Connecting Doncaster Doncaster Hill Precinct Structure Plan Natasha Fonte de Vos 514 720 Urban Precinct Studio ABPL300060 2017 Semester 2
CONNECTING DONCASTE
00 Acknowledgements
2
I would like to thank the teaching staff at the University of Melbourne, particularly Paul Downton whose guidance and assistance was paramount to the completion of this project. I would also like to warmly thank my team members Ruby Clifford, Saskia McEldowney and Sonia Jude who all contributed to the site analysis.
The Doncaster Hill Precinct Structure Plan will continue to work with these authorities in order to implement the plans and recommendations outlined within this document.
00 Executive Summary The Doncaster Hill Precinct Structure Plan is a long term planning tool that identifies the need to accommodate for Victoria’s future growth, whilst deterring urban sprawl in the process. This Precinct Structure Plan endeavours to co ordinate public spaces, land use and transportation, as well as set reference points for future urban design interventions.
Hill become a high density activity centre.
The plan seeks to facilitate growth while concurrently diminishing reliance on private vehicle usage. The major transportation intervention of establishing a train line from the CBD to Warrandyte, plays an imperative role in successfully seeing Doncaster
This document begins by analysing Doncaster and the City of Manningham’s current conditions and then moves on to outlining recommendations to improve the issues observed.
Once these plans have been enacted, Doncaster Hill will be a vibrant hub of activity and diversity. With pedestrian level safety and interaction as a priority, people of all ages and ability will be comfortably exist together within the public realm.
3
00 Table of Contents pg06 01 Introduction
4
pg14 02 Technical Assessments
pg24 03 New Directions
6-7
1.1
Metropolitan Context
16 2.1
Car Dependency
26 3.1 Vision
8-9
1.2
Strategic Context
17 2.2
Public Transport
26 3.2
10-11
1.3 1.4
History & Heritage
18 2.3
Street Analysis
26-29 3.3
Key Issues
Community Profile
19 2.4
Topography
26-29 3.4
Key Initiatives
20 2.5
Land Use & Zoning
21 2.6
Environmental
22 2.7
Figure Ground Map
23 2.8
Housing
12-13
Key Directions
pg30 04 Recommendations
pg56 05 Implementation
30-31 4.1
Access & Mobility
57 5.1
Access & Mobility Implementation Schedule
32-33 34-35 36-37 38-39
Transportation Intervention Local Area Transit Separated Bike Lanes Alleyway Network
58 5.2
Development Implementation Schedule
59 5.3
Public Realm Implementation Schedule
5
40-41 4.2 Development 42-43 44-45 46-47
Housing Diversity Zoning to Accomodate Density Key Changes Within Zones
48-49 4.3
Public Realm
50-51 Williamson’s Bridge Square 52-53 Woonerf St Principles 54-55 Connection to Established Green Spaces
pg60 06 Summary 60 6.1 Conclusion 61 6.2
Figure Index
62 6.3 References
01 Introduction 1.1 1.2 1.3 1.4
Metropolitan Context Strategic Context History & Heritage Community Profile
01 INTRODUCTION 1.1 Metropolitan Context
CITY OF MANNINGHAM
CITY OF MELBOURNE
20km
Doncaster in situated within the City of Manningham, located approximately 20km to the East of the Melbourne CBD, with the Eastern Free way bordering the southern edge of the municipality. Surrounding Manningham is the City of Banyule in the North-West, and the cities of Whitehorse and Maroondah to the South and SouthWest respectively. Doncaster is best known for Westfield Shopping Centre, and acts as a gateway for the extended region of Manningham. Westfield was opened in 1969 and has since characterised the
suburb with its shear size and amount of visitors it attracts daily. Doncaster is defined by its sprawling, uninterrupted mass of detached, postwar dwellings on generally very large land parcels, displayed on curvilinear cul-desac street networks with generous front and backyards. The precinct is split into quarters by main arterial roads, where recent development has seen a juxtaposition between new high rise apartments and its previously low density dwelling character.
EXISTING TRAINLINES
Fig. 1
0
5KM
10KM
20KM
01 INTRODUCTION 1.2 Strategic Context
FO RD
RD
G
H
8
SONS WILLIAM
ST RE ET
RD
CR AW
HI
D
VICTORI A STRE
ERN F REEW AY
TRAM R
ST
EL GA
EA
RR
D
ET
DONCASTER RD
STUDY AREA 0
200m
800m
Fig. 2
Comprising of quiet, leafy dead end residential streets, but cut into quarters by very busy main arterial roads, Doncaster Hill is a precinct lacking in cohesion and connectivity. The heavy use of Doncaster Rd in the East-West axis and Tram and Williamsons Roads in the North-South axis prevents the majority of residents from accessing facilities in adjacent quadrants without navigating extreme traffic conditions.
with a variety of shops, restaurants, and amenities, and the other commercial buildings along Doncaster Rd are made up of large scale retail such as car dealerships.
The precinct Is surrounded by expansive green spaces, such as the natural reserve parkland at Ruffey Creek park to the north-east and the Kooyong Creek reserve to the south. However Doncaster hill itself supports a very small amount of green or open space, with the exception of Schramm’s reserve used for recreational purposes. The commercial character in Doncaster is of ‘big-box’ nature, and is centralised at the intersection of the arterial roads, emphasising the suburbs reliance on private vehicle ownership. Westfield Shopping Centre provides residents
As the name suggests, Doncaster Hill’s topography is dramatically undulating, which determines the main transport to be either a car or less popular - a bus. The bus routes cover the main roads, seldom infiltrating the winding network of cul-de-sac streets. The major bus interchange points are outside Westfield shops, and the Doncaster park and ride facility which is to the west of the precinct and is heavily used as it supports access to the Doncaster Area Rapid Transit (DART) service.
There are two primary schools in the precinct, and a secondary college, alongside many community facilities such as the library and Manningham civic centre.
TEMPLESTOWE 7min
AIRPORT 45min
WESTFIELD SHOPPING CENTRE INTERCHANGE BUS EXCHANGE POINT
RINGWOOD 20min
CBD 30min
SCHRAMMS RESERVE RUFFEY CREEK KOONUNG CREEK DONCASTER PRIMARY DONCASTER SECONDARY ST GREGORY PRIMARY MANNINGHAM CIVIC CENTRE DONCASTER LIBRARY EASTERN GOLF COURSE METRICON HOMES ESTATE
EA ST E
Fig. 3
BOX HILL 7min
R N FREEWAY
0
200m
800m
9
01 INTRODUCTION
1.3 History & Heritage
10
Heritage Overlay
0
100m
400m
State Goverment of Victoria 2014 Manningham Planning Scheme Local Provision Heritage Overlay. State Government Victoria.
Fig. 4
A brief history of the City of Manningham European settlers first began occupying land within the City of Manningham in the late 1830s (Manningham, n.d.). It was initially used as agricultural land to grow wheat, vegetables,and citrus plantations. The district acquired significant amounts of wealth throughout the 1850s with the discovery of gold in Warrandyte, where diggers were known to search for gold around Harris Gully. (Manningham, n.d.) It wasn’t until 1994 that the City of Manningham officially formed following the unification of the Shire of Doncaster and
Templestowe (Manningham, n.d.). History of Doncaster Similarly, Doncaster was formerly an orchard area. Early settlements occurred primarily along Koonung Creek which resides at the base of today’s Doncaster Rd. Original settlers were comprised mainly of German immigrants, who established much of Doncaster’s heritage Lutheran churches and schools. (Victorian Places, 2015)
Fig. 5, 6 & 7(overleaf) In the past, Doncaster had been comprised of a majority Greek ancesry, which is an attribute to many of its current characteristics. In more recent years however, as residents have moved away their places have been taken by many foreign born families, particularly Chinese, Iranian or English immigrants. (Profile ID, 2016.) The above diagram details the blocks within the precinct that obtain a heritage overlay. These include Doncaster Primary, the municipal offices and a selection of churches and houses.
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01 INTRODUCTION
1.4 Community Profile Dwelling Structure
Population Age Structure Chart 0-4
2016 2036
5-18 19-34
66%
35-49 50-69
12
18%
Family Structure
70+
Total: 3,746
16%
Total: 11,187
Average Household Size 17%
43%
40%
Number of Dwellings 2016 2036
1,108 4,944 2.5
1,108 4,944
Manningham has been identified as a growth area, expecting unprecedented growth within all of its localities. Doncaster, however, is expected to have the greatest population growth of all, key figures have been displayed on the left identifying total change in demographics over the next twenty years. Development must address this trend in the next few years to ensure that the precinct can cater to this massive influx of residents. As identified, the expected growth among the 75+ population is higher than any other age group. This is of concern as the precinct does not currently facilitate aged care within its framework, the urban fabric is not appropriate for a thriving community of all ages. The ongoing planning and design policy must cater to all ages, socio-economic groups and cultural backgrounds in order to ensure Doncaster is a liveable suburb now and in the future.
Travel to Work Country of Birth
68%
16%
+
Cars Per Dwelling
13
34%
40%
20%
Fig. 8
14
02 TECHNICAL ASSESSMENTS 2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8
Car Dependency Public Transport Street Analysis Topography Land Use & Zoning Environmental Figure Ground Map Housing
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02 TECHNICAL ASSESSMENT 2.1 Car Dependency
PARKING
16
Fig. 10
DONCASTER ROAD
Statistics show that Doncaster is a suburb that is firmly dependent on private vehicle ownership. Only 6% of dwellings are reported to not own a car, with the majority owning two or more. Car usage and ownership is deeply entrenched within the Australian suburban psyche, it is seen as a necessity and for the current urban fabric of Doncaster, it is. There are many factors that contribute to this low density distribution of established residential areas, the undulating topography, cul-de-sac street network, low public transport catchment, and general lack of activity zones accessible by any other mode of transport. These will be analysed in depth further in the report. Visiting the suburb proves the aforementioned point, cars and car infrastructure dominate the landscape and the proximity of points of interest to main arterial roads make it an undesirable setting for pedestrian access. It is a widely accepted notion that heavy car usage is correlated to poor health for the individual as well as the environment, as private vehicle usage is the leading cause of C02 emissions.
Fig. 11
The map on the left shows just how much of the available land in the precinct is for cars only, including parking lots and roads inaccessible to pedestrians. The photograph illustrates the expansive, uninviting environment that an eight lane road produces, encouraging the continual dependancy.
02 TECHNICAL ASSESSMENT 2.2 Public Transport
The public transport analysis map to the right details the current bus routes and major interchange points in Doncaster. The buses run along most major roads in the suburb, and connect Doncaster with the CBD as well as neighbouring Manningham suburbs.
A point of concern is the lack of interconnectivity within the precinct. While the buses are adequate in transporting people in and out of Doncaster, there is very little in the way of local public transportation. The cul-de-sac nature of the urban fabric and the hilly topography prevent active forms of transportation such as walking or cycling, leaving private vehicle usage as the main method of local travel within the precinct.
WESTFIELD DONCASTER INTERCHANGE BUS EXCHANGE
DONCASTER RD
17
TRAM RD
RD
PARK ‘N’ RIDE EL G AR
General attitudes towards the reliability and comfort of buses are quite low in Doncaster, this could be due to the fact that there is only one mode of public transportation, limiting dispersion locations. The collection catchment area is severely affected by the low walkability of Doncaster’s network of cul-de-sac streets.
MSONS R WILLIA D
A recent service delivered to the city of Manningham is the Doncaster Area Rapid Transit (DART) which operates with the two major interchange points, and connects the municipality with the CBD using the Eastern Freeway on dedicated bus lanes.
EA ST E
R N FREEWAY
CURRENT BUS ROUTES STUDY AREA
0
100m
400m
Fig. 12
02 TECHNICAL ASSESSMENT 2.3 Street Structure
Doncaster is a predominately residential suburb that is dominated by car dependent infrastructure. This is prevalent in the street design which favours winding streets, loops, and cul de sacs. While this type of design aids in decreasing unwanted traffic, Fig. 2 shows that it also increases travel distance, as the design creates a winding maze.
Fig. 13
18
STREET TYPE
WALKABILITY
Our analysis shows that there are relatively few pedestrian access points or ‘short cuts’ between the winding sprawl of houses. In some cases (as shown in Fig.2 as ‘Point of significance’) dwellings are situated approx 500m from the shopping centre, but due to the maze like nature of the streets, walking time exceeds 20 minutes. Fig. 1 identifies the main street types of Doncaster are quiet, with very little traffic which creates a safe, peaceful atmosphere and comfortable walking experience. However the connectivity to nearby activity centre is lacking, thus lowering the walk-ability factor. It is not surprising that driving is the preferred method of travel, even to short distances.
Distance in minutes to point of interest
5 10 15 20
PRIMARY SECONDARY SUBURBAN DEEP SUBURBAN
CUL-DE-SAC
0
100m
400m
Fig. 14&15
Doncaster Westfield Point of significance
02 TECHNICAL ASSESSMENT 2.4 Topography
Doncaster Hill, elevated at over 120m, is one of the highest natural points in metropolitan Melbourne and has uninterrupted views of the CBD, Dandenong Ranges and Port Phillip Bay. The surrounding precinct consists of undulating topography, which was a favourable landscape for Doncaster’s agricultural history, however as a currently primarily residential area it provides difficulty with accessibility.
130m 120m 110m 100m 85m 75m 60m
The highest point of Doncaster hill is the area to the west of the Westfield Shopping centre, the view is spectacular however it is currently used as a overflow car park for the shopping centre.
55m
Major road Westfield Doncaster
The hilly nature of the precinct presents many issues for active transportation networks, and is a contributing factor to the car dependent culture. The population of Doncaster is expected to rise significantly within the elderly age bracket over the next decades. It would be a priority to ensure that the strategic plan for Doncaster facilitates the active lifestyles of its entire community. The bottom graphic illustrates the gradient when travelling along Doncatser Rd. In the precinct this is the East-West connection that has the least steep gradient.
200m
56m Doncaster Rd traveling East-West
37m Fig. 16
19
02 TECHNICAL ASSESSMENT 2.5 Land Use & Zoning
Doncaster Hill is dominated by residential property. The concentrated areas where retail, commercial and hospitality industries have emerged are along Doncaster and Tram road. Westfield shopping centre provides a central hub for commercial business.
LAND USE
PLANNING ZONES
20
To the East of the Shopping centre there is a central area where many community buildings are found, such as primary schools, community centres and churches. Despite this area having many pivotal resources for the community, the atmosphere is not safe or inviting as it is dominated by the major road running through it. These community services are only accessible by car or bus, by introducing more pedestrian and cyclist friendly infrastructure and connecting these major districts these areas will become activated at the human scale and will encourage the manifestation of a ‘community hub’. The second map also details the different types of planning zones within our focus precinct. There is minimal space designated for Public Park and Recreation Zoning. It is apparent that Doncaster’s suburban landscape is dominated by residential housing.
Low Density Residential Retail Community Services Commercial Hospitality
Fig. 17 0
100m
400m
General Residential Zone Residential Growth Zone Activity Centre Road Zone Public Park and Recreation Zone Public Use zone
Fig. 18
Areas along Doncaster Road and Williamson’s Road have been allocated as Residential Growth Areas. This map clearly demonstrates how zoning facilitates residential sprawl in Doncaster, as general residential zoning is widespread and residential growth zone’s lack concentration.
02 TECHNICAL ASSESSMENT 2.6 Environmental There is very little in terms of ecological significance on Doncaster Hill. Despite being within 20km of Victoria’s green wedge, the heavy urbanisation of Doncaster has failed to provide an ecological corridor for significant flora and fauna to survive in the limited green space available. In order for Doncaster to be a green city, the surrounding ecology must be introduced and protected so that a harmonious balance can be achieved between the natural and urban environment.
21
VP05 Significant S exotic, native + indigenous vegetation. 0
100m
400m
http://planning-schemes.delwp.vic.gov.au/schemes/manningham/ordinance/42_02s05_mann.pdf Clockwise from top left - Examples of Rainbow Lorikeet, Yellow Box and Drooping Cassinia.
Green Wedge
Fig. 19 City of Manningham
Valley Heathy Forest (EVC127) Low, open forest to 15m tall with a sedgy/grassy under story with a Component of small ericoid shrubs + grass trees. Has been largely cleared away and very little intact remnants remain in Doncaster Golf course slashing of native under story has been discontinued in an effort to save native vegetation. Only 3% of indigenous Valley Heathy Forest remains and will be protected as per request of Manningham City Council.
Green Spaces
02 TECHNICAL ASSESSMENT 2.7 Figure Ground Map
BUILDING FOOTPRINT
Site Area Perimeter
220ha 6156m
Blocks Total Largest Area (Westfield Shopping Centre) Average residential block size
1921 13.5ha 700m2
Buildings
22
Count Largest Area (Westfield Shopping Centre) Average Area Residential Total Area Residential Total Area Commercial Building /Lot percentage usage Residential Commercial
1860 9.5ha 700m2 35ha 25ha 27% 69%
Open Space Private open space Public open space (including roads)
130ha 30ha
Building Footprints Blocks SOURCE
0
Victoria State Government. 2017. Cadastral Area Boundary - Vicmap Property. [ONLINE] Available at: https://www.data.vic.gov.au/data/dataset/cadastral-area-boundary-vicmap-property. [Accessed 24 August 2017].
100m
400m
800m
Doncaster Hill Boundary
Fig. 20
1600m
2000
0m
02 TECHNICAL ASSESSMENT 2.8 Housing
The figure ground map of Doncaster Hill to the left shows with great detail the sprawling suburban detached dwellings that dominate the landscape. Newer developments provide higher density housing options close to main roads and to Westfield Doncaster. The shopping centre holds the largest area in the precinct and is the main point of interest for suburb. This analysis shows that public space is lacking, with the majority of the open area being private land, such as front and back yards. Doncaster was suburbanised in the 1960s (eMelbourne, 2008). Much of its housing has since not been updated and remains a rendition of the time, characterised by orange or brown brick, and white, iron balcony railing. Houses in Doncaster are typically large, private residences with sizeable front and backyards. Almost every house contains a garage, most likely a consequence of Doncaster’s reliance on cars for transport. The intersection of Doncaster Road and Williamson’s Road is a stark contrast to its surrounding suburbia. The area has heavily densified over the past decade with both commercial and residential developments. Medium-rise apartment complexes now reside along Williamson’s Road whilst large-scale commercial spaces are typical along Doncaster Road. Doncaster is characterised by its large-scale family housing and wide-spread suburbia. Despite the complications suburban sprawl can cause within a community, these characteristics
are seen as admirable by residents who value having large, private properties to live on and raise a family. Densification poses a risk to these characteristics, and will most likely be objected to by local residents who have become accustomed to Doncaster’s current qualities of extensive sprawl and car dominance. In spite of this, Doncaster has already begun densifying along Doncaster Road and Williamson’s Road within the community centre. These areas have been labelled as a ‘Residential Growth Zones’ and are likely to continue to densify in order to support the booming population growth expected.
Fig. 21
23
03 NEW DIRECTIONS 24
3.1 3.2 3.3 3.4
A Vision for Doncaster Key Directions Key Issues Key Initiatives
25
3.3 Key Issues
1
03 New Directions 3.1 The Vision for Doncaster
26
The ultimate vision for Doncaster is to see a reduction in private vehicle usage. This will be achieved by providing alternate transportation options which will be successful when partnered with mixed use, high density residential development and community oriented public spaces. Encouraging active transportation within the precinct and providing connectivity between activity zones will ensure that Doncaster can support a healthy, growing community well into the future.
3.2 Key Directions There are five key directions in Doncaster Hill Precinct Plan. These are explained in two parts: a statement of the key issues and a description of the key recommendation that addresses the issue. The components of each direction will be detailed further, including whether the inititive is short, medium, or long term.
Private vehicle use is the preferred mode of travel
Analysis has proven that the preferred method of transportation for residents and visitors of Doncaster Hill is private car use. This car dominant landscape is due to many factors, including the precincts undulating topography, lack of accessible public transport, and street style favouring private vehicle access. There are countless studies suggesting the detrimental outcomes of such dependency, including but not limited to environmental factors and health risks. Sustainability concerns aside, car dependency gives way to streets that are uninviting and simply unsafe for pedestrian use.
3.4 Key Directions
Make public transport 1 the preferred mode of travel Provide alternate transportation modes that both connect the suburb at a metropolitan scale and provide interconnectivity within the precinct. Condensing the residential landscape, and providing mixed use development would also be necessary in reducing car dependency.
A-01, A-02, A-03, A-04, D-01, D-02
2 Lack of public space Doncaster is an expansive suburb, the rolling hills present winding streets with an abundance of space. The issue arises from the proportion of this that is intended for public use prioritises car parking bays and roads, alienating pedestrians at a human scale. The lack of connected public spaces prevents any incidental community socialising, restricts movement and flow between areas of interest and generally gives Doncaster a ‘big - box’ character that favours auto mobiles over human interaction.
3
Poor walking and cycling environment
Doncaster’s reliance on automobile usage has lead to an under developed active transportation network. The main streets are dominated by high speed, heavy traffic, including b-double livestock loading trucks. This has made road cycling dangerous and unattractive along Doncaster Rd, which is the flattest route across the precinct due to the hilly terrain. While footpaths line the quiet residential streets, distance to any points of interest are further than what is comfortable to walk.
27 Establish a connected
3 and permeable precinct Create a high quality
2 public realm
By reorganising the public realm heirachy to prioritise pedestrian activity on selected car dominated streets. Activiating and connecting current green spaces with a safe and accessible active transportation network.
A-01, A-02, A-03, A-04, D-04, D-05, D-06, P-01, P-02, P-03, P-04, P-05
With a well connected, updated bus network as well as the new Warrandyte train line, connections to and within Doncaster are made viable and attractive. As the suburb grows in density, the pubic facilities must too grow to cater for the needs of the population. By prioritising active transportation such as walking and cycling, with safe and accessible pathways and networks through the established cul-de-sac streets and newer mixed used, high density developments.
A-03, A-04, D-04, D-05, D-06, P-01, P-02, P-04
The physical disconnect 4 between living and commercial spaces
28
The techincal analysis outlines the issue within Doncaster regarding land use specifications. The centralised so-called ‘activity zone’ is located along the main road central axis, with the residential zone spread out to incorporate the mass of the precinct. There are very few mixed use areas, again contributing to the dependent relationship with cars. The winding nature of the residential streets as well as poor or absent infrastructure connecting those to the centralised activity zone prevents active transportation.
Connected mixed use 2 quarters Join the fragmented quarters of Doncaster with accessible links throughout new development, creating a connected and continuous mixed use area. This provides the opportunity for new public open space and promotes high density living.
A-02 A-03, A-04, D-01, D-02, D-03, D-04, D-05, D-06, P-01, P-02, P-03, P-04
5
Uniformity in housing size, typology, and price
There is a complete lack of variance among residential building size and typology within the Doncaster Hill precinct. The housing structure is alarmingly homoeogenous, with a huge percentage of detached dwellings on massive blocks of land boasting an abundance of private space. This is entirely unsustainable due to the expected growth in population over the next decade. It is also a leading factor in the aforementioned dependency on private transportation. There is a demand for inexpensive housing in Melbourne, and Doncaster currently does not provide much in the way of affordability.
5
Provide variety of higher density, affordable housing
Ensure policy is in place to prevent any new development of low density housing in Doncaster. High density, affordable apartments to be developed within 1km of proposed train station. The precinct is set to experience higher than 200% growth within 30years, housing must also accommodate the aging population.
D-01, D-02, D-03,
Fig. 23
The ultimate vision for Doncaster is to see a reduction in private vehicle usage. This will be achieved by providing alternate transportation options which will be successful when partnered with mixed use, high density residential development and community oriented public spaces. Encouraging active transportation within the precinct and providing connectivity between activity zones will ensure that Doncaster can support a healthy, growing community well into the future.
Fig. 24
29
30
04 Recommendations
4.1 Access & Mobility A-01 Provide the City of Manningham with a train line, filling the gap in the current network. A-02 Update current bus routes and implement a LAT bus, providing interconnectivity within Doncaster. A-03 Complete and maintain bike path network, including separate two-way path on Doncaster Rd. A-04 Provide access through cul-de-sacs with a network of alleyways and pedestrian parks.
31
ACCESS & MOBILITY
A-01 Provide the City of Manningham with a train line, filling the gap in the current network. Components: 1. Rail line from CBD to Warrandyte 2. Infrastructure to follow Freeway when possible.
Transportation Intervention 32
As previously mentioned, the City of Manningham is the only metropolitan municipality that does not currently have a train line servicing the area. It is our recommendation that in order for the municipality to support the population growth expected over the next few decades, that a train line is of the utmost importance. Doncaster has been identified as a growth area, and is expected to see an extra 8,000 residents by 2036. The current infrastructure can not possibly accommodate this with Doncaster Rd already experiencing significant traffic congestion, despite its incredibly low density. Doncaster Rail has already been proposed, yet the plans have been pushed back repeatedly due to
feasibility studies indicating that few people would use the line who aren’t already users of the bus service. It is, however, the recommendation of this plan to begin works to provide Doncaster with a train station. It is proven that suburbs that successfully increase the population density do so in conjunction with high speed public transportation.
Emphasis on the benefits of inter-modal connectivity is a vital element to ensuring that these implementations are successful. This train line will benefit the entire City of Manningham, especially if accompanied by heavy densification and improved walkability standards throughout the municipality.
3. Underground sections when necessary, ie. through established residential areas. 4. Within Doncaster the rail and station will be underground. Expected cost - $3-4 Billion. Expected time frame - at least 30 years.
‘Finally filling the missing link, and connecting the City of Manningham to the rest of Melbourne’
Templestowe
MSONS R WILLIA D
DONCASTER TRAIN STATION
Warrandyte
Doncaster
Bulleen
North Balwyn
DONCASTER STATION
33
WESTFIELD W DONCASTER D B BUS INTERCHANGE EXCHANGE
DONCASTER RD
Kew Craigieburn Craigieburn
South Morang Upfield
Hurstbridge
Victoria Park
Sunbury
Lilydale
EL G AR
TRAM RD
RD
City Loop
0
100m
400m
Alemein
Williamstown
Belgrave
Werribee
STUDY AREA WARRANDYTE LINE (PROPOSED) UNDERGROUND TUNNEL
Glen Waverley Sandringham Pakenham
Frankston Cranbourne
Fig. 25
ACCESS & MOBILITY
A-02 Update the bus routes providing interconnectivity within Doncaster Components: 1. Immediately update current bus routes to increase catchment size within the precinct. 2. ‘Floating bus stops’ provide seamless integration with cycling and walking paths.
34
Local Area Transit Buses Analysis has informed us that the catchment for Doncaster’s bus routes is relatively low, often requiring private vehicle usage to and from bus stops. This is sufficient in reducing car usage within the destination of public transportation, however does not adequately provide alternative transportation within the precinct itself. The expected population growth that Doncaster faces within the next 30years necessitates the introduction of a Local Area Transit (LAT) service to provide the required links between various transportation modes. Those with mobility issues, such as the disabled and elderly, require sustainable transportation options aside from walking and cycling.
Experts suggest that the preferred distance from public transportation stations and stops is within a 5minute radius of the point of departure. Due to the current indirect nature of the cul-de-sac streets, hilly topography, and centralised bus stops, very few households fall into this radius. The LAT routes will endeavour to include as much of the population as possible within this 5min radius. It is a short term goal that can grow and change with the precinct. The recommended buses to be used will be provided by AVASS group who have developed a fleet of electric buses.
3.Bus stops to be located at points of interest, accessible to maximum population. 4. Updated at the completion of further developments over the next 30 years to incorporate new activity zones and high density residential areas. 5. Bus exchange point at Westfield Shopping centre to be redeveloped along with development of Williamson’s Bridge Square. 6. Express bus lanes down Doncaster Road.
LOCAL AREA TRANSIT ROUTE
Opportunities exist with bus stops to design shelters that not only protect waiting patrons from the elements, but also promote awareness of the service provided. Detailing routes and accessible points of interest, as well as nearby walking or cycling paths.
WESTFIELD BUS EXCHANGE
Landscaping and signage to again promote the integration of public transport into the everyday urban fabric. Opportunity to harness solar energy, provide wireless internet. Provide bike racks for transport mode integration.
35
BUS STOP
Depiction of a ‘floating bus stop’ below.
PROPOSED LAT ROUTE 0
100m
400m
CURRENT BUS ROUTES STUDY AREA
Fig. 26
Fig. 27
ACCESS & MOBILITY
A-03 Update and maintain bike infrastructure, creating connectivity between activity spaces Components: 1. Decentralise points of interest throughout the precinct, providing flatter routes for active transportation. 2. Provide suitable infrastructure such as bike racks, signalling priority and sheltering at exchange points.
Separated Bike Lanes 36
There are many benefits to an active lifestyle, including health, economic and social, as well as environmental. Currently there is a small stretch of shared walking and cycling path just west of the primary school, and the council have plans to extend this through Shcramms Reserve. While this is a great start for leisure and recreational cyclists, it is not enough to present cycling as an alternative to motor travel in the area. The hilly topography makes the accessibility of riding within the precinct fairly high level, especially if travelling to Westfield shops, as it is on the top of the hill. However, this PSP provides recommendations to decentralise activity zones throughout the precinct which would
allow for easier access via active transportation modes. Currently, the major east-west connection is the very heavily used Doncaster Rd. It is also the path of least resistance when cycling. The massive eight lane road is not entirely inviting for any cyclist other than the most confident. The diagram to the right illustrates the plan to provide Doncaster Rd with dedicated bike lanes separate from traffic and the footpath. A two-way separate path is recommended for Doncaster Rd as the configuration will encourage cycling due to its safer nature. A representation is illustrated overleaf.
3. Separate, two-way bike paths on Doncaster Road. 4.Separate bike paths along topographically considered routes. 5. On road bike path on quieter streets.
PROPOSED BIKE PATHS
DONCASTER RD SECTION
DONCASTER RD PLAN
0
100m
400m
Two-Way separated bike lane On road bike lane Existing shared bike lane Bike route through alley way
Fig. 28
There is currently only one bike path within the precinct, through Schramm’s reserve. This PSP will see a dramatic change in cycle infrastructure prioritisation. The images to the right illustrate how the two-way separated lanes will operate on Doncaster Road.
Fig. 29
Fig. 30
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ACCESS & MOBILITY
A-04 Provide access through cul-de-sacs with a network of alleyways and pedestrian parks
Alleyway Network Doncaster’s cul-de-sac street layout has proven to be a deterrent for active transportation within the precinct. The winding nature of the streets, while successful in keeping out unwanted road traffic, has also prevented pedestrian access to points of interest within 5-10minute radius of most dwellings.
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While new developments will scrap the cul-de-sac design, the short term goal to increase pedestrian mobility within the precinct includes the introduction of an alleyway network. This project will begin by procuring private land at the ends of selected cul-de-sacs in order to provide ‘short cuts’ to main roads and points of interest.
Components: 1. Procure private land at selected points within the culde-sacs.
ALLEYWAY THROUGH CUL-DE-SAC
2. Establish network that provides direct points of access to activity areas. 3. Ensure network connects with bicycle path network throughout precinct. Fig. 31
ALLEYWAY THROUGH CUL-DE-SAC
The alleyways will be well maintained, with sufficient lighting to deter antisocial behaviour, and with rest points which will include seating. The network will be shared between cyclists and pedestrians and will connect residents with points of interest that were previously more convenient to access via car. Fig. 32
4. Ensure that maintainance is kept up, including lighting and seating at rest stops.
PROPOSED TRANSPORTATION MAP
T
B 39
Bike Paths LAT Bus Route Train Line (under ground)
T
Train Station
B
Bus Station
0
100m
400m
40
4.2 Development D 01 Develop high density residential apartments in selected areas within the activity zone, up to 7 storeys. D-02 Several medium density blocks with access to public transportation, 2-3 storeys. D-03 Encourage sub-division of large lots, retaining character of housing. D-04 Update community facilities to accomodate growth. D-05 Expand Principle Activity Zone D-06 Rezone Schramm’s Reserve to prevent development D-07 Rezone General Residential Zone to Residential Growth Zone, to facilitate future growth.
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DEVELOPMENT
D-01 Develop high density residential apartments D-02 Develop several Medium density blocks with access to public transport D-03 Encourage sub-division of large lots, retaining character of housing
Housing Diversity 42
In order for Doncaster to accommodate the expected population growth, developers must look toward a varied mix of housing typology. The current overlays prevent densification in areas not immediately adjacent to the activity centre or Road Zones. After the implementation of significant land use changes, the entire precinct will permit medium to high density development. This PSP encourages the heavy densification of the area immediately to the west of the proposed train station, to the north of Westfield Shopping Centre, and between Tram and Elgar Roads. An example of appropriate mixed use development is overleaf.
Throughout the remainder of the precinct, a varied mix of medium density housing will begin development once the zone changes have been implemented. Sub-divisions of large blocks will be encouraged, as well as 2-3 storey apartment blocks and rows of attached town houses. The long term goal of Doncaster’s activity centre envisions an array of facilities ranging from everyday use such as supermarkets and libraries, to speciality use including medical and entertainment. The distribution of these will be along the main axis, ensuring that dwellings within each quadrant gain comfortable walkable access.
Components: 1. High density apartment blocks to be developed to the West of the train station. 2. Within these high density apartments, 5% are to be social housing, 20% affordable housing, and 5% accessible housing for people with disabilities. 3. Within the selected growth areas, medium density town houses or 2-3 storey flats are to be developed. 4. Sub-division encouraged on larger lots.
Expected Population: 20, 000 New Dwellings: 6,500
Fig. 34
Social housing is currently represented in Doncaster at a dismal 2% of available residences. This plan proposes to increase this to a target of 5-8% of new development to include social housing. Along with important urban infrastructure projects such as community facilities and transport, the Doncaster Hill Developer Contributions Plan will now also include financial contributions to social housing. There is an extreme lack of affordable housing in Victoria. This housing crisis negatively affects both those who are forced to live out in peri urban areas, and the natural environment that is constantly being cleared to accommodate them. This plan states that new high density housing will provide 20% affordable dwellings.
DWELLING FORECAST MAP
This dwelling forecast illustrates the expected residential density for Doncaster Hill. Growth will occur within both the activity and residential growth zones.
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900
1,500
800
1,000
1,000 1,200 Fig. 35
DEVELOPMENT
D-04 Expand Principle Activity Zone D-05 Rezone Schramm’s Reserve to prevent development. D-06 Rezone selected areas of General Residential Zone to Residential Growth Zone
Components: 1. Expand Principle Activity Zone to encompass land surrounding main roads. 2. Change Schramm’s Reserve to Park and recreation zone to prevent risk of development.
Zoning to Accomodate Density 44
Presently, Doncaster lacks any real cohesiveness between its major zones, the activity zone along the main axis and the general residential zone that makes up the remainder of the precinct. This is in part due to the large scale nature of the commercial and residential facilities compared with the predominately single storey detached residential dwellings that surround them. It is the recommendation of this PSP to extend the Activity Zone to accommodate a larger portion of the current general residential zone to promote development of mixed use residential/commercial buildings. The residential growth zone will also be extended to incorporate the
remainder of the precinct. It is vital to emphasise residential growth within the precinct in order to accommodate the City of Manningham’s portion of Metropolitan Melbourne’s population expectations. RGZ specifies that maximum building height is increased to four storeys, with diversity in building typology encouraged. The rationale behind changing the residential zone within the precinct is an effort to consolidate high density development to Doncaster, deterring any further sprawl within the municipality of Manningham and protecting the Green Wedge and adjoining ecology.
3. Increase zoning for Residential Growth Zone adjacent to Activity Zone. 4. Pockets of General Residential Zone to remain unchanged in order to retain parts of the suburbs character.
Proposed Zone Changes Current Zones
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Principle Activity Zone Residential Growth Zone General Residential Zone Public Use Zone
Fig. 36
Public Park and Recreation Zone Road Zone
0
100m
400m
DEVELOPMENT Key Changes Within Zones
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Activity Zone
1. Encourage a variation of functions within ground level, street facing developments including retail, hospitality, entertainment, health, etc. 2. Residential development to be encouraged within mixed use building on 2nd storey and above, limited at 5 storeys. 3. Fuctions to be accessible at variety of hours.
Residential Growth Zone
1. Townhouses and flats to be limited to 3 storeys. 2. Medium density encouraged, Doncaster Hill has the ability to accomodate 20, 000 residents. 3. Consolidate residential density surrounding activity zone. Ensuring distance to amenities is short and accessible.
Park and Recreation Zone
1. Schramm’s Reserve is changed to Park and Recreation Zone to deter the development of Doncaster Hill’s largest green space.
Public Use Zone
1. Community facilities need to grow to accomodate future population. This PSP recommends: Extension to Schools Aged Care Facilities Medical Centres Library
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4.3 Public Realm P-01 Transform Williamson’s Rd into Williamson’s Bridge Public Square. P-02 Introduce Woonerf street principles to Elgar Rd P-03 Activate and connect green spaces within the precinct. P-04 Plant more indigenous tree species. P-05 Provide public rest stop facilities such as seating and water fountains.
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PUBLIC REALM
P-01 Transform Williamson’s Rd into Williamson’s Bridge Public Square
Components: 1. Tunnel below the current Williamson’s Rd as the train line is being built. 2. Bus and bike lanes accepted, however the space will be pedestrian dominated.
Williamson’s Bridge
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In attempt to re arrange Doncaster’s current dynamic of car dominance on its streets, the Williamson’s Bridge project has been planned. The site for this new public space will be the connection between the new Doncaster train station and the bus interchange point at Westfield Shopping centre. The space will provide a pedestrian oriented link from the station to the shopping centre, the high foot traffic expected will support this public square as a high activity location. As the tunnel is being built for the trainline, the portion of Williamson’s Rd will also be put underground. The public space will have bike and bus lanes, however the speed limit will be 20km/hr thus pedestrians will have right of way. The site is on the highest point of Doncatser’s
topography, providing incredible views of metropolitan Melbourne. As the City of Manningham’s population is set to grow tremendously, so too will the expected patronage of the train line and Westfield Shopping centre. Williamson’s Bridge will become a transfer point, meeting place, and a destination. The current entrances of Westfield shopping centre are through the many car parking lots that surround the building. The Williamson’s Bridge project will endeavour to open the front of West side of the shopping centre to present as an activity and public use space at a human scale. The west side of the building will be redeveloped to create access and permeability for an inviting human scale entrance..
Site Plan
3. Redevelopment of the West entrance of Westfield Shopping Centre to focus on human scale interaction, by increasing permeability of building edge.
3 2 1
N 40 m
Fig. 37
0m
40m
WILLIAMSON’S RD TUNNEL & BRIDGE
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Fig. 38
PUBLIC REALM
P-03 Introduce Woonerf street principles to Elgar Rd. Components: 1. Redesign of Elgar Rd using Woonerf street principles. 2. Reduce speed limit to 20km/h to deter incidental traffic.
Woonerf Street Principles 52
To emphasise the shift in hierarchy that this PSP aims to see on selected streets within the precinct, aspects of the Dutch ‘Woonerf’ will be adapted along Elgar Rd. Woonerf is Dutch for ‘living street’ and is a street that gives equal priority to car, pedestrians and cyclists. The concept would be introduced to Elgar Rd as it is a straight ‘feeder’ road off of Doncaster Rd and is currently predominately residential. The 4 principles of the Woonerf are as follows 1.Visible entrances. The entrance to the Woonerf is distinctly marked by a sign (see following page.) The sign represents alerts all who enter that there is a change in dynamic to the hierarchy.
2.Shared and paved space. The woonerf is shared equally by cars, pedestrians and cyclists. The paved ground cover contrasts the smooth bitumen of a car dominated road. 3.Physical barriers. The street can be curved or use chicanes that force smaller scale interactions. It can have posts and other barriers that cars need to navigate slowly. 4.Landscaping and furniture. The street will have ample seating and greenery for pedestrians to enjoy. The illustration overleaf portrays a meandering path, with walking routes traversing the paved road.
3.Extend Activity zone to incorporate Elgar Rd, uses include residential, retail, entertainment, culture and recreation. 4. Ensure Med-High density residential development at 2-3 storeys 5. Function of street level buildings to be permeable and open at a variety of hours. 6. Encourage al - fresco dining/ utilisation of sidewalk
ELGAR RD PROPOSAL
Elgar Road Before and After
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Fig. 39
Fig. 40
PUBLIC REALM
P-03 Activate and connect green spaces within the precinct. P-04 Plant more indigenous tree species. P-05 Provide public rest stop facilities such as seating and water fountains.
Connection to established green spaces.
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The city of Manningham is rich with ecologically significant flora and fauna, however as Doncaster has been heavily urbanised, very little remains within the precinct. It is the recommendation of this PSP to ensure that within any new high density residential development that there are to be accompanying green areas landscaped with native flora.
There are many natural public spaces within the municipality, just short journeys from the precinct. Updating bus routes to incorporate these, such as Ruffey Creek reserve, Koonung Creek Linear park and Mullum Mullum Reserve, will be an effective way to provide alternatives to driving.
While Doncaster Hill itself does not currently have the expansive green public space prevelant in the remainder of the municipality, it is entirely possible to introduce native vegetation within new developments. When possible, native vegetation is to be planted along side walks, between large scale buildings, and along pedestrian focused walk ways, such as Elgar Rd. Seating and water fountains are also recommended to encourage walking, and make it an accessible option for all levels of ability.
Components: 1. Update policy to require implementation of green space with every high density development. 2. Update bus routes to incorporate neighbouring established parks and reserves. 3. Introduce native species when landscaping new developments 4. Ensure that appropriate facilities accomodate pedestrain walkways and bike paths.
Images of native flora to be planted within the precinct, and public use facilities.
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Fig. 41-45
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05 Implementation
action req.
objective
time
responsibility
A-01 Provide the City of Manningham with a train line, filling the gap in the current network.
Design & Build
L
Planning Victoria, Manningham Council, PTV, Metro Trains, Vic Roads
A-02 Update current bus routes and implement a LAT bus, providing interconnectivity within Doncaster.
Design & Build
S
Planning Victoria, Manningham Council, PTV, Vic Roads
A-03 Complete and maintain bike path network, including separate two-way path on Doncaster Rd.
Design & Build
A-04 Provide access through cul-de-sacs with a network of alleyways and pedestrian parks.
Design & Build, advocacy
S
1-5 years
M
5-10 years
L
10-20 years
O
S S
M
Planning Victoria, Manningham Council, Cycling Victoria, Vic Roads
M
Planning Victoria, Manningham Council, Parks Victoria
Ongoing
4.1 Access & Mobility
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action req.
time
D 01 Develop high density residential apartments behind the train station, 3-4 storeys.
Design & Build, research
M
L
Planning Victoria, Manningham Council
D-02 Several medium density blocks with access to public transportation, 2-3 storeys..
Design & Build
M
L
Planning Victoria, Manningham Council
D-03 Encourage sub-division of large lots, retaining character of housing.
Design & Build
S
M
Planning Victoria, Manningham Council
D-04 Update community facilities to accomodate growth.
Design & Build, research
S
M
Planning Victoria, Manningham Council
D-05 Expand Principle Activity Zone
Policy
S
Planning Victoria, Manningham Council
D-06 Rezone Schramm’s Reserve to prevent development
Policy
S
Planning Victoria, Manningham Council, parks victoria
D-07 Rezone areas of General Residential Zone to Residential Growth Zone, to facilitate future growth.
Policy
S
Planning Victoria, Manningham Council
objective
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S
1-5 years
M
5-10 years
L
10-20 years
O
responsibility
Ongoing
4.2 Development
action req.
objective P-01 Transform Williamson’s Rd into Williamson’s Bridge Public Square.
Design & Build
P-02 Introduce Woonerf street principles to Elgar Rd
Design & Build
P-03 Activate and connect green spaces within the precinct.
Design & Build
P-04 Plant more indigenous tree species.
Design & Build, research
P-05 Provide public rest stop facilities such as seating and water fountains.
S
1-5 years
M
time L
Planning Victoria, Manningham Council
S M L
Planning Victoria, Manningham Council
M
Planning Victoria, Manningham Council, parks victoria
S
Design & Build
5-10 years
L
10-20 years
responsibility
O
O
Planning Victoria, Manningham Council, parks victoria
S
Planning Victoria, Manningham Council
Ongoing
4.3 Public Realm There is a lot of large scale development within this PSP, the most fundamental of all being the train line, which is scheduled to be complete in approximately 30 years. The vision for Doncaster Hill is a long term one, however short term goals such as increased accessibility and updated bus routes will be administered immediately, providing the current residents with benefits that can be noticed instantly.
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06 Conclusion
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If we are to experience the same base level of liveability in Melbourne in 30 years as we do today, serious changes must be made to outer suburban transportation preferences, particularly those designated to growth areas. This PSP relies on the addition of rail infrastructure being introduced into the city of Manningham. Without a train line connecting the Municipality, it is hard to say whether Doncaster would be an appropriate site for such intense densification. The suburb is already experiencing high levels of traffic congestion and inadequate parking spots, it is time for a change.
As the recommendations in this plan become implemented, Doncaster Hill will grow to become a more connected, sustainable, and inviting area for residents and visitors. By introducing attractive public spaces and connections for active transportation, Doncaster Hill will generate activity within its public realm, reducing the necessity for private vehicle travel. Doncaster Hill can be more than just a shopping centre, more than dead end residential streets, more than 8 lane roads. Doncaster Hill can be a vibrant hub of activity, interaction, and sustainable future oriented development.
Table of Figures Figure 1: Metropolitan Map, Natasha Fonte de Vos, 2017 Figure 2: Context Map 1, Natasha Fonte de Vos, 2017 Figure 3: Context Map 2, Natasha Fonte de Vos,2017 Figure 4: Heritage Overlay map, Ruby Clifford, 2017 Figure 5&6: Manningham City Council, 2008 Figure 7: Herald Sun, 2010 Figure 8: Community Profile Diagrams, all images illustrated by Natasha Fonte de Vos,data sourced from ABS, 2017 Figure 9: Westfield Doncaster, Domain, 2017 Figure 10: Parking on Doncaster Rd, Natasha Fonte de Vos, 2017 Figure 11: Doncaster Rd, GoogleMaps, 2017 Figure 12: Current Bus Routes, Natasha Fonte de vos 2017 Figure 13: Cul-de-sac street layout, NearMap, 2017 Figure 14&15: Street type and walkability maps, Natasha Fonte de Vos, 2017 Figure 16: Topography, Natasha Fonte de Vos, 2017 Figure 17: Land use, S. Mceldowney, 2017 Figure 18: Planning Zones, R.Clifford, 2017 Figure 19: Environmental Significance, S.Jude, 2017 Figure 20: Building Footprints, n.Fonte de vos, 2017 Figure 21: Suburban Homes, Domain.com.au, 2017 Figure 22: Manningham Civic Centre, 2017 Figure 23: Issue & Opportunity parti, n.fonte de vos, 2017 Figure 24: Vision Illustration, n.fonte de vos, 2017 Figure 25: TRansport Intervention, n.fonte de vos, 2017 Figure 26: LAT bus route, n.fonte de Vos,2017 Figure 27: Floating bus stop, n.fontedevos,2017 Figure 28: Bike lane map, n.fonte devos, 2017 Figure 29: Doncaster Rd Section, n.fonte de vos Figure 30: Doncatser rd plan, n.fontedevos Figure 31: Cul-de-sac alleyway, n.fontedevos 2017 Figure 32: Cul-de-sac alleyway, NearMap, 2017 Figure 33: Location of development, NearMap, 2017 Figure 34: Example of high density development, 2017 Figure 35: dwelling forecast, n.fonte de vos , 2017 Figure 36: Proposed planning sones, n.fonte de vos, 2017 Figure 37: Sketch of Williamson’s Rd Tunnel, n.fonte de vos, 2017 Figure 38: Section of Williamson’s rd tunnel, N.fonte de vos, 2017 Figure 39: Elgar st before and after render, GoogleMaps, N.fonte devos, 2017 Figure 40: Elgar St plan render, n.fonte de Vos, 2017 Figure 41-45: Drooping Casinga, Yellow-box, Water fountain, Planter bench, recycling bins, 2017
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References
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ABS, census, 2016 general community profile City of Manningham, Design and Development Overlay DD08, 2014 City of Manningham, Doncaster Hill Activity Centre, 2014 City of Manningham, Doncaster Hill Mode Shift Plan, 2014 City of Manningham, Municipal Strategic Statement, 2008 City of Manningham, Part A: Doncaster Hill Vision, 2002 City of Manningham, Planning Zones, 2014 City of Manningham, Ready set, pedal: Manningham Bicycle Strategy, 2013 City of Manningham, Residential Strategy, 2012 Planning Victoria, Activity Centre Design Guidelines, Dep. Of Sustainability and Environment, 2005 Planning Victoria, Facilitation of Public Housing, 2017 Planning Victoria, Guidelines for Higher Density Residential Development, Dep. Of Sustainability and Environment, 2005 Planning Victoria, Melbourne 2030: Activity Centres, 2002 Planning Victoria, Reformed Residential Zones, 2014 Steinberg, L. Woonerf: Inclusive and livable Dutch Street, in: LVBLCITY, 2015
Thankyou!
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CONNECTING DONCASTE