BACKGROUND INFOGRAPHICS SUBURB CHARACTERISTICS
SWOT ANALYSIS
STRENGTH WEAKNESSES THREATS OPPORTUNITIES
• Zoning of commercial/businesses along the main roads allow easier accessibility for people via public transportation
• Existing tram and bus lines provide good mobility across the suburb
• Most of existing services (commercial and transport transits) are within 5-10 min walking catchment
POPULATION DENSITY
Source: Data compiled from Google Maps & AURIN Map (2021). ABS Population Density (SA1) 2016.
There are many factors that can affect mobility at different scales. These range from transport access, connectivity, population density at a macroscale, to street width, building interfaces, and access to public spaces at microscale. Located about 7KM away from Melbourne CBD, Northcote’s location in proximity to commercial and public spaces should indicate a dense urban fabric, with a lot of people commuting and living within the area. However, Northcote has limited connectivity to CBD area. High car usage, lack of housing diversity and existing land use patterns greatly affect pedestrian mobility. Additionally, households across Australia spends an average 13-15% of their weekly income on transportation (ABS, 2016).
1 X 1 KM ANALYSIS
• Existing level crossing prevents possible connections between routes that affect mobility of transports and pedestrians
• Too many existing car parks that lead to congestions
• Lack of diversity in infrastructures, cycling routes and functional mixes
PUBLIC TRANSPORTATION NETWORKS & ACTIVITY NODES
Source: Data compiled from Google Maps & AURIN Map (2021).
At 10x10 KM analysis, it is observed that Northcote is mildly dense compared to nearby suburbs such as Brunswick. Additionally, Northcote’s existing building typology consists mainly of separate houses (49.1%) and terraced houses (27.4%)(ABS, 2021). This indicates low-rise dwellings and uniform building typology affecting mobility, as local residents are more inclined to use cars. Transportation connectivity is an issue in Northcote. Compared to Brunswick, Northcote only has five bus lines (246, 250, 251, 508 and 567), one train line (Mernda line) and one tram route (Tram 86). This lack of connectivity forces its residents to rely on cars (41.1%) as the main mode of transportation (ABS, 2021). These existing infrastructures also contribute to lack of activity nodes within the suburb.
200 X 200 M ANALYSIS
• Lack of accessible greeneries and open public spaces across most residential blocks may lead to rises of health issues among residents paired with increase car usage
• Unkept laneways and narrow footpath may discourage further pedestrians movement
• On street parking may lead to further congestions
TRAVELLING ROUTES
Source: Data compiled from Google Maps & Nearmaps (Accessed August, 2022)
FUNCTIONAL MIXES
Source: Data compiled from Google Maps & Nearmaps (Accessed August, 2022)
This 1x1 KM area is chosen since it exemplifies issues with mobility in Northcote. There are lack of east-west connectivity. Existing laneways are also underutilized, with lack of bike paths and parking. This leads to public concerns such as noise pollution, traffic and parking impacts (Daly, Lecture 9, 2022). Land use patterns in Northcote is very segregated. Most of commercial/retails cluster is located along High Street, with sprawls of residential blocks throughout the suburb. Functional mixes should also include transitional spaces that link social and economic exchanges to promote mobility (McAllister, Lecture 6, 2022). Laneways are typically used as off-street parkings. Congestion points exist near car parks and residential blocks.
BUILDING HEIGHTS
Source: Data compiled from Google Maps & Nearmaps (Accessed August, 2022)
PERMEABILITY
Source: Data compiled from Google Maps & Nearmaps (Accessed August, 2022)
In Northcote, most residential buildings are within Neighborhood Residential Zone (NRZ), which has an imposed height limit of 9 meters or 2 storeys (City of Darebin, 2022, p.348). This affects diverse building mixes and interfaces, which in turn affect pedestrian sensory experience (McAllister, Lecture 6, 2022). Car parks are typically adjacent to laneways & are accessible via rear of buildings, which discourage pedestrian mobility. Long residential blocks also create a sense of monotony for users and affects walkability. This 200x200 m area is chosen because it provides a closer look at ongoing issues at micro level. Most townhouses have fences and vegetations, which do not provide permeable interfaces. Laneways are also surrounded by tall fences and blank walls.
• Numerous laneways that can be utilized as pedestrian footpaths to improve movements across the suburb
• Existing graffitis can engage with pedestrians and improve streetscapes
• Chances for improved density within the area through incorporation of different types of residential complexes
NORTHCOTE MOBILITY VISION 2020-2050
The vision is to improve pedestrian mobility and public transportation connectivity between Northcote and Metropolitan Melbourne. Northcote residential blocks will be broken down into smaller blocks to improve pedestrian mobility. Primary grid blocks of 100-200 meters have succeeded in revitalization of laneways and arcades and reduce impermeability of spaces (Dovey, 2016, p.21). Inactive street usage and unsafe neighborhood are by products of residential monotony (Jacobs, 1961, p.144). Therefore, public transport users and pedestrians sensory experience will be emphasized through diversifying building typologies and permeable interfaces.
STRATEGIC GOALS
Improve
street connectivity to ensure safety, increase walkability and less reliance on cars
At a neighborhood scale, there is often a disconnection between neighborhood and cities. Integration of street networks across the suburb improves mobility and connectivity (Dovey, 2016, p.24). In addition, abundance of on-street parking leads to repurposing of private off-street parking (Taylor, 2020, p.3). Integration of alleyways and arcades are signs of low car-dependent cities, making walking distances shorter and more enjoyable (Singh, 2016, p.647).
Improve neighborhood density & diversify building interfaces to ensure active and consistent street life, improved local economy and urban vitality
Improvement in neighborhood density leads to urban vitality and street life as it allows for diverse amenities and increase in walkability (Dovey et al., 2018, p.65). Neighborhood density can be improved through introduction of diverse functional mixes and transitional open spaces to ensure consistency of streetlife (Dovey et al., 2018, p.65). Active frontage is an interface that allows for meaningful engagement between built environment and pedestrians (McAllister, Lecture 6, 2022). Introduction of different permeable interfaces ensure growth through localised economy and sustainable transportation behavior (Dovey, 2016).
Enhance users’ experience with walking and public transportation to ensure increase in mobility
Sensory experience impacts pedestrians movement throughout certain spaces. Transparent, active frontages keep pedestrians interested, while blank walls and and quiet interfaces can be boring and dull (McAllister, Lecture 6, 2022). Keeping pedestrians engaged with the built environment ensures increase in mobility through walking and public transports.
LANEWAYS REVIVAL
TRANSPORT-ORIENTED DEVELOPMENT (TOD)
Buildings of 2 storey (8-meter) or more should have a mandated setback of 2-meter from the fence bordering rear laneways.
Laneways with direct access to/intersect with secondary and main arterial roads should have a minimum width of 4 meters. Land cession from nearby properties is required to ensure mandated laneways width.
WHY WE NEED IT?
• This ensures spatial openness, accounts for informal encroachment and potential expansion of laneways. Serrated and cantilevered edges are extensions of properties that encroach onto public spaces over time, thus narrowing streets and casting overhead shadows (Oostrum, 2020, p.10).
• This provides more space to incorporate temporary soft edges for pedestrian engagement. Soft edges include pop-up shops with large opening, greeneries, and ledge seating, which enhances walking activities and street life (Singh, 2016, pp. 644645). Properties affected by land cession will be compensated by the local government, as these laneways are considered corporation or public lanes (City of Melbourne, 2022).
STRATEGIC OBJECTIVES
• To improve safety of pedestrians, cyclists and vehicle owners along laneways
• To revitalize underutilized laneways so there are more optional routes for pedestrians and cyclists.
• To improve pedestrians and cyclists’ experiences within the suburb
EXPECTED OUTCOMES
• Streetscape (200x200m): provide niche experientialnodes in the area
• Block (1x1km): increase in walking and cycling through connected laneways
• Neighborhood (10x10 km): introduce different activity zones and corridors along wide and busy laneways
PARTICIPANTS
• Local residents
• Cyclists
• Council
• Business owners
• Visitors
FRONTAGE ACTIVATION
Height limits on buildings adjacent to main street/public space within Neighborhood Residential Zone (NRZ) should not exceed 15 meters or 4 storeys at any point to encourage building mixes.
Ensure entry ways and glazing account for 70-80% of combined length on ground level interfaces of buildings along commercial and retail strip.
WHY WE NEED IT?
DEFINITIONS DEFINITIONS DEFINITIONS
• Existing code discourages building mixes within the zone due to height limits. Additionally, human eyes perceive space intensely at around 50-55 degree above and 70-80 degrees below direct horizontal line, equivalent to 2-3 storeys (Department of City Planning, 2013, p.34). Exceeding 4 storeys may negatively impact human sensory experience along sidewalks.
• The aforementioned measure is not applicable to: Stall-risers on storefront façade, pilasters, windows and door frames, and windows with clear glazing. These design elements contribute to active street edge, adding complexity, compliment human scale and breakdown pedestrian rhythm of length (Department of City Planning, 2013, p.31). Permeable entry ways and glazing contribute to ground floor continuity and safety of the public realm (City of Melbourne, 2018, p.61).
STRATEGIC OBJECTIVES
• To increase active frontages within Northcote, which will lead to an increase in walkability and cycle ability.
• To improve pedestrian access to buildings and spaces, safety, circulation flow
• To increase activities within Northcote, which will benefit the suburb’s economic profile.
EXPECTED OUTCOMES
• Streetscape (200x200m): increase in walking and cycling throughout active streetscapes
• Block (1x1km): more engagement between residents and local businesses
• Neighborhood (10x10km): increase business activities and create potential creative and commercial clusters
PARTICIPANTS
• Local residents
• Cyclists
• Council
• Business owners
• Visitors
CAR PARKING REFORM
Developments within 400m radius of public transportation will have a maximum on-street car parking limits. Dwelling of three or four bedrooms will have 1 on-street parking, dwellings with more than five bedrooms will have 2 on-street parking. 2 of every 10 parking spaces will be shared parking.
Where on-street parking is unavoidable, parallel and angle-parking is encouraged.
WHY WE NEED IT?
• Existence of on-street parking in residential zone encourages drivers to cruise for spots, which causes congestions, pollutes air, wastes fuel and can cause accidents (Shoup, 2006). Additionally, 87% of regular drivers who use on-street parking has private off-street parking and live in detached houses (Taylor, 2020, p.7). 53% of these users use their private off-street parking for living areas or storage (Taylor, 2020, p.9).
• This ensures permeability for all users across the road and sidewalks (Ibrahim, 2017, p.10).
STRATEGIC OBJECTIVES
• To provide for pedestrian amenity by reducing vehicle crossovers and parking spaces along heavy pedestrian corridors.
• To provide efficient car acess and encourage off-street parking
• To encourage the use of other forms of transport and gradually reduce overreliance on private automobiles.
EXPECTED OUTCOMES
• Streetscape (200x200m): easier street navigation forpedestrians and cyclists
• Block (1x1km): free up curbside for other uses (i.e. public transport stops, bicycle parking)
• Neighborhood (10x10km): less congestions caused by automobiles and potential increase in public transport usage
PARTICIPANTS
• Local residents
• Car owners
• Council
• Business owners
• Visitors
In this scenario, transportations are vital for growth of cities and urban areas to accommodate population growth. Therefore, residential blocks are transformed into high-density, high-rise mixed use areas, where the ground level spaces are reserved for car parks and transport amenities such as gas station and loading bays. Along commercial strip, retails and garages form majority of building interfaces As a result, pedestrian laneways are elevated with publicly accessible parks placed on roof tops for adequate solar and wind access. All main and arterial roads are reserved for transports movement.
Works Well
Partially works
Does not work
APPLICATION OF CODES
Code 1 would not work well because priorities are given to cars.
Code 2 would not work well because ground level interfaces are reserved for cars, while height restrictions are removed.
Code 3 is applicable, but would not make any differences since transports are prioritized.
PEDESTRIAN-ORIENTED DEVELOPMENT (POD)
In this scenario, Northcote has been developed into a car-free suburb where efficient transport systems replace the need for cars. Pedestrians-only zones are established with buses and trams allowed within certain perimeter. Pedestrian movements are emphasized throughout the suburb, with residential blocks broken down into finer grains. Laneways are utilized to connect main and arterial roads. These roads are converted into shared streets where informal activity nodes are encouraged. Medium-density, low rise mixed use developments are introduced. Car parks and private spaces are converted into public green spaces.
Works Well
Partially works
Does not work
APPLICATION OF CODES
Code 1 would work very well, as the development favors walkability.
Code 2 would work very well because this development encourages mixed use and medium density buildings.
Code 3 would work situationally because cars are not allowed within ped. zones
URBAN DYSTOPIA
In this scenario, Northcote has undergone a series of environmental, social and economic changes. As a result, Northcote has become a slum intensely populated residential area. Neglect from the government has led to dilapidated streetscapes and public spaces overtaken by crime The suburb has been blocked off from the remainder of Victoria with only aerial cable cars and underground passage for motorbikes & cars as the mode of transport/connection to the outside. Shops and residential houses are all mixed together, with no clear zonings or provisions.
Works Well
Partially works
Does not work
APPLICATION OF CODES
Code 1 would not work well because high-density slums do not follow planning regulations.
Code 2 would not work well because this development has high-rise developments that negate the definitions.
Code 3 would not work well because streets are too small for car parking.