Multi-scalar Mobility for Arden, North Melbourne by Cyrus Chung

Spatial Analysis

Vision Arden to be transformed into a new destination for commercial, shopping and leisure destination. Supported by seamless accessibility and a walkable neighbourhood.

Strategic Goals Source: SNAMUTS - Indicators by Areas (SA1) 2016

Source: VicPlan

Source: SGS Economics & Planning Effective Job Density Source: ABS Census of Population and Housing Statistical Area Level 2 (SA2) 2019

The site is located in inner City of Melbourne area, it has the highest density of 22,400 people per sq km, with density starting to drop further north and west. Dovey & Pafka (2020) suggested that high population density is one of the key elements to produce streetlife vitality.

The site has the second highest job density in Melbourne Metropolitan area. This showed there is high volume of people commuting to the area from the outer suburbs during weekdays. The role of the transport network is to facilitate commuting between homes and jobs (Li & Dodson, 2020). This explains the wide options of public transportation in the site area.

Melbourne has a mono-centric city center, this can be reflected in the public transport network pattern. It can be easily noticed train, tram and bus lines are spread outwards from the Melbourne CBD. The site is connected by a wide range of transport including train, tram, bus and the metro tunnel. Despite having good transport connectivity, demographic data reveals the population mainly travel by car instead.

Land Use (Prior to planning scheme admendment C407)

Transport Connectivity & Walk Catchment

% of Workers Cycling to Work

SNAMUTS assesses how accessible the city is by public transport. The site has good accessibility to public transportation and other amenities. However part of the site see a decrease in accessibility, the site is located at a gap between high accessible area. Showing that there is improvement in accessibility despite having adequate transportation connectivity.

1. Increase Urban Density

2. Create a community with diverse functional mix

3. Create a safe and walkable neighbourhood

4. Activate Streetlife

Building Height

Demographics

Weakness

Opportunity

• Large buildings blocks • Low-density buildings • Single-use urban landscape predominantly industrial and residential • Blank and non active frontage

Source: VicPlan

The site is divided into residential area in the east and industrial use land in the west, with a small amount of mixed-use land in between. C407 Planning scheme amendment converted majority of the industrial use land into the Arden renewal precinct. The site is historically an industrial area. Mono-functional zones had the effect of preventing close connections of home, work, leisure and recreation. Also, the area failed to provide passive surveillance due to the lack of activities beside office hours (Jacobs, 1961).

Source: Apple Map

Walk catchment analysis showed that the tram and bus stations in the east side of the site provided good walking distance to the residential area. However, accessibility degraded in the west side, surrounding Macaulay station and particularly in the future Metro Tunnel station. The chosen site reveals an accessibility gap. Pafka & Peimani (2022) identified high usage station should be able to access a key visit/ work destination located within walking distance.

Green

S t r e

e t

• Heavy traffic along Arden Road with the lack of road crossings

Street

Macauly Station

Fogar ty

A r d e

S t r e

e t

Non-standard frontages are found on Arden Street. Source: Google Map

Source: Google Map

Arden Metro Station

• Transit-Oriented Development around existing public transporation infrastructure and future Metro Tunnel • Increase Permeability by creating pedestrian access in large urban block • Increase density and functional mix to include a wide variety of activities in the area • Redesign street layout that prioritise pedestrians and cyclists, promoting active transport • Brownfield development, industrial area renewal Mono-functional industrial faciliteis and buildings with a large lot size can be found.

Existing Conditions

Buildings edge is set back from the pedestrian path to manifest privatisation.

Fogar ty

• Car oriented

The area is dominated by low rise residential and industrial buildings. There is a growth of mid rise residential building in the neighbourhood. The site is also subject to Design and Development overlay 31 which building cannot exceed 10.5m. Low urban urban density contribute to poor walkabilty and street vitality (Doovey & Pafka, 2020). High density is also crucial to successful TOD (Newman, 2005)

Building Frontage

Street

A r d e

interactions

The population in the area has a high percentage of workers cycling to work. This can be explained by the existing cycling network and infrastructure in the area and close proximity to the Melbourne CBD. This showed the need to consider active transport infrastructure planning for the subject site.

Street

Green

discourage public and private realm

Source: SGS Economics & Planning Increased bicycle ridership in Australian cities, VicPlan

Source: VicPlan

Block Size & Permeabilty

Functional Mix

200m x 200m Analysis

Level of Accessibility

Public Transport Connecctivity

Job Density

Doovey & Pafka (2020) develped the Urban DMA model to introduce the concept of how walkable an area is related to density, functional mix and access network. Therefore the level of walkability should not be only base on the measure of actual walking.

1km x 1km Analysis

10km x 10km Analysis

Population Density

Multi-scalar Mobility

Car dominant streets, angle curb side parkings are found on Green Street. re

ty S ogar

tree

57 Tram Route Statons

Black frontages are found on Fogarty Street and Green Street

Source: Nearmap

Dovey & Pafka (2020) developed the live-work-visit framework to understand urban life of an area, functional mix can shorten the distance between destinations and improve walkability. The analysis reveals a highly mono-functional urban life in the area, the industrial areas are destinations for work only, which prevents a close connection between home and work/ visit.

Permeability can be defined as the level of public access through urban morphology (Marshall, 2005). Block size in the site failed to be defined as good permeability as urban block length should range between 60 and 90 m (Whyte, 1988) with a maximum of 120 m (Jacobs, 1961). Potential pedestian access can be created by urban codes to enhance north-south permeability and reduce block length between Arden Street and Green Street.

Non-standard frontages are found on Arden Street and blank frontages are found on Fogarty Street and Green Street. Existing conditions discourage public and private realm interactions (Whyte, 1988). Pedestrians are isolated from uses and activities, exposed to traffic and forced to walk greater distances. Although walking path is provided, pedestrians receive the message that they are of secondary importance (SPUR, 2013). The lack of visual connections to the pedestrian also failed to provide passive surveillance, making streets dangerous to walk at night (Jacobs, 1961).

Urban Coding | Land Use and Urban Design ABPL90132 - Semester 2, 2023 | Pak Hei Cyrus Chung

Buildings in the site area are subject to DDO31 which has a maximum heightrequirement of 10.5m. New developmentfrom 2006 has to have a low-scale Arden Street has a heavy traffic volume, the street layout and design are not friendly to cyclist and buildform. This resulted in the low density ofbuildings. The height of the buildings pedestrians, revealing a car dominant urban environment. The lack of any road crossing in the site in thesubject site ranges from 7m to 9m, in theform of low-rise (1-2 storeys). making it almost impossible to cross Arden Street.

North Melbourne Recreation Reserve provides single large area of green space in the neighbourhood, with restricted sporting and leisure use.

A r d en

N o rt h M e l b o u r n e

Urban Codes

Code 1: Building Height Strategic Objective

Code Definition

What is achieved?

1.1. Buildings achieve a minimum of

Concentrate population and activities.

Floor to Area ratio 6:1 (8-14 storeys)

Why is it needed?

1.2. Buildings should not exceed a

Higher density can shorten the distance between

maximum of Floor to Area ratio 18:1

work, live and play destination. Walkability is

(40-50 storeys)

increased because of the concentration of people and places within walking distance

Inspired by Transit - Oriented Development, scenario 1 sees Arden Density & Functional Mix Density and mix are fundamental to successful TOD (Newman, 2005). The transformed into a next gerenation transit hub, the neighbourhood is contentration of population and urban activities can create high public conenected by the Metro Tunnel, Rapid Transit System and Urban Air transport usage. Maximise FAR create highest density to maximise TOD postential. Multiple transportation options provide seamless connectivity to Mobilty. The transit hub attract high population density and activities, Arden, lowering car dependency. creating a new destination for commercial, shopping and leisure in Melbourne. People can travel to Arden quickly and efficiently.

1.3. Buildings should be placed at the

Scenarios

Scenario 1: The Next Gen Transit Hub

Code 3: Code 4: Commercial Alley Active frontages

Code 2.1: G/F & 1/F use for retail and F&B

Urban Air Mobilty

Rapid Transit System The high capacity public transport system will enable efficient and fast movemnet of population within urban areas, Frequent services will be provided to ensure passengers can “turn up and go”.

Rapid Transit System

Rapid Transit System Stations

Urban Air Mobility Urban Air Mobilty (UAM) is a transportation system using eVTOL (Electric vertical takeoff and landing) aircraft to transport people and goods in urban environment. Advanced air traffic managemnet will allow eVTOL to opeate autonomously and fly at low altitude in urban environment. Noise control design will greatly reduced noise pollution created by the rotor (Deloitte, 2019). UAM can greatly reduce travel time between surburbs. Code 2.2: 2/F and above for office/ residential use

Boulevard design prioritising Rapid Transit System Urban Air Mobilty

Code 1: Majority of the buildings have a maximum FAR. Buildings are

edge of the street.

placed right at the edge of the streets.

(Dovey & Parkfa, 2020). High density can create

Code 2: Shops, restaurants and cafes are opened on the ground level and

Minimum FAR requirement outcome

urban services and amenity which is essential for

Code 1.2: Max FAR to maximise TOD potential

first level of the buildings. Second level and above are office and residential

successful transit-oriented development.

use. Buildings applied setback to distinguish the different use.

Buildings are placed at the edges of the streets

Code 3: Shops, restaurants and cafes have active frontage or flexible

without setback can enable interactions between

porosity frontages, blank frontages are minimised.

public and private realm (SPUR, 2013)

Code 4: Commercial Alley are activated across Arden. Code 2.4: At least 3m Setback

Maximum FAR requirement outcome

Code 2: Vertical Functional Mix Code Definition

Strategic Objective functonal

mix

can

enable

Retail or Food and Baverage F&B

Why is it needed?

use.

Vertical functional mix can shorten the distance work,

live

and

play

and

Scenario 1 Commercial Alley Street View

use.

employment

must be 0 meter setback from the street

cafes, and entertainment venues) of land use

2.4. For second floor and above, there

functions enhance urban vitality and bring more

must be at least 3 meters setback

people to streets at different time of the day.

from the street to distinguish the

Ground

differnt use.

retail

transit-oriented

can

also

development,

support

achieving

2/F G/F

Commercial/ Retail/ F&B Vertical Use and Setback requirement outcome

encounters.

“shopping-transit synergy” (Rao & Pakfa, 2021).

frontages must be used at ground

realms and improve public safety.

level. Active frontage should be

Why is it needed?

used for first level.

3.3. Blank walls or frontages that does

extension of ground floor uses into the public

not allow interactions should be

realm can add life and interest to the street

minimised.

enhanced

elevated walkway

ground businesses

Code 3: Active frontages

Code 2.4: At least 3m Setback

scale neighbourhood. Buildings are placed right at the edge of the streets.

Code 1.1: Min FAR to create a human scale neighbourhood

Code 2: Shops, restaurants and cafes are opened on the ground level and first level of the buildings. Second level and above are office and residential Access betwen elevated walkway and commercial alley

porosity frontages, blank frontages are minimised. Code 4: Commercial Alley are activated across Arden. Access between the elevated walkway will be required.

frontage must be active.

especially at street level (Whyte, 1988). Visual

The

Commercial Alley

Code 3: Shops, restaurants and cafes have active frontage or flexible

3.2. At least 50% of the ground level

private realms by replacing blank frontages,

2016).

Space

Code 2.1: G/F & 1/F use for retail and F&B

use. Buildings applied setback to distinguish the different use.

3.1. Active frontage or flexible porosity

Promote interaction between public and private

(NATCO,

At least 50% of the grond level frontage must be active

Code Definition

Encourage interaction between public and

System

Flood Resist Neighbourhood A Land Subject to Inundation Overlay applies to a large area of Arden, there is a high flood risk from the Moonee Ponds Creek. The elevated walkway system can support pedestrian access and maintain streetlife vitality even when the ground level is flooded. For shops on ground level, flood gates will become mandatory requirements to avoid damage under flood events. Pedestrian can still access the shops using the elevated walkway.

Code 1: Majority of the buildings have a minimum FAR to create a human

Code 3: Ground Level Frontage What is achieved?

Scenario 1 Isometric View

Car VS Pedestrian: A co-exist solution Inspired by Multilevel Pedestrian Urbanism, scenario 2 see Arden Mutilevel Streetlife Activation An elevated walkway system can activate streetlife in multiple levels, public The elevated walkway seperate pedestrian transfromed into a sky city with pedestiran seamlessly walking in the space is extended to different levels.The pedestrian circulation improvements walking with the traffic, pedestrian can around the neighbourhood neighbourhood using the elevated walkway system. Human scale mid rise can create a strong connections to street-level retail and transportation hubs walk (Yoos & James, 2016). While shops and restaurants remains on street level, seamlessly and car traffic is not interupted, buildings will create high population density and activities, public spaces will the elevated walkway creates new public spaces that allow leisure and an win-win solution for both. be activated on the walkway to avoid overcrowed of people on street level. recreational use. Possible flooding from Access to Flood gate for Elevated Walkway Code 4: Public Open Retails and commercial alleys can create vibrant streetlife and social Moonee Ponds Creek

Strategic Objective

Scenario 1 Street View

Transit Hub for bus rapid transit system and urban air mobility

Scenario 2: The SkyCity

2.3. For ground floor and first floor, there

facilities) and secondary levels (restaurants,

floor

Rapid Transit System

Office/ Residential

reserved for office or residential

According to Jacobs (1961), primary (dwellings, manufacturing,education,

Code 1.3: Building placed on edge of the street

2.2. Second floor or above must be

destination.

offices, andother compatible facilities for retail,

Code 4: Commercial Alley

must be reserved for Commercial or

connections of home, work, leisure/ recreation.

between

2.1. Ground floor and First floor use

What is achieved?

Vertical

Code 2.3: 0m Setback

Active Frontage requirement Pedestrian entry/ transition

visual

connection can also enable passive surveillance

Active/ flexible porosity frontages

as a mean of supporting street vitality, creating a

Code 4: Commercial Alley

safe walking experience (Jacobs, 1961). Code 2.3: 0m Setback

Code 1.3: Building placed on edge of the street Elevated Walkway System

Ground Level Frontage requirement outcome

Code 4: Commercial Alley Activation Code Definition

Strategic Objective To increase retail and commerical opportunities.

provided between Arden Street and

New connection between Arden Street and

Green Street at intervals of less than

Green

100 meters.

Street

will

created,

enhancing

permeability.

included in blocks over 70 metres in

“Short urban blocks” can promote permeable

length.

morophology, creating a synergy of intensive

4.3. Code 2 applies, ground level of the

urban streetlifeand productivity (Jacobs, 1961).

pedestrian access must reserved

for Commercial or Retail or Food

good

permeabilty

the

neighbourhood, block length should range

and Baverage F&B use.

between 60 and 90 m (Whyte, 1988) with

4.4. Code 3 ground level frontage

amaximum of 120 m (Jacobs, 1961).

>100m

3.5m for emergency vehicle access,

encounter

moveable furniture can be placed,

better

A r d e n

Code 3 Ground Code 2 Level Frontage Vertical Mix Use Applies Applies

S t r e e t

Commercial Alley Activation outcome between Arden Street and Green Street

4.5. Maintain accessible clear path of

commercial opportunities can better social achieve

Commercial Alley

requirements applies.

Commercial alley activation with retial and and

>100m

4.2. Pedestrian access should be

Why is it needed?

achieve

>100m

4.1. Ensure direct pedestrian access is

Scenario 2 Commercial Alley Street View

S t r e e t

Forgaty Street

What is achieved?

G r e e n

economic

outcomes.

no access for vehicles in normal conditions.

References: Australian Bureau of Statistics (ABS). (2019). Census of Population and Housing Statistical Area Level 2 (SA2) 2019. http://www.abs.gov.au/ Deloitte. (2019). Future of transportation with VTOL. https://www2.deloitte.com/us/en/insights/focus/future-of-mobility/future-transportation-with-vtol.html Dovey, K., & Pafka, E. (2020). What is walkability? The urban DMA. Urban Studies, 57(1), 93–108. https://doi.org/10.1177/0042098018819727 Global Designing Cities Initiative, National Association of City Transportation Officials, & Bloomberg Philanthropies (Eds.). (2015). Global street design guide. Island Press. Jacobs, J. (1961). The Death and Life of Great American Cities. New York: Random House. Li, T., & Dodson, J. (2020). Job growth, accessibility, and changing commuting burden of employment centres in Melbourne. Journal of Transport Geography, 88, 102867. https://doi.org/10.1016/j.jtrangeo.2020.102867 Marshall, S. (2005). Streets & Patterns. Newman, P. (2005). Transit oriented development: An Australian overview. Pafka, E., & Peimani, N. (2022). Multi-Scalar Mapping of Transit-Oriented Assemblages. Metropolitan Mobilities, Neighbourhood Morphologies and Station Design. Cities as Assemblages, 3, 415–425. https://doi.org/10.36158/978889295357437

Scenario 2 Street View

Scenario 2 Isometric View

Scenario 3: The Capitalist Playground

Inspired by Neo-liberal Urban Regeneration. Scenario 3 sees private developer bought large scale of land to develop a large scale shopping center and major landmark, turning Arden into a new shopping and tourist district. Private developments does not align with local neighbourhood needs. The neighbourhood dominated by car, leading to the need of a multi level car park to support. Code 1: Buildings generally comply with FAR requirments. However, building are not placed at the edge of the street. Code 2: Buildings failed to provide functional mix, some buildings only have single use purposes, ie. Car park, ferris wheel. The shopping center have more than 2 levels of shops and restaurants. The tower above is a hotel. Code 3: Not all ground frontages achieved at least 50% of active frontage, some have a majority of blank frontages. Code 4: Commercial Alley is only activated inside the shopping center. Acess are not inclued in blocks over 70m and some access are closed after opening hours.

Large Grain Privatised Urban Form Maximise Economic Outcome Private developers purchased large area of land to develop a single large scale Private developers are driven by the economic outcomes shopping center with an hotel above; a major landmark (Ferris Wheel) and a multilevel driven by the shopping center, hotel business and the carpark. The devlopment does not respect human scale and the buidlings are not major landmark. Businesses are highly institutionalised placed at the edge of the steet, limiting interactions between private and public realms. and does not align with local community needs. Hotel

Large scale shopping ceter

Private Open Space

Code 4: Commercial Alley

Major Landmark

Multi-level Carpark

Car Oriented People from all Melbourne visit Arden for unique shopping and leisure experience. Without adequate transport network to support, people preffer to travel by car.

Blank Ground Frontage

Code 1.2: Max FAR achieved

Private Open Space Developers establish private open space for regular special use, including: Food truck venue; Festival; Carnival; Weekend Markets and other uses that have economic opportunities

Buildings not placed at the edge of the street

Large scale shopping ceter

Major Landmark

Hotel

Expected condition of the Commercial Alley >70m

Commercial Alley Activation outcome across the site Rao, F., Dovey, K., & Pafka, E. (2018). Towards a genealogy of urban shopping: Types, adaptations and resilience. Journal of Urban Design, 23(4), 544–557. https://doi.org/10.1080/13574809.2017.1405726 SGS Economics & Planning. (n.d.-a). Effective Job Density: Comparing our regions and cities. https://sgsep.com.au/maps/thirdspace/australia-effective-job-density/ SGS Economics & Planning. (n.d.-b). Increased bicycle ridership in Australian cities. https://sgsep.com.au/maps/thirdspace/australia-increased-bicycle-ridership/ Spatial Network Analysis For Multi-Modal Urban Transport Systems. (2016). SNAMUTS - Indicators by Areas (SA1) 2016. https://adp.au-

Multi-level Carpark

rin.org.au/geoserver/wfs SPUR (San Francisco Bay Area Planning and Urban Research Association). (2013). Getting to Great Places: How better urban design can strengthen San Jose’s future. http://www.jstor.org/stable/resrep22935

Private Open Space

Victoria State Government Department of Transport and Planning. (n.d.). VicPlan—Maps & spatial. https://mapshare.vic.gov.au/vicplan/ Whyte, W. H. (1990). City: Rediscovering the center (1st Anchor books ed). Doubleday. Yoos, J., & James, V. (2016). The Multilevel Metropolis. Places Journal, 2016. https://doi.org/10.22269/160518

Scenario 3 Commercial Alley Street View

Urban Coding | Land Use and Urban Design ABPL90132 - Semester 2, 2023 | Pak Hei Cyrus Chung

Scenario 3 Street View

Scenario 3 Isometric View

A r d en

N o rt h M e l b o u r n e