use of Sports Centre and Locksley House School Use 7am â&#x20AC;&#x201C; 9.30pm weekdays and 7am-1pm on Saturdays without further written consent from Council. No use Sunday without further written consent from Council. Community Use 7am â&#x20AC;&#x201C; 9.30pm weekdays and 7am-1pm on Saturdays without further written consent from Council. No use Sunday without further written consent from Council. The primary use of school facilities during school hours is to be for school purposes. Schools as community facilities: Policy framework and guidelines and VCAT P2704/2013 Community use is acceptable within stated hours of operation. Community use includes use of school facilities, by individuals or groups, for the purpose of education, recreation, cultural activities for students, the local community or young persons. Users do not need to have an affiliation with the school. This may include the hire of facilities by such groups. A management plan will need to be provided that outlines a way in which the school will monitor and manage community use of the Sports Centre and Locksley House. Commercial Use Uses that do not fit the above performance measures are not allowed.

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Attachment 1: Attachment 1

PLANNING CONTROLS Zone:*

Neighbourhood Residential Zone (NRZ3)

4.2

Item: 4.2

General Residential Zone (GRZ2) Overlays: Vegetation Protection Overlay (VPO3) Significant Landscape Overlay (SLO2)

Heritage Overlay (HO69) Environmental Significance Overlay (ESO1) Environmental Significance Overlay (ESO4) Development Plan Overlay (DPO4) * The northern portion of the school is generally included within the General Residential Zone and the southern portion of the school generally included within the Neighbourhood Residential Zone. Clause 32.09 - Neighbourhood Residential Zone (NRZ3) The purpose of this zone is:  To recognise areas of predominantly single and double storey residential development.  To limit opportunities for increased residential development.  To manage and ensure that development respects the identified neighbourhood character, heritage, environmental or landscape characteristics.  To implement neighbourhood character policy and adopted neighbourhood character guidelines.  To allow educational, recreational, religious, community and a limited range of other nonresidential uses to serve local community needs in appropriate locations.

Clause 32.08 - General Residential Zone (GRZ2) The purpose of this zone is:  To encourage development that respects the neighbourhood character of the area.  To implement neighbourhood character policy and adopted neighbourhood character guidelines.

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Attachment 1

Land Subject to Inundation Overlay (LSIO)

4.2

Item: 4.2

Attachment 1: Attachment 1

 To provide a diversity of housing types and moderate housing growth in locations offering good access to services and transport.  To allow educational, recreational, religious, community and a limited range of other nonresidential uses to serve local community needs in appropriate locations.

Clause 42.02 - Vegetation Protection Overlay (VPO3)

Attachment 1

The purpose of this overlay is:  To protect areas of significant vegetation.  To ensure that development minimises loss of vegetation.  To preserve existing trees and other vegetation.  To recognise vegetation protection areas as locations of special significance, natural beauty, interest and importance.  To maintain and enhance habitat and habitat corridors for indigenous fauna.  To encourage the regeneration of native vegetation.

Statement of nature and significance of vegetation to be protected The City of Banyule Neighbourhood Character Strategy identifies the importance of vegetation to the character of an area. Trees are important to the urban environment for many reasons. Trees provide visual relief from the built form, have value as landmarks and along ridgelines and can serve to hide buildings that may not otherwise contribute positively to the streetscape. Trees also provide habitats for birds and other wildlife, provide shade, assist energy efficient building design and provide broader environmental benefits to the air quality of urban areas in particular. In this area of Banyule, vegetation, particularly the tall trees, is considered to be an integral part of the character of the area that is appreciated by residents and visitors. The area is predominantly residential in use, and abuts the Yarra River valley and wildlife corridor, although additional local habitat links extend in to and through residential neighbourhoods. The density and maturity of the tree cover results in vegetation dominating long distance views to and from the area, and frequently dominating streetscapes and obscuring views of individual buildings. Street trees contribute to this character, and should be retained and enhanced through planting programs. However, trees on private property are equally important to the overall character significance of the area, and accordingly maintenance of the dominance of the vegetation in the area is of importance. Clause 42.03 - Significant Landscape Overlay (SLO2) The purpose of this overlay is to:

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 To identify significant landscapes.  To conserve and enhance the character of significant landscapes.

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This overlay operates adjacent to the Yarra River, essentially from Heidelberg Road to Burke Road North. The areas covered by this overlay are part of, or are directly adjacent to, significant landscapes, which consist of substantial areas of open space, a golf course, wetlands, vegetation and other natural habitat along the Yarra River and the lower reaches of the Darebin Creek. Such landscapes provide extensive views and an opportunity for a sense of remoteness in the valleys of the watercourse with only limited intrusion of built forms. Clause 44.04 - Land Subject to Inundation Overlay (LSIO) The purpose of this overlay is:  To identify land in a flood storage or flood fringe area affected by the 1 in 100 year flood or any other area determined by the floodplain management authority.  To ensure that development maintains the free passage and temporary storage of floodwaters, minimises flood damage, is compatible with the flood hazard and local drainage conditions and will not cause any significant rise in flood level or flow velocity.  To reflect any declaration under Division 4 of Part 10 of the Water Act, 1989 where a declaration has been made.  To protect water quality in accordance with the provisions of relevant State Environment Protection Policies, particularly in accordance with Clauses 33 and 35 of the State Environment Protection Policy (Waters of Victoria).  To ensure that development maintains or improves river and wetland health, waterway protection and flood plain health.

Clause - Heritage Overlay (HO69) The purpose of this overlay is:  To conserve and enhance heritage places of natural or cultural significance.  To conserve and enhance those elements which contribute to the significance of heritage places.  To ensure that development does not adversely affect the significance of heritage places.

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Attachment 1

Statement of nature and key elements of landscape

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 To conserve specifically identified heritage places by allowing a use that would otherwise be prohibited if this will demonstrably assist with the conservation of the significance of the heritage place.

Clause 42.01 - Environmental Significance Overlay (ESO1) The purpose of this overlay is:

Attachment 1

 To identify areas where the development of land may be affected by environmental constraints.  To ensure that development is compatible with identified environmental values.

Statement of environmental significance These areas stretch along the Yarra River, Plenty River and the Darebin Creek and have significant natural habitat and environmental qualities. Recent studies have included these areas in sites of State and Regional faunal significance and High and Medium habitat significance. They include predominantly streamside areas supporting open space and substantial remnants of indigenous vegetation and wetlands of at least local conservation significance, which in turn, provide habitat for a variety of native animals threatened with local extinction. Vegetation and wetlands are also recognised as major contributors to the landscape quality and visual amenity of the area. The significant fauna that occurs in or utilizes this area includes the vulnerable Swift Parrot and rare species including the Eastern Broad-nosed Bat, Large-footed Myotis, Baillon’s Crake, Australasian Bittern, Little Bittern, Lewin’s Rail, Latham’s Snipe, Black Falcon, Grey Goshawk and Powerful Owl. There are also numerous regionally significant species. The continued viability of these areas and their resident species as a significant environmental resource is under threat from the continued development of open space, weed invasion and feral animals, and the disturbance arising from humans and their companion animals. The remaining areas of native vegetation have become increasingly fragmented and their habitat value is threatened. Accordingly the protection of the native vegetation and wetlands and the maintenance and enhancement of these habitats for indigenous fauna are of vital importance. Clause - Environmental Significance Overlay (ESO4) The purpose of this overlay is:  To identify areas where the development of land may be affected by environmental constraints.  To ensure that development is compatible with identified environmental values

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Statement of environmental significance There are many individual trees, groups of trees and areas of vegetation within Banyule, which have special significance. They include a variety of native and exotic trees and other vegetation, which are of landscape, habitat, horticultural or genetic value, are rare or of localised distribution, are outstanding examples of their species or are of cultural or historical significance. All are included on the Banyule City Council Significant Trees Register and some are included on the National Trust of Australia’s Register of Significant Trees of Victoria.

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The purpose of this overlay is:  To identify areas which require the form and conditions of future use and development to be shown on a development plan before a permit can be granted to use or develop the land.  To exempt an application from notice and review if it is generally in accordance with a development plan.

Requirement before a permit is granted A permit must not be granted to use or subdivide land, construct a building or construct or carry out works until a development plan has been prepared to the satisfaction of the responsible authority. This does not apply if a schedule to this overlay specifically states that a permit may be granted before a development plan has been prepared to the satisfaction of the responsible authority. A permit granted must:  Be generally in accordance with the development plan.  Include any conditions or requirements specified in a schedule to this overlay.

Exemption from notice and review An application under any provision of this scheme which is generally in accordance with the development plan is exempt from the notice requirements of Section 52(1)(a), (b) and (d), the decision requirements of Section 64(1), (2) and (3) and the review rights of Section 82(1) of the Act. Preparation of the development plan The development plan may consist of plans or other documents and may, with the agreement of the responsible authority, be prepared and implemented in stages. A development plan that provides for residential subdivision in the Neighbourhood Residential ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 233

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Clause - Development Plan Overlay (DPO4)

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Zone, General Residential Zone, Residential Growth Zone, Mixed Use Zone, Township Zone, Comprehensive Development Zone and Priority Development Zone must meet the requirements of Clause 56 as specified in the zone. The development plan must describe:  The land to which the plan applies.  The proposed use and development of each part of the land.

Attachment 1

 Any other requirements specified for the plan in a schedule to this overlay. The development plan may be amended to the satisfaction of the responsible authority.

Private Educational Facilities

Requirements for development plan The development plan must relate to the use and development of the land for the next five years and include:  Existing and proposed numbers of staff and students.  Identification of and protection measures proposed for all heritage and environmental assets.  Existing and proposed development of the land.  Staging and timing of proposed development.  Height of all proposed buildings.  Existing and proposed landscaping of the land.  Existing and proposed use of all parts of the land.  Existing and proposed provision for access, car parking and traffic management.  Measures to address the interface of the land with adjoining land.

The Development Plan may comprise more than one sheet or drawing, may include text and may be amended from time to time to the satisfaction of the responsible authority.

Decision Guidelines Before deciding on an application the responsible authority must consider:

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 Whether the scale, character and density are compatible with the amenity and natural values of the surrounding area.

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 The provision for the establishment of a road and transport system appropriate to the development and its linkage with adjoining areas.  The provision for the establishment of an open space system, pedestrian and bicycle pathways and other recreational facilities appropriate to the development.

 Whether the proposal meets a high standard of urban and landscape design.  The conservation of the environmental qualities and features of the land.  Whether the proposal incorporates a range of lot sizes and other subdivisional approaches.  The integration of development with the surrounding residential area

State Planning Policy Clause 11.04-4 – Liveable Communities and Neighbourhoods Objective To create healthy and active neighbourhoods and maintain Melbourne’s identity as one of the world’s most liveable cities. Strategies  Create a city of 20-minute neighbourhoods.  Protect Melbourne and its suburbs from inappropriate development.  Create neighbourhoods that support safe communities and healthy lifestyles.  Plan for future social infrastructure.  Make the city greener.  Create more great public places throughout Melbourne.  Respect heritage while building for the future.  Achieve and promote design excellence.

Clause 15.01-1 – Urban Design

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 Whether the proposed development plan is consistent with the capacity of essential services, particularly the management of surface water run-off.

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Objective To create urban environments that are safe, functional and provide good quality environments with a sense of place and cultural identity. Strategies  Promote good urban design to make the environment more liveable and attractive.

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 Ensure new development or redevelopment contributes to community and cultural life by improving safety, diversity and choice, the quality of living and working environments, accessibility and inclusiveness and environmental sustainability.  Require development to respond to its context in terms of urban character, cultural heritage, natural features, surrounding landscape and climate.  Require development to include a site analysis and descriptive statement explaining how the proposed development responds to the site and its context.  Encourage retention of existing vegetation or revegetation as part of subdivision and development proposals.

Clause 19.02-2 – Education Facilities Objective To assist the integration of education facilities with local and regional communities. Strategies  Locate primary education facilities to maximise access by walking and cycling.  Locate secondary and tertiary education facilities in areas which are highly accessible to public transport.  Locate tertiary education facilities within or adjacent to activity centres.  In planning for the location of education facilities, consideration should be given to demographic trends, the existing and future demand requirements and the integration of facilities into communities.  Ensure areas near to education facilities, adjoining streets and accessways are designed to encourage safe bicycle and pedestrian access.  Develop libraries as community based learning centres.

Local Planning Policy

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Clause 21.04-4 Community Facilities Objective 1 – Availability of community facilities

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To provide a wide range of high-quality cultural, health, educational and institutional uses, responsive to the existing and likely future needs of the community. Strategies to achieve this objective include:

 Ensure that future development or expansion of all cultural, health, educational and institutional facilities is undertaken in accordance with approved master plans.  Encourage the development of art and cultural activities and facilities within the municipality.  Encourage the shared use of school facilities to maximise their value to the community.  Encourage appropriate use and development of land no longer required for institutional purposes.

Objective 2 - Location To provide facilities located so as to be easily accessible to users, but with minimal negative impact on the amenity of the surrounding area. Strategies to achieve this objective include:  Ensure that cultural, health, educational and institutional uses are located in accessible places according to need, but also that it has minimal impact on the amenity of the surrounding area.

Clause 21.06 – Built Environment Objective 1 – Safe, attractive and high quality built environment To provide a safe, attractive and high-quality built environment. Strategies to achieve this objective include:  Encourage high standards of design for buildings, works, signage and landscaping.  Encourage high quality architecture and urban design.  Encourage development to have active frontages and direct pedestrian access to abutting parklands.

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 Ensure that cultural, health, educational and institutional use and development is integrated and coordinated.

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Objective 2 – Character and identity To ensure that development respects and contributes to the desired future character of residential neighbourhoods and the identity of Activity Centres, in a manner that supports varying degrees of housing change. Strategies to achieve this objective include:

Attachment 1

 Encourage residents to care for street trees in consultation with Council.  Encourage the retention and planting of significant trees, substantial trees and other vegetation to protect and improve the landscape character, streetscapes, habitat links and biodiversity of the area.  Support the removal of environmental weeds with replacement planting that is consistent with the landscape character of the area.

Objective 3 – Sustainable design To encourage a built form that delivers more environmentally sustainable construction. Strategies to achieve this objective include:  Encourage energy and resource efficiency, sustainable transport, pollution reduction, waste management, and improved stormwater quality for building design and site layout, building, infrastructure and landscaping.  Minimise the potential impacts of water, air and noise pollution on Banyule’s environment.  Support the retention of significant trees and the planting of trees and other vegetation.  Encourage environmentally sustainable design principles in new buildings, works and refurbishments.  Encourage tree protection and the planting of trees in locations that help to minimise the urban heat island effect by providing shade and shelter for dwellings and public spaces.

Clause 22.04 - Non Residential Use and Development In Residential Zones Policy Residential zones can accommodate a range of non-residential uses which provide services to the local community, however non-residential uses and associated development can also impact on the character and amenity of residential zones and undermine the role of activity centres. Banyule’s Municipal Strategic Statement recognises that residential character and amenity are key contributors to the quality of life in Banyule and that threats to residential character and amenity need to be managed. A high quality living environment, including a high level of amenity and high quality residential character is an objective of the MSS in ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 238

relation to residential land use and development and minimising the impacts of nonresidential use and development in residential areas and restricting non-residential traffic and parking intrusion into residential areas are some of the specific strategies for achieving that objective. The residential zones provide conditions where non-residential uses and associated buildings and works do not require a permit. There are also many non-residential uses which do require a permit in residential zones, as do the buildings and works associated with those uses. It is important that these uses and development are responsive to their residential setting and do not adversely affect the character and amenity of the residential areas in which they are proposed to be located. This policy aims to manage this potential impact. Policy Objectives  To ensure non-residential uses serve the needs of the local community.  To ensure that non-residential uses are appropriately located and readily accessible.  To ensure that non-residential uses and associated development do not adversely affect residential amenity.  To ensure that buildings and works associated with non-residential uses make a positive contribution to the neighbourhood character as relevant and appearance of the surrounding residential area.  To retain existing housing stock in residential zones. Policy It is policy that proposals are assessed against the following criteria: Preferred Location Primary Location Criteria  Non-residential uses should be located where there is a demonstrable need for the proposed facility or service.  The development and expansion of larger non-residential uses should be planned strategically and undertaken in accordance with the provisions of an approved master plan.

Specific Location Criteria  Where it is appropriate that a non-residential use locate in a residential area having regard to the Primary Location Criteria, the non-residential use should be: · located a on corner lot and/or road in a Road Zone · within easy walking distance of public transport · in an existing non-residential building where possible.  Non-residential uses should not isolate dwellings from the surrounding residential area. ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 239

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Siting and Design  Existing buildings built for non-residential purposes should be used for non-residential uses in preference to dwellings.

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 Existing dwelling stock should be retained in preference to purpose built nonresidential facilities.  Buildings and works should be designed and sited in a manner that is consistent with design objectives and requirements as outlined the Residential Neighbourhood Character Policy (as relevant).  Purpose built premises should resemble nearby dwellings in terms of siting, density, scale, form and design. Landscape and Amenity  Front setbacks should be landscaped.  Landscaping should enhance the appearance of the site and the locality.  Landscape buffers should be provided between non-residential uses and neighbouring residential properties.  Landscape buffers should minimise visual, noise intrusion and any other detrimental impacts on the amenity of neighbouring residential properties.  Non-residential uses should not adversely affect the amenity, privacy or the convenience of nearby residents by way of noise, traffic, parking, lighting, odours, disturbance associated with hours of operation, or loss of security.

Traffic and Car Parking  Increases in traffic should not adversely affect the amenity, environment or safety of the residential neighbourhood.  The demand for on street parking should not adversely affect the amenity, environment or safety of the neighbourhood.  Sufficient on-site parking should be provided for staff, residents and visitors.  Car parking should be located at the side or at the rear of the property.  Car parking should not dominate the development or street frontage.  Car parks, accessways and set down areas should provide for safe, and efficient traffic movement.  The number of crossovers should be minimised. ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 240

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Clause 52.06 – Car Parking

Before:  a new use commences; or  the floor area or site area of an existing use is increased; or  an existing use is increased by the measure specified in Column C of Table 1 in Clause 52.065 for that use, the number of car parking spaces required under Clause 52.06-5 or in a schedule to the Parking Overlay must be provided to the satisfaction of the responsible authority in one or more of the following ways:  on the land; or  in accordance with a permit issued under Clause 52.06-3; or  in accordance with a financial contribution requirement specified in a schedule to the Parking Overlay.

Clause 52.34 – Bicycle Facilities Purpose To encourage cycling as a mode of transport. To provide secure, accessible and convenient bicycle parking spaces and associated shower and change facilities. Provision of bicycle facilities A new use must not commence or the floor area of an existing use must not be increased until the required bicycle facilities and associated signage has been provided on the land. Where the floor area occupied by an existing use is increased, the requirement for bicycle facilities only applies to the increased floor area of the use.

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Attachment 1

To ensure that car parking is provided in accordance with the State Planning Policy Framework and Local Planning Policy Framework. To ensure the provision of an appropriate number of car parking spaces having regard to the demand likely to be generated, the activities on the land and the nature of the locality. To support sustainable transport alternatives to the motor car. To promote the efficient use of car parking spaces through the consolidation of car parking facilities. To ensure that car parking does not adversely affect the amenity of the locality. To ensure that the design and location of car parking is of a high standard, creates a safe environment for users and enables easy and efficient use.

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Attachment 2: Background information

PLANNING CONTROLS The following planning provisions are relevant to the assessment of application:

4.4

P563/2014: ADDITIONAL BACKGROUND INFORMATION

ACTIVITY CENTRE ZONE – SCHEDULE 1 Under Clause 37.08-2, planning approval is required for the use of land as a dwelling. Under Clause 37.08-5, a permit is required to construct a building or construct or carry out works.

Clause 2.0 - Land use and development objectives to be achieved Land Use

To ensure the Greensborough Principal Activity Centre continues to thrive as

a regional retail centre, with a range of commercial, office, entertainment, leisure, cultural, community, service and residential uses. To promote the civic role and function of the Greensborough Principal Activity Centre. To encourage a diverse range of accommodation uses including shop top housing and residential apartments that will take advantage of the broad range of services, public transport, amenities and features within and close to the Centre. Built Environment To transform the Greensborough Principal Activity Centre through innovative

urban design that is unique, site specific, diverse, understandable and adaptable. To maximise opportunities for a broad range of well designed and integrated buildings that add to the vitality and visual interest of the centre. To encourage high quality building design that provides an attractive and articulated form when viewed from surrounding areas. To encourage high quality urban design that is responsive to and reinforces the locally distinctive topography, features, characteristics and landscape of the nearby Plenty River Valley. To encourage the consolidation of land in order to create viable development sites. To establish long term environmental sustainability outcomes to be achieved by development within the Greensborough Principal Activity Centre. To incorporate sustainability principles in the design, demolition and construction of new development. To ensure that buildings are designed to provide passive surveillance of public areas, by addressing and overlooking pedestrian routes, streets, footpaths, open spaces and transport facilities. To ensure the scale of development reflects the preferred building height. To ensure that building setbacks achieve the desired spatial proportion of the street, define the street edge and provide a high amenity for users of the street. To promote high quality and distinctive built form outcomes on prominent corners, at gateways, key development sites and infill sites. To encourage buildings to be designed to take advantage of views and vistas within the activity centre and to the nearby Plenty River Valley and parkland as shown on the Framework Plan. To ensure signage is integrated into the design of the building façade, surrounding streetscape and landscape setting. ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 285

Attachment 2

Under the Schedule to the zone, the following key centre wide policy objectives are relevant to the assessment of the proposal:

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Attachment 2: Background information

4.4

To ensure the design of car parking structures and areas has a minimal visual

impact on the streetscape and adjoining public spaces.

Public Realm

To maintain and improve the provision and integration of quality public

spaces, including streets, laneways, the town square and other public spaces.

To create urban spaces that are attractive, interesting and safe at all times. To ensure that the design of public spaces is accessible and welcoming to all

people.

To minimise visual clutter and obscured views caused by signage.

Landscaping

To create a greener Greensborough by providing landscaped spaces, plazas

and other open spaces within and around the Activity Centre.

Attachment 2

To ensure landscaping is integrated with the design of the development and

complements the landscaping of any adjoining public realm.

To ensure development is well landscaped, including canopy trees where

possible.

Transport and access To promote a safe, convenient and sustainable traffic and transport network

that assists walking, cycling and public transport use and maximises mobility for all. To ensure the design of parking and access areas is safe, practical, easily maintained and allows for use of car parking space for multiple purposes. To design any car parking within the centre to facilitate its use for multiple purposes throughout the week. To improve directional signage and way finding measures for users of the activity centre. To ensure key community nodes and Key Pedestrian Areas have good access to sunlight, weather protection and clear pathways which link elements throughout the activity centre. To increase pedestrian permeability across large blocks, between major destinations and from the station to the rest of the activity centre particularly along Main Street and the Plenty River Valley parkland. Clause 5.6-2 - Precinct Objectives To encourage development of high density commercial and residential

buildings in the precinct. To ensure development improves physical and visual connectivity to the rest of the activity centre, railway station and Plenty River Valley parkland. To provide improved pedestrian connections to Main Street through the Key Pedestrian Areas, railway crossing and mid-block linkages. Clause 5.6-3 - Precinct requirements

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Attachment 2: Background information

Clause 5.6-4 - Precinct guidelines Development should be of a contemporary architectural style in keeping with

4.4

Item: 4.4

the significant commercial role of the precinct.

Development should be designed for separation of building forms to allow for

PARKING OVERLAY – SCHEDULE 1 Under Clause 2 of Schedule 1 to the Overlay, a permit is required to vary the car parking requirements of the schedule. CAR PARKING – CLAUSE 52.06 Under Clause 52.06-3, a permit is required to vary the car parking requirements of the clause. LAND ADJACENT TO A ROAD ZONE, CATEGORY 1, OR A PUBLIC ACQUISITION OVERLAY FOR A CATEGORY 1 ROAD – CLAUSE 52.29 Planning permission is required to create or alter access to a road in a Road Zone, Category 1. POLICIES CONSIDERED STATE PLANNING POLICY FRAMEWORK The following policy is relevant to the assessment of the proposal and is outlined below and expanded on where considered appropriate: Settlement Clause 11.01- Activity Centres seeks to build up activity centres as a focus for high-quality development, activity and living for the whole community by developing a network of activity centres. Urban Design Clause 15.01-2 seeks to achieve high quality urban design and architecture. In assessing the design and built form of residential development of four or more storeys development must be considered under the Design Guidelines for Higher Density Residential Development (Department of Sustainability and Environment, 2004). Cultural Identity and Neighbourhood Character Clause 15.01-5 seeks to recognise and protect cultural identity, neighbourhood character and sense of place. Sustainable Development Clause 15.02-1 seeks to encourage energy and resource efficiency. Residential Development ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 287

Attachment 2

views from and between building structures to the Plenty River Valley and surrounding parkland. Development should provide internal and external pedestrian connections with key pedestrian routes linking Main Street, the railway station and the Plenty River Valley parkland. Landscape treatments of setback areas should be cohesive with the appearance of landscape treatments in adjoining streets.

Attachment 2

4.4

Item: 4.4

Attachment 2: Background information

Clause 16.01 sets out objectives in relation to integrated housing, location of residential development, strategic redevelopment sites, housing diversity and housing affordability. Relevant objectives include: 

To promote a housing market that meets community needs.



To locate new housing in or close to activity centres and employment corridors and at other strategic redevelopment sites that offer good access to services and transport.



To identify strategic redevelopment sites for large residential development in Metropolitan Melbourne.



To provide for a range of housing types to meet increasingly diverse needs.



To deliver more affordable housing closer to jobs, transport and services.

LOCAL PLANNING POLICY FRAMEWORK Municipal Strategic Statement Council’s Municipal Strategic Statement sets the direction for land use and development in Banyule by identifying key planning elements for consideration and nominating a series of objectives and strategies for each. The overarching vision of the Municipality is: Banyule will be regarded as a city offering a range of quality lifestyles in an urban setting enhanced by the natural environment, and served by an efficient and committed Council. The relevant objective encompasses Environmental Management. Housing Clause 21.04-1 seeks to encourage higher density housing close to activity centres and the Principal Public Transport Network and protect residential amenity and provide for the desired future neighbourhood character of residential areas. Built environment The objective in relation to Clause 21.06 is: To ensure that development respects and contributes to the desired future character of residential neighbourhoods and the identity of Activity Centres, in a manner that supports varying degrees of housing change. Strategies include but are not limited to: 

Promoting high quality design in all new residential development that makes a positive contribution to the desired future neighbourhood character.



Encourage the retention and planting of significant trees, substantial trees and other vegetation to protect and improve the landscape character, streetscapes, habitat links and biodiversity of the area.



Support residential development in accordance with the Residential Areas Framework which identifies varying degrees of housing change across the City’s residential neighbourhoods and Activity Centres.

In relation to sustainable design, strategies include: Support the retention of significant trees and the planting of trees and other vegetation. ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 288

In relation to housing, strategies include: 

Encourage a substantial proportion of new housing to be located within or close to Activity Centres and the Principal Public Transport Network particularly where there is high frequency and quality of public transport services in operation.



Encourage a range of types and sizes of housing, particularly in areas located close to public transport, services and facilities.



Encourage development to provide a wider range of household types particularly smaller sized dwellings, including those with only one bedroom.

Clause 21.06-2 - Residential Areas Framework identifies that the site is located within a Diversity area in the indicative map forming part of Clause 21.06 of the Housing Framework Map. These areas typically have the following characteristics:  Within the business core of an Activity Centre.  Some residential properties along streets that immediately surround the business core of an Activity Centre. They will provide for shop-top and apartment living in higher density mixed use and residential developments. These areas include strategic redevelopment sites that provide for higher density housing. Development will make a positive contribution to the identity of the Activity Centre and the desired future character of surrounding residential neighbourhoods. In these areas people live close to train stations, transport interchanges, shops, services and nodes of employment. These areas include higher density and some medium housing opportunities. Local Places Clause 21.08 seeks to provide guidance to the use and development of land within specified Activity Centres. Clause 21.08-1 provides specific guidance with respect to the Greensborough Principal activity centre, of which the site forms part. The Clause identifies that: Greensborough Principal Activity Centre is located in the heart of the suburb of Greensborough generally bound by the railway line to the north-east, Para Road to the north-west and Henry Street and Warwick Road to the south. Greensborough is characterised by a mix of retail and commercial space, including a major enclosed shopping centre, Greensborough Plaza, a shopping strip along Main Street and Grimshaw Street, commercial development at Flintoff Street, combined with some medium - low density residential properties south of Grimshaw Street and the railway station on Para Road. It is positioned within the green setting of the Plenty River Valley and has a unique top valley from many locations within the centre. As a Principal Activity Centre, Greensborough is well placed to develop as one of Melbourne’s most desirable urban centres, able to provide its community with a range of residential, leisure, recreational, retail, health and wellbeing, and commercial opportunities. In addition, opportunity to expand the town appeal to visitors and patrons from well beyond the boundaries of both Greensborough and the City of Banyule is envisaged. Plan 1 and 2 outline the Greensborough Principal Activity Centre Structure Plan and Movement and Connectivity Plan for the centre.

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4.4

Attachment 2: Background information

Attachment 2

Item: 4.4

Attachment 2: Background information

Attachment 2

4.4

Item: 4.4

Safer Design Policy Clause 22.03 aims to create an attractive, useable, well maintained environment in which people feel safer to live, work and travel. REFERRAL COMMENTS VICROADS VicRoads raise no objection to the proposal. ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 290

Attachment 2: Background information

PUBLIC TRANSPORT VICTORIA Public Transport Victoria raise no objection to the proposal. URBAN DESIGN

4.4

Item: 4.4

Council’s Urban design adviser has advised that XXX ENGINEERING Clause 52.06:

Number of spaces

As the subject site is located within the Greensborough Principal Activity Centre, the car parking rates are covered in the Schedule to Clause 52.06-6 of the Banyule Planning Scheme. The schedule requires:     

One parking space to each one and two bedroom dwellings; Two parking spaces to each three plus bedroom dwelling; 0.2 visitor parking spaces to each dwelling 3.5 parking spaces per 100squm of net floor area for the office 4.6 parking spaces per 100sqm of net floor area for a shop.

Accordingly, the proposal generates a requirement for 131 parking spaces to be provided onsite (70 parking spaces for residential use, 13 visitor parking, 14 spaces for office use and 34 parking spaces for the proposed shops). The plans indicate 70 parking spaces have been provided onsite. As such, parking dispensation of 61 parking spaces has been requested. A traffic report prepared by GTA has been provided to support the request for a reduction in parking spaces. The report outlines the following:  For the office component, a rate of 3 spaces per 100sqm is suitable for an office development within an activity centre such as Greensborough. However, where viable transport alternatives exist and long term parking is not available, employees will use those alternatives. To encourage the use of other transport modes, a rate of 2.3 spaces per 100sqm should be adopted. This is in line with the rate adopted for the site in a previous proposal. This use is unlikely to be in operation outside of business hours.  For the shop component, the expected long-term/short-term split is 20 /80. To accommodate long term parking demand, a rate of 1 space per 100sqm, generating a demand of 8 parking spaces. However, Engineering considers a rate of 0.7 spaces per 100sqm to be more appropriate for staff parking. This use is unlikely to be in operation outside of business hours.  For the residential component, ABS data for the whole of Banyule indicates 36% of one bedroom and 16% of two bedroom apartments do not own a car, with 53% of three bedroom apartments only owning one car. Engineering have concerns with this data, as different areas of Banyule have different characteristics with regards to car ownership, access to public transport and population density. As an example, in comparison to Greensborough, Heidelberg has a 143% higher percentage of households without a vehicle (4.4% compared to 10.7%).  In addition, the census data also demonstrates suburbs with high density housing in close proximity to train stations also demonstrate a higher level of ‘no vehicle’ households (i.e. Ivanhoe 9.4% and Heidelberg 9.7%). ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 291

Attachment 2

The proposal consists of an office (404sqm), Shop (751spm), 31 x one-bedroom dwellings, 29 x two bedroom dwellings and 5 x three bedroom dwellings.

Item: 4.4

4.4



Attachment 2: Background information

The empirical residential visitor parking rate for high density development is lower than the parking rate specified in the planning scheme. Collated data suggests a rate of 0.1 visitor spaces would be appropriate. This rate is supported by Council.

In consideration of the above information, the proposal is expected to generate a parking demand of: Size

Rate .8 spaces per dwelling / 1/2 bed 60 dwellings 0.1 spaces per dwelling .8 spaces per dwelling / 3 bed 3 dwellings 0.1 spaces per dwelling 751 sqm 3.5 spaces per 100sqm Retail 404 sqm 2.3 spaces per 100sqm Office Total

Attachment 2

Residenti al

Use

Demand Overall Long.Term Short Term 56

26 9 95

5 8 68

21 1 28

Based on the parking data provided within the report, the expected short-term parking generation can be accommodated within the existing parking in the area. The long term parking demand can be accommodated on site, provided the spaces are allocated as per the above table. Clause 52.06:

Design

Design standard 1 – Accessways In accordance with Banyule Planning Scheme Clause 52.06-8, accessways should have a corner splay or area at least 50 per cent clear of visual obstructions extending at least 2m along the frontage road from the edge of the exit lane and 2.5m along the exit lane from the frontage, to provide a clear view of pedestrians on the footpath of the frontage road. Council may consider allowing solid structures (including the vegetation) to be located within the 2m x 2.5m splayed area adjacent to the driveway entrance provided they are constructed to a maximum height of 900mm. The accessway must be designed so that vehicles can exit the site in a forward direction if the accessway serves four or more spaces, or connects to a road in a Road Zone. Turning templates indicate that accessway is generally in accordance with the requirements of Design Standard 1 and will enable vehicles to exit the site in a forward direction. Design standard 2 – Car parking spaces It is noted that the layout of the car park has been designed in accordance with the requirements of AS2890.1. Design standard 3: Gradients The accessway gradients are generally in accordance with the requirements of Design Standard 3. Design standard 4: Mechanical parking No mechanical parking has been provided as part of this development. Design standard 5: Urban design Design of car parks should take into account their use as entry points into the site Design standard 6: Safety In accordance with Banyule Planning Scheme Clause 52.06-8, Pedestrian access to car parking areas from the street should be convenient, with pedestrian routes through car parking areas to be clearly marked and separated from traffic in high activity parking areas.

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Item: 4.4

Attachment 2: Background information

4.4

Design standard 7: Landscaping NA Clause 52.34: Bicycle Parking & Access Based on the requirements of Clause 52.34, the proposal requires 20 bicycle spaces to be provided: 

Residential component: 13 long term bicycle spaces and 7 visitor bicycle spaces,



Office component: None as floor area less than 1,000 sqm, and



Shop component: None as floor area less than 1,000 sqm.

ARBORIST TBC LANDSCAPE Landscape architectural advice has identified benefit in reviewing species selection in the Flintoff Street setback and below the Yellow Box tree to be retained in the western corner of the site.

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Attachment 2

A total of 6 spaces are provided in the basement with either lift or ramp access and 16 at ground floor level with direct access to Grimshaw Street.

4.4

Item: 4.4

Attachment 3: Guidelines For Higher Density Residential Develoopment

ASSESSMENT AGAINST GUIDELINES FOR HIGHER DENSITY RESIDENTIAL DEVELOPMENT APPLICATION NO.: DEVELOPMENT ADDRESS: PROPOSAL:

P563/2014 4 Flintoff Street GREENSBOROUGH, 6 Flintoff Street GREENSBOROUGH Buildings and works for the construction of a nine to ten storey building, alteration of access to a Road Zone Category 1, use of land for dwelling (68 apartments) and reduction of on site car parking Element 1: Urban context

Neighbourhood character and strategic context

Attachment 3

1.1

To ensure buildings respond creatively to their existing context and to agreed aspirations for the future development of the area. This should take the form of an urban context report.

Complies

A detailed urban context and urban design assessment has been prepared to accompany the application. In summary, this assessment has informed the urban design and architectural response to the site in terms of :     

Building height and façade has been modulated to avoid a squat looking horizontal building The corner has been defined with a notable vertical element, a robust base presentation and recessive upper levels The verticality of the building has been articulated through variations in building setbacks Glazed ground level façades have been provided to Flintoff and Grimshaw Streets to increase interaction with the street Design detail focuses on the composition of the building and arrangement of materials to add visual interest, detail and proportion to the building facade

Design Response 1.2

To provide a creative design response that is based on a clear understanding of the urban context and neighbourhood character.

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Ability to comply

A creative design response has been provided as outlined in Section 1.2 above. The height of the building is considered to be problematic from a planning policy perspective as the proposed design is significantly higher than the preferred building height (the proposal would be almost twice the preferred building height for the site). A building that is up to two storeys above the preferred height maybe considered to meet the objectives of the Schedule. This would require deletion of up to three levels from the height of the building. This could be achieved through a condition of permit.

Attachment 3: Guidelines For Higher Density Residential Develoopment

4.4

Element 2: Building envelope Height and massing 2.1

To ensure that the height of new development responds to existing urban context and neighbourhood character objectives of the area.

Ability to comply

2.2

To ensure new development is appropriate to the scale of nearby streets, other public spaces, and buildings.

Ability to comply

The proposed building will be highly visible on a prominent street corner at the junction of two main roads. The Flintoff Street elevation of the building also frames the eastern vista of Greensborough Walk. The elevational detailing of the building and modulation of the faรงade adds visual interest although the built form of the building requires lowering by two levels to correspond with the scale of neighbouring buildings at WaterMarc and 16-22 Grimshaw Street.

2.3

To protect sunlight access to public spaces.

Complies

Sunlight access to both Flintoff Street and Grimshaw Street will be reduced as a result of the proposal. Flintoff Street will be affected early in the morning with the shadow moving along Grimshaw Street for much of the day. Sunlight access to Flintoff Street will be reasonably well preserved. This is an important consideration where commercial shop frontages within the proposed development face this street, the Greensborough Walk which connects Precinct 6 with Main Street and the commercial core of the town centre, faces WaterMarc and provides external terrace areas which may in future be used for al fresco seating. The role of Grimshaw Street is more focussed on traffic circulation and pedestrian circulation and providing an edge to the activity centre that abuts the Precinct 5 which is focussed on providing medical services and residential development. Sunlight access to Grimshaw Street will be most affected on the northern side abutting the site where office space is proposed that will complement the future uses on the southern side of Grimshaw Street in Precinct 5 identified above.

A reduction in the height of the proposed building, as outlined above, would assist the building integrating with the built form height and scale of the DHS/Medicare building to the east at 16-22 Grimshaw Street and the WaterMarc building to the west.

Street setbacks 2.4

To respond to existing or preferred street character.

Complies

The proposed building setbacks have incorporated planting areas of between 3 and 4 metres in depth to soften the street level interaction of the building with the street. Furthermore, due to design considerations such as the modulation, configuration and elevational detailing of the proposed building, the proposed setbacks are considered to be reasonable.

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Attachment 3

Item: 4.4

Attachment 3

4.4

Item: 4.4

Attachment 3: Guidelines For Higher Density Residential Develoopment

Relationship to adjoining buildings 2.5

To ensure building separation supports private amenity and reinforces neighbourhood character.

Complies

2.6

To ensure areas can develop with equitable access to outlook and sunlight.

Complies

The stepping back of the upper level built form as outlined above provides for the potential future development of adjoining land and the equitable sharing of development rights.

2.7

To ensure visual impacts to dwellings at the rear are appropriate to the context.

Complies

Whilst the closest dwellings to the site boundary are more than 40 metres away, due to the site characteristics such as elevation and location, the proposed building will be seen in the round. All elevations of the building have subsequently been designed to be visually interesting .

The proposed building is flanked to the north and east by commercial buildings. The land to the north accommodates a two storey office building with the land to the east accommodating the four storey Centrelink/Medicare building. These buildings are set 2.9 and 3 metres back from the site boundary. All upper levels of the proposed building have walls, balconies and habitable room windows set a good distance in from the site boundary to provide vistas between buildings, solar access and outlook. All upper levels of the proposed building have balconies set a minimum of 3 metres and habitable room windows 4.5 metres in from the site boundary to achieve these objectives.

Views to and from residential units 2.8

To maximise informal or passive surveillance of streets and other public open spaces.

Complies

A high degree of passive surveillance will be achieved from the proposal with building entries, commercial frontages and residences being provided on both street frontages

2.9

To maximise residential amenity through the provision of views and protection of privacy within the subject site and on neighbouring properties.

Ability to comply

Due to the stepping back of the upper levels from adjoin property boundaries and apartments being oriented to face the street wherever possible, privacy will be maintained and views provided. Physical separation of the balconies of separate apartments has been achieved in most instances and where this has not occurred, a privacy screen can be provided between balconies.

Complies

The stepped built from and articulated elevations have sought to minimise potential wind impact .

Wind protection 2.10 To ensure new tall buildings do not create adverse wind effects.

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Attachment 3: Guidelines For Higher Density Residential Develoopment

Roof forms 2.11 To treat roof spaces and forms as a considered aspect of the overall building design.

Complies

The roof top lift over run and water tanks have been sited below and adjacent to the roof top feature of the minaret of the building. The roof of the building has also been designed to accommodate an 83 square metre communal deck.

4.4

Item: 4.4

Element 3: Street pattern and street-edge quality

3.1

To create walkable areas within a safe and interesting public setting.

Complies

The buildings frontages to Grimshaw and Flintoff Streets provide a transitional area between the public street and the private space of the site. The landscaping, level transitions, al fresco terrace areas and street level interaction generated by the commercial frontages will contribute to the visual interest of the street.

3.2

To closely integrate the layout and occupation patterns of new development with the street.

Complies

See 3.1 above.

3.3

To ensure car parking does not dominate the street frontage.

Complies

The occupation of 13% of the Grimshaw Street frontage and 15% of the Flintoff Street frontage with vehicle access points ensures that the vehicle access to the site does not detract from the street level interaction of the building. Much of the basement car park on both of these street frontages is below ground level of shielded by a low retaining wall/planter area.

Building entries 3.4

To create street entrances with a strong identity that provide a transition from the street to residential interiors.

Complies

The two main pedestrian building entries are well defined by the main steps leading to the entry terrace and the access ramp from Flintoff Street and from the location of the secondary Grimshaw Street access adjacent to the Grimshaw Street car park entry and the proposed entry signage provided at the building entry.

3.5

To ensure car park entries do not detract from the street.

Complies

The car park entry from Flintoff Street is recessed from the faรงade and occupies a small proportion of the site frontage. Whilst the Grimshaw Street car park entry is not recessed, projecting upper levels reduce the visual impact. Additional detailing of the door can be required to add visual interest.

Front fences 3.6

To avoid creating inactive frontages as a result of fencing private open spaces.

N/A

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Attachment 3

Street pattern and street edge integration

4.4

Item: 4.4 3.7

To ensure that front fences respect and contribute to the neighbourhood character.

Attachment 3: Guidelines For Higher Density Residential Develoopment N/A

Element 4: Circulation and services

Attachment 3

Parking layout 4.1

To provide adequate, safe and efficiently designed parking layouts.

Complies

Councilâ&#x20AC;&#x2122;s development engineering section have undertaken a technical assessment of the proposed car parking layout and design consider this to be satisfactory

4.2

To provide safe and convenient access between car parking and bicycle areas and the pedestrian entry to buildings.

Complies

The Flintoff Street car park has lift access to ensure safe pedestrian access. The Grimshaw Street car park has direct and straight forward access to the street and to the Grimshaw Ptreet pedestrian lobby

Complies

Good sized lobbies are provided within the building in addition to a dual lift core with well proportioned lobby at each level of the building

The Sustainability Management Plan prepared for the development demonstrates that the building can achieve a 6.5 star rating through the thermal performance of the building

Circulation spaces 4.3

To create shared internal spaces that contribute positively to the experience of living in higher density development.

Site services 4.4

To minimise running and maintenance costs.

Complies

4.5

To minimise water use.

Complies

4.6

To incorporate provision for site services in the building design to ensure good function and ease of service and maintenance.

Complies

A 40,000 litre water tank is to be provided in the basement area as well as water efficient appliances

A Waste Management Plan has been prepared to accompany the application and is considered to be acceptable

Element 5: Building layout and design

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Attachment 3: Guidelines For Higher Density Residential Develoopment

Dwelling diversity 5.1

To provide a range of dwelling sizes and types in higher density residential developments.

Complies

A range of apartments are proposed including 31 x 1 bed, 29 x 2 bed and 5 x 3 bed apartments (one with a study) The development has sought to maximise solar orientation of units and increase views from all apartments

4.4

Item: 4.4

5.2

To optimise the layout of buildings in response to occupantsâ&#x20AC;&#x2122; needs as well as identified external influences and characteristics of a site.

Complies

5.3

To create functional, flexible, efficient and comfortable residential apartments.

Complies

5.4

To ensure that a good standard of natural lighting and ventilation is provided to internal building spaces.

Complies

5.5

To provide adequate storage space for household items.

Complies

All habitable rooms have direct light and ventilation and do not rely on borrowed light

All dwellings have storage areas ranging in size from 4.7 to 12.5 cubic metres

Design detail 5.6

To promote buildings of high architectural quality and visual interest.

Complies

Refer to Sections 1.1 and 1.2 above

Element 6: Open space and landscape design Private and communal open space 6.1

To ensure access to adequate open space for all residents.

Complies

6.2

To ensure common or shared spaces are functional and attractive for their intended users.

Complies

The proposed roof top terrace is of a good size that will be provide a high quality communal open space for use by residents

6.3

To allow solar access to the private and shared open spaces of new high density residential units.

Ability to comply

The secluded private open space of 15 out of the 65 apartments (23%) will have only south facing balconies (excluding the top floor balcony of apartment 64 which will have no balcony or projection above it to restrict solar access). Solar access can be improved to the south facing balconies by removing side walls where possible. This will at least allow

All dwellings have secluded private open space areas ranging in size from 7.2 to 18 square metres

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Attachment 3

Building layout

4.4

Item: 4.4

Attachment 3: Guidelines For Higher Density Residential Develoopment some direct sunlight and increase light availability to internal living areas. This can be achieved without adversely impacting the architectural integrity of the building

6.4

To integrate the design of shared and private open spaces into the overall building design and faรงade composition.

Complies

6.5

To provide for greenery within open spaces.

Complies

Public open space To create public open space appropriate to its context.

Attachment 3

6.6

ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 300

N/A

The proposed building setbacks have incorporated planting areas of between 3 and 4 metres in depth to soften the street level interaction of the building with the street.

Draft Amendment C108

Attachment 2: Draft Parking Overlay - Heidelberg Activity Centre

SCHEDULE 2 TO THE PARKING OVERLAY

4.5

Item: 4.5

Shown on the planning scheme map as PO2. HEIDELBERG PRECINCT CORE AREA 1.0

Car parking objectives to be achieved

Draft Amendment C108

 To effectively manage car parking within the Heidelberg Precinct Core Area (shown

 To reduce the need for car parking within the Heidelberg Precinct Core Area.  To ensure new developments provide adequate and convenient parking.  To provide for the collection of financial contributions to subsidise the construction of shared parking facilities. 2.0

Number of car parking spaces required

Draft Amendment C108

If a use is specified in the Table below, the number of car parking spaces required for the use is calculated by multiplying the Rate specified for the use by the accompanying Measure. Table 1: Car parking spaces Use Dwelling

Supermarket

Rate

Measure

0.8

To each 1 or 2 bedroom dwelling (with studies or studios that are separate rooms counted as a bedroom), plus

For visitors to every 10 dwellings or part for developments of 10 or more dwellings

To each 100 sq m of net floor area

For any other use listed in Table 1 of Clause 52.06-5, the number of car parking spaces required for the use is calculated by using the Rate in Column B of Table 1 in Clause 52.06-5. Motor-cycle parking rates For all development requiring more than 20 car parking spaces, motor-cycle parking must be provided at a rate of 1 space for every 20 car spaces (prior to any dispensation of the car parking rate).  3.0

Permit requirement

Draft Amendment C108

A permit may be granted to vary the car parking requirements of this schedule having regard to the decision guidelines at Clause 52.06-6. A permit cannot be granted to reduce or waive the car parking requirement for the uses specified in part 3.0 of this schedule unless car parking entitlements or credits exist. Where car parking entitlements or credits exist:  The reduction in the number of car parking spaces must not be greater than the extent

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Attachment 2

on the planning scheme map as PO2).

4.5

Item: 4.5

Attachment 2: Draft Parking Overlay - Heidelberg Activity Centre

of the entitlement or credit. The quantum of the entitlement or credit must be determined having regard to the rates set out in this Scheme. A permit cannot be granted to:

Attachment 2

 Reduce the minimum residential parking rates per bedroom based on: o

Availability of car parking in the locality; or

Sharing of car parking spaces in mixed use developments.

 Reduce the visitor car parking for dwellings based on: o

Availability of car parking in the locality.

 Reduce the supermarket, shop and office off –street car parking based on the availability of car parking in the locality. 4.0

Reducing the provision of car parking

Draft Amendment C108

Reduced parking provision may occur where there is an approved Green Travel Plan to facilitate access to alternative travel modes.

5.0

Financial contributions requirement

Draft Amendment C108

 For any application for use or development of land within the Parking Overlay (PO2) including:  The use of land for Shop, Supermarket, Office or Medical Centre as per part 2.0 of this Schedule;  The reduction of car parking spaces in connection with any use with the exception of residential dwellings;  The expansion of floor area which results in a net increase of leasable floor space;  The development of any land for a use in a Commercial 1 Zone (C1Z), Mixed Use Zone (MUZ) or Special Use Zone 3 (SUZ3). A financial contribution may not be applied to residential dwellings. The minimum required parking for a residential dwelling, as outlined in Table 1, must be provided on site.  Where the car parking provision is not wholly satisfied on site (net of any car parking credits or entitlements), Council may accept a financial contribution in lieu of parking.  The financial contribution is $26,250 (excluding GST) for each car parking space or part thereof required under this Scheme and which is not provided on the land (but net of car parking entitlements and credits). The financial contribution must be paid to the responsible authority.  The contribution amount is current as at 1 May 2015. The financial contribution will be adjusted quarterly from 1 May 2015 by applying the Building Price Index, Melbourne, in Rawlinsons Australian Construction Handbook. If that index is unavailable, an equivalent index will be applied by the responsible authority.  Prior to the commencement of any use or development of the land, all financial contributions must be paid in full, unless otherwise agreed in writing by the responsible

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Attachment 2: Draft Parking Overlay - Heidelberg Activity Centre

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authority. 

All funds collected under a financial contribution scheme must be utilised on:

 Public parking projects within or adjacent to the Heidelberg Precinct Core Area identified in the Heidelberg Planning Scheme; or

6.0

Decision guidelines

Draft Amendment C108

Before deciding on an application which includes the provision of car parking spaces, the responsible authority must consider as appropriate:  Any effect on vehicle and pedestrian traffic in the area.  The particular characteristics of the proposed use with regards to the likely car parking demands generated.  The availability of car parking in the area.  The likely contribution of public transport in mitigating car parking demands.  Whether the development includes bicycle and motorcycle parking.  Any adverse impacts on present vehicular traffic flows and in the context of any likely future changes in car parking and traffic conditions in the area.

7.0

Reference document

Draft Amendment C108



Heidelberg Parking Plan and Overlay Draft Document (May 2015)

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Attachment 2

 Other initiatives outlined in the Heidelberg Parking Plan and Overlay Draft Strategy.

Attachment 3: Draft Parking Overlay Map - Heidelberg Activity Centre

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Draft Amendment C108

Attachment 4: Draft Parking Overlay - Bell Street Mall

SCHEDULE 3 TO THE PARKING OVERLAY

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Shown on the planning scheme map as PO3. BELL STREET MALL AND HEIDELBERG WEST CORE AREA 1.0

Car parking objectives to be achieved

Draft Amendment C108

 To effectively manage car parking within the Bell Street Mall and Heidelberg West

 To reduce the need for car parking within the Bell Street Mall and Heidelberg West Core Area (shown on the planning scheme map as PO3).  To ensure new developments provide adequate and convenient parking. 2.0

Number of car parking spaces required

Draft Amendment C108

If a use is specified in the Table below, the number of car parking spaces required for the use is calculated by multiplying the Rate, specified for the use by the accompanying Measure. Table 1: Car parking spaces Use Dwelling

Supermarket

Rate

Measure

0.8

To each 1 or 2 bedroom dwelling (with studies or studios that are separate rooms counted as a bedroom), plus

For visitors to every 10 dwellings or part for developments of 10 or more dwellings

To each 100 sq m of net floor area

For any other use listed in Table 1 of Clause 52.06-5, the number of car parking spaces required for the use is calculated by using the Rate in Column B of Table 1 in Clause 52.06-5. Motor-cycle parking rates For developments requiring more than 20 car parking spaces (prior to any dispensation of the car parking rate) motor-cycle parking must be provided at rate of 1 space for every 20 car spaces. 3.0

Permit requirement

Draft Amendment C108

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Attachment 4

Core Area.

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Attachment 4: Draft Parking Overlay - Bell Street Mall

out in this Scheme. A permit cannot be granted to:  Reduce the minimum residential parking rates per bedroom based on: o

Availability of car parking in the locality; or

Sharing of car parking spaces in mixed use developments.

 Reduce the visitor car parking based on:

Attachment 4

Availability of car parking in the locality;

 Reduce the supermarket and shop off –street car parking car parking based on the availability of car parking in the locality. 4.0

Reducing the provision of car parking

Draft Amendment C108

Reduced parking provision may occur where there is an approved Green Travel Plan to facilitate access to alternative travel modes.

5.0

Decision guidelines

Draft Amendment C108

6.0

Reference document

Draft Amendment C108



Heidelberg Parking Plan and Overlay Draft Document (May 2015)

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Attachment 5: Draft Parking Overlay Map - Bell Street Mall

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Attachment 1: Locations of the NRZ 1, 2 and 3

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Summary of the NRZ Schedules Proposed NRZ1

Proposed NRZ2

Approved NRZ3

Application

Accessible Areas east of the Plenty River

Limited and Limited Incremental Areas

Across all areas in the NRZ

Mandatory Maximum Building Height Mandatory Minimum Subdivision Area Discretionary Maximum Site Coverage

9 m or 10m on sloping sites.

None specified

475sqm

None specified

40%

Less than 40%

None specified.

Landscaping

 1 medium to large tree per 200sqm, including 1 large tree in the front setback.  Exclusion zones of:  30 square metres for medium trees  90 square metres for large trees These exclusion zones must be clear of built form, easements, and impermeable surface treatments.

(Note: Rescode specifies 60%.The Residential Neighbourhood Character Policy specifies 40%. ) None specified.  In Garden Court & Garden Suburban Precincts - 1 medium to large tree per 400 sqm, including 1 tree in the front setback.  In the Bush Garden Precinct - 1 medium to large tree per 200 sqm of site area, including 1 large tree in the front setback.  In the Semi Bush Precinct – 1 medium to large tree per 150 sqm, including large 1 tree in the front setback.  Exclusion zones as per NRZ1.

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Attachment 2: Summary table of NRZ1, 2 and 3

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Attachment 2: Summary table of NRZ1, 2 and 3

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Proposed NRZ1 Number of Dwellings on a Lot

 3 if the lot is less than 1200 square metres  4 if the lot is between 1200 and 2000 square metres  5 if the lot is greater than 2000 square metres

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Proposed NRZ2  1 if the lot is less than 950 square metres  2 if the lot is between 950 and 1500 square metres  3 if the lot is greater than 1500 square metres

Approved NRZ3 Default of 2, as specified in the NRZ.

Attachment 2: Summary table of NRZ1, 2 and 3 Proposed NRZ1

Proposed NRZ2

Application requirements

A Landscape Concept Plan.

Decision Guidelines

Lists decision guidelines relating to:  Landscaping and the provision of large trees  Site coverage and the protection of existing trees.  Neighbourhood character  Subdivision.

Approved NRZ3

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None specified. (Note: The Residential Neighbourhood Character Policy requires a Landscape Concept Plan to be submitted.) None specified.

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Attachment 2

Attachment 3: Residential Zones Standing Advisory Committee Report on Draft Amendment C125

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Attachment 4: NRZ Schedule Review Report

Attachment 5: Draft NRZ Monitoring and Review Program

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Draft Monitoring & Review Program The following program has been developed in response to the recommendations of the NRZ Schedule Review Report prepared by Planisphere, and the RZSAC Report on Draft Amendment C125. Note: The tasks below are not listed in a particular order. The priority and timing of each task is yet to be determined.

Task

Detail

Monitor the development outcomes in the NRZ3 to review the impact of both the NRZ3 and the existing Residential Neighbourhood Character Policy

Review what aspects may be most vital to include as schedule variations, by monitoring the ‘on the ground’ outcomes through:  Regular developments tours with the development planners and potentially building surveyors.

Review Period

Reporting

0-5 years

Annually

Review can commence now and look back at applications that were made since the introduction of the NRZ.

This will highlight the trends in these areas, any significant issues that area highlighted, and whether the monitoring process is providing sufficient information.

To allow proposals to be reviewed from application to construction.

 Regular monitoring of developments, for e.g. during routine site inspections. 2

Review Council decisions in the five neighbourhood character areas

 Determine whether there is a pattern for:  Possible Rescode variations  Minimum lot size  Maximum dwelling numbers  This will help to confirm whether the five areas proposed do have similar patterns of development.

0 - 5 years

Annually

Review can commence now and look back at applications that were made since the introduction of the NRZ.

This will highlight the trends in these areas , any significant issues that area highlighted, and whether the monitoring process is providing sufficient information.

To allow proposals to be reviewed from application to construction.

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Attachment 5

Task No

Attachment 5: Draft NRZ Monitoring and Review Program

Attachment 5

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Task No

Task

Detail

 It will also help to determine whether there is a need to provide additional guidance for each of these precincts through the schedules to the NRZ. ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 414

Review Period

Reporting

Task

Review VCAT decisions on multi dwelling and subdivision applications in the NRZ in Banyule, and in other municipalities with similar issues.

Detail

Monitor the VCAT decisions that will soon start to reveal the Tribunal’s attitude towards:  Vacant land subdivision, in particular the lots sizes where no minimum lot size is set.

0-5 years

 The purpose of the NRZ and how this influences their determination of appropriate dwelling densities.  The consideration of schedule variations.

So that the applications can be reviewed from decision to construction.

Monitor the number of proposals Consider and record the: for vacant land subdivisions in  Lot sizes proposed the 5 potential schedule areas.  Vegetation and neighbourhood character issues associated with the proposal.  Council and VCAT determinations made.

Concurrently with review of task 4, consider the need for interim guidance on vacant land subdivision.

Review Period

Given the restriction on dwelling numbers in the NRZ, and the impact of this on large lots that could typically accommodate more than 2 dwellings, it is anticipated that Council will start to receive applications for the

Reporting

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Attachment 5: Draft NRZ Monitoring and Review Program

Every 2 years

Review can commence now and look back at applications that were made since the introduction of the NRZ.

0 - 5 years

Annually

Review can commence now and look back at applications that were made since the introduction of the NRZ.

This will highlight the trends in these areas, any significant issues that area highlighted, and whether the monitoring process is providing sufficient information.

To allow proposals to be reviewed from application to construction. TBC Part 1 – work with Development Planning to develop guidelines in house.

TBC Once the review is completed, to determine the next steps and how this could influence the advocacy program for any changes to the

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Attachment 5: Draft NRZ Monitoring and Review Program

Attachment 5

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subdivision of these lots.

Part 2

Additional guidance could assist in determining the circumstances when vacant land subdivision could be considered. This would be an interim

A project plan for this task would need to be developed and may require consultants inputs.

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Reporting

zone.

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Reporting

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Part 1 Provide further guidance on vacant land subdivision through Council guidelines. Part 2 Consider the need for providing further guidance on vacant land subdivision in the Planning Scheme.

Review the approach to managing large lots given the limitations in the NRZ.

Dependant on results of task 4  Concurrently with task 2, review the number of lots within set size ranges to determine the number of lots that are potential unfairly restricted by the maximum number of dwellings in the NRZ3.

Dependant on results of task 4

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Attachment 5

measure, while the monitoring program determines the most appropriate zone response to larger lots.

Attachment 5: Draft NRZ Monitoring and Review Program

Attachment 5

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existing zone framework, in light of the concerns raised by the Residential Zones Standing Advisory Committee including: ď&#x20AC;ď&#x20AC; Whether alternative zoning is appropriate and/or practical ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 418

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Reporting

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 Review alternative options to build some flexibility in the way variations to the mandatory dwelling numbers and lot sizes can be expressed in the NRZ. Advocate for these changes in the Minister for Planning’s review of the NRZ. 7

Review the operation of relevant local policies and overlays alongside the NRZ (e.g. DDO8, Clause 22.02)

Assess and monitor housing supply and affordability impacts of the NRZ3

Determine whether:  Schedule variations to the NRZ are required if issues are already covered by other provisions.  The local policies or overlays can be replaced by schedules to the NRZ.

TBC

The review of the integration of local provisions and the NRZ can be commenced at any time.

Once the review is completed, to determine the next steps and how this could influence the monitoring and advocacy program.

Part 1 Monitor whether NRZ3 is affecting Banyule’s ability to meet housing demands, i.e. is this being accommodated in the GRZ, and what

Part 1 Review can commence now and look back at applications that were made since the introduction of the NRZ.

A project plan for this task would need to be developed and may require consultants inputs. Part 1 Concurrently with other review tasks Part 2

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Attachment 5

given the potential scattering of lots within the NRZ3.  Whether an alternative schedule with a different maximum number of dwellings is appropriate and/or practical.

Attachment 5: Draft NRZ Monitoring and Review Program

Attachment 5

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impact this may have on the GRZ areas (i.e are inappropriate scales of development being proposed in these areas to compensate for the lack of opportunity in the NRZ) .

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Concurrently with other review tasks. Part 2 A project plan for this task would

Reporting

Once the review is completed, to determine the next steps and how this could influence the development of any future amendment to the NRZ.

Task

Assess housing supply and affordability impacts of any alternative schedules to the NRZ

Detail

Review Period

Reporting

Part 2 Potential economic analysis to assess impact of NRZ3 on housing supply and affordability in the area.

need to be developed and may require consultants inputs.

Before deciding on any future schedule variations test the content to examine the potential side effects of the propose content on housing supply and affordability, as well as the ability to produce site responsive designs.

TBC

A project plan for this task would need to be developed and may require consultants inputs.

Once the review is completed, to determine the next steps and how this could influence the advocacy program for any changes to the zone.

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Attachment 5: Draft NRZ Monitoring and Review Program

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Attachment 1: Architectural Plans

Attachment 2: Background Information

BACKGROUND INFORMATION P1345/2014 DETAILED PROPOSAL DESCRIPTION

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The plans assessed in this report are the advertised plans received by Council on 25 November 2014 but including amended ground floor plan received 25 February 2014.

Basement  A double width driveway ramp provides vehicle access. The ramp is located centrally to the building and leads to a basement which provides 66 car spaces.  62 spaces are proposed for residents of the 62 apartments, with 4 visitor spaces available.  The car parking is to use double stacker and multi stacker systems to enable sufficient car parking spaces within the limited basement area.  12 bicycle spaces are provided within the basement. with 6 spaces to be provided at rails on the nature strip for visitors. Ground level – 16 dwellings  12 x 1 bedroom apartments and 4 x 2 bedroom apartments.  Four of the 1 bedroom dwellings rely on borrowed light to the bedroom and all other dwellings have windows to all habitable rooms.  Balconies of 10 - 19sqm are provided on the east, south and west sides, with terraces provided within the front (north) setback to the dwellings fronting to Cartmell Street. Level 1– 16 dwellings  12 x 1 bedroom apartments and 4 x 2 bedroom apartments.  Four of the 1 bedroom dwellings rely on borrowed light to the bedroom, and all other dwellings have windows to all habitable rooms.  Balconies of 8 - 15sqm are provided. Level 2 – 14 dwellings  9 x 1 bedroom apartments and 5 x 2 bedroom apartments.  Three of the 1 bedroom dwellings rely on borrowed light to the bedroom and all other dwellings have windows to all habitable rooms.  Balconies of 8 - 15sqm are provided. Level 3 – 10 dwellings   

4 x 1 bedroom apartments and 6 x 2 bedroom apartments. Two of the 1 bedroom dwellings rely on borrowed light to the bedroom and all other dwellings have windows to all habitable rooms. Balconies of 10 - 21sqm are provided.

Fourth level – 6 dwellings   

2 x 1 bedroom apartments and 4 x 2 bedroom apartments. All dwellings have windows to all habitable rooms. Balconies of 17-44sqm are provided.

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Attachment 2

The proposal comprises a 5 storey plus basement residential apartment building providing 62 dwellings with a shared single level basement car park In summary:

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Attachment 2: Background Information

The building has two entrances, located roughly centrally to the site frontage and leading directly into a foyer and then to lift and stairwell. Access is also provided from the basement carpark.

Attachment 2

The proposal comprises two main buildings connected at basement level. The buildings have a street setback to Cartmell Street at ground, first level and second level 2.0m, with balconies protruding into this space. The third level is setback by 2.6m. The fourth level is setback by 4.6m, with the balcony setback by 2.0m from the street. The front section of the building is built to boundary on the east and west sides before stepping back to between 3.0m and 4.5m at the ground level, with slightly deeper setbacks at the higher levels. The rear setback is 3.0m at the basement level (which sits above ground at the rear due to the fall of land).and then stepped, with the setback increasing at each level. The buildings present a podium façade to Cartmell Street with a maximum height of 11.03m and an average height of 10.4m. The maximum overall height of the building is 19.5m which is reached at the centre of the site. The sheer wall on the east boundary close to Cartmell Street is 11.0m high and 6.5m in length. The equivalent wall on the west boundary is a maximum of 11.6m high and 6.5m in length. The building has a contemporary design with the street façade and east and west facades having a high degree of articulation using timber detailing, smooth render, stucco render, and stacked face brick. The rear of the building is stepped substantially as it rises, with a rear setback of 14.9m at the upper level. AMENDED PROPOSAL The ground floor plan was revised during negotiation with council. Increased setbacks to the balcony interfaces from the east and west boundary at the ground level were provided. CONSULTATION No public consultation meeting was held. The site is within the Heidelberg Structure Plan as implemented by the Design and Development Overlay-schedule 5. These plans and policy specifically encourage high density development and extensive public consultation occurred during the development of these controls. REFERRAL COMMENTS EXTERNAL REFERRALS External

Reason

Objection?

Public Transport Victoria

Section 55 referral under Clause 52.36 Integrated No Public Transport Planning as the proposal is for more than 60 dwellings

Condition s

ENGINEERING SERVICES Council’s Engineering Services Section have reviewed the proposal and raised no major concerns. Formal comments are available on file. Standard conditions relating to access, parking areas and drainage requested should be included on any approval issued. Flooding Point Discharge

Flooding Unlikely of From North-east corner of property to existing Council Pit in front of 7-11 Cartmell Street via approximately 22m of minimum 225mm diameter outfall drain. On site detention required. Maximum permissible discharge to be based on CEXIST=0.35. Drainage system should be designed such that roof

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Attachment 2: Background Information

runoff can exit the site via gravity. Clause 52.06: No. of spaces

The plans indicate that the proposal consists of (39) one-bedroom and (23) two-bedroom dwellings.

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Accordingly the proposal generates a requirement for 74 parking spaces (62 residential spaces and 12 visitor parking spaces). The advertised plans indicate that a total of 66 parking spaces (62 residential spaces and 4 visitor spaces) have been provided on-site, representing a dispensation of 8 parking spaces. The site is within a Diversity Area as defined in Clause 21.06-2 of the Planning Scheme. As such, some level of parking dispensation for residential and visitor parking rates may be considered. Given the site’s location and short term parking availability for visitors within the area, some visitor parking for this development could be waivered. In view of the above, it is considered that the level of parking provided for this development is satisfactory. Please note Council has adopted a car parking policy and strategy, which will restrict residents and visitors of new developments from obtaining permits for parking.

Clause 52.34: Bicycle Parking

With regards to bicycle parking Clause 52.34-3 requires 1 bicycle space per every 5 dwellings for residential use, and 1 bicycle space per every 10 dwellings for visitor use. Accordingly, the development requires (12) residential bicycle parking spaces and (6) visitor parking spaces. The plans indicate 18 bicycle parking spaces are being provided for the site. This is considered acceptable for residential bicycle spaces. Visitor bicycle parking, in the form of bicycle rails, should be provided near the main pedestrian entrance on Cartmell Street. Clause 52.34-4 of the Planning Scheme requires bicycle rails to:  Be securely fixed to a wall or to the floor or ground.  Be in a highly visible location for bicycle security (when not in a compound).  Be of a shape that allows a cyclist to easily lock the bicycle frame and wheels.  Be located to allow easy access to park, lock and remove the bicycle. It is requested that the bicycle parking locations be adjusted to be closer to the front of the carpark.

Clause 52.06: Design

Design standard 1 – Accessways The accessway is generally in accordance with the requirements of Design

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Attachment 2

The one or two bedroom apartments fall under the provisions of Clause 52.06 of the Banyule Planning Scheme. Table 52.06-5 requires the following:  One space for each one or two bedroom dwelling,  One visitor space for every five dwellings (in developments of five or more dwellings)

Attachment 2: Background Information

Attachment 2

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Standard 1. Design standard 2 – Car parking spaces The car parking spaces are generally in accordance with the requirements of Design Standard 2 and allow vehicles to enter and exit in a safe manner. Design standard 3: Gradients The accessway gradients are generally in accordance with the requirements of Design Standard 3. Design standard 4: Mechanical parking In accordance with the Banyule Planning Scheme Clause 52.06-8, mechanical parking may be used to meet the car parking provided:  At least 25percent of the mechanical parking space can accommodate a vehicle clearance height of at least 1.8m  Car parking spaces that require the operation of the system are allocated to residents, or to commercial tenants and not to visitors of the development. The traffic report provided with the application indicates swept path diagrams and height clearance diagrams which demonstrate that the mechanical parking is generally in accordance with the requirements of Design Standard 4. Design standard 5: Urban design NA Design standard 6: Safety The development is generally in accordance with the requirements of Design

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Attachment 2: Background Information

Standard 6. Design standard 7: Landscaping NA Vehicle Crossings

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New (or altered) crossings to comply with Council’s standards and specifications. The new vehicle crossing must be a maximum of 5.5m wide to comply with Council’s standards and specifications.

Easements

According to Council records there is a 1.83m easement along the south boundary of the site. Plans do not indicate any works over the easement.

DEVELOPMENT PLANNING ARBORIST There are no trees on the site that require a permit for removal under the provisions of the Vegetation Protection Overlay –schedule 5 (VPO5). Council’s Arborist generally concurs with the findings of the Project Arborist. Trees 1, 2, 3, 4, 6, 8, 9 and 10 are located close to boundary within the rear yard 3/98 Hawdon Street and 100 Hawdon Street. All will be affected by the proposed basement excavation which is proposed within the Structural Root Zone (SRZ) of the trees. All these trees are smaller than 5.0m and have a low retention value. Tree 1 Nerium oleander is protected under the VPO5 due to the combined total stem diameter. The tree has a low retention rating and at 5.0m tall is a large bush rather than a tree proper. The tree is hardy and may well survive the excavation given it’s structure. Trees 5, 6, 7 and 10 are all listed as weed species in the Banyule Weed Management Strategy. A condition could be applied to permit to require the basement to be located outside the SRZ of all trees, however due to the low retention value and the intrusion of the SRZ into the subject site, their retention is not considered critical. Each rear yard has sufficient area for replacement vegetation to be planted COUNCIL’S PROPERTY SERVICES Standard condition requested regarding no access to Council owned property. ESD CONSULTANT To Show or Note on Plans (May form part of Condition 1 requirements) 1. Rainwater tank to include a note that it will be connected to all toilets 2. The location and sizing of the heat recovery ventilators to be indicated an annotated on the plans 3. To indicate the area that will be utilised for composting 4. All ESD features to be annotated and illustrated on the plans 5. Potential area for solar gas boosted hot water system to be shown on roof plan

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Attachment 2

The existing redundant crossing to be removed and reinstate with kerb and channel, footpath and nature strip to Council's satisfaction.

Attachment 2: Background Information

Suggested Improvements (should be considered) (May include as permit conditions or notes)

Attachment 2

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1. 2. 3. 4. 5.

Due to limited cross ventilation options, to improve on indoor air quality, install dedicated extraction fans to all kitchens The provision of a Building Users Guide, including information relevant for the building residents and management made available to the building owner and residents. Given the close proximity to the train station and bike path, the number of secure bike parking should be increased to at least 1 per apartment Given the close proximity to major public transport, future occupants should be encouraged to utilise public transport via note boards or within a user guide Car park and common areas lighting should be fitted with sensors that provide sufficient ambient lighting. Available LED technology should be utilised. Car park sensors should include CO2 sensors to minimise mechanical ventilation requirements To commit to at least 50% recycled content of concrete

Other Recommended Planning Permit Conditions to include in Permit 1.

Works to be in accordance with SDA/SMP All works must be undertaken in accordance with the endorsed Sustainability Management Plan (SMP) and STORM report prepared by Northern Environmental Design, dated 28 May 2014 to the satisfaction of the Responsible Authority. No alterations to the SMP may occur without prior written consent of the Responsible Authority. Statement from qualified person Prior to the occupation of any dwelling approved under this permit, a statement from the author of the SMP report, approved pursuant to this permit, or similarly qualified person or company, must be submitted to the Responsible Authority. The statement must confirm that all measures

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Attachment 2: Background Information

specified in the SMP have been implemented in accordance with the approved plan to the satisfaction of the Responsible Authority.

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TECHNICAL CONSIDERATION RESPONSE TO POLICY FRAMEWORK Indicative Residential Area Type (Clause 21.06) Vision statement These areas typically have the following characteristics:  Within the business core of an Activity Centre.  Some residential properties along streets that immediately surround the business core of an Activity Centre. They will provide for shop-top and apartment living in higher density mixed use and residential developments. These areas include strategic redevelopment sites that provide for higher density housing. Development will make a positive contribution to the identity of the Activity Centre and the desired future character of surrounding residential neighbourhoods.

Heidelberg Specialised and Major Activity Centre - (Clause 21.08-2)

In these areas people live close to train stations, transport interchanges, shops, services and nodes of employment.

Built Form Objective (all)

To provide new built form that makes a positive contribution to streetscapes and urban form.

Strategies

Promote higher density development within the Burgundy Street valley, without compromising views from within the public realm, along and across the valley to the ridgelines. Promote environmentally sustainable design. Establish high quality and distinctive built form outcomes. Encourage buildings to integrate vegetation within the built form, such as terrace gardens, rooftop gardens and vegetated facades. Ensure that the development of buildings at the interface with residential areas respect the desired future character of the residential area.

Vision Statement - The Heidelberg Central Shopping Centre Precinct will Precinct 3 - Heidelberg continue to provide convenience shopping, reinforcing and Central Shopping Centre enhancing its role as a shopping and community activity

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Attachment 2

Diversity

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destination. The precinct will utilise its proximity to the Heidelberg train station and transport interchange, to provide an attractive location for future residents and with cultural and entertainment activities that provide for a vibrant day time and evening economy. Objective 1 Strategies

Attachment 2

Attachment 2: Background Information

To significantly increase the built form within the precinct, provided that views from within the public realm are retained across and along the valley to the ridgelines. Buildings should â&#x20AC;&#x2DC;fill inâ&#x20AC;&#x2122; the valley without disrupting views across and along the valley from ridgelines. Higher density housing may be provided, particularly centred around the retail areas on Mount Street and Burgundy Street.

Objective 2

To improve the image and identity of Heidelbergâ&#x20AC;&#x2122;s Shopping Precinct.

Strategies

Buildings should contribute to a new identity for the centre where the greening of buildings is visible from elevated vantage points. Provide a diverse range of dwelling sizes and types in higher density developments, including opportunities for affordable housing and apartments in mixed-use buildings.

The provisions of Clauses 21.04-1 Land use, Clause 21.06 Residential Areas Framework, and Clause 21.08-2 Heidelberg Specialised and Major Activity Centre clearly contemplate significant change for the subject site rather than merely minimal or moderate change. High density dwellings are encouraged The strong messages (which build upon State Policies for housing that emphasise land in and around higher order activity centres as a focus for increased housing opportunities) are amplified through the DDO5 provisions which are based in the sound strategic work undertaken as part of the Heidelberg Structure Plan process. The siting and design parameters that have been set for the subject site and surrounding area by Design and Development 5 (DDO5), particularly as to building heights, street setbacks and the maintenance of view lines are clearly expressed. If it is accepted that there is strong policy support for the proposition that the site should be intensively developed for higher density housing purposes to provide for diverse and affordable housing in an area that can make better use of existing infrastructure, then ultimately the consideration of the remaining policy issues are essentially urban design related. Consideration of the proposal should focus specifically on Clause 52.35 Urban Context report and design response for residential development of five or more storeys (including an assessment against the Guidelines for Higher Density Residential Development) and the Design and Development Overlay-schedule 5. The provisions of Clause 21.08-2 and DDO5 articulate a clear vision for the subject site that necessarily represents a significant departure from the Statement of Desired Future Character set out in Clause 22.02 Residential Neighbourhood Character policy (Garden Suburban 3 precinct). In this instance, consideration of this of the Neighbourhood Character

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Attachment 2: Background Information

policy is of little consequence given the overarching goals of the other policies affecting the site. An assessment against Clause 22.02 has not been made.

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Item: 4.8

TREE REMOVAL

Impacted trees are trees 1 - 10. These trees are small and only one (Tree 1 Nerium oleander) is protected under the VPO5. Trees 5, 6, 7 and 10 are all listed as weed species in the Banyule Weed Management Strategy. The Arborist Report states that Based on a review of the proposed design, neighbouring trees Tree 7 and Tree 11 are not expected to be impacted by development. All remaining neighbouring trees will be impacted by the current design with the proposed basement likely to encroach within the SRZ’s of the trees.(p2) The report goes on to state Design amendments would be required in order to retain the trees. Amendments could include the use of cantilevered slabs(ground floor) within the area of the TPZ’s, with the alignment of the basement situated outside the SRZ of the trees. Alternatively, with consent from the neighbours, affected trees could be removed and replaced with more appropriate species…(p2) Council Arborist generally concurs with the findings of the Project Arborist. Trees 1, 2, 3, 4, 6, 8, 9 and 10 are located close to boundary within the rear yard 3/98 Hawdon Street and 100 Hawdon Street. All will be affected by the proposed basement excavation which is proposed within the Structural Root Zone (SRZ) of the trees. All these trees are smaller than 5.0m and have a low retention value. Tree 1 Nerium oleander is protected under the VPO5 due to the combined total stem diameter. The tree has a low retention rating and at 5.0m tall is a large bush rather than a tree proper. The tree is hardy and may well survive the excavation given it’s structure. Trees 5, 6, 7 and 10 are all listed as weed species in the Banyule Weed Management Strategy. A condition could be applied to permit to require the basement to be located outside the SRZ of all trees, however due to the low retention value and the intrusion of the SRZ into the subject site, their retention is not considered critical. Each rear yard has sufficient area for replacement vegetation to be planted A standard condition relating to protection of the Street trees in front of the site should also be included. BUILT FORM ASSESSMENT As outlined immediately above, a detailed assessment against the DSE Guidelines for Higher Density Residential Development is included as an attachment to this report. The assessment also incorporates commentary on the following

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Attachment 2

There are no trees on the site that require a permit for removal under the provisions of the Vegetation Protection Overlay –schedule 5 (VPO5). The Arborist report submitted with the application (prepared by Tree Logic dated 26 February 2015) indicates that there will be impact on the trees located on the abutting sites to the west at 100 Hawdon St and 3/98 Hawdon St.

4.8

Item: 4.8

Attachment 2: Background Information



The relevant Design objectives and Standards within the Design and Development Overlay 5 Heidelberg Specialised and Major Activity Centres (DDO5)



The Urban Design Principles set out at Clause 15.01-2 of the Planning Scheme



The Built Form objectives for Precinct 3 Heidelberg Central Shopping Centre as set out in Clause 21.08-2 of the Planning Scheme

Attachment 2

The development is regarded to meet the objectives of the DDO5 despite the overall building height and podium height exceeding the Standards provided within the DDO5. An assessment against the Objectives of the DDO5 is provided within the attachment to demonstrate that the proposed building has acceptably managed to meet the objectives. The Decision Guidelines at Clause 7.0 of the DDO5 are provided below, with a summary assessment provided. Please see the assessment against the DSE Guidelines for Higher Density Residential Development for further detail. Whether the proposed heights and setbacks are balanced, in relation to the preferred maximum built form of the site and adjoining sites. The proposed height and setbacks are appropriate for the site bearing in mind that this is a consolidation of three residential lots. While the adjoining sites to the side have not been developed and the site at the rear is occupied by a 4 storey (including basement) apartment building, the overall built form of the new building is similar to an approved apartment building at 3-5 Cartmell St. The building is consistent with the preferred future for the south side of Cartmell St as expressed in the DDO5 and the site’s Residential Growth Zone status. Whether building height greater than the standard provides a positive contribution to the form of the building. The upper two levels produce a softening of the upper level form of the building as they are recessed form all sides and add to the mosaic of materiality and form. The upper levels will be seen from across the Burgundy St valley, so this level of articulation and detail is important and preferred to simply a flat roof form. Whether building height greater than the standard unreasonably reduces opportunities for adjoining buildings to make effective use of natural light. The height is acceptably managed through a high level of recession at the rear and sides to the upper levels. Natural light will not be unreasonable reduced to any new adjoining buildings Whether building height greater than the standard respects the scale of surrounding development and the topography of the surrounding land. A comprehensive assessment has been made with regard to topography and public views of the Burgundy St valley within the attached report. The future development at the scale proposed is contemplated and encouraged by the DDO5. Whether the proposal provides for an appropriate scale of development in order to accommodate the preferred mix and intensity of use. The scale is typical for an apartment building and the required car parking within basement is handled acceptably as demonstrated within the assessment against Clause 52.06 Car parking.

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Attachment 2: Background Information

Whether a building height less than the preferred maximum height unreasonably reduces opportunities to achieve preferred maximum built form in the future.

4.8

Item: 4.8

Not applicable Whether a building height less than the preferred maximum height unreasonably reduces opportunities for adjoining buildings to meet the preferred maximum built form. Not applicable

Not applicable Whether the facades of new development that is visible from nearby parklands provide treatments that are sympathetic with the parklands environment. Not applicable. Whether the development provides adequate opportunities for natural light to penetrate to lower levels of buildings. The rear of the building is very well setback and provides excellent access to natural light which is important given that this is the south side of the building and solar access is not available. Ground floor apartments 4, 5 and 6 in the east building have essentially no setback to the balcony edge from the east boundary, with the apartment wall setback 2.8 (Unit 6) and 4.5m (unit 4 and 5) from boundary. At level 1, the setbacks increase to 2.5m to balcony edge and a minimum of 4.25 to wall. At level 2 these setbacks are maintained before increasing substantially at the upper levels. Ground floor apartments 4 and 5 in west building have zero setback to the balcony edge from the west boundary, with the apartment wall setback 4.5m from boundary. At level 1, the setbacks increase to 2.2m to the balcony edge and 4.5m to the wall. At level 2, a minimum wall setback of 3.0m is provided, with only apartment 2.4 having a balcony which has a minimum setback of 2.3m. Upper levels are setback further. It is noted that ground floor setbacks were increased by the proponent after concern was raised by Council in regard to future access to light in the event of future development of adjoining sites. The setbacks provided will provide for sufficient light under current conditions. The setbacks set a reasonable precedent for adjoining development which will maintain an acceptable level of light into apartments on the lower levels. CLAUSE 52.06 ASSESSMENT Number of spaces As the application is not consistent with the requirements contained in Clause 52.06-5 (Number of car parking spaces), a permit is required to reduce the required car parking. Specifically, a permit is required to reduce the required number of visitor spaces by five (5) spaces based on the inclusion of three additional car parking spaces following an

ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 475

Attachment 2

Whether building height that is less than the preferred maximum height respects the scale of preferred maximum built form and the topography of the land.

4.8

Item: 4.8

Attachment 2: Background Information

offer from the permit applicant to increase parking in the basement. This inclusion has been reflected in permit conditions: No. of 1 & 2 Bedroom Dwellings (x1 space) car 62

Attachment 2

Number of spaces required Number of car 62 spaces provided Parking shortfall 0

Visitor (1 per 5 dwellings rounded down) 12 7 5

As noted above, Council’s engineers are satisfied that the provision of car parking is suitable having regard to an assessment of the car parking demand likely to be generated by the use. A reduction in the number of required visitor spaces from 12 to 7 is considered reasonable given the availability of public transport within the Heidelberg Major Activity Centre and the benefits associated with multi-purpose trips. It is worth noting (with regard to an objection) that Council’s Activity Centre Car Parking Policy is to not issue visitor or resident parking permits for new multi dwelling developments. Car park design Council’s Traffic Engineer has also advised that the design standards of Clause 52.06 are met by the proposed layout, use of car stackers and access ramp gradient. CLAUSE 52.34 ASSESSMENT Pursuant to Clause 52.34-1, a new use must not commence or the floor area of an existing use must not be increased until the required bicycle facilities and associated signage has been provided on the land. For residents, 1 space per 5 dwellings is required. For visitors, 1 space per 10 dwellings is required. Therefore 12 residential bicycle spaces plus 6 visitor spaces must be provided. The application proposes 12 bicycle spaces within a dedicated area in the basement plus 6 spaces at 3 hoops on the nature strip in front of the building. This is considered to be an acceptable number of spaces and location for resident and visitor bicycle parking. ENVIRONMENTALLY SUSTAINABLE DESIGN Council’s ESD Consultant assessed the plans and Sustainable Management Plan provided with the application. The ESD qualities proposed were found to be acceptable, with minor conditions to be included on permit in regard to ventilation of corridors and adherence to the SMP. It is noted that elements of the ESD referral have not been requested as they are considered to be outside the scope of a planning condition. Importantly, a condition has been included requiring an ESD assessment to be made at the completion of construction to ensure that the proposed measures have been implemented. LIVEABLE HOUSING GUIDELINES In accordance with Council’s Liveable Housing Guidelines a minimum of 20% of the apartments should be suitable for people with limited mobility. A condition is needed on permit for revised plans showing how this is to be achieved.

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Attachment 2: Background Information

Attachment 2

WASTE COLLECTION A Waste Management Plan was submitted with the application. The Plan has been assessed and is found to be acceptable. A condition will be included on permit regarding the need for private waste collection in accordance with the Waste Management Plan. A section 173 agreement will also be required to ensure that new residents are made aware (via the land title) that Council will not provide waste collection.

4.8

Item: 4.8

ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 477

4.8

Item: 4.8

Attachment 3: Assessment against Higher Density Guidelines

ASSESSMENT AGAINST GUIDELINES FOR HIGHER DENSITY RESIDENTIAL DEVELOPMENT APPLICATION NO.: DEVELOPMENT ADDRESS: PROPOSAL:

P1345/2014 13 - 17 Cartmell Street HEIDELBERG Multiunit development - 62 Apartments and a reduction in the standard number of car spaces required Element 1: Urban context

Attachment 3

Neighbourhood character and strategic context

1.1

Complies

A comprehensive Urban Context report has been submitted with the application. The report uses photographs from the area surrounding the site and includes diagrams and maps to accurately describe the elements specified within the Clause. The report was considered satisfactory in its original form and was a part of the advertised documents.

Complies

An architectural design response was submitted with the application. The response provides a faรงade height study in relation to the DDO5. The report also includes a design rationale demonstrating the way that the design of the built form evolved in relation to the siting constraints regarding solar access to the dwellings at the rear, street and side setbacks, division in building form to reduce visual bulk, articulation, and upper level recession. The report was considered satisfactory in its original form and was a part of the advertised documents

To ensure buildings respond creatively to their existing context and to agreed aspirations for the future development of the area. This should take the form of an urban context report.

Design Response 1.2

To provide a creative design response that is based on a clear understanding of the urban context and neighbourhood character.

Element 2: Building envelope Height and massing

2.1

To ensure that the height of new development responds to existing urban context and neighbourhood character objectives of the area.

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Complies

The subject site is within Precinct Plan 3 at section 8 of the DDO5 for Heidelberg Central Shopping Centre (shown on the map on page 14 of the DDO5). Therefore Setback Standard 1 of DDO5 is relevant and a maximum height if 13m is indicated.

Attachment 3: Assessment against Higher Density Guidelines The maximum height of the proposed building is 19.5m which is reached roughly central to the site. Due to the slope of the site the building will have a maximum height of 16.5m above street footpath level. This is 3.5m higher than the 13.0m suggested for Precinct Plan 3 at section 8 of theDDO5.

4.8

Item: 4.8

 The building is considered to respect the preferred scale and character of the Activity Centre despite being higher than the 13.0m Standard. This is because the upper two levels are well recessed from all sides of the building and occupy the central part of the overall site. The fall of land across the site can be viewed as a significant constraint in meeting the13.0m Standard. If the building were to meet the Standard it would need to be lower at the rear of the site than at the street frontage for the Standard to be met, due to the 6.2m fall in ground level. This would result in a poor design outcome and substantially limit the density of dwellings that could be achieved.  The proposal is considered to balance the objective seeking to protect views from the public realm along and across the Burgundy St valley with the desire for increased building sizes. It would not be reasonable to protect the view of the valley from the footpath on the north side of Cartmell Street. Obviously, even a 13m high building would limit this view. The fall of land, being quite pronounced in the area, means that the view of the valley from the higher part of Hawdon Street (above the intersection with Cartmell Street) and also from Darebin St will be affected but by no means obliterated. This is easily illustrated by comparing the AHD heights of the contours for this area as follows: o

At the centre of the site, where the building is highest, the AHD is 39.0 The corner of Hawdon Street and Cartmell Street is at 45.0 AHD, and the AHD along Darebin St is between 58 AHD (above Train line) and 37 AHD (at the corner of Cape St).

The Locally Significant Ridgeline runs in a line roughly from the corner of ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 479

Attachment 3

Clause 2.0 of the DDO5 clearly indicates that where buildings do not comply with the standards in regard to height and setbacks, then the proposal must demonstrate how the Design objectives in Clause 1.0 are met. Clause 2.0 also clearly indicates that the height and setback standards are not mandatory, but that “Buildings and works should be constructed in accordance….” This is consistent with the overall performance based system within which the Banyule Planning Scheme operates. As the height of the building is 6.5m higher than the Standard, an assessment against the design Standards of Clause 1.0 of the DDO5 is warranted. An assessment is provided below.

Item: 4.8

Attachment 3: Assessment against Higher Density Guidelines

Attachment 3

4.8

Bell St and Heidelberg Rd towards the south east to the Burke Rd Nth/Lower Heidelberg Rd intersection. This ridgeline is at an AHD of approximately 72-76 AHD, with an occasional higher point. o

The top of the proposed building sits at 58.5AHD. This puts it approximately at footpath level in relation to Darebin St above the train line bridge. So the view to the south-east when travelling along Darebin St will be modified, but largely intact. The view directly to the south from Darebin St to the Eaglemont ridgeline will be interrupted more significantly, but the height of the distant ridgeline is some 15m higher than the top of the proposed building, so is likely to remain visible.

It is also noted that the building has separation of at least 5.5m between the east and west wings above the 10.5 m mark at street frontage. This visual break will enable glimpse views through the site to the valley and ridge beyond.

 The building has been thoughtfully designed to include a high degree of articulation, and use of multiple materials and colours that will create visually interesting building that exhibits a high standard of urban design. Each elevation is enlivened with balconies which means that the building does not present a ‘blank’ façade to any side.  The building setbacks are considered to be responsive to the streetscape and abutting land uses. The site addresses a residential area across Cartmell Street and the relationship here is managed through the use of a short street setback at ground level which will enable low scale greenery and garden areas. The separation between buildings which is quite pronounced in the front section of the building, breaks up the building mass and reduces streetscape dominance. The substantial rear setbacks have been designed to maintain solar access to the apartment building at the rear of the site in accordance with Standard B20 of Clause 55. This setback also acts to reduce the visual dominance of the building as seen from the north facing living areas and balconies of these dwellings. The site to the east is a Council carpark and is not currently a sensitive use. However appropriate setbacks are provided to the balconies of the new building which will allow for equitable future development of the carpark site. The abutments to the west are the rear yards of residential dwellings. The balance here is more difficult and must be driven by the Residential Growth Zone, DDO5 and other relevant policy. These abutments fall within the same planning controls as the subject site and future development at a similar scale is to be expected. Requiring setbacks in accordance with Clause 55 to these abutments would not be appropriate. The ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 480

Attachment 3: Assessment against Higher Density Guidelines proposed wall on boundary at the front section of the building would not be considered appropriate within a General Residential area, however given the policy context and Residential Growth Zone status of all properties concerned, this type of substantial change and amenity impact is considered acceptable.

4.8

Item: 4.8

 Passive surveillance of Cartmell Street will occur from apartment balconies and passive surveillance of the Council carpark to the east of the new building will be strongly enhanced due to the balconies on the east side of the building.

 All living areas, windows and balconies have been designed to meet the overlooking Standard B22 of Clause 55. This is achieved through the use of highlight windows, balcony screens and wide balcony edges to limit overlooking to meet the 9.0m standard.  The ground level frontage will be occupied by dwellings, with private gardens that are separated from the street by a modest brick and steel fence. Building entrances are clearly indicated and the rythymic breakup of the fence detail will enliven the ground level interface.  Basement car parking means that the only visual impact relating to car storage is the entrance ramp and security roller door which is set below street level and is a minor element in the building façade.  The building achieves a high ESD rating as evidenced by the Sustainable Management Plan submitted with the application. Council’s ESD consultant has reviewed the SMP and found it to be accurate, with achievable outcomes.  The proposal is not an underdevelopment of the site’s potential.

2.2

To ensure new development is appropriate to the scale of nearby streets, other public spaces, and buildings.

Complies

Nearby sites along Cartmell Street have not been developed as yet. Planning approval has been issued by VCAT for a 5 story development at 3-5 Cartmell Street after a refusal was issued by Council. The permitted building has a maximum height of approximately 20m.The building is similar in size and bulk to the proposal at hand, and together they are likely to establish the built form for the south side of Cartmell Street – noting that they are separated only by the at-grade Council car park. ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 481

Attachment 3

 Sunlight and daylight access to all adjoin private open space will be achieved in accordance with Clause 55. The rear of the building has been designed to meet the Standard B20.

Attachment 3: Assessment against Higher Density Guidelines

4.8

Item: 4.8

The Line of site diagram within Setback Standard 1 of DDO5 indicates that levels above 16.0m should be setback sufficiently so as to be outside of view from the opposite side of the street. The diagram assumes a flat site, so in the case of this sloping site the overall height should be measured from Cartmell Street NGL at the front boundary. This indicates that the building has a relational height of between of 16.0 m at the west end and 16.7m at the east end. The encroachment above 16.0m is minor and acceptable in relation to the Setback Standard 1.

Attachment 3

A 1.5m setback from the street is sought above 10.0m within the Setback Standard 1. The building exceeds this by providing a 2.5m setback at Level 4 and a 6.3m setback at Level 5. As discussed above, the proposed height is greater than the Standard specified within the DDO5 and the podium height also has a modest encroachment above the Standard. However given that the scale of the building is similar to the permitted development at 3-5 Cartmell Street and the Objectives of Clause 1 of the DDO5 are satisfied, the building is considered to be appropriately scaled in relation to the street and other buildings.

2.3

To protect sunlight access to public spaces.

Complies

Given the site’s location on the southern side of Cartmell Street, overshadowing of public spaces is not considered a key issue, noting that whilst a large part of the adjoining public land to the east will be overshadowed in the afternoon, the land is an at grade car park and will therefore not be adversely affected.

Complies

The Standard 1 of the DDO5 encourages new buildings on the south side of Cartmell Street to be built to the front boundary (ie zero lot line) with a maximum podium height of 10.0m.

Street setbacks 2.4

To respond to existing or preferred street character.

The proposed building is setback from Cartmell Street by 2.0m which increases to 5.5m above the vehicle entrance ramp. Levels 1 and 2 also have a 2.0m setback with angled balconies projecting forwards to occupy almost the entire front setback. The street podium has a maximum height of 11.3m, with an average of 10.55 m. While the podium height is slightly higher than the 10.0m encouraged by the policy, the increased height is considered acceptable for the following reasons:  The difference in height is marginal and is visually apparent only at the eastern end of each building and is the result the fall of land along the street frontage in relation to ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 482

 

the ground floor level. The 10.0m Standard is not mandatory. VCAT has noted in a decision at 3-5 Cartmell Street that “the subject site is on sloping terrain……The average height of the podium is about 10.25m. One of the difficulties with the standard is that it does not allow for sloping terrain. As such a degree of judgement is required. In my view the degree to which the height of the podium exceed the 10 metres is minimal and of no particular consequence from an urban design or streetscape viewpoint”. It is reasonable to accept this view in regard to the current application given that the average podium height proposed is 10.55m. The façade is highly articulated with timber detailing, and the oblique view demonstrates that the angled balconies will result in a visually rhythmic pattern that softens what otherwise might be a sheer façade. The separation between the two buildings above the vehicle ramp entrance acts to offset any potential for the extra height to create façade dominance by providing a substantial visual break in the podium facade

Relationship to adjoining buildings 2.5

To ensure building separation supports private amenity and reinforces neighbourhood character.

Complies

There is no adjoining building to the east which is an at-grade Council carpark. The building has been designed with side setbacks that incorporate balconies. Development of the site to the rear has already occurred. The abutments to the west are still traditional residential dwellings in garden surrounds. Balconies are sufficiently separated from boundary to enable equitable development of the abutments The building is sufficiently setback from the boundary for reasonable amenity to be maintained. As discussed elsewhere in this report, existing neighbourhood character consideration cannot be made due to the Zone and policy controls encouraging high density development.

2.6

To ensure areas can develop with equitable access to outlook and sunlight.

Complies

See above

2.7

To ensure visual impacts to dwellings at the rear are appropriate to the context.

Complies

The substantial rear setbacks have been designed to maintain solar access to the apartment building at the rear of the site in accordance with Standard B29 of Clause 55. This pronounced setback also acts to reduce the visual dominance of the building as seen from the north facing living areas and balconies of these dwellings. The rear elevation of the building is articulated by use of balconies and small projecting ‘verandahs’ above living area doors The visual break in the centre of the building will also assist in reducing the dominance of the overall structure. ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 483

4.8

Attachment 3: Assessment against Higher Density Guidelines

Attachment 3

Item: 4.8

Attachment 3: Assessment against Higher Density Guidelines

4.8

Item: 4.8

It is noted that residents within the Central Heidelberg Precinct should expect new buildings of this size to be developed in close proximity.

Attachment 3

Views to and from residential units 2.8

To maximise informal or passive surveillance of streets and other public open spaces.

Complies

Passive surveillance of Cartmell Street will occur from apartment balconies and passive surveillance of the Council carpark to the east of the new building will be strongly enhanced due to the balconies on the east side of the building.

2.9

To maximise residential amenity through the provision of views and protection of privacy within the subject site and on neighbouring properties.

Complies

All living areas, windows and balconies have been designed to meet the overlooking Standard B22 of Clause 55. This is achieved through the use of highlight windows, balcony screens and wide balcony edges to limit overlooking to meet the 9.0m standard. Excellent resident amenity will be provided by provision of generous sized balconies to all apartments, providing views from all sides of the building.

Wind protection 2.10 To ensure new tall buildings do not create adverse wind effects.

Complies

The building is not considered tall enough to create adverse wind effects on the nearby private or public land. Down drafts and wind tunnel effects are unlikely.

Complies

Parapet roof forms at each level where recession is provided are interspersed with small â&#x20AC;&#x2DC;verandahâ&#x20AC;&#x2122; details above the living areas where they adjoin balconies. Detailed design regarding roof plant should be a conditional requirement of any permit granted.

Roof forms 2.11 To treat roof spaces and forms as a considered aspect of the overall building design.

Element 3: Street pattern and street-edge quality Street pattern and street edge integration 3.1

To create walkable areas within a safe and interesting public setting.

N/A

3.2

To closely integrate the layout and occupation patterns of new development with the street.

Complies

ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 484

Ground level windows and doors/gates provide connections between the building and the street thereby promoting active frontages.

3.3

To ensure car parking does not dominate the street frontage.

Attachment 3: Assessment against Higher Density Guidelines Complies

Car parking is to be provided at basement level. Save for the vehicle entrance and security roller door, the car park will not be visible from the street.

The main building entrances are clearly defined and provide an appropriate transition from the street.

4.8

Item: 4.8

Building entries 3.4

To create street entrances with a strong identity that provide a transition from the street to residential interiors.

Complies

3.5

To ensure car park entries do not detract from the street.

Complies

The car park entry is appropriately positioned and designed. It forms a minor element in the facade of the building.

3.6

To avoid creating inactive frontages as a result of fencing private open spaces.

Complies

A fence is proposed along the Cartmell Street frontage to enable provision of seclude private open space (SPOS) for the ground level apartments which are oriented to the street. The fence is broken up into brick and steel railing sections. While this does privatise the frontage, the option would be a zero lot line, whereby any windows addressing the street would likely always be heavily screened or curtained. Using the space as SPOS will mean that the area will be activated by the presence of humans. This is particularly the case as the area faces north and will have excellent solar access.

3.7

To ensure that front fences respect and contribute to the neighbourhood character.

Complies

Fence is high enough to protect the SPOS, but not so high as to create an impenetrable visual barrier to the building.

Element 4: Circulation and services Parking layout 4.1

To provide adequate, safe and efficiently designed parking layouts.

Complies

Council Traffic Engineer has assessed the car parking arrangements and found them to be acceptable. Ramp grades, use of car stackers and pedestrian safety are all acceptable.

4.2

To provide safe and convenient access between car parking and bicycle areas and the pedestrian entry to buildings.

Complies

Internal lift and stairwells are provided to the basement car park. The pedestrian entry from Cartmell Street is roughly centrally located to the building frontage and will be close to the visitor bicycle parking.

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Attachment 3

Front fences

4.8

Item: 4.8

Attachment 3: Assessment against Higher Density Guidelines

Circulation spaces 4.3

To create shared internal spaces that contribute positively to the experience of living in higher density development.

Complies

The interior design has not been demonstrated however given the quality of the building design it is likely that a similar high standard will make for attractive communal spaces. The foyer and corridor areas are reasonably generous.

Attachment 3

Site services 4.4

To minimise running and maintenance costs.

Complies

A comprehensive Sustainable Management Plan has been submitted with the application. This has been assessed as suitable by Councils ESD consultant and will be endorsed as a part of any permit that may issue. Adherence to the SMP will ensure that costs are minimised and water and energy conserved.

4.5

To minimise water use.

Complies

4.6

To incorporate provision for site services in the building design to ensure good function and ease of service and maintenance.

Complies

A Waste Management Plan (WMP) has been provided and is generally considered satisfactory. A WMP to Councilâ&#x20AC;&#x2122;s satisfaction could be a requirement of any conditional permit granted. It is noted that an area has been set aside in the basement for the storage of bins. Details concerning the provision of mail boxes and meter boxes could also be a requirement of any permit granted. Mail boxes are shown close to the entrance of the east building, but none are shown within the west building.

Element 5: Building layout and design Dwelling diversity 5.1

To provide a range of dwelling sizes and types in higher density residential developments.

Complies

A mix of one and two bedroom apartments is proposed.

Complies

The apartment layout makes the most of the building articulation to access natural light and a northern aspect where possible. The strong treatment of the east and west side of the building results in activation of these facades which is much preferred to a simple

Building layout 5.2

To optimise the layout of buildings in response to occupantsâ&#x20AC;&#x2122; needs as well as identified external influences and characteristics of a site.

ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 486

arrangement of projecting balconies on a sheer wall. 5.3

To create functional, flexible, efficient and comfortable residential apartments.

Complies

Dwelling layouts are functional and practical and will provide an appropriate level of comfort for their intended occupants. The larger dwellings are also flexible in their layouts. The use of large sliding doors to bedrooms in the one bedroom apartments results in good flexibility in terms of enlarged living areas when necessary.

5.4

To ensure that a good standard of natural lighting and ventilation is provided to internal building spaces.

Complies

All bedrooms and living areas have good access to natural light and ventilation. It is noted that some bedrooms in the one bedroom apartments rely on sliding partitions and/or glazed doors to make use of daylight available to adjoining living areas. This is an accepted approach and should assist in providing reasonable levels of internal amenity. It is noted that this only occurs within one bedroom apartments

5.5

To provide adequate storage space for household items.

Complies

Storage areas are provided within basement and include storage cages at the end of car spaces and within a storage room containing individual cages.

Complies

The building has been thoughtfully designed to include a high degree of articulation, and use of multiple materials and colours that will create visually interesting apartment building that exhibits a high standard of urban design.

Design detail 5.6

To promote buildings of high architectural quality and visual interest.

Each elevation is enlivened with balconies which means that the building does not present a ‘blank’ façade to any side. The podium façade detail fronting to Cartmell Street is repeated along the east and west elevation, creating a visually consistent building when viewed from the oblique angle. These are highly articulated with timber detailing, and the angled balconies will result in a visually rhythmic pattern that softens what otherwise might be a sheer façade. The rear of the building is significantly stepped as it rises and the recession at the uppermost levels will soften the attenuation. This is particularly important given the valley views towards the building from the ridgeline above the south side of Burgundy St, and from higher points along Darebin St.

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Attachment 3: Assessment against Higher Density Guidelines Element 6: Open space and landscape design

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Private and communal open space 6.1

To ensure access to adequate open space for all residents.

Complies

Each dwelling is provided with either a terrace or balcony. The smaller single bedroom dwellings are provided with a minimum of 8.square meters of SPOS. The larger dwellings are generally provided with more than the minimum, with between 17sqm-44 sqm typical.

6.2

To ensure common or shared spaces are functional and attractive for their intended users.

Complies

Basement, foyer areas, lifts and stairwells will be shared. This is consistent with other similar developments and the spaces appear to be functional in size. The interior design has not been demonstrated however given the quality of the building design it is likely that a similar high standard will make for attractive communal spaces.

6.3

To allow solar access to the private and shared open spaces of new high density residential units.

Complies

The constraints imposed by high density apartment layout results in some dwellings facing towards the south. However all private open spaces will have access to some morning or afternoon sun.

6.4

To integrate the design of shared and private open spaces into the overall building design and façade composition.

Complies

A combination of recessed balconies and terraces are proposed with some variation in balustrade detail. The strong timber component to the north, east and west elevations is considered a strong design element which integrates form and function. All are integrated into the overall building design and façade composition and will meet the privacy requirements of future occupants.

6.5

To provide for greenery within open spaces.

Complies

Opportunities for landscaping/greenery are limited given the extensive building footprint that is proposed. A run of hardy trees across the rear of the site is proposed within the drainage easement. While planting on easement is not typically encouraged, in this case the benefits of the trees is larger than the potential short term loss due to removal for drainage works. Ground level terraces in the Cartmell Street frontage and balconies above could be used for the planting of small trees, shrubs and climbing plants in planter boxes as part of an integrated landscape design. Setback Standard 1 of the DDO5 indicates that vegetation should be provided on balcony edges and facades at each level in accordance with Section 5.0 of the DDO5. This section specifies that the Landscape Plan must show  All vegetation within the proposed areas of landscaping.

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Attachment 3: Assessment against Higher Density Guidelines    

Vegetation within elevated levels of the development. A preference for native and indigenous vegetation Use of stormwater No weed species.

4.8

Item: 4.8

A landscape plan for ground level has been provided, however a plan showing planting beds that are integrated with the balcony edges is required. Climbing plants on trellis is encouraged as a modest contribution to creating a building with a green façade. The ESD plan indicates that stormwater is to be used for garden irrigation. The requirement for a detailed landscape plan, including on elevated levels can be addressed by condition of any permit granted. Public open space To create public open space appropriate to its context.

N/A

Attachment 3

6.6

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Attachment 1: Approval Letter from Minister for Planning

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Attachment 1: Outdoor Advertising Policy Part 1 & 2 Feb 2010

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Banyule Age-friendly City Advisory Committee Meeting Date: Friday 10th April 2015 10:00 - midday Location: Tom Roberts Room, Banyule City Council Present Cr Jenny Mulholland, Banyule City Council (Chair) Cr Craig Langdon (Co-Chair) Glen Reigo, Resident Judy Elsworth, Resident Eric Rosario, Resident Virginia Masters, Resident Ken Young, OM:NI Men’s Group Elaine Anderson, Watsonia Probus Lisa Raywood, Banyule City Council Catherine Simcox, Banyule City Council Apologies Jack Kelly, Resident Leanne Horvath, Banyule City Council Julie Watson, North East Primary Care Partnership Robert Barron, COTA Vic Robert Goodyear, National Seniors Jenny Dale, Resident Absent Sarah Sexton, Baptcare 1. Present and Apologise – Cr Mulholland Robert Goodyear has injured his back and it will take him approximately 2 months before he returns to normal activity. The Advisory Committee will send a Get Well Card to Bob. 2. Adoption of February Minutes and noting actions - Cr Mulholland Minutes were adopted with no alteration. 3. World Health Organisation (WHO) Indicator Pilot – Catherine Simcox  The final report was submitted to the World Health Organisation on 31 March. A copy of the report was circulated (it is a 61 page document) if you would like a hard copy please contact Catherine Simcox.  Catherine expressed her thanks to the Banyule team that worked with her in delivering this project. The team had been very dedicated in producing a high quality project in very short timelines. This saw some staff change their annual leave arrangements to help meet the WHO deadlines.  Key outcomes from participating on this project: ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 529

6.4

Attachment 1: Banyule Age-friendly City Advisory Committee Minutes April 2015

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Item: 6.4

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Attachment 1: Banyule Age-friendly City Advisory Committee Minutes April 2015

1. WHO has received important information on operationalising their Age – friendly Indicator Guide (for example, how useful are the WHO guidelines on establishing indicators). Banyule has also been able to tell WHO if they have ‘got it right’ in the creation of indicators of age-friendliness. For example, Banyule residents felt that there should be an indicator on perception of safety. 2. The project has provided Banyule with baseline measures covering the age-friendly domains. This will assist Banyule in determining what priorities Council will focus on in the Age-friendly City Plan. By having baseline measures Council/ community can analyse if indicators improve or change over time. This will support Council and other service providers being able to respond appropriately to change.  The Committee discussed how the Indicator World Café (25 February) provided an initial opportunity for residents (Champions) to identify what areas (indicators) are of high importance to them as an older person. This information will be built into future planning discussions.  Future steps involved: o Pilot sites project meeting – July / August o Analyse the results and build into the Banyule Age-friendly City Plan o Professional seminar on the WHO indicator guide and the experiences from around the world. Working with WHO, LaTrobe University and MAV. (this is a potential project depending on budget) o Community seminar on indicators of age-friendliness a global perspective. (this is a potential project) o Building the indicators in to the Banyule Household Survey and other relevant Council tools. 4. Discussion on the role of Council Advisory Committees – Lisa Raywood and Catherine Simcox  Council staff recognised that the December and February meetings had involved a high level of content on WHO Age-friendly Cities and some members needed more clarification on their role as a member of a Council Advisory Committee.  The purpose and objectives of the Advisory Committee were discussed.  Members felt comfortable with the wording, but discussed the concept “that you do not know what you do not know”. This then lead to a discussion on the development of a brochure.

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Attachment 1: Banyule Age-friendly City Advisory Committee Minutes April 2015

 Ken Young has been thinking of the potential content and use of a brochure that could also have a feedback section. This would assist Advisory members in talking with residents, but then having the feedback slip would allow residents to take responsibility in providing their feedback directly to Council. A number of ideas in the design of the brochure were discussed.

6.4

Item: 6.4

ACTION: Workgroup will draft a Banyule Age-friendly City brochure for consideration by the Committee. 5. Presentation: Banyule Customer Service process - Phillip Ryan, Coordinator Customer Service  To assist Committee members in understanding the Council customer service area, Phillip Ryan, Coordinator Customer Service spoke about the process and demonstrated the Council Customer Request System (Authority).  Customer Service Officer’s need to differentiate between a complaint and a request for Council to complete an action. Council also receive a high level of calls seeking information.  The customer service system has over 600 different categories. The process was demonstrated using a recent request by one of our Advisory members. This provided a real-life example demonstrating the information collected and history and mapping of the geographical location.  Snap, Send Solve App that can be accessed on SmartPhones. It allows an individual to take a photo and sends the photo and the issue through the App to the relevant Council. This is helping people to easily communicate issues quickly to Council.  A Committee member raised her concerns about the length of time a person can be on hold prior to speaking with a Customer Service Officer. Philip mentioned that the average wait time is currently 3.5 minutes. New tools are currently being looked at to assist in addressing this issue.  The Customer Request System allows Council to analysis frequent request volumes over time to identify problem issues and assist in the allocation of resources.  The Committee discussed the need to publish key external organisation telephone numbers in the Banyule Banner annually (February edition). This would reduce the need for residents to call Council as an information hotline. ACTION: Catherine Simcox and Philip Ryan to have discussions outside of this meeting to advance the idea of publishing key external organisation ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 531

Attachment 1

 Work group to develop a Banyule Age-friendly City brochure will include: Ken Young, Elaine Anderson, Eric Rosario and Catherine Simcox.

6.4

Item: 6.4

Attachment 1: Banyule Age-friendly City Advisory Committee Minutes April 2015

telephone numbers and to look at the most common telephone information requests.  Virginia Masters asked Philip to congratulate the Customer Service team on their high level of service. With special note to Fletcher.

Attachment 1

6. Discussion on Advisory members role in supporting Council when out in the community - all  Refer to discussion in item 4. Committee agreed that the development of a Banyule Age-friendly City brochure will support them in their work. This tool (the brochure) will be developed and then the topic can be reviewed. 7. Banyule Age-friendly City Champion Program – Catherine Simcox a. Development of code of conduct At the Advisory meeting in December 2014, the Committee agreed to establishing volunteer position descriptions and code of conduct for people involved in the Champion program. Catherine Simcox and Leanne Horvath have consulted with other Council’s in what they have written for similar community volunteer programs. In drafting this work for Banyule, Catherine identified that the Banyule City Council staff values and code of conduct applies to all people representing Council (paid and volunteer positions). Edward Elliot, Senior Human Resources Business Partner presented the Banyule values and code of conduct. See presentation attached. Members also received a copy of the Council’s booklet titled Working Together Working Better. Edward has offered to assist the Advisory Committee in establishing draft position descriptions. A workgroup was formed involving Judy Elsworth, Glen Reigo and Catherine Simcox. ACTION: Workgroup will draft volunteer position descriptions for consideration by the Committee. b. Feedback from Indicator World Cafe workshop  Photos taken at the Indicator World Café Workshop were shown to the Committee.  Committee agreed that this had been a successful project. The design of the room allowed for people to hear clearly and in most cases easily participate.  Some issues raised to assist in future sessions: Not all staff demonstrated strong skills in “hosting and harvesting the information”. Staff need to make sure all voices are heard and they gain the maximum amount of information from the participants. The session was short of time and we did not have the opportunity to do a final feedback session. It would have been useful to have the final feedback session. ORDINARY MEETING OF COUNCIL ON 9 JUNE 2015 Page 532

Attachment 1: Banyule Age-friendly City Advisory Committee Minutes April 2015

c. Feedback from Banyule Transport Plan workshop Advisory Committee members and Champion members received an electronic invitation to attend a workshop on the development of the Banyule Transport Strategy. Some Champions attended.

6.4

Item: 6.4

More information on the Banyule Transport Strategy development is located on the Council website, search the term Integrated Transport Strategy.

A number of photographic locations and groups have been identified by Advisory members and Champions. A small work group including Champions and Advisory members will assist in deciding the photographic short list. This project will provide a photographic picture of Banyule as an Age-friendly City. Eric Rosario will be the Advisory member representative on this project. ACTION: Eric Rosario and Catherine Simcox to report back to the Advisory Committee on the progress of this project. 8. Development of Banyuleâ&#x20AC;&#x2122;s Age-friendly City Plan Catherine Simcox to provide an update on the methodology at the June meeting. 9. Other business a. Update on any newspaper articles of interest - Judy Elsworth Waiting upon the release of the Intergenerational report, the media debated a number of issues considering older people. Some articles pitted generations against each other, while other articles considered the economic story of older people from an individualâ&#x20AC;&#x2122;s perspective and from a GDP expenditure. There have also been a number of articles on walkability for older people. The Banyule Banner had an article on the Banyule Age-friendly City Champion program. The intergenerational report has now been released by the Federal government. Committee thanked Judy for her work on keeping watch on media articles. b. Notices or letters of interest for the Advisory Committee World Elder Abuse Day is 15 June 2015. Jill Taylor, Age Services would like to organise a morning tea to acknowledge this event. Eric Rosario and Glen Reigo said that they were interested in being involved. Cr Mulholland placed her apologise for the event. All members will be provided with the event details once confirmed.

Next Meeting: Friday 12th June 2015, 10:00 - midday

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Attachment 1

d. Photo project update

Attachment 1: Banyule Age-friendly City Advisory Committee Minutes April 2015

Attachment 1

6.4

Item: 6.4

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