ARC70003 STUDIO 6 - Zoomburbia 2.0! by Sean Yu

10-MINUTE TRANSIT-ORIENTED DEVELOPMENT ZOOMBURBIA 2.0! FUTURE HOMES AND THE CITY OF SHORT DISTANCES ARC70003 DESIGN RESEARCH STUDIO CORINA PEI-YONG WONG 102817655 | MASTER OF ARCHITECTURE AND URBAN DESIGN SEAN YU 102088723 MASTER OF ARCHITECTURE UNIT COVENOR - DR IAN WOODCOCK

CONTENTS

ABSTRACT

PG 3 - ABSTRACT SEAN YU

CORINA PEI-YONG WONG

PG 4 - SECTION A: EXTERNAL PATTERNS OF ACTIVITY

PG 36 - SECTION H: CARNEGIE TYPOLOGY A

PG 7 - SECTION B: WHAT IF

PG 47: SECTION I: TRANSIT-ORIENTED DEVELOPMENT (TOD)

PG 8 -SECTIONC: INTERNAL PATTERNS OF ACTIVITY PG 10 - SECTION D: 20-MINUTE NEIGHBOURHOOD

PG 62 - SECTION J: OPEN SPACE PG 69 - SECTION K: PEDESTRIAN ACCESS

PG 12 - SECTION E: MELBOURNE POST-WAR

PG - 76 - SECTION: I MAPS

PG 14 - SECTION F: URBAN RENEWAL AREAS

Under the pressure of population growth in 2050, we investigate the existing station precinct developments along the railway corridor, as rail oriented development for future 20-minute cities. We focus on improving pedestrian permeability and intensifying the existing urban structure, testing the capacity and provide housing typologies to accommodate and fulfill the Melbourne future growth within 216 train station. This project explores ways to increase pedestrian access, reduce travel time by exploring the concept of transit-oriented developments and dwelling density. Issues addressed include problems such as overshadowing by new high development precincts, lack of pedestrian access due to rail lines, identifying areas for new open space so that everyone lives within a 5-min walkable distance from an open space.

GROUP WORK

PG 18: SECTION G: CARNEGIE TYPOLOGY

PG M - SECTION M: GROUP MAPS PG 96 - SECTION N: DENSITY PG 106 - SECTION 0: REFERENCE 2

a.EXTERNAL PATTERNS OF ACTIVITY BEFORE AND AFTER WORK FROM HOME

6 7

THE WHAT IF IMPROVEMENT

. WHAT IF

BEFORE AND AFTER WORK FROM HOME

a.EXTERNAL PATTERNS OF ACTIVITY

c.INTERNAL PATTERN OF ACTIVITY BEFORE AND AFTER WORK FROM HOME

10 11

BLOCAL COUNCIL PILOT PROJECTS

d.20 MINUTE NEIGHBOURHOOD

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THE MOST YOUNGEST SUBURB IN MELBOURNE 1980-1990S

e.MELBOURNE POST-WAR

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THE MOST YOUNGEST SUBURB IN MELBOURNE 1980-1990S

e.MELBOURNE POST-WAR

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INNER MELBOURNE ACTION PLAN 2015-2025

f. URBAN RENEWAL AREAS

g.CARNEGIE TYPOLOGY

20 21

ZONING

g.CARNEGIE TYPOLOGY

h.CARNEGIE TYPOLOGY A URBAN PRECINCT SUN HOUR ANALYSIS

Sun hour analysis on Djerring Trail Jun 21 9-3pm

URBAN PRECINCT OVERSHADOWING CONTROLS

Sun hour analysis on Djerring Trail Sep 22 9-3pm Currently the controls for overshadowing of future buildings in the urban precinct is not adequate. It only addresses overshadowing on parts of reserve (public open space and key public space on left image). Along other sections of Djerring Trail, new buildings are allowed to build a streetwall along the boundary which causes a large amount of overshadowing throughout the year (see top two images). 36

Current overshadowing controls Current planning controls focus on shadow from the urban precinct not touching buildings on Rosstown Road.

h.CARNEGIE TYPOLOGY A

While an 8m setback can prevent any part of the trail to be limited to less than 3 hours of sunlight on September 22, this results in a loss of a large amount of floor space, that would require taller or larger towers in order to make up for it.

C1Z AND MUZ - EXTREME SCENARIO

Overshadowing of a 8m setback

h.CARNEGIE TYPOLOGY A

URBAN PRECINCT OVERSHADOWING CONTROLS

h.CARNEGIE TYPOLOGY A C1Z AND MUZ - EXTREME SCENARIO

Isometric of proposed building form

h.CARNEGIE TYPOLOGY A

URBAN PRECINCT TOWER TYPOLOGY SUN HOUR ANALYSIS

Sun hour analysis A Sep 22 9-3pm Solar envelope Sep 22 9-3pm

As wedding cake buildings can create large shadows for a long period of time, tall skinny towers was explored to reduce the amount of shadowing on Djerring Trail. This is because the create long shadows but for a shorter amount of time, therefore overall the trail will be lit for longer hours during the day.

Sun hour analysis podium 6m setback Sep 22 9-3pm

Overshadowing on Djerring Trail can be avoided completely on September 22 9-3pm if the podium is cut by the solar envelope. However this results in loss of a large amount of floor space (see image on left). In addition towers would have to be cut short. While this new building creates more shadow along the trail, it yields a much higher dwellings density that is similar to that of Eixample in Barcelona.

Sun hour analysis B Sep 22 9-3pm

Sun hour analysis B Sep 22 9-3pm 43

h.CARNEGIE TYPOLOGY A

URBAN PRECINCT TOWER TYPOLOGY SUN HOUR ANALYSIS

Sun hour analysis D Sep 22 9-3pm

Extrude

Sun hour analysis DJun 21 9-3pm

Extend

Rotate 44

URBAN PRECINCT PODIUM SETBACK SUN HOUR ANALYSIS

By experimenting with placement, orientation, width and height of towers (with maximum 12 storeys according to Carnegie Structure Plan) while maintaining the same amount of floor area as a wedding cake building, it is possible to have all parts of Djerring Trail that would be overshadowed to have average of 4 hours of sunlight a day on September 22.

Sun hour analysis podium without setback Sep 22 9-3pm

Sun hour analysis podium without setback Jun 21 9-3pm

Sun hour analysis podium 4m setback Sep 22 9-3pm

Sun hour analysis podium 4m setback Jun 21 9-3pm 45

h.CARNEGIE TYPOLOGY A

i.TRANSIT-ORIENTED DEVELOPMENT (TOD) CALTHORPE’S LAND USE GUIDELINES FOR TOD

URBAN PRECINCT PODIUM SETBACK SUN HOUR ANALYSIS

Sun hour analysis podium 6m setback Sep 22 9-3pm

‘URBAN TODS ARE SUITABLE FOR JOB-GENERATING AND HIGH INTENSITY USES, SUCH AS OFFICES, LARGE-SCALE SHOPPING CENTERS, AND HIGH DENSITY HOUSING, BECAUSE THEY ALLOW DIRECT ACCESS FROM ANY LOCATION WITHIN THE TRANSIT SYSTEM WITHOUT REQUIRING PASSENGERS TO TRANSFER BETWEEN MODES.’

Sun hour analysis podium 6m setback Jun 21 9-3pm

Without cutting the form of the podium, it is possible to reduce the overshadowing on the trail by using setbacks. A setback of 6 metres can minimise the amount of overshadowing on September 22 on the trail.

Circulation 46

*Source: Calthorpe Associates 1992, Transit-Oriented Development Design Guidelines, https://www.sandiego.gov/sites/default/files/legacy/planning/ community/profiles/southeasternsd/pdf/transitorienteddevelopmentdesignguidelines1992.pdf

i.TRANSIT-ORIENTED DEVELOPMENT (TOD) CALTHORPE’S LAND USE GUIDELINES FOR TOD

SINGAPORE AND MELBOURNE URBAN TOD COMPARISON

SINGAPORE AND MELBOURNE TOD COMPARISON Toa Payoh MRT Station

Frankston Station Singapore’s urban TODs have a higher percentage of mixed use zoning in comparison to Melbourne’s urban TODs. They are also more compact core (commercial and mixed use zone and have more direct access to the transit system. *Source: Adapted from Calthorpe Associates 1992, in Niu, S, Hu, A, Shen Z, Lau S.S.Y et al. 2019, ‘Study on land use characteristics of rail transit TOD sites in new towns - taking Singapore as an example’, Journal of Asian Architecture and Building Engineering, vol. 18, no. 1, pg. 2

Tampines MRT Station

*Source: Niu, S, Hu, A, Shen Z, Lau S.S.Y et al. 2019, ‘Study on land use characteristics of rail transit TOD sites in new towns - taking Singapore as an example’, Journal of Asian Architecture and Building Engineering, vol. 18, no. 1, pg. 2

i.TRANSIT-ORIENTED DEVELOPMENT (TOD) SINGAPORE AND MELBOURNE NEIGHBOURHOOD TOD COMPARISON

Pungol MRT Station

Croydon Station Large portions of mixed use land and compact core can also be observed in Singapore’s neighbourhood TODs. Sizing and shape of commercial zoning in Melbourne’s TODs vary greatly and are not so impact. Resulting in longer walking distances to work places.

‘The linkage between land use and transit is designed to result in an efficient pattern of development that supports the transit system and makes significant progress in reducing sprawl, traffic congestion, and air pollution. The TOD’s mixed-use clustering of land uses within a pedestrian-friendly area connected to transit, provides growth with minimum environmental and social costs.’

Clementi MRT Station

LAND USE DIVERSITY IN MELBOURNE

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i.TRANSIT-ORIENTED DEVELOPMENT (TOD) LAND USE ZONING WITHIN 10-MIN WALKING CATCHMENT OF TRAIN STATIONS

Majority of landuse within a 10-min walk of a train station is zoned for residential use. Yet there is a lack of integrated planning with Melbourneâ&#x20AC;&#x2122;s land use and transit systems as 72.3% of trips are by private vehicle *Interactive table can be accessed at https://public.tableau.com/profile/corina.wong#!/vizhome/landzoningcatchmenttest/Dashboard1

i.TRANSIT-ORIENTED DEVELOPMENT (TOD) LAND USE ENTROPY INDEX

EXISTING TOD IN MELBOURNE

Overall, Melbourne’s train station 10-min catchments have a low entropy index. With majority of the stations with the heighest land use entropy index south-east of the CBD.

Using Calthorpe’s land use guidelines we can identify how many neighbourhood and urban TOD’s exist currently in Melbourne.

*Entrpy index is a measure of “evenness”, it measures the spatial distribution of multiple groups simultaneously (in this case land zones)

*Entropy index is a measure of “evenness”, it measures the spatial distribution of multiple groups simultaneously Number represents entropy index of land use mix, the closer to 1 the entropy index is, land use is more diversified

i.TRANSIT-ORIENTED DEVELOPMENT (TOD) EXISTING TOD IN MELBOURNE - URBAN TOD

EXISTING TOD IN MELBOURNE - NEIGHBOURHOOD TOD

URBAN TOD *minimum of 20% ACZ or commercial zoning and minimum 20% residential zoning 35 stations meet this requirement

i.TRANSIT-ORIENTED DEVELOPMENT (TOD) EXISTING TOD IN MELBOURNE - NEIGOURHOOD TOD

NEIGHBOURHOOD TOD *minimum of 10% ACZ or commercial zoning and minimum 40% residential zoning 30 stations meet this requirement

i.TRANSIT-ORIENTED DEVELOPMENT (TOD) EXISTING TOD IN MELBOURNE -NON TOD

NON TOD *these stations do not have a minimum of 10% ACZ or commercial zoning 154 stations meet this requirement

j.OPEN SPACE

CARNEGIE’S CURRENT OPEN SPACE WALKABLE 5-MIN/400M CATCHMENT

CARNEGIE’S CURRENT OPEN SPACE WALKABLE 5-MIN/400M CATCHMENT The City of Glen Eira has one of the least amount of open space per municipal area. It also has the least amount of open space per person at just 11.7sqm per person. Thus, increase in open space and accessibility to open space should be prioritised as Carnegie is projected to have a 36% population increase from 2020 to 2036.

‘[People] living more than 1 km away from a green space have 1.42 higher odds of experiencing stress than do [people] living less than 300 m from a green space’

Source: Stigsdotter UK, Ekholm O, Schipperijn J, Toftager M, Kamper-Jørgensen F, Randrup TB. Health promoting outdoor environments- associations between green space, and health, health-related quality of life and stress based on a Danish national representative survey. Scandinavian Journal of Public Health. 2010, vol 38, issue 4, pgs. 411-7.

j.OPEN SPACE

CARNEGIE’S PROPOSED OPEN SPACE WALKABLE 5-MIN/400M CATCHMENT

NEW ACCESS TO DJERRING TRAIL/SKYRAIL RESERVE

The new sites for open space will create access to open space within a 5 minutes walk to more than 17% of Carnegie’s current population.

The new park along Djerring Trail below the skyrail provides an opportunity to create permeability from the north and south of the rail line. By changing some lots along Rosstown Road, Jersey Parade and Blackwood Road the 5-min/400m walkable catchment for open space greatly increases. 64

Currently the houses along Rosstown street and Jersey Parade act as a barrier for pedestrian movement through Djerring Trail to adjacent streets and roads. People living along these roads have to walk around the block just to access the trail.

PROPOSED ZONING AND ACESS

j.OPEN SPACE

ORIGINAL ZONING AND ACESS

Five sites along Rosstown Road, Jersey Parade and Blackwood Road have been identified as optimal sites to increase the open space catchment. These lots allow direct access to already existing roads to decrease the distance needed to travel.

For this strategy to be implemented, the sites identified need to be rezoned to PUZ6. As part of our strategy for all activity centres to become urban TODâ&#x20AC;&#x2122;s, rezoning is required in Carnegie.

By changing lots along Rosstown Road and Jersey parade the amount of C1Z in Carnegie increases from 9-19%. As it is difficult to rezone such a large amount of land considering the relocation of people, and as a developed neighbourhood, it is justified that it is below the 20% minimum for commercial land use. These sites can be used for activities such as pop up markets or seating for businesses along the new rezoned C1Z lots. 67

k.PEDESTRIAN ACCESS

*Where 0 is the median score. Please note that the long red line is an error in the dataset

STREET CONNECTIVITY

‘WHERE URBAN TODs ARE LOCATED IN EXISTING DEVELOPED NEIGHBOURHOODS, IT MAY BE APPROPIATE TO APPLY THE DENSITIES AND MIX OF USES RECOMMENDED FOR NEIGHBOURHOOD TODS.’

The number of intersections of the street network can act as a proxy to show the potential mobility of pedestrians through the neighbourhood. By running an anaylsis on the street network within a 10-min walk of a train station we can see that pedestrian mobility is not very good around Melbourne’s train stations.

k.PEDESTRIAN ACCESS EXISTING LEVEL CROSSINGS

INCREASING PEDESTRIAN ACCESSIBLE AREA PERCENTAGE (PAAP) By introducing a skyrail, skyrail reserve and 5 new street connections, we are able to increase the stations 10-min catchment PAAP. New roads were placed in optimal places to increase the catchment area while not creating awkward shaped lots (e.g. triangles). This meant the avoidance of diagonal lines from the train station which can theoretically make the PAAP at 100%. The station with the highest incease in PAAP was Upfield station. By introducing five new roads the PAAP increased from 43% to 67%.

Nine stations have been identified to have a close proximity to a existing level crossing removal that will not be removed by the level crossing removal program. These level crossing are used by buses, and delay all traffic. Thus we propose for these sites to have elevated train or skyrail to reduce traffic congestion and to make these sites more pedestrian friendly.

It can be hypothesised by this strategy that it is very difficult to increase an already developed street network that has a PAAP of 60%. On average stations with a PAAP of around 60% are only able to increase by 4-5%. Existing land use, and the nature of the train line effects the PAAP. Areas with lower PAAP scores have less residential zoning and have train lines that curve. It can also be concluded that adding a green space below a skyrail increases PAAP due to increased permeability. 71

k.PEDESTRIAN ACCESS

INCREASING PEDESTRIAN ACCESSIBLE AREA PERCENTAGE (PAAP)

k.PEDESTRIAN ACCESS

INCREASING PEDESTRIAN ACCESSIBLE AREA PERCENTAGE (PAAP)

l.MAPS

PRINCIPAL PUBLIC TRANSPORT NETWORK (PPTN) 800M BUFFER OVERLAY ON ZONING

ACCESSIBILITY TO SERVICES

l.MAPS

PUBLIC TRANSPORT VICTORIA (PTV) TRAIN NETWORK 800M BUFFER OVERLAY ON ZONING

These two maps show that the public transport network is close to many homes, yet under used as a mode of transport 78

GROSS DWELLING DENSITY IN 10-MIN TRAIN STATION WALKING CATCHMENT

Analysis of population density show that the most dense suburbs are around the CBD, and become less dense the further out you go. This can indicate that many people want to live near the CBD for reasons such as work or lifestyle. As a high number of people travel to the CBD to work, decentralising business hubs will hubs will help with traffic congestion. Urban TODs can help to reduce the distance travelled to work. 79

l.MAPS

PREVIOUS EXPLORATION

FOOD ACCESS

Analysis of where major supermarkets and markets show that they are not always placed near train stations. This means that more people will use private vehicle to access these super markets as they are not accessible by train.

Previous exploration included exploration into rebuilding the old Outer Cirrcle rail line as a skyrail to connect to the Dandenong line, but due to the freeway possible solutions prioritised cars over pedestrians or deemed too expensive (e.g. underground freeway). 80

m.GROUP MAPS

MELBOURNE METROPOLITAN AREA - 216 STATIONS

84 85

PTV SERVICE FREQUENCY

m.GROUP MAPS

86 87

PTV SERVICE FREQUENCY

m.GROUP MAPS

m.GROUP MAPS PTV SERVICE FREQUENCY

LEVEL CROSSING REMOVAL

m.GROUP MAPS

LEVEL CROSSING REMOVAL AND GROUND RELATIONSHIP

m.GROUP MAPS WALKSCORE

m.GROUP MAPS

MID SEMESTER EXLORATION - POTENIAL TOD

n.DENSITY

AUSTRALIAN DREAM

n.DENSITY

LAND USE DENSITY

n.DENSITY

DENSITY ATLAS #1 LATITUDE AND LONGITUDE

100

101

n. DENSITY

DENSITY ATLAS #2 CLIMATE AND SUN ELEVATION

102

103

DENSITY ATLAS #1

n.DENSITY

HOUSING BLOCK TYPOLOGIES AND DENSTIES

BUILDING FLOOR VISUALISATION/DENSITY

104

105

o.REFERENCE

REIMAGINING ORCHARD ROAD

VPA SIX PLANNING PILLARS

EQUITABLE DISTRIBUTION Deliver a network of open spaces that are located to ensure community access within a safe 5 minute walk (approximately 400m) of 95% of residents. ACCESS & CONNECTIVITY Create a network of open spaces that are accessible to all, free of charge and connected by safe pedestrian and cycle links, public transport options and where practicable co-located with community infrastructure. QUALITY Design, build and maintain open spaces to optimise their capacity and resilience, and to enhance community appreciation. QUANTITY Provide an appropriate amount of open space to cater for a range of community uses. DIVERSITY Deliver a network of open space types (pocket, neighbourhood, community, district, municipal and regional parks) that provide for a range of uses, functions and differing levels of amenity. DIVERSITY Deliver a network of open space types (pocket, neighbourhood, community, district, municipal and regional parks) that provide for a range of uses, functions and differing levels of amenity. 106

Analysis of future and present condition *Source: Zhang, G 2013, Reimagining Orchard Road, https://issuu.com/giffordzhang135/docs/low_res_orchard_1_

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o.REFERENCE

REIMAGINING ORCHARD ROAD

Future green connector

Landscape analysis 108

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